Jazmin Li
Atlanta is a major US city with a rapidly growing population and a corresponding increase in air traffic. In 2007, the Federal Aviation Administration (FAA) identified the need for additional airport capacity by 2025, and Atlanta received federal funding to explore this. However, Atlanta and Delta Air Lines, which operates out of Hartsfield-Jackson, were sceptical about the cost and potential economic failure of a second airport. The city's contract with Delta also states that it will not operate or own another airport. In 2011, a study concluded that Dobbins Air Reserve Base was the best site, but airspace and environmental issues were problematic. Other options, including expanding existing airports or building on new sites, have been considered, but none have been deemed feasible due to cost-benefit analysis. With Atlanta's population growth and changing aviation demands, the discussion around a second airport remains relevant, and the city may need to periodically reassess the feasibility of expanding its aviation capacity.
| Characteristics | Values |
|---|---|
| Hartsfield-Jackson Atlanta International Airport congestion | Congestion at Hartsfield-Jackson Atlanta International Airport has been noted by the Federal Aviation Administration (FAA) in 2007 and 2015. |
| Additional capacity needed | The FAA's 2007 report projected that additional capacity would be needed by 2025. |
| Delta's opposition | Delta Air Lines, which operates its primary hub at Hartsfield-Jackson, opposes a second airport as it could dilute traffic volumes and decrease scale efficiencies. |
| Cost-benefit analysis | A 2011 study of eight potential sites for a second airport concluded that none offered sufficient benefits relative to the costs. |
| Hartsfield-Jackson's expansion plans | Hartsfield-Jackson has a 20-year master plan to address future demand and has added new runways and gates to increase capacity. |
| Alternative solutions | Proposed solutions include expanding existing regional airports, such as Chattanooga Metropolitan Airport, or creating a maglev train to connect Atlanta passengers to CHA. |
| Public transit considerations | Atlanta's limited public transit infrastructure may impact the feasibility of a second airport, as travel to a new location could be challenging. |
| North Atlanta preference | Some comments suggest that a second airport in North Atlanta would be preferable to accommodate the area's growth and provide convenience for residents. |
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What You'll Learn
- Atlanta's population is growing, so another airport could help meet demand
- Hartsfield-Jackson Atlanta International Airport is prone to delays due to demand growth
- A second airport could be built on land purchased in 1975 in anticipation of this
- Delta Air Lines doesn't want another airport as it would draw traffic away
- Atlanta's public transport is poor, so building another airport may not be the answer
Atlanta's population is growing, so another airport could help meet demand
Atlanta's population is growing, and the metropolitan area is expected to need additional capacity to meet forecast demand. In 2007, the Federal Aviation Administration (FAA) identified Hartsfield-Jackson Atlanta International Airport and the Atlanta metropolitan area as needing more capacity by 2025. This was reiterated in a 2015 follow-up report that mentioned "significant congestion" at Hartsfield-Jackson.
The city of Atlanta has considered multiple locations for a potential second airport. In 1975, Atlanta purchased 10,165 acres of land in Paulding County for a potential airport site. While a portion of this land was used for the Paulding County Regional Airport, there is still potential for expansion or the construction of a larger commercial airport.
However, there are challenges to building a second airport in Atlanta. Firstly, cost is a significant factor, with Delta Air Lines expressing skepticism about the economic viability of a second airport. Additionally, there are geographical considerations, as any new airport would likely be located in the far northern suburbs, nearly 40 miles from the city.
Furthermore, secondary airports can dilute traffic volumes, decreasing the scale efficiencies of the hub. This could impact the number of destinations served and the ability to accommodate larger jets. Nevertheless, with Atlanta's population growth and increasing demand for air travel, revisiting the feasibility of a second airport may be necessary to ensure the city can meet future transportation needs.
While some have suggested expanding existing regional airports or improving ground transportation options as alternatives to building a new airport, Atlanta's population growth may ultimately drive the need for additional airport capacity in the region.
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Hartsfield-Jackson Atlanta International Airport is prone to delays due to demand growth
Despite the identification of this need, a second airport has not been constructed in Atlanta. This is due to a variety of factors, including the high cost and potential economic failure of a new airport, corporate and political interests, and the availability of alternative options such as expanding existing airports or improving public transportation.
In 2011, the Atlanta Metropolitan Aviation Capacity Study concluded that Dobbins Air Reserve Base was the best site for a potential second airport from a market and cost perspective, but airspace and environmental issues were concerns. Additionally, the city of Atlanta has expressed skepticism about the need for a second airport, citing the successful management of increased demand through expansions and improvements at Hartsfield-Jackson.
However, with Atlanta's growing population and increasing trend in air traffic, the need for additional capacity remains a pressing issue. The Northeast Georgia Surface and Air Transportation Commission is planning to study the creation of a 20- or 24-gate airport in the region to relieve congestion at Hartsfield-Jackson.
While some argue that improving public transportation and regional rail networks could reduce the need for short-haul flights and alleviate some pressure from the airport, others maintain that a second, smaller airport in the Atlanta area is necessary to manage demand and provide efficient service to travellers.
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A second airport could be built on land purchased in 1975 in anticipation of this
Atlanta, Georgia is the largest metropolitan area in the U.S. with only one commercial airport. In 1975, the city purchased two 10,000-acre tracts of land in anticipation of building a second airport. These sites, located in Paulding and Dawson counties, have been managed as public recreation land since then.
