August 27, 2010 

An Integrated Program of New Service Development via: 

Advertising/Marketing, Revenue Guarantees, and Start-Up Cost Abatements 

 In Support of New Delta Connection Service to/from Salt Lake City 

Sponsor: Southwest Oregon Regional Airport 

 North Bend, Oregon 

 Theresa Cook, AAE, Executive Director 

 Congressional Code: OR-004 

 Dun & Bradstreet Number: 139123686 

SOUTHWEST OREGON REGIONAL AIRPORT 

NORTH BEND/COOS BAY, OREGON 

Proposal Under the Small Community Air Service Development Program 

 

Docket: DOT-OST-2010-0124

Before the Office of the Secretary of Transportation 

US Department of Transportation
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 2

TABLE OF CONTENTS

Section Page 

Letters of Support 3 

Summary Information 10 

Introduction 14 

Primary Objectives of Proposal 16 

Executive Summary 17 

Detailed Explanation of Proposal 21 

Expected Results 23 

Operational Issues With Current Service 29 

Current Air Service 34 

Air Service Deficiencies 40 

Extenuating Factors Affecting Air Service 44 

Availability of Alternate Airports 46 

Use of Local/Federal Funds 47 

Public/Private Partnerships 48 

Implementation Timeline 51 

Air Service Advisory Groups 52 

Local Air Service Development Efforts 53 

In-kind Services from the Community 54 

Performance Measures 55 

Legal Sponsor 56 

Financial Controls 57 

Return on Investment 58 

DOT Exit Strategy 59 

Alternate Plan 60 

Airport Information 61 

Community Profile 62 

Comparison to Other Communities in Region 68 

Conclusions 74 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 3

LETTERS OF SUPPORT 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 4
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 5
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 6
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 7
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 8
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 9
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 10

SUMMARY INFORMATION 

Small Community Air Service Development Program, Docket DOT-OST-2010-0124 

A. Applicant Information 

 Not a Consortium Community now receives EAS subsidy 

 Interstate Consortium Intrastate Consortium 

 Community previously received a Small Community Grant 

 If previous recipient, date of Grant: ________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 – August 2010 11

Private: 

1. Bandon Dunes Golf Resort 

2. Bay Area Chamber of Commerce 

3. Coos Bay Visitor Information Center 

4. Bay Area Hospital 

5. Friends of New and Sustainable Business (FONSI) 

6. Bandon Chamber of Commerce 

7. Coquille Chamber of Commerce 

8. Lakeside Chamber of Commerce 

9. Myrtle Point Chamber of Commerce 

10. Reedsport/Winchester Bay Chamber of Commerce 

11. CEDCO 

12. Campbell Group (Menasha) 

13. Sause Brothers 

C. Project Proposal 

 Marketing Upgrade Aircraft New Route 

 Personnel Increased Frequency Low Fare Service 

 Travel Bank Service Restoration Subsidy 

 Surface Transportation Regional Service Other (Specify) 

 Revenue Guarantee Launch New Carrier 

 Start Up Cost Offset First Competitive Service 

 Study Secure Additional Carrier 

D. Existing Landing Aids at Airport

 Full ILS Outer/Middle Marker Published Instrument Approach 

 Localizer Other: MALSAR Approach Lighting
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 12

E. Project Cost 

1. Federal amount requested: $ 500,000 

2. State cash financial contribution: $ 0

3. Local cash financial contribution: $ 50,000

 3a. Airport cash funds: $ 0

 3b. Non-Airport cash funds: $ 50,000 

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

4. TOTAL CASH FUNDING: $ 550,000

5. Local funds contributed from already existing

Programs of projects included in line 3c: $ 0

6. Local funds contributed from new commitments 

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

7. Airport In-Kind contribution: $ Various

Description: Fee waivers: landing and terminal fees

8. Other In-Kind contribution: $ Various

Description: Advertising and marketing match money

9. TOTAL IN-KIND CONTRIBUTION: $ Undetermined

10. TOTAL PROJECT COST: $ 550,000

F. Enplanements at Airport

 2000: 29,034 

2001: 28,722

 2002: 30,036

 2003: 30,768

 2004: 31,188

 2005: 35,956

 2006: 35,571

 2007: 37,918

 2008: 31,030 

2009: 21,240 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 13

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 – August 2010 14

INTRODUCTION 

In the last two years, the South Coast has seen more extreme seat and flight cuts than almost 

any other market in the nation. Seats are down almost 50%, while flights are down more than 

40% in that time period. The Airport gained a new airline during that period – with United 

Express/SkyWest entering the market. But just four months after United landed in North Bend, the 

Airport’s only other carrier, Horizon Air, pulled out. 

A major reason for Horizon’s departure from the South Coast market was the retirement of its 

fleet of smaller, 48-seat Dash 8-200 turboprops. This aircraft was perfectly suited for markets such 

as North Bend – offering higher frequency with fewer seats per flight on the route to Portland. 

Horizon’s small market aircraft is now the 76-seat Q400 turboprop – which is not the right aircraft 

for the more frequent service required in a market such as North Bend – Portland. 

United/SkyWest quickly added Portland service when Horizon left, but it operates just one flight a 

day on the route. When service shifted to the United code, passengers in North Bend lost access 

to the 40 one-stop Alaska/Horizon destinations at Portland, trading it for just nine one-stop 

destinations offered by United at Portland. This lack of connectivity made Portland service 

unattractive for all but local passengers 

– reducing total connecting passengers 

by almost 70% between North Bend 

and Portland. This has created hardship 

not only for those regional travelers who 

utilized the Airport for vacations, but 

additionally for those business people 

who were able to travel to Portland in the morning for meetings and return home to Coos 

County by evening. Flight schedules currently out of the Airport for Portland require at least one 

overnight stay. The logistical and economical hardship has stifled business and leisure travel. 

Moreover, current air service has been plagued by operational problems and delays. During 

July of 2010, Airport data shows that 71% of all flights out of the Airport in July departed at least 

14 minutes after scheduled departure time. Of the 124 scheduled departures during the month, 

88 departed late. 

“In the last two years, North Bend/Coos 

Bay has seen more extreme seat and 

flight cuts than almost any other market 

in the nation.” 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 15

The Airport has indentified a need for better connectivity now that United is the only carrier in 

the market. While service to San Francisco and Portland on the United code covers the west 

coast as well as any airline could as a sole source provider, the market is missing eastbound 

connectivity through a major hub to the east of North Bend. The Airport believes service 

provided by a Delta Air Lines regional affiliate to the Salt Lake City hub would provide the best 

possible eastbound connectivity, and the strongest possible competition for United Express 

service in the market. 

While the Airport has mined very specific data, showing the route will be successful, Delta will 

require some insurance to ensure it doesn’t lose money. While the community has been 

successful in raising part of this funding, a Small Community Grant will be necessary to bring 

competitive service to Coos County communities, and the larger region covering the southern 

Oregon coast. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 16

PRIMARY OBJECTIVES OF PROPOSAL 

Objectives for Program: 

 Increase connectivity along the southern Oregon coast 

 Create better opportunities for business and inbound leisure connections 

 Recruit additional network service to the market 

 Increase the use of local air service 

 Decrease average fares at the Southwest Oregon Regional Airport 

Means to Achieve Objectives: 

 Continue discussion with targeted carriers about additional market opportunities 

 Establish a record of success via a second service provider with expanded 

connectivity to new hubs 

 Develop risk mitigation package to secure a second carrier 

 Develop local marketing package to offer to interested carriers 

Course of Action to Support Means: 

 Make available revenue guarantee in first 24-months of new service 

 Initiate marketing and advertising campaign to publicize new air service 

 Work with local business partners to ensure new service is successful 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 17

EXECUTIVE SUMMARY 

Despite being the only airport on the Pacific Northwest coast with scheduled service on aircraft 

with more than nine passenger seats, the Southwest Oregon Regional Airport has seen huge cuts 

in service in the last two years. The Airport has lost 74% of its daily flights as it has seen flights cut 

from 7.8 departures per day to just three departures per day since the summer of 2008. At the 

same time, the number of available seats being offered by airlines in the market has dropped by 

80%, as Horizon Air left the market shortly after United 

Express/SkyWest began service. 

Despite service cuts, the Southwest Oregon Regional Airport 

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

options within a two hour drive. The region is isolated by it 

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. There are no true 

competing airports within two hours of North Bend/Coos Bay. The 

Southwest Oregon Regional Airport catchment area covers more 

than half of the Oregon coast, but Airport is classified by the FAA 

as a non-hub due to its low – and declining – 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 two flights per weekday to San Francisco, and one flight per weekday to Portland 

(see Figure 2). All service is provided with 30-seat Embraer 120 Brasilia turboprop aircraft – the 

largest aircraft serving any airport along the Pacific Northwest coastline. 

FIGURE 1: The Southwest Oregon Regional

Airport Catchment Area
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 18

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 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. 

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. 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. 

Despite these service changes, the North 

Bend/Coos Bay market has been able to grow 

over the last decade. Between 2000 and 

2008, passenger traffic in the market grew by 

21%, from an average of 80 passengers per 

day each way in 2000 (PDEW) to an average 

of 97 passengers per day each way (PDEW) by 

2008 (see Figure 3). The South Coast market was able to grow in this period despite average 

one way fares that went up by 29% - from $142 each way on average to $183 each way on 

average. 

Still, between 2008 and 2009 the North Bend market saw a large passenger drop. In just the last 

year the market lost 35% of its passengers – as the market shrunk to just 63 passengers per day 

FIGURE 2: Current Service at the Southwest Oregon

Regional Airport, August 2010
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 19

each way (PDEW) (see Figure 3). A major reason for this drop was 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 nine one-stop destinations 

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

but local passengers – reducing total connecting passengers by almost 70% between North 

Bend and Portland. 

It is clear that the market performed best when both United Express and Horizon offered service 

at the same time – for a period of four months in 2008. During this period fares were still relatively 

high, but the increased connectivity offered by two airlines to two separate networks more than 

made up for higher fares. The Southwest Oregon Regional Airport seeks to re-create this 

situation, by encouraging a second network carrier to enter the market alongside United Express 

service. 

56,490 56,120

58,770 57,990 58,240

69,290

66,270

69,220 68,400

44,780

1,770 1,700

1,680 2,110 1,750

2,450

2,480

2,440 2,280

1,470

79.8 79.2

82.8 82.3 82.2

98.3

94.2

98.2 96.8

63.4

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 

PDEW International Domestic

$142

$135 $133

$147

$160 $161

$181

$178

$183

$154

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

CY2000 – CY2009; Source: US DOT Table DB1A
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 20

The Airport has indentified a need for better eastbound connections. While service to San 

Francisco and Portland on the United code covers the west coast as well as any airline could, 

the market is missing eastbound connectivity through a major hub to the east of the South 

Coast. The Airport believes service provided by a Delta Air Lines regional affiliate to the Salt Lake 

City hub would provide the best possible 

eastbound connectivity, and the strongest 

possible competition for United Express service in 

the market. 

The Airport must offer Delta some kind of risk 

mitigation to ensure against a major loss in the 

start-up phase of new service. While the Airport has mined very specific data showing the route 

will be successful, Delta will require some insurance to ensure it doesn’t lose money. While the 

community has raised part of this funding, a Small Community Grant will be necessary to bring 

competitive service to North Bend, Coos Bay, and the larger region covering the southern 

Oregon coast. 

