PREPARED FOR THE NORTH CENTRAL TEXAS COUNCIL OF GOVERNMENTS DALLAS/FORT WORTH INTERNATIONAL AIRPORT TRANSIT SERVICE PLANNING STUDY.

Transcription

1 PREPARED FOR THE NORTH CENTRAL TEXAS COUNCIL OF GOVERNMENTS DALLAS/FORT WORTH INTERNATIONAL AIRPORT TRANSIT SERVICE PLANNING STUDY NOVEMBER 2012

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3 Table of Contents Page Executive Summary... 1 Transit Environment... 3 Train to Terminal Connection... 5 Terminal Link Capacity... 5 Last Mile Connections... 6 Future Improvements Inventory of Services... 8 Regional Transit Services... 8 Airport-Operated / Airport-Focused Transit Services Future Service Modifications Short Range Recommendations Ridership Projections Airport Shuttle Service Capacity Peer Review Recommendations for Improved Passenger Experience Conclusion Long Range Recommendations TEX Rail Ridership Impact Service Availability and Accessibility Funding Options Future Considerations Conclusion Appendix Table of Figures Page Figure 1 Current and Planned Rail Service to DFW Airport... 2 Figure 2 Decentralized Terminal Design of DFW Airport... 4 Figure 3 Trinity Railway Express Service Characteristics... 9 Figure 4 Trinity Railway Express Service Map Figure 5 Aerial Image of the CentrePort/DFW Station Area Figure 6 The T Route Figure 7 DART Route Figure 8 DART Route 310 Service Characteristics Figure 9 DART Route 310 Percentage of Boardings by Stop (DFW Vicinity) Figure 10 DART Route Figure 11 DART Route 408 Service Characteristics Figure 12 DART Route 408 Percentage of Boardings by Stop (DFW Vicinity) Nelson\Nygaard Consulting Associates Inc. i

4 Figure 13 TRE Shuttle Boardings by Time of Day Figure 14 DFW Remote Parking Lots Figure 15 Remote Parking Shuttle Boardings by Time of Day Figure 16 Remote Parking Shuttle Boardings by Time of Day Figure 17 Terminal Link Boardings by Time of Day Figure 18 Employee Shuttle Boardings by Time of Day Figure 19 DFW Area DART Service Changes - December Figure 20 DFW-Area DART Service Changes in Figure 21 DFW-Area DART/The T Service Changes in Figure 22 Planned DART Orange Line to DFW Figure 23 Travel Time Comparison to DFW Station (minutes) Figure 24 DART Fare Structure Figure 25 Skylink (Background) and Terminal Link (Foreground) Vehicles Figure 26 Terminal Destinations of Current Transit Users Figure 27 DFW Station Layout Figure 28 Terminal Link Service Characteristics Figure 29 Current Ridership Composition by Service Figure 30 Projected Terminal Link Ridership Clockwise Figure 31 Projected Terminal Link Ridership Counter-Clockwise Figure 32 Projected Maximum Loads for Terminal Link Clockwise Figure 33 Projected Maximum Loads for Terminal Link Counter-Clockwise Figure 34 Summary of Peer Airports and Rail Transit Access Figure 35 MARTA Airport Ridership Trip Purpose Figure 36 SEPTA Airport Line Trip Purpose Responses Figure 37 Shift Times of Current Transit Users Figure 38 New DART System Map with Interlined Orange and Red Lines Figure 39 Luggage Priority Area Train Signage (Piccadilly Line, London) Figure 40 High Capacity Elevators at DFW Airport Figure 41 Terminal A Elevator Location Figure 42 Planned TEX Rail Stations and Alignment Figure 43 DFW Station Platforms and Walkway Figure 44 Skylink (Background) and Terminal Link (Foreground) Figure 45 Terminal Link Boardings by Time of Day Figure 46 Projected TEX Rail Ridership Distribution Figure 47 TEX Rail Opening Day Service Characteristics Figure 48 Projected Maximum Loads for Terminal Link (without TEX Rail) Clockwise Figure 49 Small Transit Coach Figure 50 Attitudinal Question from Online Survey Figure 51 Airport-Area Employee Shift Times Figure 52 Rail Service Frequency at Peer Airports Figure 53 Zip Codes of DFW Airport Badge Holders Figure 54 Feeder Bus Plan The Last Mile Figure 55 Locations of Major Employers in the DFW Airport Vicinity Figure 56 Remote South Passenger Loading Area Figure 57 DART Route Nelson\Nygaard Consulting Associates Inc. ii

5 Figure 58 DFW Remote South Parking and Rental Car Facility Figure 59 Transit Operations at DFW Remote South Parking Facility Figure 60 Skylink Train Figure 61 DFW Terminal with Skylink Station Figure A-1 Daily Person Trips Associated with DFW Airport Figure A-2 Home-Based Work Trips Associated with DFW Airport Nelson\Nygaard Consulting Associates Inc. iii

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7 EXECUTIVE SUMMARY Since opening in 1974 as Dallas/Fort Worth Regional Airport, DFW has served as a major regional, national, and international hub for air transportation. Over the next decade, the airport is expected to further establish itself as an important ground transportation hub for the Dallas/Fort Worth region with the addition of two new direct regional rail services and other high capacity rail services within the immediate vicinity of the airport. Regional rail service first reached the DFW Airport vicinity in 2000 with the opening of CentrePort/DFW Airport Station along the Trinity Railway Express line. Shuttle service from the station to the airport began the same year. In December 2014, DART's Orange Line will introduce direct light rail service to DFW Airport with the opening of the first platform of DFW Airport Station adjacent to Terminal A. Long-range plans call for several other rail lines to serve DFW Airport and it's vicinity as well, including the Fort Worth Transportation Authority's TEX Rail line in 2016, followed by DART's Cotton Belt line, and possibly even high-speed inter-city rail service (Figure 1). The purpose of the The Dallas/Fort Worth International Airport Transit Service Planning Study is to evaluate the effectiveness of existing and planned transit options in meeting the future mobility needs of airport passengers and employees. In addition, the study identifies the challenges and opportunities for expanding transit coverage within the airport and presents funding options for such an expansion 1. 1 Except where specifically noted, information presented in this report was based on available data provided by DART, The T, DFW Airport and NCTCOG. The information provided was accurate at the time of the study, and may change over time. Nelson\Nygaard Consulting Associates Inc. 1

8 Figure 1 Current and Planned Rail Service to DFW Airport Source: DART and The T Nelson\Nygaard Consulting Associates Inc. 2

9 TRANSIT ENVIRONMENT Two primary issues make DFW Airport a challenging environment to serve with public transportation. First, the airport s decentralized design means that there is no single gateway that can serve as the focal point for transit connections (Figure 2). Secondly, Skylink, the airport s main inter-terminal circulator system, operates on the secure side of the terminals only. Thus, a regional rail connection to any one terminal does not resolve the issue of how to distribute passengers among the terminals before security clearance (for ticketing) or after baggage claim (outside of security). Nor does it address access to employment sites that are on airport property, but outside of the central terminal area. In the absence of a single centralized gateway, DFW Airport has developed a range of specialized shuttle services to address the specific mobility needs of various user groups. These include: DFW-TRE Shuttle operates every 15 minutes between CentrePort Station on the TRE commuter rail line and DFW s Remote South Parking facility. From Remote South, passengers can transfer to shuttles serving the airport s terminals. Express Parking Shuttles - semi-demand-responsive service that meets Express Parking patrons at their cars and transports them directly to their respective departure terminal. When no demand is present at an Express Parking lot, shuttles are dispatched to The Terminals on a regular basis to ensure frequent sweeps for arriving passengers. Employee Shuttles link the airport s five passenger terminals to their corresponding remote employee parking lots. Remote Parking Shuttles connect DFW s Remote North and Remote South Parking facilities to the airport s terminals every minutes. Connections to regional transit services are also available at the Remote Parking facilities. Rental Car Shuttles direct shuttle link between each passenger terminal and the consolidated Rental Car Center every 10 minutes. Terminal Link Shuttle provides a non-secure side alternative to the Skylink automated people-mover system operating on the secure side of the terminals. Terminal Link shuttles operate bi-directionally and serve each terminal every 8-10 minutes per direction. The introduction of direct rail service to DFW Airport will create new roles for the airports shuttle services none more so than Terminal Link. Currently, Terminal Link is a relatively low-profile service that is used primarily by passengers who park in a garage closest to their departure gate, but then arrive at a different terminal upon their return to DFW airport. Terminal Link provides a way for these passengers to travel between terminals after leaving the secure side of a terminal to collect checked luggage. Beginning in December 2012, Terminal Link will become a key component of the trainto-terminal connection for many transit users. Nelson\Nygaard Consulting Associates Inc. 3

10 Figure 2 Decentralized Terminal Design of DFW Airport Source: DFW Airport Nelson\Nygaard Consulting Associates Inc. 4

11 TRAIN TO TERMINAL CONNECTION DART s Orange Line will begin light rail service to Belt Line Station in north Irving on December 3 rd, This station, located just outside the airport s perimeter will serve as the Orange Line terminus until service is extended to DFW Airport Station in December During the two-year interim period, DART will operate a shuttle between Belt Line Station, DFW Terminal A, and CentrePort Station along the TRE line. For passengers flying out of Terminal A, and for employees stationed at Terminal A, their arrival at the terminal will mark the end of the transit portion of their journey to DFW Airport. For other transit users, Terminal A will serve as a transfer point on their journey to one of the airport s other four terminals or to a destination outside of the central terminal area such as the consolidated Rental Car Facility. The Skylink people-mover system is the fastest way to move between terminals, but the system's secure-side location restricts the ability of some prospective users to access Skylink at Terminal A. To access Skylink at the terminal, prospective passenger will need to satisfy one of the following requirements: Be a terminal-area employee with badge access; Be traveling on American Airlines. American Airlines currently operates out of terminals A, B, C, and D at DFW airport, and passengers may check in at any American Airlines kiosk or ticket counter to receive the boarding pass needed to pass through security; or Be a passenger of another airline with a pre-printed boarding pass, and no luggage to check. In addition, airline passengers who land at a terminal other than Terminal A and leave the secure side of the terminal for any reason, including to collect checked luggage, will no longer be able to access Skylink to connect to Terminal A. Instead, these passengers, and those not meeting the access requirements described above will need to use the Terminal Link shuttle bus system to travel between terminals. When the Orange Line reaches DFW Airport Station at the end of 2014, the need for one shuttle connection from the Orange Line to Terminal A will be eliminated. But, the need for the Terminal Link shuttle will remain as long as passengers are unable to utilize Skylink under certain conditions. TERMINAL LINK CAPACITY Terminal Link currently carries fewer than 2,000 passengers per day. By comparison, the Remote Parking Shuttles and the Employee Shuttles carry more than 3,500 and 9,000 passengers per day, respectively. As Terminal Link takes on the additional role of lastmile connector for regional transit users, a critical question is whether the additional ridership will overwhelm the service s capacity. Terminal Link vehicles are relatively small, with seating for just 14 passengers, but high service frequency (every 8 to 10 minutes) is sufficient to absorb current ridership demand. The risk of overcrowding with the initiation of DART rail service to DFW will be largely dependent on who actually rides the Orange Line, rather than on the raw number of riders. Nelson\Nygaard Consulting Associates Inc. 5

12 The higher the percentage of terminal-area employees among the projected 4,470 daily Orange Line boardings and alightings, the lower the risk of over-crowding on Terminal Link vehicles as employees will likely be able to use Skylink for all terminal connections. Should airport visitors constitute a significant majority of Orange Line ridership to and from the airport, Terminal Link could be faced with passenger loads that it may not be able to absorb with the 14-passenger vehicles. However, based on the multi-faceted ridership projections presented in this study, it does not appear that ridership will exceed the 14-passenger capacity of Terminal Link vehicles in the first two years of Orange Line service to DFW Airport Station, as long as the service frequency of Terminal Link remains the same. In 2016, The T s TEX Rail service will join DART s Orange Line at DFW Airport Station, with a platform adjacent to Terminal B. As with the Orange Line, some TEX Rail passengers will be unable to access Skylink at Terminal B and will need to rely on Terminal Link to make inter-terminal connections. The addition of TEX Rail ridership will further increase the risk of exceeding Terminal Link s service capacity. Growing passenger loads will need to be taken into account when DFW Airport staff begins planning for the next Terminal Link vehicle procurement. Another key consideration is luggage-carrying capacity, as Terminal Link passengers will typically have luggage larger than a carry-on bag, since passengers without checked luggage will be able to access Skylink instead. LAST MILE CONNECTIONS As awareness regarding future rail links to DFW Airport increases, more airport-area employees and air travelers will explore using passenger rail service to access the airport. However, in a decentralized environment like DFW Airport and the DFW region in general, the last mile connection, or the movement of passengers from a transit station to their final destination, is especially challenging due to limited pedestrian options. As most trips also generate a return trip, the last mile is sometimes actually the first mile of a transit journey. In the DFW region, many transit trips begin with an automobile trip to a rail station or transit center. Nearly every Orange Line and TEX Rail station will include a park-and-ride lot, but parking policies must be considered carefully to avoid creating barriers to access for prospective passengers. Allowing for overnight and long-term parking at rail stations is important to attracting choice riders in an automobile-oriented environment. The option of parking closer to home and avoid the uncertainty of highway traffic is appealing to many air travelers, particularly if parking rates are competitive with rates found at the airport. Overnight parking is important to airport workers as well, particularly those with over-night shifts. A parking policy that assesses prices by calendar day rather than a 24-hour clock would penalize workers with shifts that span two calendar days. This must be taken into account as DART and The T reassess their parking policies which have traditionally prohibited over-night parking in most cases. Employees working in one of DFW s five terminals, or at locations served by the airport s existing shuttle services (car rental facility, remote parking facilities, on-airport hotels) will have little trouble reaching their workplaces. However, several large employers, including FedEx, LSG Sky Chefs, Aviall, and UPS, are located on airport territory, but Nelson\Nygaard Consulting Associates Inc. 6

