Essential Air Service

Areas in the contiguous United States served by the Essential Air Service.

Essential Air Service (EAS) is a U.S. government program enacted to guarantee that small communities in the United States, which, prior to deregulation, were served by certificated airlines, maintained commercial service. Its aim is to maintain a minimal level of scheduled air service to these communities that otherwise would not be profitable. This came in response to the Airline Deregulation Act, passed in 1978, which gave U.S. airlines almost total freedom to determine which markets to serve domestically and what fares to charge for that service.^[1] The program is codified at 49 U.S.C. §§ 41731–41748.

The United States Department of Transportation (USDOT) subsidizes airlines to serve communities across the country that otherwise would not receive any scheduled air service.^[1] As of November 1, 2013, the Essential Air Service subsidized 160 communities, of which 43 were in Alaska,^[2][3] whose guidelines for service are separate and distinct from the rest of the country. The decision as to what degree of subsidized service a community requires is made based on identifying a specific hub for the community and from there determining the number of trips, seats, and type of aircraft that are necessary to serve that hub.^[1]

Congressional panels expected the funding for the program to increase slightly to $114 million in 2007. However, the George W. Bush Administration sought to reduce the cost of the program to $50 million by stricter eligibility criteria and requiring the local governments of the areas served to contribute to the cost. The budget for EASs increased from $131.5 million in 2011^[4] to $214 million in 2012^[5] to $234 million in 2013 and to $241 million in 2014.^[6][7] The Heritage Foundation argued in 2014 that rural airports should receive no federal subsidies through the Essential Air Service program; rather, state and local governments that value the air services should support them.^[8] The Congressional Research Service has reported that since the early 2000s federal subsidies for the EAS have nearly tripled to almost $300 million per year.^[9]

EAS subsidies have increased by more than 500% since 1997

Criteria

Pursuant to the Department of Transportation and Related Agencies Appropriations Act, 2000, no community within the lower 48 states may receive a subsidy greater than $200 per passenger unless the community is more than 210 miles from the nearest large or medium hub airport. To be eligible for the program, a community in the lower 48 states must either maintain an average of 10 or more enplanements per service day or be located more than 175 miles from the nearest large or medium hub airport.^[10]

Controversy

Critics question the economic efficiency of the service.^[11] According to a 2006 New York Times article on the program, the subsidy per passenger, averaged across the entire program excluding Alaska, is approximately $74, and much higher on some particularly poorly-patronized flights^[12] where subsidies are as high as $801 per passenger.^[13]

Patronage on many flights is very low. The majority of EAS airplanes have fewer than 20 seats, and flights typically are less than half full.^[14] However, the program is politically popular in the cities receiving the subsidized flights, many of which use an airport with scheduled service as a selling point to attract industry to their regions.

Several subsidized airports are within an hour's drive from an unsubsidized airport.^[15] For example:

• The subsidized Lancaster Airport in Pennsylvania is a 36-minute drive to Harrisburg International Airport.^[16]
• The subsidized Visalia Municipal Airport in California is a 42-minute drive to Fresno Yosemite International Airport.^[17]
• The subsidized Eugenio María de Hostos Airport in Mayagüez, Puerto Rico is a 43-minute drive to Rafael Hernández Airport in Aguadilla, Puerto Rico.
• The subsidized Pueblo Memorial Airport in Colorado is a 45-minute drive to Colorado Springs Airport.^[18]
• The subsidized Muskegon County Airport in Michigan is a 50-minute drive from Gerald R. Ford International Airport in Grand Rapids, Michigan.^[19]
• The subsidized Owensboro-Daviess County Regional Airport in Kentucky is a 51-minute drive to Evansville Regional Airport in Indiana.^[20]
• The subsidized Memorial Field Airport in Hot Springs, Arkansas is a 55-minute drive to Little Rock National Airport.

Some subsidized airports are within driving distance of multiple unsubsidized airports. For example:

• The subsidized Decatur Airport is a 53-minute drive to University of Illinois Willard Airport in Champaign, Illinois,^[21] and a 59-minute drive to Abraham Lincoln Capital Airport in Springfield, Illinois.^[22]

Essential Air Service Report Tables

The following tables list all Essential Air Service communities under the various funding programs. This is based on the most recent reports issued by the U.S. Department of Transportation (DOT),^[23][24][25] and updated to reflect changes based on DOT orders published at [Regulations.gov]. Docket and order numbers link to their respective pages on the docket management site, which typically includes the original files in PDF and other formats.

Alternative Essential Air Service

The Alternative Essential Air Service program grants funds directly to the municipality or airport authority instead of the airline. This allows the community to recruit air service that would not otherwise meet EAS guidelines, such as more frequent service with smaller aircraft, less-than-daily service, flights to differing destinations at different times of the year or week, on-demand air taxi service, scheduled or on-demand ground surface transportation, regionalized air service, or even purchasing an aircraft. This alternative program has most often occurred as a public charter arrangement as prescribed by Title 14 of the Code of Federal Regulations, Part 380. The first airport to enter this program was Manistee County Blacker Airport in 2012.^[26] Victoria Regional Airport joined the program in 2014. In both cases, the airports went through multiple rounds of traditional bidding for subsidized Essential Air Service where no acceptable bids were received.

Community Flexibility Pilot Program

Up to ten communities may forego their EAS for a period of ten years in exchange for a grant equal to two years’ subsidy. Applications were due within 60 days of May 17, 2016. If the USDOT received 10 or fewer applications that are compliant with applicable requirements within the 60-day period, all such applications would be granted. If more than 10 compliant applications were received within 60 days, the USDOT would treat the program as a competitive grant program.

Subsidized EAS Communities

Areas Excluding Alaska

Alaska

Communities Formerly Having Subsidized EAS

The following tables list airports which formerly had Essential Air Service subsidized routes.

Areas Excluding Alaska

Alaska

External links

• US Department of Transportation: Policy - Essential Air Service
• US Department of Transportation: Policy - Essential Air Service Reports
• Regulations.gov - Federal Docket Management System

External links: Essential Air Service airports

• Island Air Service - Kodiak, AK: Home Page
• Alaska Seaplane Service: Home Page
• Ward Air, Inc.: Home Page
• 40 Mile Air: Home Page
• Evergreen International Aviation, Inc.: Home Page (Web Archive)
• Copper Valley Air: Home Page
• Reeve Air Alaska: Home Page

See also

• Category:Essential Air Service for airports subsidized by the EAS program
• Category:Former Essential Air Service airports for airports formerly subsidized by the EAS program
• Public service obligation

References