“The Airport believes service 

provided by a Delta Air Lines regional 

affiliate would provide the best 

possible competition...”
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 21

DETAILED EXPLANATION OF PROPOSAL 

The Southwest Oregon Regional Airport proposes to use a combination of locally raised funding, 

including fee waivers and marketing support, in conjunction with federal Small Community Air 

Service Development Grant funding in support of the addition of new service on a Delta Air Lines 

regional affiliate to Salt Lake City (see Figure 4). 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 Southwest Oregon Regional Airport seeks a 

Small Community Air Service Development 

Grant, in the amount of $500,000, to help 

mitigate Delta’s initial monetary risk in serving 

Salt Lake City. 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, although the service pattern could be expanded to 

two daily flights – especially in the busy summer season. The route between North Bend/Coos 

Bay and Salt Lake City would cover 655 miles in a flight time of one hour and 25 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 5). 

Origin Destination Departs Arrives Block Time Equipment 

OTH SLC 11:00am 11:50am 1:50 CRJ 

SLC OTH 1:00pm 3:50pm 1:50 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 

FIGURE 5: Proposed Flight Schedule:

North Bend – Salt Lake City

FIGURE 4: Proposed Route:

North Bend – Salt Lake City
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 22

beyond Salt Lake City (see Figure 5). The flight times do not take into account upper level winds 

or weather. 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. 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 federal share of the project will be $500,000 – all 

of which will be used for the airline revenue 

guarantee. 

The Southwest Oregon Regional Airport projects that 

the bulk of the grant money be available to provide 

insurance in case the Delta Connection affiliate 

carrier 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 within one year. 

If, for some unforeseen reason, service is not commenced in a timely manner by a 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 Horizon Air 

service to Seattle, San Jose, Los Angeles, or Sacramento; United Express service to Denver or Los 

Angeles; 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. 

“This schedule would not 

require an overnight aircraft 

at the Airport – making it 

more attractive to the airline.” 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 23

EXPECTED RESULTS 

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

Travelers in southwest Oregon have proven that they will support local air service when it goes to 

the right destinations and has hub connections to the right cities. Service at the Southwest 

Oregon Regional Airport performed best when the market had two carriers. The Airport expects 

that will be the case with the addition of Delta-coded service to Salt Lake City. 

FIGURE 6: One‐Stop Connections Over Salt Lake City

On Delta Air Lines and its SkyTeam Partners, August 2010
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 24

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. Moreover, Salt Lake City, itself, ranks as one 

of the South Coast market’s top 20 origin and destination passenger markets, as of the year 

ended first quarter 2010. 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 Paris, France (see Figure 6). 

The North Bend/Coos Bay market currently produces 35.1 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 the year ended first quarter 2010, the South Coast produced 25,648 total origin and 

destination passengers that would flow over Salt Lake City on Delta (see Figure 7). 

In all, the South Coast – Salt Lake City route has the potential to capture 56% of the current 

passengers flying in and out of the Southwest Oregon Regional Airport, itself, without taking into 

account any passenger leakage (see Figure 7). Leakage is significant – especially to airports 

such as Medford and 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. 

Salt Lake 

City 56%

Other 

Hubs 44%

Salt Lake 

City 60%

Other 

Hubs 40%

North Bend O&D Revenue $7,002,120 100%

Revenue Flowing Over Salt Lake City $4,215,340 60%

North Bend O&D Passengers 45,882 100%

Passengers Flowing Over Salt Lake City 25,648 56%

FIGURE 7: North Bend O&D Passengers and Revenue Flowing Over Salt Lake City

On Delta Air Lines and its SkyTeam Partners, YE1Q10; Source: Sixel Consulting Group Hub Builder
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 25

At the same time, the Salt Lake City hub could capture 60% of the current revenue generated at 

the Southwest Oregon Regional Airport. Currently, Delta markets from the South Coast that flow 

over the Salt Lake City hub generate more than $4.2 million in annual airline revenue, or $5,774 in 

revenue per day each way (RDEW) to and from the Southwest Oregon Regional Airport (see 

Figure 7). 

The Delta hub at Salt Lake City has the potential to capture large portions of traffic in the 

majority of the South Coast’s largest origin and destination passenger markets. 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 – including large 

markets such as Los Angeles, which produces 7.2 passengers per day each way (PDEW) as of 

the year ended first quarter 2010; Las Vegas, which produces 3.0 PDEW; Phoenix, which 

produces 2.5 PDEW; Washington/Baltimore, which produces 2.1 PDEW; Chicago, which 

produces 2.0 PDEW; and Denver, which also produces 2.0 PDEW as of the year ended first 

quarter 2010 (see Figure 8). 

5,280

2,190

2,120

1,860

1,560

1,480

1,470

1,090

860

770

760

540

540

460

380

350

320

310

300

270

7.2

3.0

2.9

2.5

2.1

2.0

2.0

1.5

1.2

1.1

1.0

0.7

0.7

0.6

0.5

0.5

0.4

0.4

0.4

0.4

0 1000 2000 3000 4000 5000

Los Angeles Basin - 1

Las Vegas - 2

San Diego - 3

Phoenix/Mesa Area - 4

Washington/Baltimore - 5

Chicago Area - 6

Denver - 7

New York/Newark - 8

Orlando/Sanford Area - 9

Dallas/Ft Worth Area - 10

Boston- 11

Minneapolis- 12

Philadelphia - 13

San Antonio - 14

Tucson- 15

Salt Lake City - 16

Houston Area- 17

Honolulu - 18

Kansas City - 19

Nashville - 20

Annual Passengers 

PDEW

FIGURE 8: North Bend’s Top 20 O&D Passenger Markets Over Salt Lake City

On Delta Air Lines and its SkyTeam Partners, YE1Q10; Source: Sixel Consulting Group Hub Builder
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 26

It is likely new non-stop 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 as little as 12 months from the start of flights. 

The Southwest Oregon Regional Airport’s top eight revenue markets that would flow over Salt 

Lake City on Delta each produce more than $300 in RDEW (see Figure 9). The top potential North 

Bend/Coos Bay revenue market over Delta’s Salt Lake City hub is Los Angeles, producing more 

than $1,050 in revenue per day each way (RDEW) as of the year ended first quarter 2010. San 

Diego ranks as the South Coast’s second-largest revenue market that Delta would access, 

generating $465 in RDEW as of the year ended first quarter 2010. 

$768,430

$339,510

$316,420

$270,170

$235,380

$228,850

$226,490

$221,700

$159,070

$129,330

$120,290

$97,880

$97,580

$74,710

$62,570

$62,390

$58,380

$57,630

$57,480

$56,290

$1,053

$465

$433

$370

$322

$313

$310

$304

$218

$177

$165

$134

$134

$102

$86

$85

$80

$79

$79

$77

$0 $100,000 $200,000 $300,000 $400,000 $500,000 $600,000 $700,000 $800,000

Los Angeles Basin - 1

San Diego - 2

Washington/Baltimore - 3

Chicago Area - 4

Denver - 5

Las Vegas - 6

Phoenix/Mesa Area - 7

New York/Newark - 8

Dallas/Ft Worth Area - 9

Boston - 10

Orlando/Sanford Area - 11

Minneapolis - 12

Philadelphia - 13

San Antonio - 14

Salt Lake City - 15

Indianapolis - 16

Atlanta - 17

Kansas City - 18

Nashville - 19

Houston Area - 20

Annual Revenue

RDEW

FIGURE 9: North Bend’s Top 20 O&D Revenue Markets Over Salt Lake City

On Delta Air Lines and its SkyTeam Partners, YE1Q10; Source: Sixel Consulting Group Hub Builder
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 27

The Delta hub at Salt Lake City is in a unique position to generate additional traffic and revenue 

to any number of the top origin and destination markets from the Southwest Oregon Regional 

Airport. Delta service from North Bend to Salt Lake City has the potential to capture as much as 

$4.2 million in current airline revenue, not taking into account any revenue stimulation through 

additional non-stop service. 

Should it launch service between the South Coast and Salt Lake City, Delta would be competing 

in markets that have current fares averaging $164 each way, which is $5 higher than the current 

average one way fare in the South Coast market of $159 (see Figure 10). Horizon would provide 

much-needed competition for North Bend/Coos Bay catchment area residents traveling to most 

of the market’s top destinations, where fares top the regional average. 

Examples include San 

Diego, where the 

average roundtrip fare 

was $320 as of the year 

ended first quarter 2010; 

Washington/Baltimore, 

where the average 

roundtrip fare was $406 

as of the year ended first 

quarter 2010; Chicago, 

where the average 

roundtrip fare was $365 

as of the year ended first 

quarter 2010; New 

York/Newark, where the 

average fare was $407 

roundtrip as of the year 

ended first quarter 2010; 

Dallas/Ft. Worth, where the average roundtrip fare was $413 as of the year ended first quarter 

2010; and Minneapolis/St. Paul, where the average roundtrip fare was $363 as of the year ended 

first quarter 2010 (see Figure 10). 

$146

$104

$160

$122

$203

$183

$160

$203

$140

$207

$170

$181

$181

$162

$142

$179

$176

$174

$192

$213

$0 $50 $100 $150 $200

Los Angeles Basin - 1

Las Vegas - 2

San Diego - 3

Phoenix/Mesa Area - 4

Washington/Baltimore - 5

Chicago Area - 6

Denver - 7

New York/Newark - 8

Orlando/Sanford Area- 9

Dallas/Ft Worth Area - 10

Boston - 11

Minneapolis - 12

Philadelphia - 13

San Antonio - 14

Tucson- 15

Salt Lake City - 16

Houston Area - 17

Honolulu - 18

Kansas City - 19

Nashville - 20

Average Over SLC: $164

FIGURE 10: North Bend’s Average One Way Fares Over Salt Lake City

On Delta Air Lines, YE1Q10; Source: Sixel Consulting Group Hub Builder
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 28

The only real 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 towards providing enough 

competition to bring fares in-line with those found 

in other western markets. 

The Airport believes there is sufficient passenger 

traffic and revenue that would flow over Delta’s 

Salt Lake City hub to make the service profitable. 

Delta would not be forced to offer rock-bottom 

fares at the South Coast to be competitive – even fares slightly higher than those found in other 

western markets would be considered low for local South Coast travelers. The Southwest 

Oregon Regional Airport believes in the North Bend/Coos Bay – Salt Lake City market, and must 

develop a risk mitigation package to ensure a Delta Connection carrier can enter the market 

without a large financial risk at service outset.

“Delta’s non-stop eastbound service 

would go a long way towards 

providing enough competition to 

bring fares in-line with those found in 

other western markets.”
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 29

OPERATIONAL ISSUES WITH CURRENT SERVICE 

Current air service at the Southwest Oregon Regional Airport, provided by SkyWest Airlines, 

operated as United Express, has been plagued in the summer of 2010 by operational problems 

and 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 believes service must be diversified – with service operated by more than 

one carrier, to additional hubs – to reduce the Airport’s dependence on the weather along the 

west coast. 

During July of 2010 the Southwest Oregon Regional Airport has seen major delays on many of its 

flights to both San Francisco and Portland. Airport data shows that 71% of all flights out of the 

Airport in July departed at least 14 minutes after scheduled departure time (see Figure 11). Of 

the 124 scheduled departures during the month, 88 departed late. 