13 outside of the central terminal area. For employees of these businesses, the extension of TEX Rail and the Orange Line to Terminals A and B will have limited value unless lastmile connections are established to their employment locations. Instead of fixed-route bus service, which is most effective in dense, mixed-use environments, the airports major employers would be better served by site-specific shuttles. Site-specific shuttles typically connect to rail stations or transit centers, and are operated as a partnership between a transit agency and a major employer or institution. FUTURE IMPROVEMENTS The introduction of direct rail service to DFW Airport is a major improvement over current public transportation options for most users. Yet, challenges remain to achieving a truly seamless transit-to-terminal experience. Perhaps the biggest hurdle still to be overcome is the full integration of Skylink into the regional transit network. For the immediate future, the Terminal Link shuttle system provides the most viable alternative to Skylink for transit users who are unable to access the airport s people-mover system for various reasons. However, the possibility of remote baggage check-in has been explored by airport staff as a way to allow all pre-departure passengers to pass through security at Terminal A or Terminal B, regardless of their departure terminal. Unfortunately, this option was found to be economically unsustainable, and would also not address the issue of passengers having to leave security to claim luggage after a flight, thus losing access to Skylink service. A second, more innovative approach to facilitating Skylink access has been discussed informally by transportation officials in the DFW region. This approach involves creating sterile and non-sterile Skylink train cars. Sterile cars would only carry passengers who had cleared security, while non-sterile cars would be open to passengers who are outside of security. Similarly, Skylink stations would need to be divided and barrierseparated into secure and non-secure sides. Sterile Skylink cars would only open their doors to the secure side of a station, while no-sterile cars would serve the non-secure side. To provide access from the non-secure side of each terminal to the Skylink stations, DFW Airport would need to install a series of elevators and pedestrian bridges to take passengers over each terminal and into the non-sterile side of the nearest Skylink station. If this approach were found to be technically feasible, it would also allow for an extension of Skylink to the non-secure Rental Car Facility. Such a project would constitute a major capital investment for the region (with no identified funding source), but would improve the transit-experience for airport visitors (including TEX Rail, Orange Line, Rental Car Shuttle, DFW-TRE Shuttle, Terminal Link and Remote Parking Shuttle users) immeasurably. Nelson\Nygaard Consulting Associates Inc. 7

14 1 INVENTORY OF SERVICES Dallas/Fort Worth International Airport (DFW) is located at the heart of the North Central Texas region, roughly equidistant from The Two largest cities in the Dallas- Ft.Worth Metroplex. The airport is both a major transportation hub and a major employment center, with over 60,000 jobs located in and around the airport. In addition, almost 65,000 airline passengers travel to or from the airport every day using various ground transportation modes. Public transportation services to DFW and the surrounding area are provided by Dallas Area Rapid Transit (DART) and the Fort Worth Transportation Authority (The T). These public transit services are supplemented by a complex and extensive set of shuttle routes designed to move travelers and employees from transit terminals and parking facilities to employment and travel destinations at the airport. Major changes to the transit services to DFW are currently under development, which will enhance the airports role as a regional transportation hub. Both major transit operators are currently developing rail services which will penetrate the airport property, potentially changing travel patterns and changing the need for connecting shuttle services. The goal of this study is to evaluate current and planned transit services for the DFW Airport market, identifying the needs of employees and travelers at the airport and how these may be impacted by the evolving transit network. Ultimately, the study will recommend alternatives to improve mobility to, through, and within the airport area. As a first step toward understanding the array of services currently available for employees and air passengers at DFW, this Existing Conditions Report uses information collected from DART, The T, and DFW staff, as well as through field work. This chapter documents and assesses the existing transit services at and around DFW Airport. Additional input, including user surveys and stakeholder interviews will be added to this understanding in future study tasks. REGIONAL TRANSIT SERVICES While both DART and The T provide regional access to DFW Airport, neither transit agency currently provides service directly to the central terminal area. Instead, DART and T routes terminate at remote airport parking facilities and a commuter rail station, where airport employees and air travelers can transfer to airport-operated shuttles to access The Terminals. Nelson\Nygaard Consulting Associates Inc. 8

15 Trinity Railway Express (TRE) The Trinity Railway Express (TRE) is a commuter rail line operating between downtown Dallas and downtown Fort Worth. The service is funded jointly by DART and The T. With its CentrePort/DFW Airport Station approximately five miles south of central terminal area, the TRE is the nearest passenger rail line to the airport. The station is connected to the airport with a frequent shuttle service terminating at the DFW Remote South Parking Lot (see page 20). Figure 4 provides a map of The TRE line. Fares on The TRE are based on a zonal system. A single ride, single zone fare (e.g. between Dallas and CentrePort or Fort Worth and CentrePort) is $3.50. A two zone fare (Regional fare between Dallas and Fort Worth, or vice-versa) is $5.00. Service Characteristics The TRE operates on weekdays and Saturdays throughout the year. Trains depart each terminus approximately every 30 minutes during peak periods and less frequently during mid-day and evening time periods. The service span varies by direction and day. This information is summarized in Figure 3. Figure 3 Trinity Railway Express Service Characteristics Average Weekday Ridership (2011) Total System Average Weekday Ridership CentrePort/ DFW Station 2 Eastbound Trips (Fort Worth Dallas) Westbound Trips (Dallas Fort Worth) Number of Trips to CentrePort/DFW Source: TRE (Ridership from October 2011) WEEKDAY SATURDAY 9,403 passengers per day 6,380 passengers per day 1,205 Boardings 1,072 Alightings First Trip: 4:58AM Last Trip: 9:47 PM First Trip: 5:50AM Last Trip: 11:05 PM Eastbound: 22 Westbound: Boardings 680 Alightings First Trip: 5:40 AM Last Trip: 9:47PM First Trip: 5:49 AM Last Trip: 11:07 PM Eastbound: 11 Westbound: 12 2 Based on average boardings and alightings, Weekdays, October 2011 Nelson\Nygaard Consulting Associates Inc. 9

16 Figure 4 Trinity Railway Express Service Map Source: Trinity Railway Express Nelson\Nygaard Consulting Associates Inc. 10

17 Figure 5 Source: Google Maps Aerial Image of the CentrePort/DFW Station Area CentrePort / DFW Airport Station The CentrePort/DFW Airport Station is located approximately equidistant between downtown Fort Worth (17 miles west) and downtown Dallas (15 miles east). The station serves as a multimodal hub for numerous transportation services including the TRE, local T bus service, the DFW-TRE Shuttle service, local taxis and other social service transportation services*. The station is served by nearly 1,000 parking spaces, which are free to users. Overnight parking is not permitted at the station (except for carpools and vanpools). While the station layout and design places priority on vehicle access and capacity, frequent pedestrian activity was observed during site visits and bicycle racks appeared to be well-used. Rather than utilizing the designated pedestrian path through the center of the parking lot (highlighted in red in Figure 5), all pedestrians were observed walking along the bus-only driveway on the western edge of the parking lot (highlighted in yellow in Figure 5). Pedestrians appear to be choosing the bus lane over the designated pedestrian path because the bus lane provides more direct access to the apartment complexes adjacent to the station. Many pedestrians appeared to be airport-area employees. * Taxi services include subsidized taxies operating as part of the Arlington HandiTran program. Social services include van services operated byt the American Red Cross as part of the Arlington Ride2Work and HEB Transit programs. Nelson\Nygaard Consulting Associates Inc. 11

18 Forth Worth Transportation Authority (The T) The T operates bus and paratransit services in Fort Worth, Blue Mound, and Richland Hills, TX. In addition, the agency contributes to the funding and operation of The Trinity Railway Express. In the DFW Airport vicinity, The T operates Route 30, which serves as a circulator service for major institutions and employers in the CentrePort area. Fares on The T for local bus services are $1.50 per trip with various other pass and fare products available. Route 30 (CentrePort Circulator) Route 30, also known as the CentrePort Circulator, operates during weekday peakperiods only. The route provides service to the CentrePort/DFW Airport TRE Station and throughout the CentrePort area. Route 30 actually consists of three separate routes that operate as loops radiating from The TRE Station (Figure 6 below). The Three routes consist of the West Loop, Amon Carter Loop (which serves American Airlines headquarters) and the East Loop. Route 30 does not serve DFW Airport directly, but does provide transfer opportunities for area residents and employees traveling to DFW for work or travel using the DFW-TRE Shuttle. Each of The Three circulator loops operates approximately every minutes, using a mix of 30-foot transit vehicles and smaller cut-away buses. Route 30 carries approximately 280 passengers on a typical weekday. Nelson\Nygaard Consulting Associates Inc. 12

19 Figure 6 The T Route 30 Nelson\Nygaard Consulting Associates Inc. 13

20 Dallas Area Rapid Transit (DART) Route 310 Dallas Area Rapid Transit provides public transportation services in the Dallas metropolitan area including the City of Dallas and 12 surrounding suburbs. In the vicinity of DFW Airport, DART operates two bus routes serving destinations on airport property as well as nearby airport-related employers. The DART services described below are considered part of DART s Local fare service and cost $1.75 for a single ride or $4.00 for a day pass. DART Route 310 is a local route operating on weekdays only. The route provides services between the North Irving Transit Center and the DFW Remote North Parking Lot (Figure 7). Route 310 passengers can transfer to airport-operated shuttle buses at the Remote North Parking Lot to reach all DFW passenger terminals. During peak periods, the service extends southward to the Walnut Hill Lane and Pleasant Run Road intersection. In the vicinity of the airport, Route 310 provides service to Plaza Drive (peak hour) where several hotels, private parking operations and the DFW Airport FedEx facility are located. Nelson\Nygaard Consulting Associates Inc. 14

21 Figure 7 DART Route 310 Nelson\Nygaard Consulting Associates Inc. 15

22 Route 310 operates approximately every 30 minutes during peak periods and 60 minutes during off peak periods. Service is available from approximately 5:00 am to 11:45 pm. Figures 8 and 9 provide an overview of DART Route 310 s service characteristics and percentage of boardings by stop in the vicinity of DFW. The majority of Route 310 s boardings in the vicinity of DFW occur at the DFW Remote North Parking lot. On a typical weekday, approximately 30 passengers board Route 310 on airport property or at stops adjacent to the airport. Figure 8 DART Route 310 Service Characteristics Average Weekday Ridership (2011) Trips from DFW Trips to DFW WEEKDAY 615 passengers per day First Trip: 5:01AM Last Trip: 10:14 PM First Trip: 5:50 AM Last Trip: 11:00 PM Total Trips per Day From DFW: 27 To DFW: 27 Figure 9 DART Route 310 Percentage of Boardings by Stop (DFW Vicinity) 60% 50% 40% 30% 20% 10% 0% DFW North Remote Parking Freeport W FS SH 114 N NS Dulles E FS Dulles W MB Heathrow W NS Heathrow E FS Esters E MB Esters W FS John Carpenter S MB John Carpenter N MB John Carpenter S FS Source: DART Farebox Data (October 2011) Nelson\Nygaard Consulting Associates Inc. 16

23 In December 2012, DART is expected to replace Route 310 with a new route (Route 500) to coordinate with future DART Orange Line light rail service which will temporarily terminate at Belt Line Road (in the current service area of Route 310). More information about this service expansion is provided in the Future Service Modifications section beginning on page 16. DART Route 408 Route 408 is a daily crosstown route serving the DFW Remote South Parking lot, as well as the DFW Rental Car Center. The route connects to The TRE at South Irving Station and to DART s Green Line at Southwestern Medical District/Parkland Station. In the vicinity of DFW, Route 408 provides service to several residential areas in Irving. From the DFW Remote South Parking lot, passengers can transfer to airport-operated shuttle buses to reach any DFW passenger terminal. Route 408 operates approximately every 30 minutes during weekday peak periods and hourly in the off-peak and on weekends. Service is available from approximately 5:00 am to 12:30 am on weekdays and 5:00 am to 11:30 pm on weekends. Figures 10 and 11 provide information about DART s Route 408 service in the DFW area. Most Route 408 boardings in the DFW vicinity occur at the DFW Remote South Parking lot. On a typical weekday, approximately 100 passengers board Route 408 on airport property or at stops adjacent to the airport. Nelson\Nygaard Consulting Associates Inc. 17

24 Figure 10 DART Route 408 Nelson\Nygaard Consulting Associates Inc. 18

25 Figure 11 DART Route 408 Service Characteristics Average Weekday Ridership (2011) Trips from DFW Trips to DFW WEEKDAY 1,930 passengers per day First Trip: 4:54AM Last Trip: 11:01 PM First Trip: 4:56 AM Last Trip: 11:26 PM Total Trips per Day From DFW: 28 To DFW: 27 WEEKEND First Trip: 5:14AM Last Trip: 10:14 PM First Trip: 5:50AM Last Trip: 10:50 PM From DFW: 18 To DFW: 18 Figure 12 DART Route 408 Percentage of Boardings by Stop (DFW Vicinity) 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Source: DART Farebox Data: October 2011 Route 408 would not be impacted by the opening of the Orange Line to Belt Line. Nelson\Nygaard Consulting Associates Inc. 19

