Integrating Aviation and Passenger Rail Planning (2015) / Chapter Skim
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Pages 35-53
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From page 35... ...
35 C H A P T E R 3 Introduction and Structure Chapter 3 now examines the North American experience with accessing airports by long-distance rail, presented in three parts. Part One presents a brief introduction to the five United States airports where rail stations have been built on rights-of-way served by Amtrak, and reviews what is known about their markets in general and the extent of their use by intermodal passengers using rail from beyond the traditional metropolitan area of the host airport.
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From page 37... ...
37 No tangible steps were taken to implement this concept to date; however, the level of improvements at the airport since this timeframe would not preclude future consideration of this concept. The concept allows for a re-routing of the current airport light rail line to make way for major runway construction on the eastern portion of the airport.
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From page 38... ...
38 Amtrak Burbank Airport Rail Station Distance to Terminal 1,500 Feet Figure 3-3. The Amtrak rail station is 1,500 feet from the Bob Hope/Burbank Airport.
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39 In light of this capacity problem, it would make little sense to use HSR to feed the development of this airport. General Mitchell International Airport (MKE)
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40 itself as Chicago's third airport, attracting a significant number of airport users from the north side of the city (Trains 2006)
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41 Providence/T.
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42 include new stops at Philadelphia and Westchester Airports, but not at the existing facility at T
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43 States, which is documented in ACRP Report 4. Although the number of tickets sold through this program is considered proprietary, the reader can gain a sense of the scale of the program from the more general discussion of long-distance ridership that follows.
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44 Future Options for Long-Distance Rail to Connect to Newark Liberty Airport PANYNJ recently began investigating the possibility of extending PATH directly into the terminal complex itself, providing seamless access to the three unit terminals at their "front doors." This was a result of increased interest in improving rail access to EWR and recognizing the current limitations of the automated people-mover in terms of capacity. The current people-mover system is located near the airside of the terminals and travelers must backtrack to the ticketing areas for check-in unless pre-ticketed, with boarding passes and carry-on luggage only.
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45 The implications of providing better travel times for a minority of corridor riders, at the cost of worsening travel times for the vast majority of train riders on the corridor, needs some additional analysis and documentation. Chapter 3 provides that analysis in Part Two.
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From page 46... ...
46 hub without rail service. The airport would then calculate whether the cost of the airport rail station is justified by added traffic.
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From page 47... ...
47 Modal split models are then used to allocate demand among the available modes, based on the relative cost (line haul plus access/egress costs) , trip time (line haul, average waiting times that are determined by service frequency, schedule reliability, and access/egress)
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From page 48... ...
48 Similarly, the 460,000 Regional passengers would represent revenues of about $48 million. This figure assumes that Business Class passengers are about 10% of the total and would yield average revenue of about $0.46/passenger-mile.
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From page 49... ...
49 market would be reduced by as much as the percentage trip time increase, which could cost Amtrak a contribution of $6 million over FAC, and $9 million over AC. This loss could go up if the ridership loss is greater than the percentage increase in trip time, which could happen on the longer trips affected, especially Washington to NYP.
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50 WAS ACELA WAS Regional Distance 212 Distance 212 Revenue ($) 197.5 Revenue ($)
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51 distance rail riders to the airport. The parallels with France's Lyon Airport rail station are striking: while the architecture of the connection is unique in its grandeur, most of the trains passing through the station simply do not stop, consistent with the experience in Providence.
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From page 52... ...
52 reached in Newark and BWI, in which some, but not all, longdistance services use the station. This site planning option is now under consideration for a long-distance rail station along the NEC alignment proximate to Philadelphia International Airport, as shown in the Amtrak NextGen HSR proposal.
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From page 53... ...
53 Daykin, T
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