856

1128

850

918

1007

1113

1034

1123

1010

904

1033 1029 1023

932 949

914 947

903

855

1106

900

1030 1021 1033

958

1048 1039

1147

1018 1016 1034

1343 1339 1333

1725

1324

1437

1525

1600

1659

1413

1525

1432

1504

1344 1336

1628

1325 1358 1331

1453

1348

1501

1450

1613 1611

1447

1501

1537

1458 1437 1459

1733 1743 1750 1727 1723 1716

1835

1718 1712

1822 1840 1850

1731 1741 1726 1703

1745 1730

1801

1718 1725

1919

1709 1726

2026

1820

1745

1706 1736 1749

2006 2008 2007 2010 2005 2010 2009 2040 2009 2008

2137

2020 2013 2008 2010

2249

2012 2017 2013 2015 2013 2006 2030 2009 2008 2015 2020 2007 2006 2015 2010

800

900

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

2100

2200

2300

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

6504 Sch'd

Departure

6504 Actual

Departure

6909 Sch'd

Departure

6909 Actual

Departure

6164 Sch'd

Departure

6164 Actual

Departure

6810 Sch'd

Departure

6810 Actual

Departure

OTH JULY DEPARTURE TIMES

FIGURE 11: On‐Time Performance of North Bend Departures,

July 2010; Source: Southwest Oregon Regional Airport
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 30

The two earliest departures of the day from the Southwest Oregon Regional Airport had the 

worst on-time performance. The 8:55am scheduled departure and the 1:35pm scheduled 

departure each had 28 of 31 flights depart North Bend late (see Figure 11). These delays are 

mostly due to weather in San Francisco, which has been socked in with low clouds for much of 

the summer of 2010, 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 de-linking of service 

from San Francisco is a major priority of the Airport and the community. 

The region’s world-renowned golf club, Bandon Dunes, accounts for an estimated 80% 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. If Bandon 

Dunes preferred airport became Eugene airport, North Bend/Coos County could eventually lose 

all current air service. 

Below are some recent comments from Bandon Dunes visitors who used the air service provided 

at the Southwest Oregon Regional Airport. Many have been upset at the delays, and other 

operational problems. These comments illustrate why it is so important to the community that an 

alternative service be offered. While many will still use the flights to and from San Francisco and 

Portland, the community needs another reliable hub to handle demand from returning 

customers who have been upset with service through SFO on the United code. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 31

Comments from Bandon Dunes Visitors, July and August 2010:

“You must do something to improve airline service into North Bend. it is the biggest 

headache and will stop people from coming to the resort.” 

“Coming from the east coast it seems impossible to get there. Coupled with a 4 + hour 

delay leaving the airport and missing all connections on the way home, a great 

experience was tempered. I would like to come back and would appreciate your 

advice as to the best way to get there. San Francisco does not appear to be the 

option.” 

“Unfortunately, getting to Bandon Dunes is an immense problem and I believe it is 

imperative that you take steps to remedy a situation that is becoming increasingly more 

intolerable. I know you're very aware of the problem so I won't dwell on it but I cannot 

overemphasize the seriousness of the quandary. As you know, several of us departed the 

resort at 7:15 Monday morning (because we were unable to get out the day before) to 

make a 9:00 United Express flight to San Francisco which ended up being delayed four 

hours until nearly 1:00. Needless to say, the situation was horrendous & players from 

Cleveland & Pittsburgh had to stay overnight in SF! We are willing to give it another year 

but I hope you're taking this issue seriously.” 

“Have you approached Delta in proposing service to North Bend out of their Salt Lake 

hub?” 

“The flight was full, so SkyWest had to remove luggage and of 13 of these guests arrived 

without luggage. Some were given a $250 voucher from SkyWest. SkyWest was 

reportedly going to attempt to re-route the luggage to SFO so it could arrive on the 7pm 

flight to North Bend.” 

“The only major problem was the air transportation. I know that it is something that is out 

of the resort's control, but we had to drive to Eugene to make it to San Francisco 

because our flight was canceled. The resort would benefit from having additional flights 

in and out of major cities throughout the day to keep this from happening.” 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 32

“I have been to Bandon four times and this will be my last trip until the transportation 

situation is substantially improved. The United Express service into North Bend is the worst I 

have ever seen and completely ruined the trip for all 8 of us. We arrived home almost a 

day late. United Express does not understand this market and so long as they are the 

carrier, the business at the resort will suffer. I have no choice but to tell everyone I know 

to avoid the place until the travel situation improves. I was flying from Chicago, a pretty 

easy place to fly anywhere, by the way.” 

“Commercial flights out of Coos Bay are ridiculous. Unbelievable that you can't play a 

round and fly out the same day to anywhere except Portland. It was upsetting that our 

group had to stay an extra night without playing golf also requiring an addition day 

away from work.” 

“Our flights out of OTH were all messed up AGAIN. I know you probably can't do 

anything about it, but it is a big turn off. We might be driving from Portland again to 

avoid OTH/SFO, or even headed to Pinehurst instead next year.” 

“You guys really need to know that UAL is killing you (our departure time from SFO was 

changed 9 times in 8 months requiring changed tee times). Golf bags taken off flights 

due to overweight plane? Isn't it fairly obvious that guys flying to North Bend/Coos Bay 

are going to Bandon?” 

“It would be helpful if Bandon could exert some influence over United Airlines. They 

cancelled our flight from North Bend to Portland and did not advise us. We were lucky to 

figure it out before arriving, but had to drive five hours each way. Getting to the resort is 

the greatest barrier to returning.” 

“Our group has come annually for 6 years. We will stop. The transportation arrangements 

from San Francisco are tortuous.” 

“Not sure what you can do about this but the airline service with Unite Express in and out 

of SFO was a complete mess. Each way we were told that due to weight and wind 

several people would have to take another flight. It goes without saying that Bandon is 

not the easiest place to fly into and with the added pressure of the airlines makes the trip 

all the more difficult.” 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 33

“You should recommend that people not use United Airlines or the North Bend Airport. 

United's planes are too small to accommodate golf bags. The time at Bandon was a 

wonderful time for us. The bookend aggravation of our experience with United makes it 

difficult for me to consider a return trip or to pass on to others the OUTSTANDING and 

unequivocal recommendation to friends without a severe warning to be concerned 

about United Airlines Operation.” 

“United threw us off the plane due to too much weight. I had to charter a limo for $325 to 

get to Portland. You should have someone from Bandon there for each departure and 

then get them to Portland, Eugene or find them a car to rent. There were no cars either. 

We will not come back to Bandon until you get that fixed. United operates North Bend 

like a third world country airport.” 

“Great venue, very difficult to get to. The one flight to SFO was delayed and all of us 

missed our connections. Took me 27 hours to get home. I will not recommend the resort 

to anyone.” 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 34

CURRENT AIR SERVICE ALONG THE SOUTH OREGON COAST 

All commercial air service at the Southwest Oregon Regional Airport is currently provided by 

SkyWest Airlines, operated as United Express, which offers direct daily flights from the South Coast 

to its hub in San Francisco and its focus city in Portland. United Express has been the Airport’s sole 

commercial carrier since October 2008 – only three months after it entered the market – 

following Horizon Air’s termination of its longstanding nonstop service from the South Coast to 

Portland. 

United Express’ tenure at Southwest Oregon has been accompanied by a sharp falloff in 

passenger demand. In 2009 alone, the number of South Coast travelers plummeted by one-third 

over the previous year (see Figure 12). The descent has continued in 2010. Among the factors 

associated with and contributing to the Airport’s declining stream of passengers is reduced seat 

capacity, reduced frequency of service, higher airfares, poorer connectivity beyond immediate 

hubs, and increased “leakage” of area travelers to adjacent airports. 

56,490 56,120

58,770 57,990 58,240

69,290

66,270

69,220 68,400

44,780

1,770 1,700

1,680 2,110 1,750

2,450

2,480

2,440 2,280

1,470

79.8 79.2

82.8 82.3 82.2

98.3

94.2

98.2 96.8

63.4

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 

PDEW International Domestic

FIGURE 12: O&D Passengers at Southwest Oregon Regional Airport

CY2000 – CY2009; Source: US DOT Table DB1A
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 35

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. 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. This service would answer the specific needs of both the leisure and 

business traveler. The Airport believes the success of this venture is sustainable, in face of major 

industrial opportunities scheduled to occur on the southern Oregon Coast which will require 

future transport of hundreds of future technical employees into the Coos County area, in 

addition to the current tourism and business loads. 

Current Passenger Traffic in the North Bend/Coos Bay Market 

Following years of maintaining and even growing its commercial air service, the Southwest 

Oregon Regional Airport has seen its passenger levels drop significantly since 2008. Comparing 

the first quarter of 2008 with the first quarter of 2010, the total number of onboard passengers at 

the Airport dropped 4%. In that same period, the total number of available seats declined by 

36%, and the number of flights fell 26% (see Figure 13). 

18,611

24,938

31,376

25,715

20,321

24,609

34,280

22,087

20,850 21,660 21,840

16,680 15,750 13394

19742

23874

18423

15047

18762

24614

11905

8938

11748

14388

9276

8279

0

5000

10000

15000

20000

25000

30000

35000

2007-Q1 2007-Q2 2007-Q3 2007-Q4 2008-Q1 2008-Q2 2008-Q3 2008-Q4 2009-Q1 2009-Q2 2009-Q3 2009-Q4 2010-Q1

Available Seats Onboard Passengers

FIGURE 13: Available Seats and Onboard Passengers at Southwest Oregon Regional Airport

First Quarter 2007 – First Quarter 2010; Source: US DOT T100 Data
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 36

These declining 

figures are not 

spread evenly 

between the South 

Coast’s two routes. 

In fact, service to 

San Francisco, even 

in the midst of an 

economic 

recession, has held 

steady and even 

grown. Total 

passengers on the 

North Bend - San 

Francisco route 

grew from 2,276 in 

April 2009 to 2,504 in April 2010 – an increase of 10 percent in one year (see Figure 14). 

Correspondingly, loads factors also climbed, from 63 percent in April 2009 to 73 percent in April 

2010. 

The Portland route, on the other hand, accounts for all losses at the Airport. Total passengers on 

the North Bend - Portland route plummeted from 5,436 in April 2008 to just 604 in April 2010 – a fall 

of 89 percent in two 

years (see Figure 15). 

In that same period, 

total seats plunged 

by three-fourths and 

load levels fell from 

78 percent to 34 

percent. This freefall 

began as soon as 

Horizon ended its 

operations on the 

South Coast in midOctober 2008, 

2,970

3,720

3,540

3,690

3,540

3,390 3,510

3,240

3,720 3,600 3,630 3,570 3,600 3,720 3,600 3,690 3,570 3,660

3,450 3,330

3,690

3,450

1,582

2,263 2,274

2,477

2,216 2,138

1,689 1,666

2,266 2,276

2,473 2,449

2,777

2,948 2,832 2,714

2,442 2,383

2,163 2,050

2,601 2,504

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

Available Seats Onboard Pax Departures

99.0

124.0

118.0 123.0 118.0 113.0 117.0

108.0

124.0 120.0 121.0 119.0 120.0 124.0 120.0 123.0 119.0 122.0

115.0 111.0

123.0

115.0

FIGURE 14: Departures, Available Seats, and Passengers, OTH‐SFO

July 2008 – April 2010; Source: US DOT T100 Data

9,028

8,547

6,401

4,560

3,360 3,330 3,330 3,240

3,690 3,600 3,630 3,570 3,600 3,690 3,600

2,130

1,800 1,800 1,770 1,650 1,830 1,800

6,745 6,676

5,028

2,558

1,201 1,197 976 1,089 1,209 1,415 1,473 1,616 1,805

2,097 1,906

799

418 497 376 467 597 604

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

10,000

Available Seats Onboard Pax Departures

244.0 229.0

173.0

138.0

112.0 111.0 111.0 108.0

123.0 120.0 121.0 119.0 120.0 123.0 120.0

71.0 60.0 60.0 59.0 55.0 61.0 60.0

FIGURE 15: Departures, Available Seats, and Passengers, OTH‐PDX

July 2008 – April 2010; Source: US DOT T100 Data
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 37

leaving SkyWest to take over the North Bend - Portland flight, with scheduled flights that do not 

meet the travel needs of most South Coast/Portland business travelers, in addition to less viable 

connectivity options for leisure travelers. 

Whereas just two years ago Portland was the only choice passengers had for nonstop 

commercial air service along the South Coast today it only commands a 31 percent share versus 

69 for San Francisco. This is virtually a mirror reversal from the previous year, when 71 percent of 

South Coast passengers chose Portland and only 29 percent traveled to San Francisco. 

