Cover Image

Not for Sale

View/Hide Left Panel
Click for next page ( 161

The National Academies | 500 Fifth St. N.W. | Washington, D.C. 20001
Copyright © National Academy of Sciences. All rights reserved.
Terms of Use and Privacy Statement

Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.

OCR for page 160
160 Ground Access to Major Airports by Public Transportation List all other routes that operate partially or wholly within the proposed service area Present a business plan indicating the expected revenues and costs of operation Provide a financial statement and evidence of insurance In some instances, the operator must demonstrate that the local public transit operator is unable to meet the transportation needs of the target market or to describe the impact on exist- ing public transit services. The operator is usually required to provide letters from the public (e.g., local communities or other sources) and evidence to demonstrate need and necessity for the proposed service. Existing operators are permitted to file objections to the statements of need to introduce new services and to challenge the new operator's ability to sustain a business with- out adversely affecting existing businesses. The operator can apply for an airport permit only after obtaining the required state or local operating permits. These procedures may present a significant hurdle for a small operator, particularly an oper- ator without a properly defined business plan or service plan, without prior experience in the industry, and without sufficient capital resources. Typically, airport management does not have programs to support or assist new businesses seeking to initiate transportation service. Competition and Enforcement Considerations when introducing new public transportation services include the perceived and actual competition between differing classes of ground transportation services, the need to be able to enforce regulations restricting and controlling ground transportation services, and the potential overlap between the services provided by each class of service. Balancing the differing (and competing) requirements of multiple services may be especially challenging when select- ing ground transportation services for a planned GTC. Some of those challenges involve the following services and concerns: Private vehicles--The primary purpose of a GTC is to serve commercial ground transporta- tion services. Therefore, airline passengers traveling in private vehicles would likely be directed to space at the terminal building curbsides, while the GTC would be reserved for commercial ground transportation services. Private vehicles versus privately owned limousines--Airline passengers traveling in privately owned or corporate-provided limousines would normally expect to receive a level of service similar to that available to passengers traveling in private vehicles. Therefore, privately owned limousines would likely be directed to curb space at the terminal building. Privately owned versus pre-arranged limousines--If passengers perceive that being picked up and dropped off at the terminal provides a higher level of service and convenience than being picked up and dropped off at the GTC, they will request that privately owned limousine services stop at the terminal building rather than the GTC. As it would be difficult for police to readily distinguish between a privately owned limousine and a pre-arranged limousine or town car service, it would be difficult for police to prevent privately owned limousines or town car services from stopping at the terminal building curbsides. If police are unable to prevent, or enforce regulations prohibiting, use of the terminal curbside by pre-arranged limousines, these limousines would likely be permitted to use the curbsides. Pre-arranged limousines versus taxis--Taxi operators perceive limousines as competitors. If pre-arranged limousines are permitted to use the terminal building curbsides, taxi opera- tors would likely pressure airport management (or perhaps city or county government lead- ers) to allow taxis to use the curbsides. The taxi operators would claim that they would lose customers to their competitors (i.e., limousines) and/or that their customers would not use the GTC. At airports that have planned GTCs, management has agreed to allow taxis to drop off and pick up customers at the terminal building curbside.