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ACRP Report 4: Ground Access to Major Airports by Public Transportation (2008)
Airport Cooperative Research Program (ACRP)

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Coogan, Matthew A, Transportation Research Board. "Ground Access Information on the Atlanta Airport Website." ACRP Report 4: Ground Access to Major Airports by Public Transportation. Washington, DC: The National Academies Press, 2008.

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Page
185
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Page
185
Front Matter (R1-R12)
Summary (1-14)
Chapter 1 - Six Steps in a Market-Based Strategy for Improving Airport Ground Access (15-15)
Coordinate with the Regional Planning Process (16-17)
Data Collection for the Airport Ground Access Survey (18-19)
Data Collection to Monitor the Performance of the System (20-20)
Geographic Scale of the Airport Ground Access Markets (21-21)
Density and Market Support Associated with Specific Modes (22-23)
Best Practices in the United States: Examples of Market Types at U.S. Airports (24-24)
Lessons Learned from Successful Systems (25-26)
Summary: Designing to Deal with Revealed Attributes (27-27)
Best Practices in the United States: Service Based on Markets (28-28)
Encouraging the Use of High-Occupancy Service (29-29)
Learning from Recent U.S. Airport Designs (30-30)
Step 6: Present Information about Ground Access Services to the Traveler (31-31)
Conclusion (32-33)
Understanding the Scale of Airport Ground Access (34-34)
The Scale of the Public Mode Volumes at These Airports (35-35)
What Has Happened over the Last Decade? (36-38)
Trip Purpose: Why Do Airline Passengers Travel? (41-43)
National Patterns of Access to Airports and Terminals (44-44)
Daily Public Mode Volumes to Airports (45-45)
Implications for Choice of Ground Access Mode (46-47)
Ground Access Issues and the Regional Planning Process (48-49)
Environmental Approvals in Europe (50-50)
What's Next? (51-51)
Understanding Successful Airport Ground Access Systems (52-52)
Does Airport Size Explain Ridership? (53-53)
Does the Quality of the Airport Connection Explain Ridership? (54-54)
Does Line-Haul Speed Explain High Ridership? (55-57)
Is Higher Speed or Directness of Service More Important? (58-60)
The Implications of Dedicated Premium Service (61-61)
Berlin Brandenburg Airport (62-62)
Chicago Midway and O'Hare Airports (63-63)
Summing It Up (64-64)
Desired Attributes of Van and Bus Service to U.S. Airports (65-66)
What's Next? (67-67)
Part 1: Best Practices at U.S. Airports (68-68)
Tier 1 (69-69)
San Francisco (23% Market Share) (70-70)
Boston (18% Market Share) (71-72)
Oakland (15% Market Share) (73-73)
New Orleans (15% Market Share) (74-74)
Atlanta (14% Market Share) (75-75)
Denver (14% Market Share) (76-76)
Los Angeles (13% Market Share) (77-77)
Baltimore/Washington (12% Market Share) (78-78)
Chicago O'Hare (12% Market Share) (79-79)
Tier 2 (80-80)
Seattle (11% Market Share) (81-81)
Chicago Midway (9% Market Share) (82-82)
San Diego (9% Market Share) (83-83)
Washington Dulles (8% Market Share) (84-84)
New York LaGuardia (8% Market Share) (85-85)
Philadelphia (7% Market Share) (86-86)
Dallas/Fort Worth (6% Market Share) (87-87)
Cleveland (6% Market Share) (88-88)
Part 2: Best Practices at European and Asian Airports (89-90)
Oslo (64% Market Share) (91-91)
Hong Kong (63% Market Share) (92-92)
Narita (59% Market Share) (93-93)
Zurich (47% Market Share) (94-94)
Vienna (41% Market Share) (95-95)
London Stansted (40% Market Share) (96-96)
Paris Charles de Gaulle (40% Market Share) (97-97)
Amsterdam (37% Market Share) (98-98)
Munich (36% Market Share) (99-99)
London Heathrow (36% Market Share) (100-100)
Stockholm (34% Market Share) (101-101)
Frankfurt (33% Market Share) (102-102)
Geneva (28% Market Share) (103-103)
Brussels (26% Market Share) (104-104)
Dsseldorf (22% Market Share) (105-106)
Part 1: Baggage Strategies for Local Originating Passengers (107-107)
The Importance of Baggage-Handling Strategies (108-108)
A Case Study in Baggage Check-in at a Downtown Terminal (109-111)
Status of Other Downtown Check-in Terminals (112-116)
Near-Airport Check-in Locations (117-118)
Part 2: Integration of Ticketing and Baggage with Longer Distance Systems (119-119)
Integration with National Systems: The GAO Study (120-121)
Why Integrate an Airport with Longer Distance Ground Services? (122-124)
Part 3: Evolving Strategies for Integrated Ticketing and Baggage (125-125)
Las Vegas Strategies for Integration of Modal Services (126-126)
Los Angeles International Airport to Union Station (127-127)
Newark Liberty International Airport Rail Station: A Case Study (128-130)
Lessons Learned: Integration with National Systems (131-131)
Documentation of Examples of Integrated Services (132-134)
Characteristics of the Airport Ground Access Market (135-135)
Demographic Characteristics of Air Travelers (136-137)
Step 1: Decide What Information to Collect (138-138)
Step 2: Select a Data Collection Method (139-140)
Step 3: Determine the Sampling Frame and Sampling Method (141-141)
Step 5: Summarize and Analyze the Results (142-142)
Air Traveler Trip-End Densities Associated with Ground Transportation Markets (143-144)
The Geography of Public Ground Transportation to Airports (145-146)
A Hierarchy of Markets for Public Ground Transportation Services (147-147)
Variation by Demographic Segment: Total Airport Market (148-148)
Variation by Demographic Segment: Washington, D.C. (149-150)
Applying the Four Market Segments: Looking for the Factor of Familiarity (151-151)
Conclusion (152-152)
The Need to Manage Services (153-153)
Measures to Encourage Use of Public Transportation (154-155)
Automated Traffic Monitoring and Management Programs (156-156)
Open Access (157-157)
Balancing Supply and Demand (158-158)
Challenges of Introducing New Services (159-159)
Competition and Enforcement (160-160)
Bond Indenture (161-161)
Airline Agreement (162-162)
Sources of Funding (163-163)
Federal Funding and Financial Oversight of Airports and Airport Access Projects (164-166)
Environmental Implications of Federal Funding for Airport Access Projects (167-167)
Factors That Influence Employee Use of Public Transportation (168-168)
Transit Service Characteristics (169-170)
Employee Characteristics (171-172)
Comparative Comfort of Transit and Automobile (173-173)
Availability, Cost, and Convenience of Parking at the Work Site (174-174)
Extent and Adequacy of Transit Service Hours (175-175)
Non-Flight Crew (176-176)
Getting Information about Ground Access (177-177)
Ground Access Information on the San Francisco Airport Website (178-180)
Ground Access Information on the Portland (Oregon) Airport Website (181-181)
Ground Access Information on the Boston Airport Website (182-182)
Ground Access Information on the New York JFK Airport Website (183-184)
Ground Access Information on the Atlanta Airport Website (185-185)
Ground Access Information on the Amsterdam Airport Website (186-187)
Ground Access Planning on the Narita Airport Website (188-189)
Ground Access Information on the London Heathrow Airport Website (190-190)
Ground Access Information on the Zurich Airport Website (191-191)
The Baltimore/Washington International Airport Prototype Ground Access Module (192-192)
Passenger Information Provided by Other Agencies (193-194)
Conclusions (195-195)
Step 2: Undertake the Program for Data Gathering and System Monitoring (196-196)
Step 5: Manage the Airport to Encourage Higher Occupancy (197-197)
Step 6: Present the Ground Access Services to the Traveler (198-198)
References (199-200)
Appendix - Abbreviations and Acronyms (201-202)
Abbreviations used without definitions in TRB publications (203-203)