Passengers are avoiding service to Portland because United Express doesn’t offer the 

connectivity that was offered by Horizon on this route. The carrier simply does not have the 

strength or presence in the Portland market. Foremost, United offers very few one-stop 

connections beyond Portland – only nine (not counting Eugene and San Francisco – which 

would be backtrack connections). For 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. The declining number of passengers to Portland also is being 

driven by the reduction of seats and frequency of service to Portland. Since October 2009, 

United Express has been operating only one flight per day each way between the South Coast 

and Portland, whereas Horizon had averaged about four round trip flights in the summer and 

three in the off-season. 

It is clear that the precipitous decline in 

passengers along the South Coast, 

occurring only on the Portland flight, is not 

primarily associated with the nationwide 

downturn in domestic air travel; rather it is 

a product of a poor match between 

carrier and market. Many passengers 

who two years ago would have utilized 

the Airport to fly to Portland now either 

drive more than two hours to board flights 

in Eugene, or they drive more than four 

hours to Portland – in both instances 

crossing the Oregon Coast Range, which 

is especially difficult in winter. 

4,640

4,570

2,790

2,190

2,120

1,860

1,480

1,470

1,410

1,350

1,310

1,090

860

770

760

760

540

540

460

410

6.4

6.3

3.8

3.0

2.9

2.5

2.0

2.0

1.9

1.8

1.8

1.5

1.2

1.1

1.0

1.0

0.7

0.7

0.6

0.6

0 500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 

San Francisco, CA

Portland, OR

Los Angeles, CA

Las Vegas, NV

San Diego, CA

Phoenix/Mesa, AZ

Chicago, IL

Denver, CO

Seattle/Tacoma, WA

Orange County, CA

Washington, DC

New York/Newark, NY

Orlando/Sanford, FL

Dallas/Ft Worth, TX

Boston, MA

Burbank, CA

Minneapolis, MN

Philadelphia, PA

San Antonio, TX

Reno, NV

Annual Passengers 

PDEW

FIGURE 16: North Bend’s Top 20 O&D Passenger Markets

YE1Q10; Source: US DOT Table DB1A
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 38

Top destinations for South Coast travelers are San Francisco and Portland, the only two airports 

to attract more than five passengers per day each way (PDEW) (see Figure 16). Los Angeles and 

Las Vegas attract three or more PDEW. Chicago is only city not in the West or Northwest regions 

to make the top ten. It and other cities such as Washington, DC, New York, and Boston would 

move up dramatically in ranking if the South Coast were able to secure new direct service to a 

major eastbound hub. 

Although the South Coast’s decline in passengers coincides with the nationwide downturn in 

domestic air travel, the region’s challenges are rooted in a string of events beginning in the 

summer of 2008. In July of that year, coinciding with the opening of its new $20 million terminal, 

North Bend announced the start of new direct service by United Express to San Francisco, 

intended to complement Horizon Air’s longstanding Portland route. However, that same month 

Horizon announced it would terminate its operations along the South Coast. 

Air Carrier Market Share in North Bend/Coos Bay 

 the South Coast’s air carrier market traditionally has been a monopoly. For a number of years 

up to 2008, Horizon Air was the Airport’s only commercial air service carrier, providing year-round 

nonstop service to Portland (in addition to seasonal service to Seattle until 2007). In July 2008, 

United Express opened daily direct service to San Francisco. The opening of this new flight was 

heralded by the Airport as a positive step in creating competition and expanding service to 

complement its pre-existing Portland route. But 

just as United Express began its service at 

North Bend, Horizon announced it would end 

all its operations at the Airport in mid-October 

of that year. United Express began operating 

the Portland route only after Horizon’s 

departure. 

Thus, southwest Oregon enjoyed the benefits of rival carriers, each operating flights in markets 

where they enjoyed a strong presence, for less than four months. The quick return to a 

monopolistic situation, as discussed in the section above, has made it more difficult for 

passengers flying between North Bend and Portland. The United Express/SkyWest service 

“...southwest Oregon enjoyed the 

benefits of rival carriers, each 

operating flights in markets where 

they enjoyed a strong presence, for 

less than four months.”
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 39

between the South Coast and Portland has poor connectivity to destinations beyond Portland, 

along with significantly reduced seat availability, decreased frequency of service, and higher 

airfares. While United Express provides excellent service for South Coast travelers to San 

Francisco, a market where it maintains a strong position, it does not provide the same amount of 

connectivity on the Portland route. 

The South Coast’s recent fortunes underline 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 is an unfortunate corollary of this principle. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 40

AIR SERVICE DEFICIENCIES ON OREGON’S SOUTH COAST 

In the last two years, the South Coast has seen more extreme seat and flight cuts than almost 

any other market in the nation. It appears airlines have attempted to squeeze higher yields from 

the market by decreasing the availability of seats, but as seats have been pulled from the South 

Coast market, against common business understanding, load factors have actually declined. It 

is just that fewer passengers are using the Southwest Oregon Regional Airport with fewer 

available seats – it’s that a smaller percentage of the seats are actually being filled, which is very 

unusual. 

In August of 2008, airline serving the South Coast offered a total of 354 flights, or an average of 

5.7 departures per day (see Figure 17). By April of 2010, airlines were offering just 175 monthly 

schedule flights at the Southwest Oregon Regional Airport, or 2.9 departures per day – a decline 

of 49%. 

11,99812,304

9,978

8,317

6,960 6,810 6,870 6,570

7,410 7,200 7,290 7,170 7,230 7,410 7,200

5,850

5,370 5,460 5,220 5,010

5,520 5,250

8,327

8,973

7,314

5,087

3,436 3,382

2,685 2,778

3,475 3,691 3,965 4,092

4,605

5,045 4,738

3,536

2,860 2,880 2,539 2,542

3,198 3,108

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

Available Seats Onboard Pax Departures

343.0 354.0

292.0

263.0

232.0 227.0 229.0 219.0

247.0 240.0 243.0 239.0 241.0 247.0 240.0

195.0

179.0 182.0 174.0 167.0

184.0 175.0

FIGURE 17: Flights, Available Seats, Passengers at Southwest Oregon Regional Airport

July 2008 – April 2010; Source: US DOT T100 Data
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 41

At the same time, the number of available seats in and out of the South Coast market declined 

by 57%, reflecting both the overall flight cuts, and also the move to smaller aircraft serving both 

the San Francisco and Portland markets. In August of 2008, airlines offered a total of 12,304 

available seats in and out of the Southwest Oregon Regional Airport, or 198.5 seats per day 

each way (see Figure 17). By April of 2010, that number had dropped to 5,250 total available 

seats, or 87.5 seats per day each way. In August of 2008 many of the flights operated at North 

Bend/Coos Bay were on 48-seat turboprops. In April of 2010, all flights were operated by smaller, 

30-seat turboprops. 

The decline in available seats, and the impact of the loss of those seats, is illustrated well when 

the South Coast – Portland (PDX) route is analyzed outside other South Coast service. In July of 

2008, when Horizon was operating the Portland route with an average of three daily departures 

in each direction, there was a total of 9,028 available seats, or 145.6 seats per day each way 

between the cities (see Figure 18). By April of 2010, SkyWest/United Express had cut the South 

Coast – Portland route to just one daily flight in each direction, providing 1,800 total available 

seats or 30 seats per day each way. Between 2008 and 2010 the South Coast – Portland route 

lost 79% of its available seats. 

FIGURE 18: Available Seats, Passengers, and Load Factor Between North Bend and Portland (PDX)

July 2008 – April 2010; Source: US DOT T100 Data

9,028

8,547

6,401

4,560

3,360 3,330 3,330 3,240

3,690 3,600 3,630 3,570 3,600 3,690 3,600

2,130

1,800 1,800 1,770 1,650 1,830 1,800

6,745 6,676

5,028

2,558

1,201 1,197 976 1,089 1,209 1,415 1,473 1,616 1,805

2,097 1,906

799

418 497 376 467 597 604

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

10,000

Available Seats Onboard Pax Load Factor

74.7%78.0%78.6%

56.3%

35.8%35.9%

29.3%

33.6%32.7%

39.4%40.7%

45.3%

50.2%

56.8%

52.9%

37.2%

23.2%

27.5%

20.9%

28.1%

32.5%33.7%
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 42

It must also be noted that the South Coast – Portland route performed much better, in terms of 

load factor, when Horizon operated the service with higher frequency. When airlines operated 

at least three daily frequencies between the South Coast and Portland, load factors averaged 

above 75% (see Figure 18). As soon as the frequency was cut to just two daily flights, or fewer, 

load factors tumbled into the 30s. This reflects the lost connectivity at the Portland hub. The 

Portland route now offers South Coast travelers little in the way of additional connections to 

other cities – so most of the traffic is strictly local between the two cities. 

With these 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 the year 

ended first quarter 2010, the South 

Coast had just 0.60 available 

departing airline seats per capita 

of its Metropolitan Statistical Area 

(MSA) (see Figure 19). With less 

than one departing seat per resident per year, the 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 4.03 

as of the year ended first quarter 2010 (see Figure 19). The South Coast’s available departing 

seats per capita was roughly one 

seventh of that average – meaning the 

South Coast is underserved when 

compared to its surrounding region. 

The same can be said about enplaned 

passengers per capita. The South Coast 

lags behind all other Northwest cities of 

as the year ended first quarter 2010 (see 

Figure 20). The Southwest Oregon 

5.10

4.25

3.59

2.22

2.11

1.62

1.38

1.36

0.60

012345

Seattle

Spokane

Portland

Bend/Redmond

Medford

Pasco

Eureka/Arcata

Eugene

North Bend

Northwest Average: 4.03

FIGURE 19: Available Seats Per Capita in Northwest Markets

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

4.14

3.19

2.81

1.52

1.45

1.14

0.97

0.84

0.35

011223344

Seattle

Spokane

Portland

Medford

Bend/Redmond

Pasco

Eugene

Eureka/Arcata

North Bend

Northwest Average: 3.19

FIGURE 20: Passengers Per Capita in Northwest Markets

YE1Q10; Source: US DOT T100 Data, US Census Estimates
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 43

Regional Airport saw just 0.35 passengers per resident of the North Bend/Coos Bay MSA – less 

than half the number of passengers per capita of the nearest airport, Eureka/Arcata. The 

Northwest average number of passengers per capita was 3.19 as of the year ended first quarter 

2010 – nine 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. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 44

EXTENUATING FACTORS AFFECTING AIR SERVICE 

The Southwest Oregon Regional Airport is also hurt by airfares that are, not only, above the 

regional average, but much higher than the fares found at other airports within reasonable 

driving distance. These fare disparities have the impact of causing local South Coast catchment 

area travelers to drive to Medford, Eugene, and even Portland to access air service. 

Of all Pacific Northwest (Oregon, Washington, and Idaho) airports with catchment area 

populations less than 200,000 residents, the South Coast has the third highest average one way 

fare as of the year ended first 

quarter 2010 (see Figure 21). North 

Bend/Coos Bay’s average one way 

fare is $159, which is 5% higher than 

the Western region average of $152 

each way. 

The South Coast’s one way fare is inline with the average one way fare 

from the only two airports ranked 

above it on the list – Walla Walla, 

Washington and Klamath Falls, 

Oregon. Walla Walla’s average one 

way fare was $161 as of the year ended first quarter 2010 – just $2 higher each way than the fare 

in North Bend (see Figure 21). Klamath Falls’ average fare was just $1 higher each way than the 

fare on the South Coast. This means the South Coast is among the highest priced small markets 

in the Pacific Northwest for airline service.

The fare disparity is even more apparent when the South Coast’s average fares are compared 

to the two nearest airports in Oregon with scheduled air service – Medford and Eugene. In 

specific markets that would flow over the Delta hub at Salt Lake City, the South Coast 

consistently has the highest average fares of all three airports, illustrating the need for more 

competition in markets to the east. 

