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[quote user="blue streak 1"]The US DOT has announced a proposal to limit the number of flights per hour EWR(83),JFK( approx 65), and LGA (unknown). The result is that if these go into effect (subject to many lawsuits) will be a decrease in flights. Being in the airline business for so long present fuel prices will cause XXX airline to delete short haul - low altitude flights. For example a LGA - BOS A-300 flight used 20,000# - 22,000# (2985 gallons) of jet fuel whereas same aircraft NYC - Florida used 50,000# (7462 gal), I expect a quick exit from these short hauls if the DOT proposal goes in effect. I do not believe that AMTRAK is ready for the traffic influx.  [/quote]For FY ended September 2007, the NEC had a passenger/seat mile load factor of approximately 48 per cent.  Acela's load factor was 59 per cent.  Undoubtedly, certain segments had a higher load factor than other segments.  For example, the load factor from New York to Philadelphia, especially for the Acela, is higher than the load factor on other segments.  Nevertheless, it would appear that the NEC could absorb additional passengers without a large increase in capacity.  At the end of the day, of course, it depends on how many people abandon flying or give up driving.Does high fuel cost mean the end of flying or a great reduction in flying?  Not necessarily!  The airlines could switch the type of airplane used on the traditional shuttle routes.  In Australia, for example, Qantas uses high capacity 767s on the Sydney to Melbourne run, which is similar to the Boston to Washington run or somewhat longer than New York to Washington.  The cost per seat mile for a high capacity 767 is considerably lower than the cost of lower capacity airplanes.  Speaking of the NEC, I am looking forward to a trip to Philadelphia in September.  One of my objectives is to ride the Acela to Washington and then to New York on another occasion.  I have not had an opportunity to ride the Acela.
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