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Cultivating Creative Leadership, Framing Emerging Issues

FAAC Competitiveness and Viability SubcommitteeChicago, Illinois

Exhibits for:Intermodalism and the Aviation Industry

Stephen D. Van Beek, Ph.DPresident/CEOAugust 24, 2010

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Intermodalism:An aspiration for a system focus

To develop a National Intermodal Transportation System that is environmentally sound, provides the foundation for the Nation to compete in the global economy and will move people and goods in an energy efficient manner. (Intermodal Surface Transportation Efficiency Act of 1991)

An intermodal and seamless transportation system facilitates passenger and freight flows between and among modes and into whatever mode will get them to destination most efficiently and economically (University of Denver, Intermodal Transportation Institute, Investing in America’s Future)

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U.S. Transportation Policy Has Promoted the Potential Importance of Intermodal Projects with Aviation

FAA’s FACT-2: High-Density Corridors and Multi-Modal Planning. “The demand for travel in these high-density corridors may require consideration of high-speed ground modes as well as short-haul air travel. In order to adequately plan for airport and multi-modal transportation improvements and infrastructure investment … it will be necessary to better understand the travel behavior and options for accommodating demand in the country’s busiest travel corridors” (2007).

FRA: Purpose and Need for California HST. “The purpose of the proposed HST System is to provide a new mode of high-speed intercity travel that would link major metropolitan areas of the State; interface with airports, mass transit and highways; and provide added capacity to meet increased intercity demand in California in a manner sensitive to and protective of California’s unique natural resources.” (2009)

So far, the integration of air and rail mostly remains an aspiration rather than a reality in the planning, approval and construction of projects.

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The Reality: U.S. Policy Disjointed and Incremental with Little System Focus

Modal focusWalled-off Trust FundsFormulaicFunding currenciesDivided governanceSupply centered

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A Performance-Based Intermodal System:An Alternative Model for Transportation Policy Architecture

What mix of modes and connections among them is best for moving people and goods?

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Intermodal Metropolitan Transportation:Getting to the airport

Metropolitan/Airport Access: Consideration of total travel time critical for level of service. Quality of surface-air connections dependent on time, cost, and seamlessness of interfaces. Considerations:

Private auto, trucks, shared van, bus, light rail and heavy rail all important Drivers for new projects include surface transport congestion, air quality

concerns and desire to integrate airport with other transport networksIntegrated rail solutions offer the promise of extending airport catchment areas

and expanding air serviceMany new projects starting up around the nation (e.g., DEN, DFW, IAD, PHX, SEA)

SFO’s Airtrain, connecting airport stops with BART

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Intermodal Intercity Traffic:System solutions could extend airports’ useful lives

Intercity/Origin and Destination Traffic: new services for markets between 0 and 600 miles. High- and higher-speed rail offer a potentially new modal alternative especially along population-rich metropolitan corridors.

Especially attractive in areas with significant air and highway congestion where capacity enhancements are impossible and cost prohibitive.

Amtrak’s Northeast Corridor has >50% combined air-rail market share in the WDC-NYC market

Integrated solutions could displace some origin and destination air traffic in states such as California, lowering costs and extending life of facilities by allowing airlines and airports to focus on the most desirable premium traffic.

FAA FACT-2, Capacity Constrained Airports

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Intermodal Intercity Connection Traffic:U.S. approach not best in class

Intercity/Connecting Air Passengers: networked solutions where rail can serve as a connecting flight. On-airport stations, together with single ticketing, can significantly expand air and rail service.

Requires the seamless integration of airport stations into rail networksAirport rail stations can both induce and divert air travelExisting U.S. transportation policy actively discourages connecting solutionsBest examples are overseas, although several U.S. passenger rail corridors are

looking at on-airport solutions (e.g., Chicago, Burbank, Ontario, San Diego)

Amsterdam Schiphol

Rail Connection Sign

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Getting to Intermodal Aviation Solutions

• Policy: U.S. DOT and FAA need to work toward an integrated intercity transportation policy. High-speed rail is only the most recent example of a modally driven policy largely separated from system goals.

• Planning: Airport master plans and surface transportation regional planning need to be brought together (e.g., San Diego International Airport and SANDAG jointly sponsored RASP).

• Perspective: Aviation and surface need to recognize the mutually beneficial outcomes of aligning systems together. New and more valuable markets can be created for each.

• Funding and Finance: The depleted reality of infrastructure trust funds, a shortage of general funds and the perilous national debt require a focus on nationally significant projects. New intermodal discretionary grants (TIGER) and infrastructure funds offer the potential for better system solutions.

• FAA “Currencies”: FAA should shift to pro-rating eligibility for projects rather than actively discouraging multimodal solutions (see following page).

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Airport Funding Restrictions on Intermodal Projects:FAA Rules Still Discourage Networked Solutions

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For more information:

Visit us at http://www.enotrans.com

Stephen D. Van Beek, Ph.DPresident/CEO

Eno Transportation Foundation1250 Eye Street, Suite 750

Washington, D.C. 20005(202) 879-4711

svanbeek@enotrans.com

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