For example, between the three Oregon markets and New York Kennedy, the average fare at 

North Bend/Coos Bay was $216 each way as of the year ended first quarter 2010 (see Figure 22). 

$161

$160

$159

$153

$151

$104

$47

$47

$0 $20 $40 $60 $80 $100 $120 $140 $160

Walla Walla, WA

Klamath Falls, OR

North Bend, OR

Pullman/Moscow, WA

Redmond, OR

Bellingham, WA

Friday Harbor, WA

Port Angeles, WA

Western Average: $152

FIGURE 21: Average One Way Fares in Northwest Markets

With <200K Population, YE1Q10; Source: US DOT Table DB1A
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 45

That was $9 higher each way than the average from Medford, and $25 higher each way than 

the average from Eugene. The South Coast’s average fares were also more expensive than the 

fares from either Medford or Eugene to New York LaGuardia, Las Vegas, and Phoenix. 

The fare disparities put the 

Southwest Oregon Regional 

Airport at a natural 

disadvantage. While the 

difference in average fare 

seems small, 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.

 

$216

$177

$101 $119

$206

$175

$75 $74

$191

$165

$87 $89

$0

$50

$100

$150

$200

$250

New York Kennedy New York LaGuardia Las Vegas Phoenix

North Bend Medford Eugene

FIGURE 22: Average One Way Fares Between OTH, MFR, EUG, and  

Select Cities, YE1Q10; Source: US DOT Table DB1A
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 46

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

(see Figure 23). 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 economically-challenged 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. 

 

FIGURE 23: Location of Select

Oregon Airports
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 47

USE OF LOCAL FEDERAL FUNDS 

Marketing and Advertising 

The Southwest Oregon Regional Airport proposes to spend at least $50,000 in funds 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. 

Revenue Guarantee 

The Southwest Oregon Regional Airport proposes to make available at least $500,000 in funds for 

a revenue guarantee to the new carrier, to cover start-up losses that may occur during the first 

twelve months of service. Subject to negotiation, payments will be made to the new carrier 

quarterly 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. 

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. 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 48

PUBLIC/PRIVATE PARTNERSHIPS 

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

Airport 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, 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. 

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 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 

dune 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. 

Bandon Dunes 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 $5,000 in cash to this application. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 49

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 

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. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 50

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 – August 2010 51

IMPLEMENTATION TIMELINE 

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

will award Small Community Grant Funding in December 2010. 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 airline planning lead times and the need for 

advance bookings, we assume the new carrier would not be able to begin service until at least 

August of 2011. 

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

Department of Transportation, meet with new air carriers 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 December 2010

Executive Grant Agreement with DOT January 2011

Meet With Prospective Airlines February 2011

Negotiate Minimum Revenue Guarantee (MRG) With Airline March 2011

Announce Service May 2011

Publish Schedule May 2011

Begin Marketing of New Route June 2011

Monitor Advance Bookings May - August 2011

Service Launch August 2011

MRG Available for Service August 2011- March 2014

Monitor Route Performance August 2011 - March 2014

Submit Grant Status Reports to DOT Quarterly Q1 2011 - Q1 2014

Close Grant April 2014
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 52

AIR SERVICE ADVISORY GROUPS 

The Southwest Oregon Regional Airport is governed by the Coos County Airport District. The 

Coos County Airport District exists to serve the citizens of Coos County and benefit the 

Southwestern Oregon Region by providing quality commercial and general aviation services. 

The Coos County Airport District was formed by popular election of the people of Coos County 

in the fall of 2002. The District is responsible for the operation of the Southwest Oregon Regional 

Airport. The District's purpose is to provide a stable economic base for aviation services for all of 

Coos County. The District strives to serve all of the people of the County. The District is governed 

by a Board of five Commissioners elected county wide. The primary duty of the Board is to 

establish policies for the governance of the District and provide oversight of its daily activities. 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 53

LOCAL AIR SERVICE DEVELOPMENT EFFORTS 

For the last ten years, the Southwest Oregon Regional Airport has been very active in working to 

attract new air service, and ensure the new service is supported in the community. The Airport 

meets with a number of airlines each year, in one-on-one settings. In the summer of 2010, the 

Airport has met with both Frontier and SkyWest. 

The Airport has had success in bringing additional service to the south Oregon coast through the 

Small Community Air Service Development Program, and the Connect Oregon grant 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. 

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 will continue to recruit new service where it makes sense. The Airport is focused on 

sustainable service opportunities. The reality is for service to be expanded – even where there’s 

a strong business case – a revenue guarantee is required in a market of the South Coast’s size. 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 54

IN-KIND SERVICES FROM COMMUNITY 

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

groups. There is no estimated value to these services. 

 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 

 Bay Area Hospital 

 CEDCO 

 Campbell Group (Menasha) 

 Sause Brothers 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 55

PERFORMANCE MEASURES 

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. 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 56

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 – August 2010 57

FINANCIAL CONTROLS 

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. 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 58

RETURN ON INVESTMENT 

The Southwest Oregon Regional Airport has developed a cost effective and achievable strategy 

to increase enplanements at the airport and to lower fares on network carrier service. The 

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

comfortable with choosing this proposal. The increased competition and access to increased 

competition with airfares by adding service is a major goal of the Small Community Air Service 

Development Program. 

Approximately $50,000 of the $550,000 in cash is committed to being spent. The remaining 

$500,000 in cash will be available for the revenue guarantee portion of the project. Should the 

revenue guarantee be unused, or unneeded for the new airline, funding may be used to widen 

the marketing and advertising program. 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 59

DOT EXIT STRATEGY 

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 twelve months. 

The revenue guarantee program will also be in place for twelve months, with two additional 

twelve-month periods available for negotiation. It is projected that the service on the route will 

be financially self-sustaining within the second twelve months of service. 

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 60

ALTERNATE PLAN 

If, for some unforeseen reason, service is not commenced in a timely manner by a 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 Horizon Air 

service to Seattle, San Jose, Los Angeles, or Sacramento; United Express service to Denver or Los 

Angeles; 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 

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

 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 61

AIRPORT INFORMATION 

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

Bend is the connection to the Oregon 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 North Bend/Coos Bay 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 24: Airline Terminal Building,

Southwest Oregon Regional Airport
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 62

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. 

What’s New on the South Coast 

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 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 63

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 

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 – August 2010 64

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 our 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. 

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. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 65

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. Bandon is rated as 

one of the top five courses in the country, 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. 

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. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 66

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. 

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. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 67

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. 

Wineries 

Hawks View Winery and Wild Goose Vineyards 

Family owned and located on the scenic Powers Highway, Wild Goose Vineyards was planted in 

2001. The vineyard overlooks the beautiful Coquille River Valley. Wild Goose Vineyards grows 19 

varieties from Chardonnay to Cabernet. No pesticides or chemicals are used on the vines or 

berries. Sustainable viticulture is practiced. 

Old Bridge Winery 

In 2001, Old Bridge Winery opened its doors as Coos County's first bonded winery. Old Bridge 

Winery is best known for its original Cranberry wine. With over 40 years of experience, the vintners 

have created many original wines using combinations of fruit. 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 68