26 AIRPORT-OPERATED / AIRPORT-FOCUSED TRANSIT SERVICES DFW operates numerous shuttle services that are designed to cater to specific needs and user groups. This section will describe these services, their primary facilities, their intended markets, and general service characteristics. DFW-TRE Shuttle The DFW-TRE Shuttle provides frequent service between the CentrePort/DFW TRE Station and the DFW Remote South Parking Lot. From the Remote South Parking Lot, passengers can transfer to airport terminal shuttles or DART Route 408. The shuttle service operates approximately every 15 minutes with trips coordinated to connect with arriving TRE trains. Service spans from approximately 5:00 am to 11:00 pm daily. On a typical weekday, the DFW-TRE Shuttle carries approximately 530 passengers. Figure 13 provides a visual representation of recorded TRE Shuttle boardings by The Time of day. Figure 13 TRE Shuttle Boardings by Time of Day TRE Shuttle Source: TRE Shuttle Ridership data from July 26, 2011 Nelson\Nygaard Consulting Associates Inc. 20

27 Figure 14 DFW Remote Parking Lots Source: Google Maps Remote North and South Parking Lots DFW s remote parking lots (North and South) have evolved to become multimodal gateways to the airport s central terminal area (Figure 14). The Two facilities, with parking rates of $8 per day, have a combined parking capacity of 4,825 spaces (2,135 spaces in the South lot, 2,717 in the North lot). Both lots are served by frequent shuttles service to the airport s central terminal area. The Remote North Parking lot is also served by DART s Route 310, while the South lot is served both by DART s Route 408 and the DFW-TRE Shuttle. Both lots also appear to be used by bicycle commuters who likely transfer to airport-operated shuttles to access jobs in the central terminal area. No bicycle racks are available at either facility, but several bicycles were observed to be chained to fences and sign posts at both lots. Nelson\Nygaard Consulting Associates Inc. 21

28 Remote Parking Shuttles The remote parking shuttles are designed to connect passengers arriving at the remote parking lots either by car or via connecting transit service to the central terminal areas. Airport employees also use the shuttles to connect to other transit services at The Two Remote Parking Lots. Shuttles operate between The Two Remote Parking lots, serving one or two terminals along the route. One route serves terminals A and C, one serves terminals B and E, and one serves Terminal D. Each of these shuttles operates 24 hours per day every day with service every minutes. Service is operated with 35-foot transit vehicles. On a typical weekday, more than 3,500 passengers utilize the Remote Parking Shuttles. Figure 15 shows the distribution of Remote Parking Shuttle boardings by time of day. The spike in ridership at midnight is likely due to the end of work shifts for terminal-area employees, while ridership at other times is a mix of employees and members of the traveling public. Figure 15 Remote Parking Shuttle Boardings by Time of Day Total Remote Source: Ridership data from July 26, 2011 Nelson\Nygaard Consulting Associates Inc. 22

29 Terminal Link Connections between terminals at DFW can be made in two ways. Within the secure area, the automated Skylink people mover system serves all terminals. Outsides of the secure area, The Terminal Link shuttle provides a similar service using small cut-away buses. Terminal Link shuttles operate both clockwise and counter-clockwise between the five terminals, ensuring that each terminal is no more than two terminals away from where a passenger first boards a shuttle. In addition, a supplementary Terminal Link route provides direct connections between terminals C and D, which each host a Hyatt hotel (Figure 16). Figure 16 Remote Parking Shuttle Boardings by Time of Day During the majority of the day, Terminal Link requires 14 vehicles (6 clockwise, 6 counter-clockwise and two between terminals C and D) to maintain 8 to 10 minute headways between any two terminals. Between midnight and 5:00 am. Terminal Link operates on an on-call basis with just two vehicles. Passengers must request a pick-up at these hours. Figure 17 provides the approximate number of Terminal Link boardings by time of day. On a typical weekday, nearly 2,000 passengers use Terminal Link, with ridership split nearly evenly between the clockwise and counter-clockwise routes (47% clockwise, 43% counter-clockwise). Only 9% of passengers use the direct link between terminals C and D. Nelson\Nygaard Consulting Associates Inc. 23

30 Figure 17 Terminal Link Boardings by Time of Day :00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Total Terminal Link Source: Ridership data from July 26, 2011 The Terminal Link is well positioned to serve as a rail connector once direct DART light rail service arrives at the airport in 2014 (followed by The T s rail service in 2016). The planned rail stations will be located between terminals A and B, on the non-secure side of The Terminals, meaning that many rail passengers will not be able to utilize the Skylink people mover system to travel to or from other terminals. In particular, passengers with checked luggage will have to exit security to claim their bags, thus losing access to the Skylink system on the secure side of The Terminals. If passengers arrive at a terminal other than A or B, Terminal Link can serve as a connector to the rail stations at terminals A and B. Employee Shuttles Each of DFW s five passenger terminals has an associated employee parking lot located outside of the central terminal area. Each terminal/employee lot pair has a dedicated shuttle route. Employees have the option to park at any employee lot, even if they do not work at The Terminal served from that lot. Some employees choose to park at the lot that minimizes their personal driving time. These employees then use a combination of Employee Shuttle and Terminal Link or Skylink to access their assigned work location. Employee Shuttles operate approximately every 6 to 8 minutes except from midnight to 3:30 am when headways are every 12 to 24 minutes. There is no fare for the employee routes, and employees park for free in the employee lots. Employee Shuttle ridership is much greater than any other shuttle services operated by the airport. On a typical Nelson\Nygaard Consulting Associates Inc. 24

31 weekday, more than 9,450 trips 3 are taken on the Employee Shuttle with three distinct peaks corresponding with shift change times. Travel time for the Employee Shuttle routes ranges from 6-12 minutes in each direction. Figure 16 provides an estimate of Employee Shuttle boardings by time of day. Figure 18 Employee Shuttle Boardings by Time of Day :00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Total Employee Source: Ridership data from July 26, 2011 Other Shuttles at DFW Airport In addition to the services detailed above, there are also numerous other publiclyaccessible transportation services operating at DFW Airport. These services, described below, are not a primary focus of this study because they are expected to have very little overlap with the Orange Line or TEX Rail in terms of ridership or service role. DFW Express Parking Shuttles The DFW Express Parking shuttles provide services between all terminal areas and the Express Parking facilities. Express Parking is an airport-managed parking facility that falls between the most proximate Terminal Parking and the more distant Remote Parking. Daily parking rates range from $10-$12 per day, with the higher price designated for covered spaces. There are two Express Parking facilities. One located just north of Terminal B and one just south of Terminal D on the west side of International Parkway. Shuttles are semi-demand-responsive. When a traveler arrives at an Express Lot, they tell the attendant their flight information and a shuttle is dispatched directly to their parking space to take them to the appropriate terminal. When no demand is present at the 3 Total does not include recently added employee shuttle route serving Terminal D Nelson\Nygaard Consulting Associates Inc. 25

32 Express Lots, shuttles are dispatched to The Terminals on a regular basis to ensure frequent sweeps for arriving passengers. Rental Car Center Shuttle The Rental Car Center Shuttle transports riders between individual terminals and the Rental Car Center located near the Remote South Parking Lot. Shuttle buses operate 24 hours per day, seven days per week. Shuttles arrive at each terminal approximately every 10 minutes. Grapevine Visitors Shuttle The City of Grapevine is located just north of DFW Airport. As a means to attract airline passengers with lengthy layovers and overnight guests at DFW s airport hotels, the city s Convention and Visitor s Bureau initiated a shuttle service connecting the airport to Grapevine s shopping, dining, lodging and tourism destinations. The service has five routes in total, three of which serve DFW. Service operates between 3:00 pm and 10:00 pm on weekdays and between 11:00 am and 10:00 pm on weekends. Shuttle routes operate on approximate one hour round trips. The visitor s shuttle fare is $5.00 for a day pass and $10.00 for a family day pass. Other Transportation Services In addition to the above services, the airport also hosts numerous other privatelyoperated transportation services such as shared-ride vans, off-site parking shuttle services and off-site hotel shuttle services. These services cater primarily to airport travelers as compared to local employees or staff. Nelson\Nygaard Consulting Associates Inc. 26

33 FUTURE SERVICE MODIFICATIONS Transit access to DFW is slated to undergo major changes within the next several years. The introduction of direct rail service from two operators will be the major impetus for changes in public transit access to the airport. This section will briefly highlight the timing of these proposed passenger rail expansion projects and their impacts on existing services Orange Line to Belt Line Station On December 3 rd, 2012, DART s Orange Line will extend light rail revenue service to Belt Line Station, located approximately three miles east of DFW s central terminal area. A new DART Route, Route 500, will connect Belt Line Station to DFW Airport. The Route will also serve Plaza Drive north of the airport, and CentrePort Station along the TRE commuter rail line. By serving CentrePort Station, Route 500 will, for the first time, provide a direct link between the TRE and DFW s central terminal area. There are no immediate plans to discontinue the current DFW-TRE Shuttle service between CentrePort Station and DFW s Remote South parking facility, so users will have multiple options for travel between DFW Airport and CentrePort Station. Figure 19 DFW Area DART Service Changes - December 2012 Route Name Begin / End Service Date 310 Discontinued. Portions replaced with Routes 500, 509, 510 DFW Markets / Areas Served (in addition to Beltline Station) Airport hotels, private parking operations, warehousing/logistics centers, Remote North Parking Lot 408 No change Airport-adjacent residences and businesses. Remote South Parking Lot 500 Start: December 3, Start: December 3, Start: December 3, 2012 Orange Line Service Start: December 3, 2012 DFW Airport, nearby airport hotels, and CentrePort Station Freeport, Businesses to DFW s northeast side Businesses to DFW s east side Plano, Richardson, and Dallas to Irving and East of DFW (Belt Line Station) Service Days Weekday Only Daily Daily Weekday Only Weekday Only Daily Other changes to DART service in December 2012 (Figure 19) include the replacement of Route 310 with two new routes (509 and 510). Neither Route 509 nor 510 will provide direct access to DFW Airport, but both will serve employment concentrations in the airport vicinity. Generally, Route 510 will provide access to destinations between Belt Line Road and O Connor Road, while Route 509 provides access to destinations to the west of Belt Line Road on DFW s northeast side. Nelson\Nygaard Consulting Associates Inc. 27

34 2014 Orange Line to DFW Terminal A In December 2014, the DART Orange Line will be extended further west to provide direct access to DFW Airport with a terminus station at Terminal A. As a result of direct DART rail access to the airport s central terminal area, several additional DART service modifications will occur (Figure 20). Figure 20 DFW-Area DART Service Changes in 2014 Route Name Begin / End Service Date DFW Markets / Areas Served Service Days 408 No change Airport-adjacent residences and businesses. Remote South Parking Lot 500 Discontinued: December 2014 DFW Airport and nearby airport hotels Daily Discontinued 509 No change Freeport, Businesses to DFW s Weekday Only northeast side 510 No change Businesses to DFW s east side Weekday Only Orange Line Service Start: December, 2014 Plano, Richardson, and Dallas to Irving and DFW (Terminal A) Daily 2016 The T/TEX Rail to DFW Terminal B In 2016, The T will begin TEX Rail commuter rail service from southwestern Fort Worth, through downtown Fort Worth, the City of Grapevine (a funding partner in the project), and northeast Tarrant County to DFW Airport. The planned TEX Rail terminus station will be located at DFW Terminal B. From there, passengers will be able to make transfers to DART s Orange Line (through a pedestrian connection), as well as to Terminal Link Shuttles. Figure 21 provides a description of DART/T passenger rail services planned to operate in the DFW vicinity by Nelson\Nygaard Consulting Associates Inc. 28

35 Figure 21 DFW-Area DART/The T Service Changes in 2016 Route Name Begin / End Service Date DFW Markets / Areas Served Service Days 408 No change Airport-adjacent residences and businesses. Remote South Parking Lot 509 No change Freeport, Businesses to DFW s northeast side Daily Weekday Only 510 No change Businesses to DFW s east side Weekday Only Orange Line Service No change Plano, Richardson, and Dallas to Irving and DFW Terminal A Daily TEX Rail Start: 2016 Southwest Fort Worth, Cotton Belt Corridor, Downtown Fort Worth, Grapevine, DFW Terminal B Daily In addition to the DFW Airport Station, The TEX Rail system also proposes a DFW Airport North Station, approximately 2.5 miles from the central terminal area and one mile from the existing DFW Remote North Parking Lot. This facility may serve as a transfer location to the proposed Cotton Belt passenger rail line serving northern Dallas County and southern Collin County. Nelson\Nygaard Consulting Associates Inc. 29

36 2 SHORT RANGE RECOMMENDATIONS In December 2014, DART's DFW Station will open for revenue service, marking the completion of the 14-mile Orange Line from Bachman Station to the DFW Airport Terminal A Station (Figure 1). The inauguration of this light rail station will represent a major milestone for DFW Airport and for transit in north Texas. For the first time, the region's primary airport will be directly served by a high-capacity, high-frequency regional rail line. This Airport Transit Planning Study is intended to develop a plan to optimize transit access and utilization by both employees and travelers to the airport. The study emphasizes the needs of employees who work in the vicinity of the airport. This technical memorandum is the third in a series of reports that aim to evaluate the effectiveness of existing and planned transit options in meeting the future mobility needs of airport visitors and commuters, taking into account the impact that DART's Orange Line and The T's TEXRail, a 37-mile commuter rail corridor that will provide service from southwest Fort Worth to DFW Airport, will have on travel patterns to the airport. This chapter provides recommendations to ensure the successful implementation and operation of Orange Line service in the interim period between the opening of the Orange Line in late 2014 and the initiation of TEX Rail service in To do so, the chapter examines how the Orange Line may be used by both airport employees and visitors in the near term, examining in particular ridership projections for DFW Station (using the regional travel demand model) and the relative ability of existing airport circulators to absorb the new ridership. Additionally, a peer review of four airports that are currently served by rail transit is provided to identify several factors that influence the extent to which airport employees use transit to get to work. Finally, this chapter evaluates the expected passenger experience of Orange Line users as they travel to and from the airport, and provides recommendations on ways to improve the experience for all user groups. Nelson\Nygaard Consulting Associates Inc. 30

