By Chris Powell
Amid the crush of holiday travel last week few people were calling the revival of Tweed-New Haven Airport a great success.
Passengers and neighbors alike were sore about the traffic jams on the narrow streets of New Haven’s eastern neighborhood abutting the side of the airport where the terminal is. The streets around Tweed are little different than they were when the airport opened almost a hundred years ago.
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When passengers at last got into the terminal they weren’t much happier, since it is old and small — far too small to handle a holiday crush.
Neighbors are always complaining not just about the airport traffic but also about the noise of the airplanes. While the airport began operating in 1931, long before anyone now living nearby was around, in recent decades scheduled service there has always been erratic, with airlines coming in and then disappearing after a few years or even just a few months, so neighbors got accustomed to Tweed’s half-heartedness.
But rather suddenly Tweed isn’t half-hearted anymore. It’s on the verge of being a real airport.
In the last three years Tweed has added two ambitious start-up airlines, Avelo and Breeze, which offer direct flights from Tweed to 34 destinations in the country, as far west as Dallas and St. Louis. With Dallas, Atlanta, Detroit, and Washington’s Dulles airport, Tweed now offers practical connections to international flights. Air travelers in the New Haven area are being liberated from the struggle to reach the four New York metropolitan airports.
This doesn’t make Tweed’s revival a success yet.
As startups, Avelo and Breeze are more vulnerable to changes in business conditions than established airlines are. They could fail.
Much of the airport’s property is across the city line in East Haven, which doesn’t like the idea of building a bigger terminal and better access roads on that side of the airport. Such improvements will mean redirecting through East Haven the traffic now heading to Tweed through New Haven. (To reduce traffic, New Haven is running shuttle buses from downtown to the airport. At least college students may avail themselves of this service.)
Lawsuits are always popping up around the airport, brought by people who want it to go away.
Being only 12 feet above sea level, Tweed seems more afflicted by fog and flight diversions than other airports, and last week fog caused diversions to Albany, Syracuse, and Providence. New Haven isn’t such a haul from Providence, but Albany and Syracuse are. Of course diversions to Bradley International Airport in Windsor Locks would be so much better, even if Bradley can have bad weather too.
But if last week’s surge in passengers doesn’t prove Tweed’s success, it strongly suggests that the southern Connecticut market can support the airport sufficiently if politics allows it to keep improving as contemplated.
New Haven owns the airport property and it is controlled by the New Haven Airport Authority, whose board includes members from both New Haven and East Haven. The authority has contracted Tweed’s operation to airport-management firm AvPorts, which runs 10 other airports. This arrangement may not be so efficient while the airport’s improvement requires expansion amid multiple jurisdictions and hostile interests.
That’s why it might be best to transfer the airport to the Connecticut Airport Authority, which operates and has greatly improved Bradley. As a state agency the authority could override local objections in pursuit of the broadest public interest.
Of course such a change could not happen without more leadership and courage than are usually available in state government. But if, in pursuit of economic development, improving southern Connecticut’s quality of life, and fairness, state government ever wanted to commit to giving the southern part of the state as good an airport as the northern part has, it at least might start appropriating funds for government’s gradual acquisition, through negotiation or eminent domain, of the residential and other properties adjacent to Tweed.
After last week’s surge in passengers, there’s no excuse for failing to fulfill the airport’s potential.
Chris Powell has written about Connecticut government and politics for many years. (CPowell@cox.net)