COMPARISON TO OTHER COMMUNITIES IN THE WEST 

FIGURE 25: Top 50 Western Region Airports Ranked by Domestic Flights

YE1Q10, Source: US DOT T100 Data

Outbound Percent of

Airport YE 1Q 08 YE 1Q 09 YE 1Q 10 Flights / Day YE 1Q 10 08-10 09-10

1 Los Angeles, CA 246,613 215,549 208,316 285.4 16.1% -8.1% -3.4% 

2 Las Vegas, NV 198,131 176,513 161,751 221.6 12.5% -9.6% -8.4% 

3 San Francisco, CA 143,598 147,324 150,300 205.9 11.6% 2.3% 2.0% 

4 Seattle/Tacoma, WA 148,991 143,966 134,904 184.8 10.4% -4.8% -6.3% 

5 San Diego, CA 100,295 92,197 83,073 113.8 6.4% -9.0% -9.9% 

6 Portland, OR 91,968 85,121 80,414 110.2 6.2% -6.5% -5.5% 

7 Oakland, CA 76,881 59,222 50,804 69.6 3.9% -18.7% -14.2% 

8 San Jose, CA 62,767 55,971 48,766 66.8 3.8% -11.9% -12.9% 

9 Sacramento, CA 62,184 52,990 48,336 66.2 3.7% -11.8% -8.8% 

10 Orange County, CA 51,726 45,573 46,024 63.0 3.6% -5.7% 1.0% 

11 Ontario, CA 45,889 32,760 28,621 39.2 2.2% -21.0% -12.6% 

12 Burbank, CA 34,645 31,216 28,539 39.1 2.2% -9.2% -8.6% 

13 Reno, NV 30,433 25,661 21,689 29.7 1.7% -15.6% -15.5% 

14 Spokane, WA 25,235 21,304 19,677 27.0 1.5% -11.7% -7.6% 

15 Long Beach, CA 14,670 15,432 15,204 20.8 1.2% 1.8% -1.5% 

16 Fresno, CA 17,333 14,676 13,596 18.6 1.0% -11.4% -7.4% 

17 Santa Barbara, CA 14,846 13,549 12,554 17.2 1.0% -8.0% -7.3% 

18 Palm Springs, CA 13,882 12,081 11,983 16.4 0.9% -7.1% -0.8% 

19 Friday Harbor, WA 9,756 9,355 9,700 13.3 0.7% -0.3% 3.7% 

20 Eugene, OR 10,055 7,703 7,803 10.7 0.6% -11.9% 1.3% 

21 Medford, OR 9,852 8,419 7,097 9.7 0.5% -15.1% -15.7% 

22 Bellingham, WA 7,036 6,803 6,946 9.5 0.5% -0.6% 2.1% 

23 Boulder City, NV 4,905 1,336 6,575 9.0 0.5% 15.8% 392.1% 

24 Monterey, CA 8,797 7,123 6,202 8.5 0.5% -16.0% -12.9% 

25 Seattle Boeing Field, WA 4,304 5,104 6,146 8.4 0.5% 19.5% 20.4% 

26 Eastsound, WA 5,844 5,917 6,092 8.3 0.5% 2.1% 3.0% 

27 Redmond, OR 8,143 6,590 5,952 8.2 0.5% -14.5% -9.7% 

28 Pasco, WA 6,675 5,512 5,925 8.1 0.5% -5.8% 7.5% 

29 Seattle Lake Union SPB, WA 6,166 4,034 5,003 6.9 0.4% -9.9% 24.0% 

30 Arcata/Eureka, CA 4,714 4,666 4,197 5.7 0.3% -5.6% -10.1% 

31 San Luis Obispo, CA 6,844 5,225 4,175 5.7 0.3% -21.9% -20.1% 

32 Bakersfield, CA 5,079 4,157 3,438 4.7 0.3% -17.7% -17.3% 

33 Anacortes, WA 3,360 3,362 3,361 4.6 0.3% 0.0% 0.0% 

34 Redding, CA 3,198 2,884 2,827 3.9 0.2% -6.0% -2.0% 

35 Carlsbad, CA 2,606 2,231 2,110 2.9 0.2% -10.0% -5.4% 

36 Port Angeles, WA 2,230 1,978 2,085 2.9 0.2% -3.3% 5.4% 

37 Santa Rosa, CA 1,342 1,876 1,740 2.4 0.1% 13.9% -7.2% 

38 Westsound, WA 1,109 1,513 1,693 2.3 0.1% 23.6% 11.9% 

39 Modesto, CA 2,939 1,914 1,602 2.2 0.1% -26.2% -16.3% 

40 Roche Harbor, WA 1,431 1,334 1,561 2.1 0.1% 4.4% 17.0% 

41 Santa Maria, CA 1,959 1,767 1,529 2.1 0.1% -11.7% -13.5% 

42 Kenmore, WA 267 1,387 1,501 2.1 0.1% 137.1% 8.2% 

43 Pullman/Moscow , WA 1,688 1,606 1,500 2.1 0.1% -5.7% -6.6% 

44 Klamath Falls, OR 1,149 1,388 1,434 2.0 0.1% 11.7% 3.3% 

45 Yakima, WA 2,669 1,628 1,395 1.9 0.1% -27.7% -14.3% 

46 Elko, NV 1,807 1,492 1,395 1.9 0.1% -12.1% -6.5% 

47 Chico, CA 1,336 1,368 1,352 1.9 0.1% 0.6% -1.2% 

48 Bellevue, WA 1,464 1,295 1,311 1.8 0.1% -5.4% 1.2% 

49 North Bend, OR 1,377 1,532 1,266 1.7 0.1% -4.1% -17.4% 

50 Las Vegas North, NV 6 1,124 1,121 1.5 0.1% 1266.9% -0.3% 

Total of Above 1,510,194 1,354,728 1,280,585 1,754.2 98.9% -7.9% -5.5% 

Total Flights Completed 1,527,324 1,369,172 1,294,968 1,773.9 100.0% -7.9% -5.4% 

Rank

Avg. Ann. Change
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 69

FIGURE 26: Top 50 Western Region Airports Ranked by Domestic Seats Available

YE1Q10, Source: US DOT T100 Data

Outbound Percent of

Airport YE 1Q 08 YE 1Q 09 YE 1Q 10 Seats / Day YE 1Q 10 08-10 09-10

1 Los Angeles, CA 28,875,100 26,557,117 26,249,520 35,958.2 17.7% -4.7% -1.2% 

2 Las Vegas, NV 27,799,916 25,188,456 23,159,496 31,725.3 15.6% -8.7% -8.1% 

3 San Francisco, CA 17,335,557 18,101,726 18,460,924 25,288.9 12.4% 3.2% 2.0% 

4 Seattle/Tacoma, WA 18,463,207 18,579,097 17,414,770 23,855.8 11.7% -2.9% -6.3% 

5 San Diego, CA 12,140,434 11,626,761 10,721,183 14,686.6 7.2% -6.0% -7.8% 

6 Portland, OR 9,349,042 8,760,281 8,065,236 11,048.3 5.4% -7.1% -7.9% 

7 Oakland, CA 10,178,181 7,863,478 6,781,230 9,289.4 4.6% -18.4% -13.8% 

8 Sacramento, CA 7,293,376 6,482,905 6,007,766 8,229.8 4.0% -9.2% -7.3% 

9 Orange County, CA 6,645,238 5,931,288 5,917,097 8,105.6 4.0% -5.6% -0.2% 

10 San Jose, CA 7,389,411 6,742,386 5,850,661 8,014.6 3.9% -11.0% -13.2% 

11 Burbank, CA 4,274,596 3,849,800 3,446,188 4,720.8 2.3% -10.2% -10.5% 

12 Ontario, CA 5,054,333 3,875,691 3,392,524 4,647.3 2.3% -18.1% -12.5% 

13 Reno, NV 3,655,429 3,091,146 2,608,538 3,573.3 1.8% -15.5% -15.6% 

14 Spokane, WA 2,414,652 2,182,602 2,001,172 2,741.3 1.3% -9.0% -8.3% 

15 Long Beach, CA 1,825,379 1,853,633 1,824,730 2,499.6 1.2% 0.0% -1.6% 

16 Palm Springs, CA 997,069 901,547 894,126 1,224.8 0.6% -5.3% -0.8% 

17 Fresno, CA 912,432 772,280 752,650 1,031.0 0.5% -9.2% -2.5% 

18 Santa Barbara, CA 624,821 586,475 549,468 752.7 0.4% -6.2% -6.3% 

19 Eugene, OR 543,968 482,762 487,281 667.5 0.3% -5.4% 0.9% 

20 Medford, OR 458,146 435,269 425,732 583.2 0.3% -3.6% -2.2% 

21 Bellingham, WA 352,021 376,361 417,228 571.5 0.3% 8.9% 10.9% 

22 Pasco, WA 352,828 342,866 400,072 548.0 0.3% 6.5% 16.7% 

23 Redmond, OR 373,744 347,942 354,345 485.4 0.2% -2.6% 1.8% 

24 Monterey, CA 350,945 294,347 279,166 382.4 0.2% -10.8% -5.2% 

25 Arcata/Eureka, CA 188,274 198,454 178,448 244.4 0.1% -2.6% -10.1% 

26 San Luis Obispo, CA 250,168 198,486 170,086 233.0 0.1% -17.5% -14.3% 

27 Bakersfield, CA 239,183 195,464 160,178 219.4 0.1% -18.2% -18.1% 

28 Redding, CA 160,256 148,234 150,495 206.2 0.1% -3.1% 1.5% 

29 Santa Rosa, CA 100,432 141,700 132,071 180.9 0.1% 14.7% -6.8% 

30 Pullman/Moscow , WA 64,027 121,508 114,830 157.3 0.1% 33.9% -5.5% 

31 Yakima, WA 114,233 113,531 107,938 147.9 0.1% -2.8% -4.9% 

32 Boulder City, NV 78,712 20,977 107,827 147.7 0.1% 17.0% 414.0% 

33 Wenatchee, WA 62,014 77,119 80,644 110.5 0.1% 14.0% 4.6% 

34 Walla Walla, WA 39,545 53,074 70,913 97.1 0.0% 33.9% 33.6% 

35 Santa Maria, CA 84,494 75,763 66,142 90.6 0.0% -11.5% -12.7% 

36 Seattle Boeing Field, WA 55,352 56,841 63,550 87.1 0.0% 7.1% 11.8% 

37 Carlsbad, CA 80,411 66,891 63,254 86.6 0.0% -11.3% -5.4% 

38 Friday Harbor, WA 62,612 60,729 62,839 86.1 0.0% 0.2% 3.5% 

39 Modesto, CA 88,180 57,420 48,280 66.1 0.0% -26.0% -15.9% 

40 Klamath Falls, OR 42,587 45,626 43,140 59.1 0.0% 0.6% -5.4% 

41 Elko, NV 54,818 45,249 42,090 57.7 0.0% -12.4% -7.0% 

42 Chico, CA 40,080 41,154 40,560 55.6 0.0% 0.6% -1.4% 

43 North Bend, OR 51,120 50,868 37,889 51.9 0.0% -13.9% -25.5% 

44 Seattle Lake Union SPB, WA 46,456 31,379 36,819 50.4 0.0% -11.0% 17.3% 

45 Eastsound, WA 32,318 32,909 34,389 47.1 0.0% 3.2% 4.5% 

46 Las Vegas North, NV 90 33,720 33,630 46.1 0.0% 1833.0% -0.3% 

47 Oxnard/Ventura, CA 40,110 37,290 33,090 45.3 0.0% -9.2% -11.3% 

48 Stockton, CA 45,163 35,380 33,036 45.3 0.0% -14.5% -6.6% 

49 Crescent City, CA 30,180 30,720 29,619 40.6 0.0% -0.9% -3.6% 

50 Mammoth Lakes, CA 0 7,448 29,494 40.4 0.0% 100.0% 296.0% 

Total of Above 169,710,640 157,204,150 148,432,354 203,332.0 99.8% -6.5% -5.6% 

Total Seats Available 170,057,940 157,503,810 148,700,363 203,699.1 100.0% -6.5% -5.6% 