37 RIDERSHIP PROJECTIONS DART's opening day ridership projection for DFW Station is 4,470 total boardings and alightings. This total represents a mix of airport-area workers and visitors with a variety of final destinations. Three factors contribute to the ridership projections developed by DART and NCTCOG through the regional travel demand model. Accessibility, travel time, and travel cost are referred to as "level of service" variables which help explain which transportation mode different travelers will choose. These factors are examined in more detail below. Mode Choice The completion of the Orange Line to DFW Airport will offer a useful new travel option for tens of thousands of airport-area employees who commute to DFW daily, as well as the hundreds of thousands of travelers who make occasional trips to the airport. Nelson\Nygaard Consulting Associates Inc. 31

38 Figure 22 Planned DART Orange Line to DFW 4 Source: DART Website 4 Map shows Orange Line construction corridor. Orange Line trains will also operate in the Red Line corridor as show in Figure 17. Nelson\Nygaard Consulting Associates Inc. 32

39 According to the North Central Texas Council of Governments' travel demand model, nearly 283,000 person-trips with origins in the North Central Texas region begin or end at DFW Airport on any given weekday. More than 64,000 (23%) of these trips are homebased work trips. The remaining 77% of airport-related trips are home-based non-work trips including airline passengers traveling to or from DFW Airport, and non-home-based trips which include airline passengers traveling to or from hotels. The likelihood that an airport employee or visitors will use transit for their trip to DFW is largely a function of three key factors: Accessibility/ Proximity - to use transit, prospective passengers must be able to access it. A subset of individuals traveling to and from DFW Airport every day live within close enough proximity of the Orange Line or other connecting service to make the use of transit practical, but many do not. Schedule / Travel Time - for those individuals for whom transit is a viable option based on proximity, the decision to use the service is often based on schedule and travel time. Schedules must be frequent enough to accommodate both peak loads and diverse work schedules, while travel time must be reasonably competitive with other travel options including cars, taxis, and shared-ride vans. Relative Cost - if service is both accessible and time-competitive, the decision to ride often comes down to cost. While there are several fare options for the Orange Line, ranging from two-hour to one-year passes, prices are not based on distance. By contrast, the costs or other travel options increase with distance and may be affected by various fees including tolls and parking. Accessibility / Proximity To better visualize and understand the regional travel patterns associated with DFW airport, the study team referred to the travel demand modeling work done by NCTCOG staff in developing "Mobility 2035," the region's long range transportation plan. As part of this work, trip tables were developed for existing (2012) and future (2035) conditions. These tables summarize the volume of travel demand between DFW Airport and other districts throughout the region. Although no trip tables were developed for the target year 2014 as part of the Mobility 2035 modeling process, the 2012 data can be considered a close approximation of the zone-to-zone travel demand expected in Maps depicting the daily distribution of all trips and home-based-work trips associated with DFW Airport can be found in Appendix A. Based on proximity alone, approximately 41% of daily airport-related person-trips could reasonably be served by the Orange Line (directly or in combination with connecting services) once it reaches DFW Airport. However, the greatest concentration of commuters making airport-related work trips are in districts outside the DART service area. This is further validated by an analysis of home zip codes for DFW Airport employees. It is estimated that 58% of airport employees live in zip codes that are not in close proximity to transit. Nelson\Nygaard Consulting Associates Inc. 33

40 Schedule / Travel Time Upon service initiation in December 2014, Orange Line trains will serve DFW Airport Station every 15 minutes from roughly 4:30 am to 9:30 am and again from about 3:30 pm to 8:00 pm. Service frequency will drop to every 20 minutes between the two peak periods as well as from 8:00 pm to 11:00 pm. In the late evenings (11:00 pm to 1:00 am) trains will arrive at DFW every half hour. On weekends 20-minute service will be available from 9:00 am to 8:00 pm, with half-hour service in the early morning (4:00 am to 9:00 am) and late evening (8:00 pm to 1:00 am). For most travelers these service frequencies are within a reasonable level of tolerance, particularly if schedules are met. Historically, DART's rail services have had an on-time performance rate of over 95%. 5 Travel times on the Orange Line will depend on where passengers board and exit the train. DART's current operating plan is to inter-line all Orange Line trips with the northern half of the Red Line. This will allow for one-seat connections between DFW Station and rail stations along the Red Line corridor in Plano, Richardson, and north Dallas. During peak periods, Orange Line trains will begin and end at Parker Road Station in Plano. In the off-peak, Orange Line trains will operate between DFW Station and LBJ / Central Station in north Dallas. For trips along the Orange Line corridor between DFW and downtown Dallas, light rail travel times will be relatively competitive with automobile trips. However, for passengers traveling between DFW and stations on the Red Line corridor, travel times will be substantially longer by train than by car, especially when traffic is light. Figure 23 shows a light rail vs. automobile travel time comparison for selected stations served by the Orange Line. Figure 23 Travel Time Comparison to DFW Station (minutes) Automobile (Heavy Automobile (Light Origin (Station) Light Rail Traffic) Traffic) Las Colinas (Urban Center) Downtown Dallas (Akard) North Dallas (LBJ / Central) Plano (Parker Road) Source: DART and Google Maps For passengers in other corridors, a trip to DFW Station will also require a transfer to the Orange Line. The perceived convenience of the transfer will be considered along with travel time in the mode-choice decision-making process of prospective passengers, particularly for "choice riders." The comparison in travel times between an Orange Line and an automobile trip is relevant only when an automobile is an option. For various reasons, commuters may not have a car available, and visitors may not be able to or interested in renting a car. For 5 Source: Dallas Area Rapid Transit Reference Book Version 2.0 (March 2011) Nelson\Nygaard Consulting Associates Inc. 34

41 these travelers, the transit travel times are quite reasonable, even if longer than by automobile. Relative Cost Virtually all DFW Airport-area employees have access to free parking, although in many cases the parking is remote and requires a shuttle connection. For those employees who live in communities served by transit, the cost of transit can be compared to the costs of driving and car ownership (gas, tolls, insurance, maintenance). When DFW Station opens in 2014, the expected regular fares for Orange Line service will range from $1.75 for a mid-day 5-hour pass to $800 for an annual pass (Figure 24). American Airlines, the airport-area's largest employer, offers steeply discounted annual transit passes (currently $289) to their 12,000 DFW-area employees. Figure 24 DART Fare Structure 6 Fare Category System Regional 7 2-Hr. Pass $2.50 $5.00 Day Pass $5.00 $ Day Pass $25.00 $50.00 Monthly Pass $80.00 $ Annual Pass $ $1, Mid-day 5-Hr. Pass $1.75 $3.50 Reduced 2-Hr. Pass $1.25 $2.50 Corporate $ $1, Source: DART website For other airport visitors, parking costs and availability will be additional considerations when comparing various travel options to DFW Airport. Current parking rates at the airport range from $8 per day for remote parking to $25 per day for valet parking at the terminals. The cost of parking makes transit an attractive alternative to driving to the airport, especially for long trips. While over-night parking is generally prohibited at DART rail stations, Parker Road Station on the Red Line and North Carrollton Station on the Green Line allow for free long-term parking for DART member city residents and paid longterm parking for non-residents as part of a paid parking demonstration project. The DART Board will also soon consider implementing a paid long-term parking at Belt Line Station on the Orange Line. There, overnight parking rates would be $7 per day for member-city residents and $9 per day for non-residents. The rates at Belt Line Station would be similar to DFW remote parking rates to ensure sufficient station parking availability for commuters traveling to Dallas. 6 Shown fare structure implemented in December Regional fares allow users to access DART, The T, and DCTA services Nelson\Nygaard Consulting Associates Inc. 35

42 The relatively low parking rates at Parker Road and North Carrolton Station may attract new riders into the system who would otherwise not consider transit to the airport; even for multiple-day trips, the rates compare favorably with taxi or shared-ride airport services. AIRPORT SHUTTLE SERVICE CAPACITY Currently, two parallel systems facilitate inter-terminal connections: Skylink, an elevated people-mover system that operates on the secure side of the terminals; and Terminal Link, a ground-level shuttle bus system that operates on the nonsecure side of the terminals. These systems are illustrated in Figure 25. Figure 25 Skylink (Background) and Terminal Link (Foreground) Vehicles The two shuttle systems provide connections between DFW Airport s Source: DFW Airport website five autonomous terminals, Terminals A-E. Figure 26 shows the distribution of current transit users by terminal. 8 DART's DFW Station will be located adjacent to Terminal A, linked to the terminal roadway by a 435 ft.-long pedestrian walkway (seen in Figure 27). Assuming the distribution of transit passengers by terminal remains relatively unchanged in 2014, 24% of Orange Line passengers will have reached their final destination at the airport once reaching Terminal A. However, the remaining 76% of Orange Line passengers will need to make connections to other terminals, using either Skylink or Terminal Link. Figure 26 Terminal Destinations of Current Transit Users Figure 27 DFW Station Layout Terminal E 21% Terminal A 24% Terminal D 16% Terminal C 23% Terminal B 16% Source: 2012 User Intercept Survey conducted by Nelson/Nygaard and Team Bettter Block Source: DFW Airport 8 Includes passengers of DFW Employee Shuttles, DFW Remote Parking Shuttles, DFW-TRE Shuttles, DART Route 310, and DART Route 408. Nelson\Nygaard Consulting Associates Inc. 36

43 Skylink The Skylink people-mover system operates on the secure side of the terminals, providing bi-directional service between terminals every two (2) minutes. There are two Skylink stations per airport terminal. Although Skylink is the fastest way to move between terminals, Orange Line passengers arriving at Terminal A would need to pass through to the secure side of the terminal to reach the service. Moreover, in order to access the secure side of Terminal A, an Orange Line passenger would need to satisfy one of the following requirements: Be a terminal-area employee with badge access; Be traveling on American Airlines. American Airlines currently operates out of terminals A, B, C, and D at DFW airport, and passengers may check in at any American Airlines kiosk or ticket counter to receive the boarding pass needed to pass through security; or Be a passenger of another airline with a pre-printed boarding pass, and no luggage to check. Although these requirements are likely to be satisfied by a majority of Orange Line passengers arriving at DFW Airport (most terminal-area employees have badge access, and American Airlines has an 83% market-share at the airport), there are significant limitations for many potential Orange Line passengers hoping to use the service from DFW Airport to points elsewhere. For instance, airline passengers who land at Terminals B through E and leave the secure side of the terminal for any reason, including collecting their luggage, would no longer be able to access Skylink to connect to Terminal A (and then to the Orange Line). Terminal Link The Terminal Link shuttle bus system operates on the non-secure side of the terminals, making two stops at each terminal located at the curb area outside bag claims. Terminal Link service includes a clockwise and a counter-clockwise circuit, along with a dedicated route connecting terminals C and D. During most of the day, six Terminal Link buses operate in each direction to provide a service frequency of every 8-10 minutes (Figure 28). With this service design, every terminal is at most two terminals away from anywhere a passenger boards. Each Terminal Link vehicle can accommodate 14 seated passengers. Figure 28 C&E E&D D&B Terminal A Terminal Link Service Characteristics Terminal C B&D D C&A Terminal E Time # of Shuttles Configuration Vans On-demand Vans 5 / 5 / 1 C-D D&E E&C C Vans 6 / 6 / 2 C-D Terminal B Terminal D Vans 5 / 5 / 1 C-D A&C B&A Source: DFW Airport Nelson\Nygaard Consulting Associates Inc. 37

44 The Terminal Link shuttle bus system is well positioned to serve as a crucial link for passengers who find themselves outside of security and need to connect to Terminal A and the Orange Line. (In anticipation of the Orange Line, a third Terminal Link stop is being planned at Terminal A to connect directly with the station passenger walkway.) Terminal Link is currently not used as heavily as other DFW fixed-route internal circulators, carrying fewer than 2,000 passengers per day. By comparison, the Remote Parking Shuttles carry more than 3,500 passengers per day, while the DFW Employee Shuttles carry more than 9,000 passengers per day. While these two latter services employ full-size transit coaches, Terminal Link s service fleet consists of smaller, 14- passenger vans. Future Terminal Link Capacity A critical question is whether the large volumes of riders predicted for the Orange Line is likely to overwhelm the Terminal Link capacity. The risk of overcrowding on Terminal Link with the initiation of DART service to DFW in 2014 will be largely dependent on who actually rides the Orange Line, rather than on the raw number of riders. The higher the percentage of terminal-area employees among the projected 4,470 daily Orange Line boardings and alightings, the lower the risk of over-crowding on Terminal Link vehicles as employees will likely be able to use Skylink for all terminal connections. Should airport visitors constitute the majority of Orange Line ridership to and from the airport, Terminal Link will be faced with additional ridership it may not currently be able to absorb. Based on preliminary research, it is estimated that between 10% and 50% of Orange Line passengers will be air travelers (based on the experience of Los Angeles and Atlanta, detailed in the peer review below). A survey of current DFW-TRE Shuttle riders suggests that a total of 30% air travelers may be a more realistic expectation (Figure 29), useful for projecting impacts on the Terminal Link. Figure 29 Current Ridership Composition by Service 100% 90% 80% 70% 60% 21% 71% 31% 50% 40% 30% 20% 10% 86% 76% 99% 68% 29% 66% Other Air Travel Work 0% DART 310 DART 408 DFW Employee Shuttle DFW Remote Parking Shuttle Terminal TRE Shuttle Link Shuttle Source: 2012 User Intercept Survey conducted by Nelson/Nygaard and Team Bettter Block Nelson\Nygaard Consulting Associates Inc. 38

