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Improving Public Transportation Mode Share for Employees 169
Table 8-1. Number of employees at selected airports.
Estimated 1998 average
Airport Size (a) daily employees
New York JFK L 41,000 (1987)
Dallas/Fort Worth L 40,000 (2000)
Chicago O'Hare L 40,000
Los Angeles L 40,000
San Francisco L 31,000
Phoenix L 23,665
St. Louis L 19,000
Denver L 17,400
Boston L 14,600 (2000)
Houston L 14,406
Salt Lake City L 13,026
Seattle L 11,375
Oakland M 10,500
Tampa L 8,219
Las Vegas L 8,000 (2000)
Portland (Oregon) M 5,000
San Jose M 3,500
San Diego L 3,000
Omaha M 2,500 (2000)
Sacramento M 1,500 (2000)
Orange County John Wayne M 1,000 (2000)
(a) FAA hub size: L = Large, M = Medium, S = Small
SOURCE: TCRP Report 83, Jacobs Consultancy, based upon data provided by individual airport
operators. Data was provided for 1998, unless otherwise noted.
have schedules dictated by aircraft operational patterns that are outside of the typical peak-period
commuting hours of 6 a.m. to 9 a.m. and 4 p.m. to 7 p.m.
· The availability and cost of parking for employees. How much do employees pay for park-
ing? While some airports are providing subsidized car pools or transit passes, few employees
pay market rate parking fees.
These factors were used as a starting point to expand the available knowledge base for identi-
fying ways to improve employee usage of public transportation at airports.
To gain additional insights into the factors affecting employee use of public transportation,
surveys were distributed to 34 U.S. airports. Approximately one-third of the surveys were
returned and were evenly split between large hub airports and small/medium airports. Survey
findings are summarized in the following sections.
Transit Service Characteristics
Information from the survey responses concerning the existing transit service at the airport such
as type, frequency, stop locations, and employee transit mode shares is summarized in Table 8-2.
Transit Service
Transit service to airports is typically limited in terms of the number of routes and the frequency
of service. Only Chicago O'Hare, Reagan Washington National, and Boston airports have relatively
robust service with the presence of a rapid rail station on each airport.
Los Angeles International Airport has a significant amount of service nearby, but routes serve
a transit center and rail station remote from the terminal. Most bus routes only run twice an hour.
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170 Ground Access to Major Airports by Public Transportation
Table 8-2. Airport transit service characteristics summary.
No. of Transit Bus Frequency Rail Frequency
Airport Routes per Route per Route Number of Stops Other
Off- Off-
Peak peak Peak peak
(trips (trips (trips (trips On-
Size per per per per Non- airport
(a) Bus Rail hour) hour) hour) hour) Terminal terminal shuttle?
Birmingham (AL) S 0 0 n.a. n.a. n.a. n.a. n.a. n.a. No
Boston L 2 1 1-3 0-2 15 5-6 4 1 Yes
Chicago O'Hare L 3 1 1-2 1 8-10 6-8 1 1 Yes
Dallas/Ft. Worth L 2 1 (b) 1-2 1-2 2 (c) 1 (c) 2 4 Yes
Denver (d) L 8 0 1-2 0-2 n.a. n.a. 2 0 Yes
Orange Co. John M 2 0 2 1 n.a. n.a. 1 0 No
Wayne
Las Vegas L 2 0 2-5 2-3 n.a. n.a. 1 2 No
Los Angeles (d) L 12 (e) 1 (b) 1-4 1-4 9 4 9 ? Yes
Louisville M 3 0 2 1-2 n.a. n.a. 1 1 No
Omaha M 0 0 n.a. n.a. n.a. n.a. n.a. n.a. No
Phoenix (d) L 2 0 4 2 n.a. n.a. 3 0 No
Reagan National L 1 2 4 6-8 12-20 6-8 1 0 Yes
Sacramento M 1 0 1 0-1 n.a. n.a. 2 0 Yes
Salt Lake City L 3 0 1-2 0-1 n.a. n.a. 1 3 No
Seattle (d) L 6 0 1-3 1-2 n.a. n.a. 1 0 Yes
San Diego L 1 0 6 4-6 n.a. n.a. 3 0 No
(a) FAA hub size: S = small; M = medium; L = large.
(b) Remote rail station.
(c) Frequency based on shuttle bus to terminal from remote rail station.
(d ) Remote bus station.
(e) Linked to terminals with shuttle bus; frequency based on Metropolitan Transit Authority bus schedule.
SOURCE: TCRP Report 83, Jacobs Consultancy, based upon data provided by individual airport operators.
In addition, only two bus routes serve the west end of the airport, a major employment center
where airline maintenance facilities and air cargo hubs are located.
Of the other airports that responded, only Las Vegas and Orange County, California, airports
have buses that run more than twice per hour.
Transit Mode Share
The data in Table 8-3 show that for airports with bus service only, typical employee transit
mode shares are approximately 2% to 5%. Most airports with bus service only are toward the
lower end of the range. The exception is Denver International Airport, which has SkyRide, a suc-
cessful bus system oriented to the airport. SkyRide is a semi-express bus service from numerous
free park-and-ride lots directly to Denver International Airport.
Airports with rail service on the airport have significantly higher employee transit mode
shares. O'Hare International Airport (Chicago) has the highest reported employee transit use
with more than 23% of employees commuting to work on a typical day using rail or bus. Nearly
all of these employees use rail. Most of the rail use was reported by airport employees who do
not work for any of the airlines. Non-airline airport employees reported that 34% used rail, while
airline employees reported 7% used rail. Non-flight crew airline employees reported the lowest
