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The Context for Public Transportation to Major Airports 45
Terminal Access - Home End of Trip
40%
30%
20%
10%
0%
Airport Bus Station Amtrak Station
Taxi share 6% 9% 10%
Public (Includes limo) 8% 20% 19%
SOURCE: American Travel Survey, 1995.
Figure 2-5. Ground access mode to terminals by the
residential market.
Unfortunately, the ATS does not allow private limousines to be examined separately from higher
occupancy vans in this national overview. The rest of this report will present airport-specific data
that allows this important distinction to be made in the analysis.
Terminal Access at the Non-Home End of the Trip
From a nationwide data perspective, the long-distance traveler has a greater propensity to pur-
chase a ground access service while in the non-home end of the long-distance trip than while in their
home area. Figure 2-6 shows behavior of the non-resident market: in the non-home area, the pub-
lic mode share to the airport is nearly twice as high as in the home area. Non-home area public
mode shares to long-distance bus and rail terminals also are greater than those in the home area.
Daily Public Mode Volumes to Airports
Most airports describe their scale in terms of total annual passenger movement, which
includes both enplanements and deplanements. As shown in Table 2-1, airports in Chicago and
Atlanta are generally described as airports with more than 70 million annual passengers (MAP).
The scale of airport ground access markets is often easiest to interpret in terms of a daily volume
from points origin to the airport and, if possible, an hourly volume number. This section refers to
Terminal Access - Non Home End of Trip
60%
50%
40%
30%
20%
10%
0%
Airport Bus Station Amtrak Station
Taxi Share 13% 11% 23%
Public (Includes Limo) 15% 23% 25%
SOURCE: American Travel Survey, 1995.
Figure 2-6. Ground access mode to terminals by the
non-resident market.