45 Figures 30 and 31 show how clockwise and counter-clockwise Terminal Link ridership could be expected to increase under scenarios in which 10%, 30%, and 50% of the projected 4,470 daily Orange Line boardings and alightings are air travelers. Under each scenario it is assumed that 20% of air travelers are headed to or from Terminal A and do not use Terminal Link. To estimate the maximum expected load on each vehicle, it is assumed that existing Terminal Link ridership experiences constant turnover and only 20 percent of the hourly ridership is onboard a vehicle at any given time. The new ridership related to the Orange Line will likely follow a different pattern: In the clockwise direction, passengers boarding at Terminals D and B are unlikely to alight before reaching Terminal A. In the counterclockwise direction, ridership will build up at Terminals E and C, before unloading at Terminal A. Thus it is assumed that half of the new hourly ridership may be onboard a vehicle at one time. The projected maximum load curve for each of the three Orange Line ridership scenarios (10%, 30%, and 50% air travelers) is shown in Figures 32 and 33. Even under the most ambitious scenario among Orange Line passengers ratio of 50% air travelers and 50% airport workers this analysis suggests that ridership will not exceed the 14-passenger capacity of Terminal Link vehicles as long as service frequency remains the same. Therefore, no change in service frequency or vehicle size is recommended. Nelson\Nygaard Consulting Associates Inc. 39

46 Figure 30 Projected Terminal Link Ridership Clockwise Clockwise Passengers Per Vehicle Per Hour Added Riders at 50% Air Travlers Added Riders at 30% Air Travlers Added Riders at 10% Air Travlers Existing Terminal Link Ridership 0 Nelson\Nygaard Consulting Associates Inc. 40

47 Figure 31 Projected Terminal Link Ridership Counter-Clockwise 25 Counter-Clockwise Passengers Per Vehicle Per Hour Added Riders at 50% Air Travlers 10 5 Added Riders at 30% Air Travlers Added Riders at 10% Air Travlers Existing Terminal Link Ridership 0 Source (for existing ridership only): DFW Airport (reflects ridership on 7/6/2011) Nelson\Nygaard Consulting Associates Inc. 41

48 Figure Projected Maximum Loads for Terminal Link Clockwise Clockwise Maximum Load per Vehicle Per Hour Existing Max Load Max Load at 10% Air Travlers Max Load at 30% Air Travlers Max Load at 50% Air Travlers 1 0 Nelson\Nygaard Consulting Associates Inc. 42

49 Figure 33 Projected Maximum Loads for Terminal Link Counter-Clockwise Counter-Clockwise Maximum Load per Vehicle Per Hour Existing Max Load Max Load at 10% Air Travlers Max Load at 30% Air Travlers Max Load at 50% Air Travlers Source (for existing ridership only): DFW Airport (reflects ridership on 7/6/2011) Nelson\Nygaard Consulting Associates Inc. 43

50 PEER REVIEW Undoubtedly, a myriad of factors will influence whether (and how many) airport employees will use the Orange Line to get to work. To provide a context for DFW, the following peer review of four airports served by direct rail transit connections provides a cross-section of past and current airport transit ridership trends to inform potential service needs at DFW. Initially, the study team limited the peer search to airports served by light rail, but a lack of information on the composition of ridership (workers vs. air travelers) led the team to expand the search to include airports served by light rail, heavy rail, or commuter rail. These airports include: Atlanta (ATL) Philadelphia (PHL) Los Angeles (LAX) San Francisco (SFO) Figure 34 provides a high-level summary of each airport and its rail transit access characteristics. Figure 34 Summary of Peer Airports and Rail Transit Access Airport Terminal Layout 9 Airport People Mover Rail Service Estimated Worker / Traveler Split 10 Weekday Service Frequency Weekday Service Span Atlanta (ATL) Single Terminal with Multiple Concourses Airside and Landside 11 MARTA (Heavy Rail) 14% Workers / 55% Travelers Minutes Approximately 4:45AM - 1:00AM Philadelphia (PHL) Multiple Connected Terminals None SEPTA (Commuter Rail) 9% Workers / 93% Travelers Minutes Approximately 5:00AM and midnight Los Angeles (LAX) Multiple Autonomous Terminals None LA Metro (Light Rail) 93% Workers / 7% Travelers Minutes (shuttle) 24 hours San Francisco (SFO) Multiple Connected Terminals Landside BART (Heavy Rail) 20% Workers / 80% Travelers Minutes Approximately 4:00AM and midnight 9 Presence of an airport automated people mover (APM) system for terminal circulation is also noted. Airside is considered post-security checkpoint and landside is considered in the non-secure areas of the airport. 10 Worker / traveler split may not equal 100% due to the presence of other groups such as friends and family members traveling to meet travelers or people traveling to the airport just to rent a car. In some surveys, users could select more than one airport trip purpose, resulting in totals of over 100% 11 Landside APM provides transportation between main terminal, Georgia International Convention Center and the airport s rental car center Nelson\Nygaard Consulting Associates Inc. 44

51 Atlanta Hartsfield-Jackson International Airport (ATL) Atlanta Hartsfield-Jackson International Airport (ATL) is directly served by Metropolitan Atlanta Rapid Transit Authority (MARTA) heavy rail service; the MARTA Airport Station is located within the airport s main terminal. Atlanta s mid-field layout provides transportation to all concourses after security through the airport s internal people mover system. MARTA service operates seven days per week, with minute frequencies on weekdays and 20 minute frequencies on weekends. Service on weekdays spans from 4:45AM until 1:00AM. Weekend service extends from 6:00AM until 1:00AM. MARTA Station at ATL Source: Flickr user: tracktwentynine Figure 35 Based on information provided by MARTA, there were approximately 256,600 boardings at the Airport Station in April of Based on past survey results (2009), the majority of MARTA riders traveling to/from the airport were air travelers, rather than employees. Figure 35 provides a breakdown of MARTA ridership at the Airport Station based on the 2009 Peak Week survey Airline passengers Passenger Meeter/Greeters Airport/Airline employee Airport-related business Non-airport job Return rental car Other Source: MARTA 54.9% 4.7% 14.2% 1.9% 8.2% 1.1% 15.1% conducted by Airport Staff. MARTA allows for overnight parking at some rail stations for $5 to $8 per day. This option appeals to many air travelers who prefer to park closer to home and avoid the uncertainty of highway traffic and on-airport parking rates of $9 to $36 per day, depending on the lot. Philadelphia International Airport (PHL) MARTA Airport Ridership Trip Purpose Percent Purpose Response Philadelphia International Airport is directly served by SEPTA s Airport Line Regional Rail service. SEPTA operates four stations at PHL that are adjacent to their respective terminals and are connected via a pedestrian walkway. The rail stations include Terminal A Station, Terminal B Station, Terminal C & D Station, and Terminal E & F Station. Service operates daily between 5:00AM and midnight. Service frequency ranges between 20 and 30 minutes on weekdays and weekends. Nelson\Nygaard Consulting Associates Inc. 45

52 In addition to Regional Rail service, PHL also is served by local bus service. SEPTA buses pick up passengers curbside outside of their respective terminals. (Terminal F passengers can access buses at Terminal E). The average weekday ridership at the airport rail stations is approximately 3,800 passengers 13 (combined boardings and alightings). Based on a 2009 survey, the following responses were provided to the question What is the reason for a majority of your trips on the Airport Line? Based on the responses as provided in Figure 36, the majority of SEPTA Airport Line Figure 36 SEPTA Airport Line Trip Purpose Responses 12 Purpose Percent Response Access a commercial airline for business travel 28% Access a commercial airline for personal travel 65.2% Employment in the Philadelphia International 4.7% Employment in the general area of the airport 4.4% Meet arriving passengers 14% Employment elsewhere 6.3% School/College 4% Other 9.3% Source: SEPTA respondents used the service for air travel. Approximately 10% used the service to access employment. SEPTA Service at PHL Source: Flickr user: aaron_anderer 12 Based on Airport Line survey, 2009 (SEPTA). Ibid. 13 Based on 2011 Route Ridership Summary (SEPTA) provided by Erik S Johanson and Bharat J Gohel, SEPTA staff. correspondence. 16 July Nelson\Nygaard Consulting Associates Inc. 46

53 Los Angeles International Airport (LAX) The nearest Los Angeles County Metropolitan Transportation Authority (LA Metro) light rail service to Los Angeles International Airport (LAX) is the Green Line s Aviation/LAX Station, which is located 1.5 miles from the central terminal area. A free airport shuttle provides service between the Aviation/LAX Station and the arrivals level of each of the airport s nine terminals (directly outside of baggage claim). This shuttle service makes a continuous loop between each terminal and the Aviation/LAX Station approximately every minutes, 24 hours per day. The shuttle stops at each terminal in the arrivals level, on the outermost curb of two passenger pick-up curbs. In addition to the Aviation/LAX Station, numerous public transportation operators provide services at the LAX Transit Center, which is served by a similar shuttle service from the LAX Shuttle Bus airport terminals. Los Angeles World Source: Flickr user Bob B. Brown Airports (LAWA), which oversees LAX and other airports in the region, also operates the Flyaway service, which is a regional commuter shuttle to and from LAX. In 2008, the LAX Shuttle carried an average of 3,100 passengers to or from LAX each day. In an August 2009 survey, of the 87,067 passengers riding the LAX Shuttle to travel in either direction between the Aviation/Imperial Station and LAX, 6,304 passengers carried luggage, suggesting that over 90% of the passengers were without luggage and most likely airport employees. San Francisco International Airport (SFO) San Francisco International Airport (SFO) is served by Bay Area Rapid Transit (BART) which provides rail service to San Francisco (and to Millbrae on the San Francisco Peninsula). The BART Station is located adjacent to the International Terminal and can be reached on foot or via the airport s AirTrain people mover. BART service operates approximately every minutes. Weekday service is provided from BART Station at SFO Source: Flickr user: Ian Fuller 4:00AM to midnight. Saturday and Sunday service is between 6:00AM and midnight and 8:00AM and midnight, Nelson\Nygaard Consulting Associates Inc. 47

54 respectively. In June 2012, ridership at the SFO BART Station included 183,856 exits and 196,417 entries for the month. BART trips to and from SFO have a relatively high proportion of riders who are air travelers. SFO staff estimate that up to 80% of BART trips at the airport may be travelers, leaving 20% of trips as airport workers. The high cost of trips to/from the airport may contribute to this proportion. (A $5 surcharge is assessed for trips that begin or end at the SFO BART Station). Lessons Learned The conventional wisdom regarding the composition of transit ridership to airports is that airport-area employees make up the largest segment of ridership. The results of the peer review demonstrate that ridership composition is very much a function of service design and policy, which can affect different user groups very differently. In Atlanta, the policy of allowing paid over-night parking at some rail stations, at rates that are below the cost of on-airport parking, makes MARTA service to the airport an attractive option for air travelers. The design of Atlanta's Hartsfield- Jackson International Airport also contributes to the appeal of MARTA's airport service, including for choice riders. Atlanta's single terminal with numerous concourses connected by a people-mover system simplifies way-finding and transit connections because all passengers enter and exit the airport through one central terminal. Los Angeles shows the effect that transfers can have on choice riders. The LA Metro Green Line neither serves LAX nor downtown Los Angeles directly. Passengers traveling between the two major destinations must make at least two transfers to complete their journey. The more expensive LAX FlyAway bus offers passengers direct service from LAX to downtown Los Angeles and several other destinations. Although the FlyAway service is more expensive than the combination light rail / airport shuttle service, it provides a more attractive option for air travelers who are not daily commuters. In Philadelphia and San Francisco, fare policy makes direct rail service to the airport difficult to afford for most airport workers. Regional rail service in Philadelphia provides a one-seat connection between downtown and each terminal at PHL for $7. By comparison, the fare of local buses which also serve the airport is $2, making it the more attractive option for daily commuters. Similarly, the $5 surcharge assessed on trips to and from SFO has a much larger impact on daily commuters than on occasional airport visitors, resulting in a very low percentage of airport workers traveling to BART's SFO Station. Discounts offered for employees by American Airlines and the potential for other employers to follow suit would tend to increase employee ridership on the Orange Line. Of the four peers reviewed, Atlanta and Los Angeles provide the most relevant lessons for DFW Airport and the Orange Line. Like the DFW region, the Atlanta and Los Angeles metro areas are highly automobile-oriented, and both peers have elements of the user experience that will define the Orange Line connection to DFW. Nelson\Nygaard Consulting Associates Inc. 48

