My Airport as an Intermodal Hub
As discussed in the explore section Multi-Modalism Outside My Fence, strategies to better integrate an airport with other connecting surface modes can help support regional economic activity. Appropriate strategies and needs vary by airport type and size, along with the size and characteristics of the airport region. For example, a 2001 survey of airport access requirements by the California Department of Transportation found that:
- Medium and large commercial airports tend to be concerned with regional mobility and access issues. Because these airports are located in larger urban areas, airport access is tied up with broader regional constraints on access, including significant effects from congestion.
- Smaller commercial airports and general aviation airports tend to have more localized access issues including roadway geometry, as well as on-airport access constraints related to curbside areas and parking.
- Cargo airports may encounter problems related to the adequacy of last-mile local roadway connections for heavy truck traffic.
Airport access issues and solutions have been analyzed and documented in a broad range of research and planning efforts. Additionally, the planning process for intermodal access beyond the airport fence tends to be characterized by significant complexity in terms of funding and jurisdictional control, and requires planning and analytical approaches that extend beyond the field of aviation into the world of multimodal transportation. This topic, therefore, provides a starting point, only, by introducing some of the key issues and pointing to a variety of available guides and resources.
Major funding sources available to airports for capital investments are debt instruments, federal funding, PFCs, state and local funding contributions, and revenues generated by airport-operated businesses. Airports face significant restrictions on how they can use major federal funding sources (AIP and PFCs) for ground access projects. Generally, AIP and PFC funds can only be applied to projects on airport property or airport purchased right-of-way, and to the portions of a system that are intended exclusively for airport users. The use of airport generated revenue is somewhat less restrictive. More details can be found in a 2012 report by the Mineta Transportation Institute titled Collaborative Funding to Facilitate Airport Ground Access and under the Finance topic area.
In addition to certain limitations stemming from federal funding regulations, airports have no direct authority over the planning and development of surface transportation systems beyond the boundaries of airport property. Because of this, surface transportation planning agencies and providers are critical partners.
Intermodal airport access projects that extend beyond airport property are most successful when they support economic development in the airport area and meet wider transportation needs, in addition to enhancing ground access to the airport. Even the largest of airports do not generate that many passenger, worker, and freight trips, when compared to overall volumes on regional transportation infrastructure. This is particularly true for rail systems. Success stories involve systems that are part of broader development and mobility strategies.
Because of the complexities of ground access projects in terms of the various transportation agencies involved and available funding mechanisms, ongoing communication and collaboration between key stakeholders is critical. Under tools is a checklist of airport responsibilities related to engagement in the surface transportation planning process. The checklist is a high-level summary of coordination responsibilities, based on FAA guidance. Again, because of the general complexity and multi-jurisdictional nature of access planning, awareness of and engagement in surface transportation planning will be just the first step. The actual level of required coordination between an airport and state, regional, or local surface transportation agencies to address a particular access issue will depend on the scale of demand at the airport, as well as on the surrounding transportation and land use context (which shapes the form for feasible solutions). Some more complex regions have opted to establish task forces or special groups with multi-agency representation—to manage an ongoing need for close coordination. If given appropriate funding, these groups can document needs and benefits of proposed solutions, thus working towards a consensus understanding of airport access requirements.
Benefit-cost and economic analysis methods are typically used to quantify the value to regional businesses of cost savings and improved productivity from reduced travel times, improved reliability, and increased market access facilitated by airport access projects. Rather than following the blueprint of an airport economic impact study, which presents a snapshot in time of the economic contribution of an airport to the economy, these access project evaluations follow methodologies developed within the general practice of transportation economics. Although detailed project evaluation approaches are beyond the scope of what can be described here, a large number of published resources are available for those interested in exploring the topic further (see the Resources section).