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88 Table 4.12. Origindestination passenger volumes at DCA (1). Washington Reagan National, 2007 (DCA) Where Are the Enplaning Passengers Going? From Where Are the Connecting Passengers Coming? Boardings From from Outside of From South- Total Total Originating Transfer East Coast East Coast Atlantic/ Central Destination Zone (%) Boardings Boardings Flights StudyArea StudyArea Pacific America New England 10.1 928,827 597,040 331,787 21,780 301,060 1,962 6,985 NY, NJ, PA 12.5 1,147,001 752,900 394,101 34,780 347,579 3,004 8,738 Mid-Atlantic 1.0 89,456 12,360 77,096 24,460 51,421 410 805 To the South 28.8 2,651,418 2,114,310 537,108 453,220 74,918 5,878 3,092 To the West 39.1 3,601,540 3,305,320 296,220 203,250 78,052 9,475 5,443 To the North 1.8 163,605 153,365 10,240 2,200 8,030 0 10 Atlantic/Pacific 2.3 214,126 193,387 20,739 5,376 15,353 0 10 South-Central America 4.4 408,051 382,988 25,063 16,528 8,535 0 0 Totals 100 9,204,024 7,511,670 1,692,354 761,594 884,948 20,729 25,083 If HSR were to be extended to the south, DCA might lose summary activity sheet in Appendix A shows direct flights some present passengers to Norfolk, Raleigh-Durham, Greens- to Norfolk, VA (118 miles away) and Westchester County boro, and Charlotte--currently at 136,000. Such a southern (233 miles). All other connections are to major airports. corridor might divert between 14,000 and 28,000 travelers from DCA. 4.4.8.5 Conditions in the Year 2025 Assuming all three HSR corridors are created, the number of diverted travelers would be 13% of DCA's total boardings. Demand in the year 2025. The MITRE FATE program predicts that demand for domestic originations at DCA will 4.4.8.3 Rail as a Complementary Mode increase by about 77% over what the research team has and the Role of Adjacent Airports reported for the year 2007. The FAA's Terminal Area Fore- casts have predicted a 23% growth between 2007 and 2025. Because DCA is near a longer distance rail line (similar in nature to EWR), rail services could possibly grow over time The implications of doing nothing at DCA. Given the to serve as a feeder service to flights from DCA. For travelers definitions established in Chapter 1, the cost of not dealing approaching from a potential southern rail corridor, DCA with the issues addressed in this project at DCA would be would have ground access travel time advantages over BWI, about $0.6 billion compared with a benchmark condition of for example. About 130,000 feeder passengers to DCA are the delay experienced at DCA in the year 2003. provided by the four southern corridor airports. On the other hand, rail access as a feeder to airports prob- 4.5 Understanding the Role ably makes most sense when the subject airport is offering of Smaller Airports in highly specialized services, such as international or direct the East Coast Study Area longer distance domestic services. DCA is constrained in the amount of such services it can provide and, as shown in this Most of the transfer activity and international activity in section, it tends to focus on the moderate distance trip. Thus, the East Coast study area take place at the eight airports whose the market for complicated feeder access services might be passenger flows are documented in some detail in the previ- smaller than otherwise. ous sections. To better understand the passenger activity in more of the East Coast airports, Appendix C includes the complete ACRP 4.4.8.4 Feeding Longer Distance Flights project airport passenger activity summary tables for the fol- DCA's role as a transferring gateway to the East Coast lowing airports (generally ordered from north to south): study area is moderate, with about 9% of airport users trans- ferring to other airports in the East Coast study area. Manchester, NH; Consistent with its function as an OD airport, DCA is not Albany, NY; fed by much of a local network of nearby airports. The DCA Syracuse, NY;