55 For terminal-area employees with badge access, DART's Orange Line will offer a comparable level of service to what is experienced by MARTA passengers in Atlanta (regional rail / people mover combination). In addition the emerging DART Board policy regarding long-term and overnight parking at rail stations may help boost ridership among air travelers as has been the experience in Atlanta. However, for many air travelers, the process of getting between their terminal and the light rail station will closely resemble the LAX Shuttle connection in Los Angeles. Thus, the experience of these systems, combined with surveys of TRE passengers, suggests that the Orange Line will serve approximately 70% employees and 30% air travelers (midway between the proportion of air travels using the Metro Green Line to LAX and MARTA to ATL). The peer review further suggests that the potential to increase ridership overall depends on optimizing the passenger experience. The recommendations provided below are intended to improve the passenger experience to increase transit access to DFW. RECOMMENDATIONS FOR IMPROVED PASSENGER EXPERIENCE The experience of Orange Line passengers traveling to and from DFW Airport will depend on several factors, including the following: Trip purpose (work or non-work) DFW origin or destination (Terminal A, B, C, D or E, or non-terminal location) Regional origin or destination (Orange Line or connecting service) Length of trip (day-trip, over-night, or multi-day) Time of trip (peak or off-peak) Air carrier (American Airlines or other) Amount of luggage (carry-on or more than carry-on) City of residence (DART member city or non-member city) The following section offers recommendations for creating the best possible passenger experience for all user groups given the many variables involved in the journey to and from DFW Airport. These recommendations are designed to be implemented in a short range timeframe. Passenger Experience at Regional Rail Stations For Orange Line passengers traveling to DFW Airport, a regional DART rail station will often serve as the first step in a multi-step process culminating with the passenger's arrival at a boarding gate or work site at DFW Airport. To improve the passenger experience at these stations, DART could consider the following: Expand Long-Term Parking to More Stations - Currently, DART has instituted paid parking for non-member-city residents at two rail stations as a demonstration project. At these stations, DART has also accommodated paid overnight and long-term parking (free for member-city residents). Furthermore, the example of MARTA in Atlanta shows the appeal of transit service to an airport when parking rates are lower at transit stations than airport parking Nelson\Nygaard Consulting Associates Inc. 49

56 rates. Allowing for overnight and long-term parking at more stations throughout the DART service area could increase demand for DART service to DFW Airport. Review Pricing Policy for Overnight Parking Several employers in the DFW Airport area require non-traditional work shifts, including night shifts beginning at mid-night (Figure 37). As part of DART's current paid parking demonstration project, daily rates are assessed per calendar day. Unfortunately, this approach penalizes workers who work an overnight shift, so defining a day as a 24-hour period would offer a more equitable policy. Provide Airport-Specific Service Information - Given the many variables that passengers may encounter on their journey to and from DFW Airport, a dedicated information display explaining the nuances of the rail connection could benefit riders. Some version of this improvement should be considered for every station, not just those on the Orange Line, to assist transferring passengers. One particular area of confusion may be the schedule of Orange Line trains interlined with the Red Line (Figure 38). During peak hours, Orange Line trains will begin and end at Parker Road Station in Plano, while in the off-peak Orange Line trains will terminate at LBJ/Central Station in north Dallas. New passengers who are unfamiliar with how the service works may arrive at a station in Plano or Richardson during the midday expecting to catch an Orange Line train directly to the airport. Such situations may not be uncommon, given the relatively high probability that an airport-bound passenger is a first-time or infrequent user. Figure 37 Shift Times of Current Transit Users Shift End Shift Start Source: 2012 User Intercept Survey conducted by Nelson/Nygaard and Team Bettter Block Nelson\Nygaard Consulting Associates Inc. 50

57 Figure 38 New DART System Map with Interlined Orange and Red Lines Source: DART website Nelson\Nygaard Consulting Associates Inc. 51

58 Passenger Experience on the Train Once an airport-bound passenger makes their way to the platform of a DART rail station, their attention will turn to boarding the train, anticipating possible transfers, and even preparing to find their way to their departure gate after arriving at DFW Station. The following steps could be taken by DART to improve the experience of passengers as they board and ride the train to DFW Station. Figure 39 Luggage Priority Area Train Signage (Piccadilly Line, London) Provide Guidance and/or Dedicated Space for Passengers with Luggage - DART's light rail vehicles are configured to maximize seating capacity, so passengers traveling to the airport with luggage may find it Source: Nelson\Nygaard difficult to find sufficient space for themselves and their luggage. The most accommodating location for passengers with luggage is the low-floor middle section of each train, which is also designed for wheelchairs and bicycles. To assist passengers in finding their way to this section of the train, DART could consider luggage icons on the exterior of doors leading to low-floor sections (akin to those on London Underground Piccadilly Line trains to Heathrow Airport, seen in Figure 39), as well as accompanying markings on station platforms. Additionally, content could be programmed into the standard announcement message for arriving trains, directing passengers with luggage to board through the middle doors. In the long-term, if luggage becomes a significant issue on the Orange Line or connecting lines, DART may consider the feasibility of replacing some seats with luggage racks. Include Airport Information Announcements at Strategic Locations - DART light rail vehicles are typically not assigned to a single line, and may alternate from one line to another depending on daily demand. This makes it more difficult to provide on-board public information targeted toward airportbound passengers only. For example, airport maps with airline and gate information would be useful for air travelers, but may not be relevant to other DART passengers and may take up revenue ad space in a rail car. It may, however, be possible to program the on-board announcement system to provide airport and airline information on approach to DFW Station. DART's proposed schedule for Orange Line service includes approximately eight minutes of travel time between Belt Line Station and DFW Station. This is sufficient to provide passengers with information that will help them prepare for the next step on their trip to the airport. In addition, a reminder message at key transfer locations between the Orange Line and other services could alert and reassure passengers that a transfer is necessary to reach DFW Airport. Nelson\Nygaard Consulting Associates Inc. 52

59 Passenger Experience at DFW Station Once passengers exit Orange Line trains at DFW Station, a 435-foot pedestrian connection will bring them to the lower level of Terminal A. The following recommendations would help ensure a smooth experience from the train to the terminal. Figure 40 High Capacity Elevators at DFW Airport Source: DFW Airport Utilize Elevators as Wayfinding Aids - Upon arriving at Terminal A, passengers will need to make their way to the upper level to begin the check-in and security screening process. To facilitate this vertical movement, DFW Airport is installing a high capacity elevator to transport large groups of passengers and their luggage between the two terminal levels. According to DFW Airport staff, a second elevator could be added later if demand warrants (Figure 40). The elevators could be used to assist in wayfinding by either designating one elevator for Terminal Link passengers and the other for SkyLink and Terminal A passengers; or by designing the elevator doors to open in two directions on the upper level (into the lobby of the terminal and out toward the curbside). However, there is currently a gap between the terminal building and the upper level curbside at the location where the elevator shafts are being planned (Figure 41). Bridging this gap would be necessary to create a direct path from the elevator to the curbside Terminal Link stop without requiring Terminal Link passengers to enter the terminal first. Nelson\Nygaard Consulting Associates Inc. 53

60 Figure 41 Terminal A Elevator Location Facilitate Terminal A Access - To allow for the maximum number of passengers to access the secure side of Terminal A (where Skylink operates), multi-airline automated ticketing kiosks could be placed at the entrance to Terminal A, perhaps even on the lower level before passengers enter the elevator to the terminal or Terminal Link shuttle. Similar multi-airline automated ticketing kiosks are currently in use at DFW's International Terminal (Terminal D). At Terminal A, these kiosks would allow passengers of airlines operating out of other terminals to print boarding passes and pass through security if they are traveling with carry-on luggage only. Passenger Experience in the Airport Terminal While some passengers' first interaction with DART's service to DFW Airport will be at an outlying regional rail station, others will use the Orange Line for the first time at DFW Station. To help air travelers find their way from any terminal to DFW Airport Station, the airport could consider the following improvements: Provide Transit Information on Both Sides of Security - As previously noted, once a passenger has left the secure side of a terminal, they are no longer able to access the Skylink people mover system to move between terminals. Wayfinding signs should be designed to maximize clarity for potential Orange Line riders on both sides of security. In particular, signage would emphasize that passengers needing to collect checked baggage should take the ground-level Terminal Link service to the Orange Line. Nelson\Nygaard Consulting Associates Inc. 54

61 Disaggregate Public Transportation Signage - With the introduction of Orange Line light rail service to DFW Airport, a single set of wayfinding signs pointing to "Public Transportation" will no longer suffice. Passengers will continue to be able to access to the Trinity Railway Express (TRE) or DART bus Route 408 by way of the South Remote Parking Shuttle, which operates on the lower level of Terminals A, B, C, and E, but access to the Orange Line will be provided by the Terminal Link shuttle on the upper level of each of those terminals. Thus, wayfinding signage will need to be more specific in directing people to either TRE commuter rail or DART light rail; standard modal graphic symbols accompanied by service name text should suffice. The recommendations listed above are primarily low-cost treatments, and are designed to complement the significant investments that DART and DFW Airport have already committed in bringing light rail service to the airport. They are also designed to be implemented in the short-term to ensure successful Orange Line operation and customer service prior to the 2016 opening of the TEX Rail service. Overall, implementing these recommendations will assist new and infrequent airport visitors (including air travelers) in navigating the airport, while also improving the passenger experience for daily commuters to DFW Airport. In addition, employees could be encouraged to use transit through enhanced transit information and through discounted passes, through programs such as the American Airlines employee subsidy or through deeply discounted passes provided through an employer. At a minimum, allowing employees to purchase passes with pre-tax dollars provides some incentive for transit use. CONCLUSION It is important to understand that ridership is directly dependent on a variety of design and policy decisions that impact the passenger experience. Supportive policies by DART and by DFW Airport can work together to enhance the customer s experience and increase use by both employees and travelers. The impact of Orange Line passengers on DFW s internal shuttle is partially dependent on whether the ridership on that line is primarily employees or visitors. Based on peer review and local examples, approximately 30% of riders are expected to be visitors, with the largest share of riders being employees. Most of these employees will be able to utilize the Skylink service for negotiating the airport. Therefore, no changes to the current shuttle frequency or vehicle type are required for the opening of Orange Line service. Nelson\Nygaard Consulting Associates Inc. 55

62 3 LONG RANGE RECOMMENDATIONS Since opening in 1974 as Dallas/Fort Worth Regional Airport, DFW has served as a major regional, national, and international hub for air transportation. Over the next decade, the airport is expected to establish itself as an important ground transportation hub for the Dallas/Fort Worth region as well. Regional rail service reached the DFW Airport vicinity in 2000 with the opening of CentrePort/DFW Airport Station along the Trinity Railway Express line. Shuttle service from the station to the airport began the same year. In December 2014, DART's Orange Line will introduce direct light rail service to DFW Airport with the opening of the first platform of DFW Airport Station adjacent to Terminal A. Long-range plans call for several other rail lines to serve DFW Airport and it's vicinity as well, including the Fort Worth Transportation Authority's TEX Rail line in 2016, DART's Cotton Belt line, and possibly even Amtrak's Texas Eagle or an inter-city high-speed rail line. This chapter examines the effectiveness of existing and planned transit options in meeting the future mobility needs of airport visitors and commuters from a long range perspective. It will also discuss opportunities for expanding transit coverage within the airport and present funding options for such an expansion. TEX RAIL RIDERSHIP IMPACT When service begins in 2016, The T's Tarrant Express, or TEX Rail, project will offer 19 trips per day between two stations at DFW Airport and 10 stops in Tarrant County (Figure 42). Over time, service is expected to expand to 14 stations and 23 trips per day, as non-member cities along the line come to agreements with The T. A station on the north end of DFW Airport, outside the central terminal area will allow for a future connection to DART's planned Cotton Belt rail line. In the central terminal area, TEX Rail will serve a platform between southbound International Parkway and Terminal B. This platform will be connected by a 435-ft walkway to Terminal B and by a 790-ft pedestrian bridge to the Orange Line platform adjacent to Terminal A (Figure 43). Nelson\Nygaard Consulting Associates Inc. 56

63 Platform to Terminal Connections The pedestrian bridge connecting the TEX Rail and Orange Line platforms will make two of the airport's five terminals accessible to rail passengers without the need for additional transfers. However, given the relatively long walk distances (more than 1200 feet) required to walk from either platform to the opposite terminal, few rail passengers are likely to choose the pedestrian option - opting instead to use Skylink or Terminal Link from the terminal closest to their rail platform. Nelson\Nygaard Consulting Associates Inc. 57

64 Figure 42 Planned TEX Rail Stations and Alignment Source: The T Nelson\Nygaard Consulting Associates Inc. 58

65 Figure 43 DFW Station Platforms and Walkway Source: DFW Airport Nelson\Nygaard Consulting Associates Inc. 59

66 The Skylink people mover system is the fastest way to move between terminals, but the system's secure-side location will limit which TEX Rail passengers are able to utilize Skylink from Terminal B. To access Skylink at the terminal, TEX Rail passengers will need to satisfy one of the following requirements (which are also applicable to Orange Line passengers at Terminal A): Be a terminal-area employee with badge access; Be traveling on American Airlines. American Airlines currently operates out of terminals A, B, C, and D at DFW airport, and passengers may check in at any American Airlines kiosk or ticket counter to receive the boarding pass needed to pass through security; or Be a passenger of another airline with a pre-printed boarding pass, and no luggage to check. In addition, airline passengers who land at a terminal other than B and leave the secure side of the terminal for any reason, including collecting their luggage, will no longer be able to access Skylink to connect to TEX Rail at Terminal B. Instead, these passengers, and those not meeting the access requirements described above will need to use the Terminal Link shuttle bus system to travel between terminals. Figure 44 Skylink (Background) and Terminal Link (Foreground) Source: DFW Airport Website Vehicle Capacity Terminal Link buses operate on the non-secure side of every terminal. The vehicles are relatively small with seating for just 14 passengers, but high service frequency (every 8 to 10 minutes) is sufficient to absorb current ridership demand, as well as projected shortrange ridership demand generated by DART's Orange Line. In the long-range, the addition of TEX Rail riders to the Terminal Link ridership mix may present a capacity challenge on some Terminal Link trips. Nelson\Nygaard Consulting Associates Inc. 60