However, the idea of constructing a second airport in Atlanta has faced several challenges and opposition. In 2007, the Federal Aviation Administration (FAA) identified the need for additional capacity in the Atlanta metropolitan area by 2025. Despite this, both the city and Delta Air Lines, which operates its primary hub at Hartsfield-Jackson Atlanta International Airport, expressed skepticism about building a second airport due to concerns over cost and potential economic failure.
In 2011, the Atlanta Metropolitan Aviation Capacity Study was completed, and it was concluded that none of the eight potential sites, including the forests, were feasible at that time. Hartsfield-Jackson has continued to expand its capacity, adding new runways and gates to accommodate increasing demand.
Additionally, there are corporate and political interests against a second airport in Atlanta, particularly from Delta Air Lines, which does not want another airport drawing away traffic and diluting its hub efficiency. The city's contract with Delta also states that it does not plan to operate or own a second commercial airport in the area.
While the need for additional capacity in Atlanta is recognized, the decision to build a second airport on the land purchased in 1975 is complex and involves considering various factors, including cost, feasibility, and the potential impact on existing aviation and commercial interests.
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Delta Air Lines doesn't want another airport as it would draw traffic away
Hartsfield-Jackson Atlanta International Airport (ATL) is the world's busiest airport and a major hub for Delta Air Lines, which is Atlanta's hometown airline. Despite significant congestion and delays at ATL, there are several reasons why Delta Air Lines would not want another airport in Atlanta.
Firstly, a second airport would draw traffic away from ATL and Delta's hub. Secondary airports tend to attract lower-cost carriers, fragmenting routes and diluting revenue, which weakens Delta's dominance in Atlanta. A single large airport like ATL can handle more destinations and frequencies than multiple smaller airports, which is more efficient for travellers and allows for bigger jets and cost efficiencies.
Secondly, Atlanta has convenient public transportation options to the airport, such as the Marta system, which makes it accessible to many residents. Building a new airport far from the city, as some have suggested, would be impractical and unlikely to attract enough passengers to be commercially viable.
Additionally, there are geographical constraints and political interests against a second airport. In 2007, the Federal Aviation Administration (FAA) identified Atlanta as a city that might need another airport, but a 2011 study concluded that none of the eight potential sites were feasible due to cost-benefit considerations. Hartsfield-Jackson has a 20-year master plan to handle future demand, and Atlanta has continued to expand ATL with new runways and gates.
Finally, the city of Atlanta's contract with Delta states that the city does not currently plan to operate or own a second commercial airport in the area. Therefore, Delta Air Lines has a strong influence on the decision not to build another airport in Atlanta, as it would negatively impact their operations and profitability.
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Atlanta's public transport is poor, so building another airport may not be the answer
Atlanta's public transport system is not known for its efficiency, and building another airport may not be the solution to the city's aviation needs. In 2007, the Federal Aviation Administration (FAA) identified Hartsfield-Jackson Atlanta International Airport and the Atlanta metropolitan area as needing additional capacity by 2025. This led to discussions and studies on the possibility of constructing a second airport in Atlanta. However, several factors, including geographical constraints, economic considerations, and the impact on existing airlines, have hindered the development of a new airport.
Firstly, Atlanta's public transport system presents challenges for travellers, particularly those residing outside the city centre. Commute times can be lengthy, and the existing public transport options may not always provide a time-efficient solution. For individuals living in certain areas, driving to the airport may be a more attractive option than relying on public transport. This suggests that improving public transport connectivity could be a more effective solution than building a new airport.
Secondly, the expansion of the existing airport or the utilisation of alternative sites has been considered. Atlanta has explored options such as expanding the existing Hartsfield-Jackson airport, which added a new runway in 2006 and is following a 20-year master plan to manage future demand. Additionally, the city has considered expanding or converting existing aviation facilities, such as Dobbins Air Reserve Base or Paulding County Regional Airport, into commercial airports. These alternatives could provide additional capacity without the need for a completely new airport.
Furthermore, the potential impact on Delta Air Lines, which operates its primary hub at Hartsfield-Jackson, cannot be overlooked. A secondary airport could dilute traffic volumes and decrease the scale efficiencies of the hub, impacting Delta's operations and revenue. This could, in turn, weaken Delta's contribution to the city's economy. Additionally, the cost of constructing a new airport would be significant, and it may not be economically viable, especially if it fails to attract sufficient travellers.
While Atlanta's aviation infrastructure faces challenges, addressing public transport shortcomings and exploring alternative solutions could be more feasible and cost-effective approaches than building a new airport. Improving public transport connectivity to the existing airport, expanding its capacity, or utilising alternative sites for expansion could alleviate congestion without incurring the substantial costs and potential drawbacks associated with constructing a new airport.
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Frequently asked questions
In 2007, the Federal Aviation Administration (FAA) released a report that identified Hartsfield-Jackson Atlanta International Airport and the Atlanta metropolitan area as needing additional capacity by 2025. The report predicted that Atlanta would need up to four more airports in the next 20 to 30 years.
There are several reasons why Atlanta may not need another airport. Firstly, a secondary airport could dilute traffic volumes, reducing the efficiency of the Hartsfield-Jackson hub. Secondly, Hartsfield-Jackson has continued to expand its capacity, adding new gates and runways to accommodate more flights. Thirdly, a new airport would be expensive to build and may not be economically viable. Finally, there are geographical constraints and environmental concerns with potential sites for a second airport.
Alternatives to building a new airport include expanding existing regional airports, such as the Northeast Georgia Regional Airport, or converting an air force base like the Dobbins Air Reserve Base. Improving public transportation and investing in high-speed rail could also reduce the need for short-haul flights and alleviate congestion at Hartsfield-Jackson Airport.
