Ground Access to Major Airports by Public Transportation (2008) / Chapter Skim
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Pages 34-51
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From page 34... ...
The chapter reviews the extent to which concern about the quality of airport ground access has become an integral part of the process of environmental and political approval of airport expansion and efficient utilization of key national assets. Over the past decade, the way people use the aviation system has changed considerably.
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U.S. Airports and Their Public Mode Share In the study of airport ground access, focus on the originating passengers, i.e., those who are not changing from one airplane to another, is critical.
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airports in 36 Ground Access to Major Airports by Public Transportation Rank by mode share Airport Market share to public modes Annual airport traffic 2005 (a) Annual airport traffic 1998 (b)
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Market share to public modes Originating enplanements (a) 1 New York JFK 2.2 19% 11,602,440 2 Los Angeles 2.1 13% 16,441,180 3 San Francisco 2.1 23% 8,938,170 4 Las Vegas 2.0 12% 16,339,950 5 Atlanta 1.9 14% 13,696,770 6 Boston 1.9 18% 10,428,620 7 Chicago O'Hare 1.8 12% 14,923,320 8 Orlando 1.5 11% 13,792,840 9 Newark 1.5 14% 10,375,220 10 Denver 1.4 14% 9,817,970 11 Reagan National 1.2 17% 7,003,410 12 Seattle 1.1 11% 9,898,290 13 Phoenix 1.0 9% 11,491,890 14 Oakland 0.9 15% 6,273,490 15 Baltimore/Washington 0.9 12% 7,637,130 16 New York LaGuardia 0.9 8% 11,291,970 17 San Diego 0.7 9% 7,833,280 18 Dallas/Fort Worth 0.6 6% 10,683,750 19 Philadelphia 0.6 7% 9,123,560 20 Tampa 0.6 7% 8,116,390 21 Portland 0.5 10% 5,373,750 22 Chicago Midway 0.5 9% 5,933,190 23 New Orleans 0.5 15% 3,472,780 24 Washington Dulles 0.5 8% 6,505,480 25 Indianapolis 0.3 9% 3,628,540 26 St.
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From page 38... ...
The study created a natural catchment area based on minimum time path by automobile and noted the extent to which each airport attracted originating passengers from outside of that area; the highest rate of capture from a longer distance than necessary came from Manchester airport at 47%, with Providence showing that 40% of passengers came from a geographic area closest to a different airport. Thus, some evidence exists that ground access distances tended to increase as a result of the first wave of low-cost carriers.
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From page 39... ...
Logically, this statistic suggests that the growth in total enplanements has been considerably stronger in the airports outside of our sample; these other airports tend, with few exceptions, to be smaller and more difficult to serve with public transportation. The research team has focused on the changes in originating passengers (thereby avoiding the double counting of travelers who have to make several segments to accomplish one trip)
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From page 40... ...
While the New Orleans decline was somewhat expected, the loss of more than 20% in San Francisco is a sharp change for an airport that has invested heavily in infrastructure to improve ground access services In some cases, the changes occur largely within a metropolitan area with decreases at San Francisco International Airport correlated with increases at Oakland and San Jose airports and decreases at Chicago O'Hare correlated with increases at Chicago Midway. The two New York City airports seem to have simply attracted more people (over longer distances)
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From page 41... ...
Close-in Reagan Washington National Airport is even more constrained than Baltimore/Washington International Airport, with originating enplanements expected to increase only by somewhat more than one-third, with an overall growth factor of 1.38. Importantly for the study of ground transportation, these MPO-predicted growths in air travel demand are expressed as flows by mode, which can be immediately integrated into the planning of the ground access system, as shown in Figure 2-3.
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From page 42... ...
For example, airline passengers traveling on busi42 Ground Access to Major Airports by Public Transportation SOURCE: Metropolitan Washington Council of Governments, Washington-Baltimore Regional Airport System Plan Ground Access Update, 2007 Figure 2-3. Airport growth forecasts and growth in ground access volumes for Washington metropolitan area.
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Many of these airports (e.g., San Francisco, San Diego, Tampa, and Salt Lake City airports) serve a combination of business and resort/leisure markets.
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Figure 2-5 reveals that bus, van, limousine, and rail capture about 20% of the market to longdistance bus and rail terminals, but capture only 8% of national travel to airports, excluding taxis. 44 Ground Access to Major Airports by Public Transportation More than 55% 50% to 55% 40% to 49% Less than 40% Sacramento (69%)
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. 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.
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The most important step in observing the overall scale of the ground access market is to subtract the airplane-to-airplane connecting movements from the total enplanements. When these movements are subtracted, Boston airport in 2005 can be observed to have 10.4 million originating passengers, making it the ninth largest ground access market in the United States.
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For most metropolitan areas, a comprehensive program to improve public mode airport ground access services, and to raise the overall vehicle occupancy levels, will require a variety of The Context for Public Transportation to Major Airports 47 Airport Estimated daily inbound public mode volume (air travelers only) Market share to public modes Annual originating passengers (a)
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From page 48... ...
Airport managers in Los Angeles, San Francisco, and Boston, like managers in London, Zurich, or Amsterdam, understand that key environmental and political approval processes for more airport airside capacity require a planning process that specifically addresses the impacts of airport ground access. Seen from the vantage point of the regional transportation manager, travel demand management strategies are being implemented to deal with VMT from major activity centers.
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From page 49... ...
Thus the NERASP forecasts for individual airports in the regional system reflect the fact that many of the region's passengers have multiple airport options and often choose from among several airports when making travel plans." Applying the process described in this report, the NERASP study was widened to include a free-standing ground access report, which was unique in its simultaneous examination of many airports and their competition -- in many cases -- for a common and overlapping market. Los Angeles: Cooperation with the Regional Planning Organization In Los Angeles, work is continuing to ensure the coordination of aviation planning with the other components of the region's transportation strategy.
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As part of the political approval of the 50 Ground Access to Major Airports by Public Transportation
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and the characteristics of demand, as disaggregated by market segment. Chapters 3 and 4 will present an updated description of major airport ground access systems in the United States, Europe, and Asia, with an emphasis on understanding the attributes of successful services.
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