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Getting Ground Access Information to the Traveler 185 SOURCE: Trips123 website. Figure 9-5. The Trips123 Screen for JFK airport shows real-time traffic incidents, but not the JFK AirTrain. Ground Access Information on the Atlanta Airport Website Passenger Information Provided by the Airport At the Hartsfield­Jackson Atlanta Airport website, the first ground transportation screen summarizes and shows the location of a ground transportation information center on the air- port. The user is given access to a very detailed map of the bus/van departure area, which is updated to show the exact location of construction activities and the changes in pedestrian paths caused by that construction. Also offered on the opening screen is a simulated walk- through and drive-through of the airport, including the principal locations for ground access information. Upon clicking "Metro Shuttles," the user is shown a list of about 50 destinations that are served from the airport. The user can click on a given town and is provided with a list of the van oper- ators who are authorized to provide service to that town and their telephone numbers. For the shuttles outside of the metro area, a pull-down list of served communities is provided, followed by a "submit" button. The van operators authorized to serve that area are presented on the following screen. Thus, for the shuttle van system, the airport website offers a navigation system that queries geography first and provides a list of service options second. Upon clicking "Metro Trains," the user is offered a two-paragraph introduction to the MARTA system, with a hyperlink to the MARTA home page. Passenger Information Provided by Other Agencies As of early 2007, MARTA does not have the kind of origin­destination trip itinerary planner offered by BART or the MBTA. Upon arrival at the MARTA home page, the user is offered a large interactive map, upon which the user can zoom in and out for various levels of detail. However, not referenced on that home page is a service under "Exploring Atlanta" called the "Airport