Rank

Avg. Ann. Change
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 70

FIGURE 27: Top 50 Western Region Airports Ranked by Domestic Onboard Passengers

YE1Q10, Source: US DOT T100 Data

Outbound Percent of

Airport YE 1Q 08 YE 1Q 09 YE 1Q 10 Paxs / Day YE 1Q 10 08-10 09-10

1 Los Angeles, CA 22,279,539 20,587,973 20,887,549 28,613.1 18.1% -3.2% 1.5% 

2 Las Vegas, NV 21,985,134 19,739,820 18,639,442 25,533.5 16.2% -7.9% -5.6% 

3 San Francisco, CA 13,545,830 14,123,765 14,961,419 20,495.1 13.0% 5.1% 5.9% 

4 Seattle/Tacoma, WA 14,661,425 14,404,419 14,130,676 19,357.1 12.2% -1.8% -1.9% 

5 San Diego, CA 9,356,928 8,822,947 8,548,071 11,709.7 7.4% -4.4% -3.1% 

6 Portland, OR 7,161,909 6,621,344 6,296,721 8,625.6 5.5% -6.2% -4.9% 

7 Oakland, CA 7,185,157 5,226,142 4,753,481 6,511.6 4.1% -18.7% -9.0% 

8 Sacramento, CA 5,428,601 4,802,533 4,546,802 6,228.5 3.9% -8.5% -5.3% 

9 Orange County, CA 4,930,592 4,312,796 4,389,889 6,013.5 3.8% -5.6% 1.8% 

10 San Jose, CA 5,273,232 4,610,816 4,133,926 5,662.9 3.6% -11.5% -10.3% 

11 Ontario, CA 3,566,669 2,767,209 2,422,653 3,318.7 2.1% -17.6% -12.5% 

12 Burbank, CA 3,023,934 2,553,805 2,337,907 3,202.6 2.0% -12.1% -8.5% 

13 Reno, NV 2,573,959 2,100,808 1,904,053 2,608.3 1.6% -14.0% -9.4% 

14 Spokane, WA 1,773,390 1,630,531 1,497,255 2,051.0 1.3% -8.1% -8.2% 

15 Long Beach, CA 1,410,912 1,426,206 1,392,908 1,908.1 1.2% -0.6% -2.3% 

16 Palm Springs, CA 753,310 678,804 666,177 912.6 0.6% -6.0% -1.9% 

17 Fresno, CA 623,113 549,781 547,948 750.6 0.5% -6.2% -0.3% 

18 Santa Barbara, CA 422,106 403,725 377,311 516.9 0.3% -5.5% -6.5% 

19 Bellingham, WA 257,246 281,503 349,065 478.2 0.3% 16.5% 24.0% 

20 Eugene, OR 396,186 331,570 346,217 474.3 0.3% -6.5% 4.4% 

21 Medford, OR 317,689 291,088 306,049 419.2 0.3% -1.8% 5.1% 

22 Pasco, WA 257,757 243,881 281,547 385.7 0.2% 4.5% 15.4% 

23 Redmond, OR 259,983 228,968 231,405 317.0 0.2% -5.7% 1.1% 

24 Monterey, CA 222,577 201,262 192,457 263.6 0.2% -7.0% -4.4% 

25 San Luis Obispo, CA 179,495 139,421 118,163 161.9 0.1% -18.9% -15.2% 

26 Arcata/Eureka, CA 116,179 118,636 108,421 148.5 0.1% -3.4% -8.6% 

27 Bakersfield, CA 154,007 127,275 103,211 141.4 0.1% -18.1% -18.9% 

28 Santa Rosa, CA 71,159 102,727 101,819 139.5 0.1% 19.6% -0.9% 

29 Redding, CA 104,760 89,717 93,886 128.6 0.1% -5.3% 4.6% 

30 Boulder City, NV 52,209 16,820 86,355 118.3 0.1% 28.6% 413.4% 

31 Pullman/Moscow , WA 41,449 62,927 62,291 85.3 0.1% 22.6% -1.0% 

32 Yakima, WA 80,691 66,775 58,626 80.3 0.1% -14.8% -12.2% 

33 Wenatchee, WA 49,652 48,451 49,251 67.5 0.0% -0.4% 1.7% 

34 Santa Maria, CA 55,248 49,292 44,032 60.3 0.0% -10.7% -10.7% 

35 Walla Walla, WA 29,883 31,748 33,493 45.9 0.0% 5.9% 5.5% 

36 Seattle Boeing Field, WA 34,198 31,255 33,421 45.8 0.0% -1.1% 6.9% 

37 Stockton, CA 35,267 31,501 29,198 40.0 0.0% -9.0% -7.3% 

38 Las Vegas North, NV 44 29,314 27,932 38.3 0.0% 2419.6% -4.7% 

39 Carlsbad, CA 44,516 31,671 25,017 34.3 0.0% -25.0% -21.0% 

40 Modesto, CA 48,641 31,105 24,543 33.6 0.0% -29.0% -21.1% 

41 Chico, CA 25,587 24,468 23,098 31.6 0.0% -5.0% -5.6% 

42 Seattle Lake Union SPB, WA 25,158 20,592 22,163 30.4 0.0% -6.1% 7.6% 

43 North Bend, OR 38,771 32,513 21,790 29.8 0.0% -25.0% -33.0% 

44 Friday Harbor, WA 23,391 20,796 21,473 29.4 0.0% -4.2% 3.3% 

45 Elko, NV 28,314 23,587 20,792 28.5 0.0% -14.3% -11.8% 

46 Klamath Falls, OR 29,768 24,230 20,352 27.9 0.0% -17.3% -16.0% 

47 Mammoth Lakes, CA 0 4,431 15,557 21.3 0.0% 100.0% 251.1% 

48 Port Angeles, WA 13,889 11,505 12,768 17.5 0.0% -4.1% 11.0% 

49 Crescent City, CA 13,058 11,786 11,471 15.7 0.0% -6.3% -2.7% 

50 Oxnard/Ventura, CA 20,522 14,904 11,106 15.2 0.0% -26.4% -25.5% 

Total of Above 128,983,034 118,139,143 115,321,157 157,974.2 99.9% -5.4% -2.4% 

Total Onboard Passengers 129,128,512 118,254,978 115,406,398 158,091.0 100.0% -5.5% -2.4% 

Avg. Ann. Change

Rank
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 71

FIGURE 28: Top 50 Western Region Airports Ranked by Domestic O&D Passengers

YE1Q10, Source: US DOT Table DB1A

PDEW Percent of

Airport YE 1Q 08 YE 1Q 09 YE 1Q 10 YE 1Q 10 YE 1Q 10 08-10 09-10

1 Los Angeles, CA 31,550,020 29,200,240 29,368,940 80,462.8 16.1% -3.5% 0.6% 

2 Las Vegas, NV 32,948,370 29,668,740 28,521,060 78,139.9 15.6% -7.0% -3.9% 

3 San Francisco, CA 18,513,660 19,936,850 21,473,470 58,831.4 11.8% 7.7% 7.7% 

4 Seattle/Tacoma, WA 20,839,970 20,358,130 19,809,920 54,273.8 10.9% -2.5% -2.7% 

5 San Diego, CA 16,564,250 15,483,580 14,972,320 41,020.1 8.2% -4.9% -3.3% 

6 Portland, OR 11,458,980 10,591,240 10,136,200 27,770.4 5.6% -5.9% -4.3% 

7 Oakland, CA 13,012,000 9,522,510 8,465,420 23,192.9 4.6% -19.3% -11.1% 

8 Orange County, CA 9,334,190 8,223,580 8,407,980 23,035.6 4.6% -5.1% 2.2% 

9 Sacramento, CA 9,869,170 8,750,540 8,162,940 22,364.2 4.5% -9.1% -6.7% 

10 San Jose, CA 9,617,380 8,407,780 7,530,600 20,631.8 4.1% -11.5% -10.4% 

11 Ontario, CA 6,680,130 5,302,020 4,597,880 12,596.9 2.5% -17.0% -13.3% 

12 Burbank, CA 5,833,950 4,970,480 4,507,510 12,349.3 2.5% -12.1% -9.3% 

13 Reno, NV 4,370,210 3,604,320 3,282,090 8,992.0 1.8% -13.3% -8.9% 

14 Spokane, WA 3,237,500 3,010,980 2,780,600 7,618.1 1.5% -7.3% -7.7% 

15 Long Beach, CA 2,676,280 2,703,720 2,607,330 7,143.4 1.4% -1.3% -3.6% 

16 Palm Springs, CA 1,339,000 1,198,250 1,176,690 3,223.8 0.6% -6.3% -1.8% 

17 Fresno, CA 1,095,980 975,510 972,240 2,663.7 0.5% -5.8% -0.3% 

18 Bellingham, WA 477,060 533,330 670,690 1,837.5 0.4% 18.6% 25.8% 

19 Santa Barbara, CA 750,360 716,210 663,370 1,817.5 0.4% -6.0% -7.4% 

20 Eugene, OR 689,630 586,250 612,030 1,676.8 0.3% -5.8% 4.4% 

21 Medford, OR 572,850 504,940 535,790 1,467.9 0.3% -3.3% 6.1% 

22 Pasco, WA 458,880 428,810 495,920 1,358.7 0.3% 4.0% 15.7% 

23 Redmond, OR 453,740 402,310 398,950 1,093.0 0.2% -6.2% -0.8% 

24 Monterey, CA 392,130 355,310 346,040 948.1 0.2% -6.1% -2.6% 

25 San Luis Obispo, CA 322,590 250,490 217,130 594.9 0.1% -18.0% -13.3% 

26 Arcata/Eureka, CA 196,030 200,700 185,830 509.1 0.1% -2.6% -7.4% 

27 Bakersfield, CA 285,180 227,630 185,380 507.9 0.1% -19.4% -18.6% 

28 Santa Rosa, CA 133,470 191,350 175,410 480.6 0.1% 14.6% -8.3% 

29 Yakima, WA 138,940 113,710 100,380 275.0 0.1% -15.0% -11.7% 

30 Redding, CA 115,000 105,190 93,990 257.5 0.1% -9.6% -10.6% 

31 Wenatchee, WA 89,330 84,830 86,670 237.5 0.0% -1.5% 2.2% 

32 Santa Maria, CA 107,300 92,630 84,060 230.3 0.0% -11.5% -9.3% 

33 Pullman/Moscow , WA 46,400 58,860 60,680 166.2 0.0% 14.4% 3.1% 

34 Walla Walla, WA 55,620 56,050 58,840 161.2 0.0% 2.9% 5.0% 

35 Seattle Boeing Field, WA 18,550 53,070 58,670 160.7 0.0% 77.8% 10.6% 

36 Stockton, CA 68,030 61,370 56,440 154.6 0.0% -8.9% -8.0% 

37 Modesto, CA 116,370 61,850 50,340 137.9 0.0% -34.2% -18.6% 

38 Carlsbad, CA 102,230 58,710 47,220 129.4 0.0% -32.0% -19.6% 

39 Chico, CA 61,570 47,870 45,320 124.2 0.0% -14.2% -5.3% 

40 North Bend, OR 71,070 63,660 44,490 121.9 0.0% -20.9% -30.1% 

41 Klamath Falls, OR 55,380 48,070 40,380 110.6 0.0% -14.6% -16.0% 

42 Elko, NV 30,490 39,790 35,760 98.0 0.0% 8.3% -10.1% 

43 Friday Harbor, WA 11,300 25,910 25,700 70.4 0.0% 50.8% -0.8% 

44 Port Angeles, WA 9,300 21,530 24,440 67.0 0.0% 62.1% 13.5% 

45 Seattle Lake Union SPB, WA 5,850 21,710 24,430 66.9 0.0% 104.4% 12.5% 

46 Mammoth Lakes, CA 0 8,920 23,900 65.5 0.0% 100.0% 167.9% 

47 Crescent City, CA 32,090 23,550 21,800 59.7 0.0% -17.6% -7.4% 

48 Oxnard/Ventura, CA 38,220 28,790 21,620 59.2 0.0% -24.8% -24.9% 

49 Inyokern, CA 23,420 21,430 21,220 58.1 0.0% -4.8% -1.0% 

50 Las Vegas North, NV 190 16,680 16,230 44.5 0.0% 824.2% -2.7% 

Top 50 Airports 204,869,610 187,419,980 182,302,310 499,458.4 100.0% -5.7% -2.7% 

Total Regional Passengers 205,080,180 187,522,600 182,371,100 499,646.8 100.0% -5.7% -2.7% 

