Airport Ground Access Mode Choice Models (2008) / Chapter Skim
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Pages 55-66
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From page 55... ...
55 As discussed in the literature review in chapter two, the topic of airport employee ground access and egress mode choice has received much less attention in the literature than that of air passengers, and only one study was identified that described an airport access mode choice model developed to account for airport employee access mode choice behavior. In the case of airport employees, airport access trips are more commonly referred to as journey-to-work trips.
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airports operate 24 hours a day, 7 days a week, and as a result many employees work shifts that are significantly different from the conventional workday. In addition, airline flight and cabin crews often have multi-day duty cycles during which they are away from their crew base.
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57 using existing mode split data from employee surveys or similar sources, to the extent that proposed projects will change the factors affecting employee choices or that proposed mitigation measures have the goal of modifying employee access mode use, it becomes necessary to have tools that can predict the resulting changes in airport employee access mode behavior. The second category of model application is the representation of airport employee travel in general urban or regional travel modeling.
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employees, because the model was applied at the level of an analysis zone rather than individual employee. Oakland Airport Connector Model As part of the analysis for the preparation of an Environmental Impact Report/Environmental Impact Statement for a planned APM connection between the Oakland International Airport and the Coliseum station of the BART system, located approximately 2.5 miles from the airport, an airport access mode choice model was developed and applied to generate ridership projections for the APM connection, termed the Oakland Airport Connector (BART–Oakland .
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59 ger, and 1% each transit and other. These trips were expressed in terms of the trip types used in the regional travel demand model and factored up on the basis of total airport employment to give average weekday trips by trip type.
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60 Regional Model ARC MTC MWCOG NCTCOG PSRC Model Structure Sequential multinomial logit Nested logit Modes Included Drive alone Shared ride 2 Shared ride 3 Shared ride 3+ Shared ride 4+ Transit auto access Transit walk access Bus transit walk access Rail transit walk access Bicycle Walk Nests Motorized (auto, transit) Drive alone/shared ride Drive alone/drive to transit Shared ride a Transit access Bus vs.
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61 All five models distinguish between single-occupant auto trips (drive alone) and at least two categories of shared-ride auto trips.
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two-person shared-ride, and three or more person sharedride) and transit.
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63 for different modes, typically distinguishing between transit and automobile use. Similarly, some models estimated separate model coefficients for different travel time components, such as waiting or walking, whereas others assumed that these coefficients were a fixed multiple of the in-vehicle travel time coefficient and only estimated a single coefficient for the weighted travel time.
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use of each facility (typically shared-ride occupancy criteria are either two or more people or three or more)
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65 the model. Employee wage rate is likely to be a more relevant measure than household income, because the latter may be unduly influenced by the income of other workers in the household.
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travel. It would of course be possible to compare the regional travel model predictions of journey-to-work mode use for the airport TAZs with data from airport employee surveys.
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