67 Ridership projections developed for the Federal Transit Administration (FTA) as part of the TEX Rail project s New Starts funding application process suggest an opening day ridership of 19,980 one-way passenger trips for the rail line, with approximately 4,150 combined boardings and alightings at DFW Station. About half of the TEX Rail passengers who travel to DFW Airport Station are expected to then transfer to DART's Orange Line. The remaining passengers will continue on to one of DFW's five terminals 14 by foot, Skylink, or Terminal Link. Figure 46 shows that the likely impact of TEX Rail on Terminal Link ridership is approximately 415 additional passenger trips per day 15. The prospect that these 415 new passenger trips will result in Terminal Link overcrowding is a function of how the trips are distributed throughout the service day. Existing Terminal Link ridership is highest in the mid-day and evening, and is assumed to be reflective of the airport's activity peaks (Figure 45). Figure 45 Terminal Link Boardings by Time of Day :00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Total Terminal Link Source: Ridership data from July 26, Passenger distribution among terminals is estimated to be 20% for each terminal, based on survey of existing transit users. 15 TEX Rail New Starts application assumes approximately 50% air travelers among passengers at DFW Airport Station. More than half will likely be able to use Skylink when arriving at DFW Airport, but less than half will have access to Skylink on the return trip as a result of leaving the secure side of the terminal. Thus, an average of 50% Skylink use was applied for total trips. Nelson\Nygaard Consulting Associates Inc. 61

68 Figure 46 Projected TEX Rail Ridership Distribution TEX Rail Opening Day Ridership (2016) Daily Passenger Trips (19,800) Station DFW Airport (4,150) Other Stations (14,650) Destination DFW Airport (2,075) Orange Line (2,075) Terminal Other Terminals (1,660) Terminal B (415) Trip Type Travel (830) Work (830) Mode Skylink (415) Terminal Link (415) Source: Urban Analytics, adapted by Nelson\Nygaard Nelson\Nygaard Consulting Associates Inc. 62

69 However, the proposed TEX Rail schedule is designed to serve a more traditional commuting schedule (Figure 47), with low mid-day and evening frequency. Figure 47 TEX Rail Opening Day Service Characteristics PERIOD HOURS HEADWAYS Weekdays AM Peak 6:00 a.m. 8:30 a.m. 30 minutes Mid-day 8:30 a.m. 4:00 p.m. 90 minutes PM Peak 4:00 p.m. 6:30 p.m. 30 minutes Evening 6:30 p.m. 9:00 p.m. 90 minutes Weekends/Holidays All Day 9:00 a.m. 9:00 p.m. 90 minutes Source: URS Corporation The combination of low mid-day and evening frequency and high mid-day and evening travel demand among air travelers, could result in TEX Rail passenger surges on mid-day and evening trains. These surges could at times exceed the 14-passenger seating capacity of Terminal Link vehicles. Figure 48 shows that under some Orange Line ridership scenarios, Terminal Link vehicles may be at over 60% of seating capacity at various times of the day. Given the relatively low capacity of the current Terminal Link vehicles, if a vehicle that is already 60% full arrives at Terminal B shortly after a TEX Rail train arrival, only five TEX Rail passengers would be able to board the bus. Others would have to wait 8 to 10 minutes for the next Terminal Link shuttle. While such scenarios may only occur a few times a day, they will likely become increasingly common in the future, particularly if the proposed Cotton Belt line connecting Dallas northern suburbs to DFW comes to fruition. Nelson\Nygaard Consulting Associates Inc. 63

70 Figure Projected Maximum Loads for Terminal Link (without TEX Rail) Clockwise Maximum Load per Vehicle per Hour for Various Orange Line Ridership Scenarios Existing Max Load Max Load at 10% Air Travlers Max Load at 30% Air Travlers Max Load at 50% Air Travlers Source (for existing ridership only): DFW Airport (reflects ridership on 7/6/2011) Vehicle Selection Growing passenger loads will need to be taken into account when DFW Airport staff begins planning for the next Terminal Link vehicle procurement. Another consideration is luggage-carrying capacity. It can be assumed that most Terminal Link passengers will have luggage larger than a carry-on bag, since passengers without checked luggage will be able to access Skylink relatively easily - particularly if multiple-airline automated check-in kiosks are installed at Terminal A and Terminal B. Due to the bi-directional design of Terminal Link service, passenger trips will generally be short. When selecting the size and configuration for future Terminal Link vehicles, maximizing seating capacity should be less important than accommodating luggage and occasional standing passengers. Nelson\Nygaard Consulting Associates Inc. 64

71 Terminal Link ridership is recorder by operators for every trip. If Terminal Link ridership numbers do in fact trend upward, beginning with the introduction of Orange Line service to DFW Airport Station, airport staff should begin to consider a foot transit coach (Figure 49), similar to what has been used Figure 49 Small Transit Coach for DFW s Remote Parking Source: DFW Airport Website Shuttle routes, as an appropriate vehicle for the next Terminal Link replacement cycle. These vehicles have about twice the seating capacity of the current Terminal Link Shuttles and can more comfortably accommodate standees. Nelson\Nygaard Consulting Associates Inc. 65

72 SERVICE AVAILABILITY AND ACCESSIBILITY As awareness regarding future rail links to DFW Airport increases, more airport-area employees and air travelers will explore using passenger rail service to access the airport. Surveys conducted by the project team over the course of the DFW Airport Transit Service Planning Study reveal a mix of support and skepticism among area residents regarding these projects (Figure 50). Figure 50 PERCENT OF RESPONSES Attitudinal Question from Online Survey 28% No effect 20% Q: HOW DO YOU EXPECT THE ORANGE LINE OR TEX RAIL TO AFFECT YOUR DAILY COMMUTE? I will likely use the Orange Line or TEX Rail for my commute once they reach the airport. 52% I would be interested in using the Orange Line or TEX Rail for my commute if there is a convenient shuttle from the nearest rail station to my place of work. Source: Online survey administered by Cowan Roberts These responses reflect a sense of anticipation about the long awaited introduction of direct rail service to the region's primary airport, coupled with uncertainty about how the rail lines will accommodate diverse travel patterns. Schedules Many airport workers have unconventional work hours (Figure 51), while air travelers arrive and depart throughout the day. Figure 51 Airport-Area Employee Shift Times Shift End Shift Start :00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Source: Online and Intercept Surveys TEX Rail's 90-minute frequency for much of the service day will certainly limit the appeal of the service for air travelers and workers commuting outside of the traditional peak periods. In fact, no peer airports studied over the course of this project are served by a rail Nelson\Nygaard Consulting Associates Inc. 66

73 line less frequently than once per hour throughout the day (Figure 52). Most are served far more frequently. Figure 52 Rail Service Frequency at Peer Airports WEEKDAY RAIL SERVICE AIRPORT FREQUENCY (MINUTES) Atlanta (ATL) Baltimore-Washington (BWI) Los Angeles (LAX) Miami (MIA) Minneapolis-St. Paul (MSP) Philadelphia (PHL) San Francisco (SFO) Seattle-Tacoma (SEA) St. Louis (STL) 20 Source: Nelson/Nygaard Research TEX Rail frequency is expected to improve to 30-minute peak / 60-minute off-peak by 2022, along with a one hour extension in the span of service. Until then, many prospective TEX Rail passengers may find that the rail service does not quite meet their travel needs, at least for trips to DFW Airport. Parking In the DFW region, many transit trips begin with an automobile trip to a rail station or transit center. Nearly every TEX Rail station will include a park-and-ride lot, but parking policies must be considered carefully to avoid creating barriers to access for prospective passengers. The experience of MARTA in Atlanta, where air travelers account for 55% of airportbound rail passengers indicates allowing for overnight and long-term parking at rail stations is key to attracting choice riders to an airport-bound rail service in an automobile-oriented environment. MARTA passengers pay $5 to $8 per day to park at a rail station for more than 24 hours (prices vary by station). This option appeals to many air travelers who prefer to park closer to home and avoid the uncertainty of highway traffic. In addition on-airport parking at Atlanta s Hartsfield-Jackson International Airport ranges from $9 to $36 per day, depending on lot location. Overnight parking is important to airport workers as well, particularly those with overnight shifts. The opening of TEX Rail will put an estimated 54% of current airport-area employees within reasonably close proximity 16 of a regional rail line (Figure 53), compared to 32% with the completion of the Orange Line. As transit connections to DFW Airport improve, airport-area employers will be able to recruit from a larger pool of prospective workers. 16 Employees with addresses in a travel demand model district that also contains a rail line are considered to be in close proximity of the line. Nelson\Nygaard Consulting Associates Inc. 67

74 Figure 53 Zip Codes of DFW Airport Badge Holders Source: DFW Airport Nelson\Nygaard Consulting Associates Inc. 68

75 Feeder Routes The T has developed tentative plans for feeder bus routes to serve TEX Rail stations (Figure 54). These plans have been included in the region s 2035 travel demand model, but in some cases funding has not been identified as the cities that would be served by the feeder routes are not currently members of The T. For example, the City of Grapevine and The T recently completed an agreement whereby Grapevine allocates 3/8 cents sales tax to The T for rail service only. For the planned Grapevine Station to be served by feeder bus routes, a secondary funding source would need to be identified. The City of Mesquite, in Dallas County, offers a case study for how Grapevine and other Tarrant County cities along the TEX Rail corridor could potentially purchase feeder service from The T. Case Study Mesquite COMPASS The City of Mesquite is located approximately 10 miles east of Dallas. The closest passenger rail station to Mesquite is DART s Lawnview Station on the Green Line, but Mesquite is not a DART member-city. Since March 2012, the City of Mesquite Passenger Shuttle, or COMPASS has been providing weekday peak-period commuter service between a park-and-ride established in Mesquite and Lawnview Station in Dallas. Eight round-trips are offered in the morning, and eight trips operate in the afternoon. Mesquite funds the COMPASS service through a combination of sources. From March to September, 2012, all initial capital and operating costs were funded by local sales tax revenues. After September 30 th, federal Job Access Reverse Commute (JARC) funding contributed 50% of the operating costs. The agreement between the City of Mesquite and DART, which extends through September 30, 2014, stipulates that Mesquite pays all operating costs; DART retains all fare revenue as a system access fee. In FY , the expected operating cost is approximately $313,000. In the DFW Airport vicinity, The T s proposed feeder route network is focused on DFW North Station. However, for most residents of cities adjacent to the airport, a connection to DFW Airport Station (between terminals A and B) would provide the greatest utility. DFW Airport Station will have no on-site parking, but the ability to access both TEX Rail and the Orange Line will make the station attractive to more commuters than the DFW North Station which will initially only have TEX Rail service. In addition, feeder service to DFW Airport Station from non-member cities like Grapevine, Southlake, Colleyville, Bedford and Euless would give airport employees, who are heavily concentrated in these cities, direct access to terminals A and B. The combination of access to jobs and commuting opportunities will give non-member cities adjacent to DFW Airport a new impetus to provide transit options for their residents, and Mesquite s COMPASS service may serve as a template for these communities. Nelson\Nygaard Consulting Associates Inc. 69

76 Figure 54 Feeder Bus Plan The Last Mile Source: The T Nelson\Nygaard Consulting Associates Inc. 70

77 The Last Mile In transit, the last mile refers to the movement of passengers from a transit hub or station to their final destination. In a decentralized environment like DFW Airport and the DFW region in general, this last mile connection is especially challenging and particularly important because pedestrian options are limited. More than half of airport-area employees may have a regional rail station within relatively close proximity of their home by However, many employees may still find it challenging to utilize transit for their daily commute based on the location of their office or work station. Employees working in one of DFW s five terminals, or at locations served by the airport s existing shuttle services (car rental facility, remote parking facilities, on-airport hotels) will have little trouble reaching their workplaces. However, several large employers, including FedEx, LSG Sky Chefs, Aviall, and UPS, are located on airport territory, but outside of the central terminal area (Figure 55). For employees of these businesses, the extension of TEX Rail and the Orange Line to Terminals A and B will have limited value unless last-mile connections are established to their employment locations. Serving the dozens of employers scattered around DFW Airport with traditional fixedroute bus service is impractical for several reasons. The airport covers an area of more than 18,000 acres, with numerous office parks, warehouses, and industrial zones lining Airfield Drive, which forms an almost complete loop around DFW Airport. These developments are spaced miles apart in some cases, and many are set back quite a distance from Airfield Drive. Most importantly, unlike the central terminal area where air travelers and employees combine to create a constant flow of shuttle passengers, potential passenger activity along airfield drive is limited to a handful of shift change times. Instead of fixed-route bus service, which is most effective in dense, mixed-use environments, the airports major employers would be better served by site-specific shuttles. Site-specific shuttles typically connect to rail stations or transit centers, and are operated as a partnership between a transit agency and a major employer or institution. If the service receives public funding, then it must be open to the general public, but routes and schedules can be customized to the needs of the employer. In the DFW region, DART participates in several site-specific shuttle partnerships, in partnership with universities, major employers, and retail destinations. DART s policy allows the agency to provide up to 50% operating funding for services operated by employers or third-party private entities when the service reduces DART s requirements for regular bus service or expands coverage to areas within the DART service area, but not served by existing routes. Staging Major employers located on Airport property are likely to draw workers from both the eastern and western halves of the DFW region. Thus, any site-specific shuttle serving these employers would need to connect to both the Orange Line and TEX Rail. The only location where this is feasible with a single pick-up is at the planned kiss-and-ride area Nelson\Nygaard Consulting Associates Inc. 71