Avg. Ann. Change

Rank
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 72

FIGURE 29: Top 50 Western Region Airports Ranked by Domestic O&D Revenue

YE1Q10, Source: US DOT Table DB1A

RDEW Percent of

Airport YE 1Q 08 YE 1Q 09 YE 1Q 10 YE 1Q 10 YE 1Q 10 08-10 09-10

1 Los Angeles, CA $5,412,914 $5,143,132 $4,772,463 $6,538 124.3% -6.1% -7.2% 

2 Las Vegas, NV $4,246,314 $4,004,182 $3,632,705 $4,976 94.6% -7.5% -9.3% 

3 San Francisco, CA $3,551,251 $3,632,003 $3,442,105 $4,715 89.6% -1.5% -5.2% 

4 Seattle/Tacoma, WA $3,367,558 $3,229,313 $2,943,834 $4,033 76.7% -6.5% -8.8% 

5 San Diego, CA $2,421,808 $2,334,287 $2,093,436 $2,868 54.5% -7.0% -10.3% 

6 Portland, OR $1,715,236 $1,643,737 $1,517,419 $2,079 39.5% -5.9% -7.7% 

7 Orange County, CA $1,374,150 $1,209,832 $1,101,586 $1,509 28.7% -10.5% -8.9% 

8 Sacramento, CA $1,306,716 $1,211,565 $1,091,154 $1,495 28.4% -8.6% -9.9% 

9 Oakland, CA $1,531,700 $1,146,781 $975,991 $1,337 25.4% -20.2% -14.9% 

10 San Jose, CA $1,272,311 $1,133,772 $950,869 $1,303 24.8% -13.6% -16.1% 

11 Ontario, CA $890,798 $745,096 $606,559 $831 15.8% -17.5% -18.6% 

12 Burbank, CA $678,489 $605,407 $526,570 $721 13.7% -11.9% -13.0% 

13 Reno, NV $570,487 $502,272 $456,756 $626 11.9% -10.5% -9.1% 

14 Spokane, WA $440,568 $419,576 $377,805 $518 9.8% -7.4% -10.0% 

15 Long Beach, CA $356,195 $329,922 $278,827 $382 7.3% -11.5% -15.5% 

16 Palm Springs, CA $235,038 $209,156 $189,800 $260 4.9% -10.1% -9.3% 

17 Fresno, CA $205,477 $189,112 $170,015 $233 4.4% -9.0% -10.1% 

18 Santa Barbara, CA $144,017 $134,482 $114,591 $157 3.0% -10.8% -14.8% 

19 Eugene, OR $121,066 $104,846 $98,198 $135 2.6% -9.9% -6.3% 

20 Pasco, WA $92,063 $91,820 $91,572 $125 2.4% -0.3% -0.3% 

21 Medford, OR $99,246 $89,197 $81,035 $111 2.1% -9.6% -9.2% 

22 Bellingham, WA $65,595 $63,520 $68,137 $93 1.8% 1.9% 7.3% 

23 Monterey, CA $79,222 $70,341 $59,067 $81 1.5% -13.7% -16.0% 

24 Redmond, OR $71,006 $61,712 $53,895 $74 1.4% -12.9% -12.7% 

25 San Luis Obispo, CA $64,328 $54,785 $43,196 $59 1.1% -18.1% -21.2% 

26 Bakersfield, CA $58,971 $49,992 $38,558 $53 1.0% -19.1% -22.9% 

27 Arcata/Eureka, CA $35,679 $37,308 $33,740 $46 0.9% -2.8% -9.6% 

28 Santa Rosa, CA $15,466 $22,325 $19,787 $27 0.5% 13.1% -11.4% 

29 Yakima, WA $24,410 $20,218 $16,724 $23 0.4% -17.2% -17.3% 

30 Redding, CA $21,314 $20,345 $16,694 $23 0.4% -11.5% -17.9% 

31 Santa Maria, CA $18,025 $16,598 $13,529 $19 0.4% -13.4% -18.5% 

32 Wenatchee, WA $14,230 $13,756 $12,903 $18 0.3% -4.8% -6.2% 

33 Inyokern, CA $7,701 $8,712 $8,670 $12 0.2% 6.1% -0.5% 

34 Walla Walla, WA $8,913 $9,161 $8,513 $12 0.2% -2.3% -7.1% 

35 Pullman/Moscow , WA $7,500 $8,617 $8,427 $12 0.2% 6.0% -2.2% 

36 North Bend, OR $12,090 $11,155 $6,625 $9 0.2% -26.0% -40.6% 

37 Modesto, CA $12,698 $8,787 $6,404 $9 0.2% -29.0% -27.1% 

38 Klamath Falls, OR $10,455 $8,814 $6,168 $8 0.2% -23.2% -30.0% 

39 Carlsbad, CA $11,557 $7,101 $5,669 $8 0.1% -30.0% -20.2% 

40 Oxnard/Ventura, CA $9,396 $8,109 $5,271 $7 0.1% -25.1% -35.0% 

41 Elko, NV $7,719 $6,495 $5,266 $7 0.1% -17.4% -18.9% 

42 Chico, CA $7,320 $5,791 $5,260 $7 0.1% -15.2% -9.2% 

43 Seattle Boeing Field, WA $869 $2,779 $3,362 $5 0.1% 96.7% 21.0% 

44 Crescent City, CA $4,288 $3,702 $3,222 $4 0.1% -13.3% -13.0% 

45 Stockton, CA $3,764 $3,191 $2,762 $4 0.1% -14.3% -13.4% 

46 Mammoth Lakes, CA $0 $1,029 $2,464 $3 0.1% 100.0% 139.5% 

47 Imperial, CA $2,676 $1,867 $1,454 $2 0.0% -26.3% -22.1% 

48 Las Vegas North, NV $16 $1,493 $1,453 $2 0.0% 845.2% -2.7% 

49 Seattle Lake Union SPB, WA $307 $1,146 $1,239 $2 0.0% 100.8% 8.1% 

50 Friday Harbor, WA $441 $1,180 $1,210 $2 0.0% 65.7% 2.6% 

Top 50 Airports $30,609,359 $28,639,519 $25,972,960 $5,198 100.0% -7.9% -9.3% 

Total Regional Revenue $30,629,995 $28,650,787 $25,978,238 $5,260 100.0% -7.9% -9.3% 

Avg. Ann. Change

Rank
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 73

FIGURE 30: Top 50 Western Region Airports Ranked by Domestic Yield

YE1Q10, Source: US DOT Table DB1A

Itinerary Average

Airport YE 1Q 08 YE 1Q 09 YE 1Q 10 Mileage Fare 08-10 09-10

1 Port Angeles, WA 67.39¢ 67.39¢ 67.36¢ 69 $46.58 0.0% 0.0% 

2 Friday Harbor, WA 69.12¢ 67.11¢ 66.69¢ 71 $47.10 -1.8% -0.6% 

3 Seattle Lake Union SPB, WA 65.47¢ 65.40¢ 65.08¢ 78 $50.72 -0.3% -0.5% 

4 Seattle Boeing Field, WA 67.61¢ 64.73¢ 62.29¢ 92 $57.30 -4.0% -3.8% 

5 Las Vegas North, NV 52.74¢ 52.03¢ 52.03¢ 172 $89.50 -0.7% 0.0% 

6 Mammoth Lakes, CA 0.00¢ 25.93¢ 26.84¢ 391 $104.95 100.0% 3.5% 

7 Inyokern, CA 20.76¢ 26.08¢ 25.42¢ 1,723 $438.08 10.7% -2.5% 

8 Santa Rosa, CA 21.22¢ 20.71¢ 19.96¢ 585 $116.82 -3.0% -3.6% 

9 Oxnard/Ventura, CA 18.54¢ 21.08¢ 18.10¢ 1,522 $275.53 -1.2% -14.1% 

10 Pullman/Moscow , WA 20.52¢ 19.96¢ 17.83¢ 859 $153.22 -6.8% -10.7% 

11 Santa Maria, CA 17.65¢ 19.82¢ 17.25¢ 972 $167.75 -1.1% -13.0% 

12 Elko, NV 25.26¢ 18.15¢ 16.91¢ 907 $153.45 -18.2% -6.8% 

13 Redding, CA 18.56¢ 19.85¢ 16.79¢ 1,163 $195.25 -4.9% -15.4% 

14 Walla Walla, WA 18.76¢ 19.71¢ 15.92¢ 1,013 $161.32 -7.9% -19.2% 

15 Yakima, WA 16.04¢ 17.36¢ 15.88¢ 1,136 $180.33 -0.5% -8.5% 

16 Arcata/Eureka, CA 17.63¢ 16.64¢ 15.80¢ 1,254 $198.13 -5.3% -5.0% 

17 Wenatchee, WA 18.25¢ 18.92¢ 15.57¢ 1,065 $165.88 -7.6% -17.7% 

18 Burbank, CA 15.07¢ 16.13¢ 15.33¢ 808 $123.93 0.9% -5.0% 

19 Pasco, WA 16.70¢ 17.73¢ 15.09¢ 1,315 $198.38 -4.9% -14.9% 

20 Bakersfield, CA 15.98¢ 16.24¢ 15.03¢ 1,444 $217.08 -3.0% -7.5% 

21 Crescent City, CA 14.87¢ 17.30¢ 14.18¢ 1,199 $170.04 -2.3% -18.0% 

22 Santa Barbara, CA 16.16¢ 15.67¢ 13.85¢ 1,385 $191.76 -7.4% -11.6% 

23 Stockton, CA 13.84¢ 13.50¢ 13.73¢ 359 $49.28 -0.4% 1.7% 

24 San Luis Obispo, CA 14.67¢ 15.30¢ 13.72¢ 1,564 $214.58 -3.3% -10.3% 

25 Reno, NV 13.14¢ 14.26¢ 13.68¢ 1,102 $150.72 2.0% -4.1% 

26 Monterey, CA 16.80¢ 16.47¢ 13.65¢ 1,363 $186.09 -9.9% -17.1% 

27 Medford, OR 15.25¢ 15.92¢ 13.51¢ 1,219 $164.67 -5.9% -15.1% 

28 Palm Springs, CA 14.68¢ 14.50¢ 13.37¢ 1,360 $181.78 -4.6% -7.8% 

29 Eugene, OR 14.58¢ 14.82¢ 13.25¢ 1,334 $176.74 -4.7% -10.6% 

30 Spokane, WA 13.71¢ 14.04¢ 13.17¢ 1,108 $145.92 -2.0% -6.2% 

31 Fresno, CA 15.72¢ 15.90¢ 13.14¢ 1,418 $186.29 -8.6% -17.4% 

32 Redmond, OR 15.15¢ 15.34¢ 12.95¢ 1,163 $150.58 -7.5% -15.6% 

33 Ontario, CA 13.32¢ 14.26¢ 12.89¢ 1,086 $140.02 -1.6% -9.6% 

34 Oakland, CA 12.03¢ 13.45¢ 12.89¢ 953 $122.90 3.5% -4.2% 

35 Sacramento, CA 12.86¢ 13.39¢ 12.62¢ 1,130 $142.65 -0.9% -5.8% 

36 San Jose, CA 12.95¢ 13.14¢ 12.57¢ 1,065 $133.88 -1.5% -4.3% 

37 Orange County, CA 13.94¢ 13.80¢ 12.49¢ 1,127 $140.76 -5.3% -9.5% 

38 Portland, OR 12.06¢ 12.36¢ 11.63¢ 1,392 $161.85 -1.8% -5.9% 

39 North Bend, OR 19.32¢ 17.81¢ 11.52¢ 1,381 $159.06 -22.8% -35.3% 

40 San Diego, CA 11.77¢ 12.16¢ 11.10¢ 1,350 $149.86 -2.9% -8.7% 

41 Klamath Falls, OR 20.00¢ 16.87¢ 11.06¢ 1,447 $160.09 -25.6% -34.4% 

42 Los Angeles, CA 11.90¢ 12.01¢ 10.90¢ 1,610 $175.48 -4.3% -9.2% 

43 San Francisco, CA 12.38¢ 12.09¢ 10.76¢ 1,609 $173.18 -6.8% -11.0% 

44 Las Vegas, NV 10.93¢ 11.45¢ 10.75¢ 1,260 $135.40 -0.8% -6.1% 

45 Seattle/Tacoma, WA 11.88¢ 11.70¢ 10.71¢ 1,492 $159.76 -5.1% -8.5% 

46 Bellingham, WA 12.31¢ 12.27¢ 10.13¢ 1,031 $104.39 -9.3% -17.4% 

47 Carlsbad, CA 12.03¢ 11.90¢ 10.11¢ 1,437 $145.29 -8.3% -15.0% 

48 Modesto, CA 11.07¢ 11.46¢ 10.08¢ 1,432 $144.33 -4.6% -12.0% 

49 Chico, CA 10.97¢ 10.64¢ 9.55¢ 1,372 $130.99 -6.7% -10.2% 

50 Long Beach, CA 10.00¢ 10.17¢ 9.52¢ 1,169 $111.33 -2.4% -6.4% 

Average Regional Yield 12.20¢ 12.43¢ 11.40¢ 1,359 $169.58 -3.3% -8.3% 

Avg. Ann. Change

Rank
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 74

CONCLUSIONS 

Despite being the only airport on the Pacific Northwest coast with scheduled service on aircraft 

with more than nine passenger seats, the Southwest Oregon Regional Airport has seen huge cuts 

in service in the last two years. The Airport has lost 74% of its daily flights as it has seen flights cut 

from 7.8 departures per day to just three departures per day since the summer of 2008. At the 

same time, the number of available seats being offered by airlines in the market has dropped by 

80%, as Horizon Air left the market shortly after United Express/SkyWest began service. 

Moreover, fare disparities put the Southwest Oregon Regional Airport at a natural disadvantage. 

The South Coast has the third highest average fare in the Pacific Northwest. It must also be 

noted, with so few available seats, 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. 

Local service has been plagued by delays 

during the summer of 2010. The two 

earliest departures of the day each had 28 

of 31 flights depart North Bend late in July of 2010. These delays are mostly due to weather in 

San Francisco, causing ATC backups for nearby markets. 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 Airport would benefit from having another flight option 

through another hub. 

It is clear that the market performed best when both United Express and Horizon offered service 

at the same time – for a period of four months in 2008. During this period fares were still relatively 

high, but the increased connectivity offered by two airlines to two separate networks more than 

made up for higher fares. The Southwest Oregon Regional Airport seeks to re-create this 

situation, by encouraging a second network carrier to enter the market alongside United Express 

service. 

“Despite being the only airport on the 

Pacific Northwest coast with scheduled 

service on aircraft with more than nine 

passenger seats, the Southwest Oregon 

Regional Airport has seen huge cuts in 

service in the last two years.” 
Southwest Oregon Regional Airport – Small Community Air Service Development Grant – August 2010 75

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/Coos Bay to Salt Lake City would provide connections to 52 markets beyond SLC, from Los 

Angeles to Mexico City and from New York/Newark to Paris, France. The Airport seeks a Small 

Community Air Service Development Grant, to pair with its local funding, to bring Delta to the 

market.