78 adjacent to the pedestrian walkway linking the Orange Line and TEX Rail platforms of DFW Airport Station. As discussed earlier, the convergence of TEX Rail and the Orange Line at DFW Airport Station, coupled with direct access to terminals A and B, will make the station an attractive destination for airport workers and commuters from Tarrant County cities adjacent to DFW Airport. If feeder bus routes emerge from any of these cities, DFW Airport Station would provide an efficient transfer location, with high ridership potential. However, the current station design does not include bus bays or other bus staging features. These elements were in an earlier station design plans, but were deferred in final design plans. If demand for site-specific shuttles and feeder buses routes does indeed materialize, it is recommended that the airport revisit the possibility of a multi-modal design for DFW Airport Station in the future. Nelson\Nygaard Consulting Associates Inc. 72

79 Figure 55 Locations of Major Employers in the DFW Airport Vicinity Source: Data collected by Cowan Roberts and adapted by Nelson\Nygaard Nelson\Nygaard Consulting Associates Inc. 73

80 FUNDING OPTIONS For site-specific shuttles serving employers on airport property, the role of public partner could be filled by DFW Airport alone, or in some combination with one or both of the transit authorities, (similar to the funding arrangements for the DFW-TRE Shuttle). Since there are very few airports nation-wide that encompass as large a geographic area as DFW Airport, and host aviation and non-aviation employment sites on their property, comparable examples of site-specific shuttles are not easy to find. However, this should not preclude consideration of the following potential sources as match for employer contributions. Site-specific shuttles are usually funded by a combination of federal, state and local funding sources, and contributions from the employers whose staff benefit from the service. For Federal funding, MAP-21 (Moving Ahead for Progress in the 21st Century) is the successor to SAFETEA-LU, effective October 1, The number of federal funding sources that could potentially be used for site-specific shuttles is rather limited. Two potential candidates are JARC and CMAQ funds. The major change in MAP-21 affecting potential site-specific shuttle service funding is the elimination of the Job Access Reverse Commute Program (JARC - formerly section 5316) as a separate program. JARC is now folded into Section 5307 Urbanized Area Formula Fund. This program includes operating assistance, with a 50% local match for job access and reverse commute activities. The urbanized area formula for distributing funds now includes the number of lowincome individuals in the proposed service area as a factor. There is no floor or ceiling on the amount of funds that can be spent on job access and reverse commute activities. Use of JARC funding for site specific shuttles does have limited precedent in the region. For example, NorthPark shuttle service hours were expanded by DART using JARC funding. Another example is the current funding of the DFW-TRE Shuttle. Current projections for allocations through section 5307 for the Dallas-Fort Worth-Arlington urbanized area are $73.5 million, and the site-specific shuttle services discussed in this report could be considered eligible for a portion of these funds. The other federal program that could be considered a potential funding source for sitespecific shuttle service is the Congestion Mitigation and Air Quality Improvement (CMAQ) Program. One of the challenges of qualifying for CMAQ funding is the requirement to provide evidence of funding sustainability beyond the term of the CMAQ funds. CMAQ funds reportedly have not been used for capital funding in the NCTCOG region. The MAP-21 provision on operating assistance (23 USC 149(m)) is currently being reviewed and guidance interpreting the provision will be issued in the future. But in general eligible expenses for CMAQ funding includes those that result in increases in vehicle occupancy rates or otherwise reduce auto demand. Another potential funding source is the Emissions Reduction Incentive Grant (ERIG) under the administration of the Texas Commission of Environmental Quality. Since both Dallas and Tarrant Counties are ERIG Program Eligible Counties, and also have priority status with air quality above PM 2.5, DFW Airport may be a candidate for these grant funds. Although ERIG is generally targeted towards over the road vehicles operated by Nelson\Nygaard Consulting Associates Inc. 74

81 trucking companies, funding has been provided to VIA Metropolitan Transit in San Antonio for fixed-route buses. A non-traditional funding source that can be explored is the use of Passenger Facility Charges (PFC) for on-site projects. According to the Federal Aviation Administration, PFC s may not be used for funding ground access projects that are intended for use of both the airport and non-airport passengers, regardless of the benefit to the airport. However, there appear to be some exceptions to this requirement, and further investigation of the potential applicability to site-specific shuttles is advised. Finally, a potential approach to funding new services such as site-specific shuttles is to establish a Transportation Management Association (TMA) for DFW employers. This strategy would involve pooling the resources of large employers in the airport area through member fees or dues to support a shuttle service. The specific contributions could be based on the number of employees, square footage, or another measure. The TMA could then contract with a third party vendor to provide the shuttle services. Since most of the sources cited above appear to have various limitations in their potential for site-specific shuttle funding, the region will likely need to find other local funding sources to serve as local match to employer contributions. FUTURE CONSIDERATIONS The DFW Airport Transit Service Planning Study has focused a great deal of attention on the airport s Terminal Link shuttle service. While Terminal Link is a relatively low-profile service today, the prominent role that it will play in supporting TEX Rail and the Orange Line in the future has elevated its importance in this analysis. The following section examines how other shuttle services operated by the airport may be impacted by the introduction of the Orange Line, TEX Rail, and other planned or proposed rail projects; and what other changes, independent of these rail projects, may help improve the effectiveness and efficiency of the shuttle services. DFW-TRE Shuttle The direct airport connections offered by TEX Rail and the Orange Line will likely attract many riders who currently use the TRE for trips to and from the airport; particularly visitors to the region with destinations that are accessible both by the TRE and one of the two new lines (downtown Dallas, Medical/Market Center, downtown Fort Worth). Other users will still find the TRE more convenient; especially airport-area employees who live along the TRE corridor. Thus, a last-mile connector between CentrePort Station on the TRE line and DFW Airport will still be needed even after the inauguration of TEX Rail and Orange Line service. Funding Today, the connection between the TRE and DFW Airport is provided by the DFW-TRE Shuttle, which operates between CentrePort Station and the airport s Remote South parking facility. The service is operated by DFW Airport, but funded jointly by the airport, DART, and The T. Since 2011, the DFW-TRE Shuttle has also received funding through a Job Access and Reverse Commute (JARC) grant. This grant has reduced the financial obligation for the three funding partners but as the JARC grant program gets Nelson\Nygaard Consulting Associates Inc. 75

82 folded into the Section 5307 Urbanized Area Formula Fund, the financial impact of the DFW-TRE Shuttle is expected to increase after 2013 for the airport and transit agencies. While the effective cost of the DFW-TRE Shuttle is expected to rise, its role as an important link to the airport for workers and air travelers is expected to diminish as riders shift to the more direct TEX Rail and Orange Line. Many current riders of the DFW-TRE Shuttle are employed directly or indirectly by American Airlines, and use the service to connect between CentrePort Station, American Airlines headquarters on Amon Carter Boulevard, and DFW Airport. With the likely reduction of air travelers using the TRE to access the airport in the future, American Airlines employees and contractors are expected to make up an even larger share of DFW-TRE Shuttle riders. Given this potential scenario, serious consideration should be given to converting the DFW-TRE Shuttle into a site-specific shuttle in partnership with American Airlines (with DFW Airport and/or The T serving as the public partner). Another alternative is for the route to be absorbed completely by The T, and connect to DFW Airport at the Remote South parking facility like DART s Route 408. The area around CentrePort station is undergoing a transformation into a dense residential neighborhood, popular among airport-area workers. Transit connections to American Airlines headquarters and DFW Airport are simply local trips for these residents and would be logically served by the local transit provider. Routing The current routing of the DFW-TRE Shuttle forces passengers to transfer to a DFW Remote Parking Shuttle at the South Remote Parking facility in order to reach the airport s terminals. Coming from the TRE, this trip is relatively fast for several reasons: Figure 56 Remote South Passenger Loading Area DFW-TRE Shuttles operate every 15 minutes between CentrePort Station and DFW s Remote South lot. To minimize wait time for airport-bound passengers at Source: DFW Airport Website CentrePort station, shuttle drivers are instructed to wait at the station past their scheduled departure times if a TRE train is approaching. DFW Remote Parking Shuttles operate approximately every 10 to 12 minutes between the South Remote lot and the airport s five terminals, meaning wait times are short for passengers transferring from the DFW-TRE Shuttle. All DFW-branded shuttles load and unload passengers under a single canopy at DFW s Remote South lot. For passengers transferring between the DFW-TRE Shuttle and a Remote Parking Shuttle, the walk-distance between buses is approximately 40 feet (Figure 56). Nelson\Nygaard Consulting Associates Inc. 76

83 Each Remote Parking Shuttle serves a maximum of two terminals before proceeding to the Remote North lot. This scenario results in shorter travel times compared to serving all five terminals with every shuttle. Trips from the terminals to CentrePort Station typically take slightly longer because Remote Parking Shuttles do not meet every arriving flight (as they do with TRE trains), and the wait time for a transfer from a Remote Parking Shuttle to the DFW-TRE Shuttle tends to be a few minutes longer than in the other direction because of the lower service frequency of the latter (15 minutes compared to 10 to 12 minutes). However, the longest potential wait time for DFW-TRE Shuttle passengers is at CentrePort Station if they are connecting to the Trinity Railway Express. TRE trains operate approximately every 30 to 90 minutes in each direction, depending on time of day. Unless a shuttle passenger plans their trip carefully while still at the airport, they could end up waiting at CentrePort Station for more than an hour for their train to arrive. Modifying the DFW-TRE Shuttle would not address the issue of long wait times at CentrePort Station, which are primarily a function of the TRE schedule, but other considerations do exist for reviewing other possible routing alternatives for the service. For example, there may be opportunities to improve the passenger experience of airport visitors by either creating a direct connection from CentrePort Station to the central terminal area or by shifting the transfer point between shuttles from the Remote South lot to the airport s Consolidated Rental Car Facility. The benefits and challenges of these two approaches are discussed below. CentrePort Station to Central Terminal Area From December 2012 until December 2014, DART s Route 500 will shuttle passengers from the interim end-station of the Orange Line at Belt Line Station to DFW Terminal A. In order to improve the passenger experience for TRE riders traveling to and from the airport, Route 500 will also serve CentrePort Station (Figure 57). There are no immediate plans to discontinue the current DFW-TRE Shuttle service between CentrePort Station and DFW s Remote South parking facility, so at least temporarily there will be two parallel routes using different service approaches operating in the same corridor. The first approach, used by the DFW-TRE Shuttle is to minimize route length and thus fleet requirements by shuttling passengers between CentrePort Station and DFW s Remote South parking facility. At Remote South, passengers transfer to Remote Parking shuttles to connect to any terminal. Wait times are generally low, as the Remote Parking shuttles operate every minutes. Nelson\Nygaard Consulting Associates Inc. 77

84 Figure 57 DART Route 500 Source: DART Website Nelson\Nygaard Consulting Associates Inc. 78

85 The second approach, to be used by Route 500 is to provide a connection from CentrePort Station to Terminal A, located approximately four miles further north of the Remote South parking facility. Serving Terminal A directly will still require a transfer for many passengers (to the Terminal Link Shuttle) if they are unable to access the Skylink system to connect to other terminals. The portion of Route 500 serving Belt Line Station will no longer be necessary after December 2014, when Orange Line service is extended to DFW Airport Station. If the route were to consist of just the segment from Terminal A to Centre Port Station, it would require one additional vehicle as compared to the DFW-TRE Shuttle in order to maintain the current 15-minute service frequency. The interim period in which both the DFW-TRE Shuttle and Route 500 provide service between CentrePort Station and DFW Airport presents a unique opportunity to evaluate the appeal and cost-effectiveness of two competing service approaches (although it would not be practical to maintain both services long-term). This is not a perfect comparison, as Route 500 requires fare payment while the DFW-TRE Shuttle does not, but passengers arriving at CentrePort Station on the TRE are able to transfer to Route 500 without additional payment. CentrePort Station to Consolidated Rental Car Facility DFW s Consolidated Rental Car Facility is located just south of the Remote South parking facility (Figure 58). Terminating the DFW-TRE Shuttle at the Rental Car Facility would not significantly change travel times from CentrePort Station or require any additional vehicles to maintain current service frequencies. It would, however, slightly reduce travel times to the terminals for passengers. DFW s Rental Car Shuttles provide direct service from the Rental Car Facility to each of the airport s five terminals every ten minutes. Each shuttle serves a single terminal before returning to the Rental Car Facility. This reduces up to nine minutes of travel time for those passengers who would otherwise have to ride through an additional terminal before reaching their own terminal on a Remote Parking shuttle. The Rental Car Facility is larger and features more passenger amenities than the waiting area at the South Remote lot. The result is a more prominent gateway to the airport. However, given the high service frequency of Rental Car Shuttles, it is unlikely most transferring passengers from the DFW-TRE Shuttle will enter the vestibule of the facility. In addition, the horseshoe layout of the passenger loading zone and the greater number of shuttle vehicles (compared to the Remote Parking shuttle) creates a longer walking distance for transferring passengers than the compact design of the Remote South loading zone. From a branding perspective, the current fleet of Rental Car Shuttle buses are heavily branded to emphasize rental car service. By contrast the Remote Parking Shuttles and the DFW-TRE Shuttles are more generically branded as DFW Airport vehicles and feature variable message signs that designate the route that they are operating on. Passengers trying to reach the TRE from the terminals may be hesitant to board a vehicle that is clearly intended for rental car customers. Nelson\Nygaard Consulting Associates Inc. 79

86 Figure 58 DFW Remote South Parking and Rental Car Facility Source: Google Earth Other factors that may help determine the most appropriate routing for the DFW-TRE Shuttle include the future funding and branding of the route. If, as suggested previously in this document, the service would be better suited as a local T route, the configuration of the Remote South lot, and its proximity to Airfield Drive, allows public transit buses to serve the facility without interfering with airport shuttle operations (Figure 59). By contrast, the setback of the Rental Car Facility from major roadways makes it difficult to serve the facility well without using the horseshoe passenger loading zone used by Rental Car Shuttles. Some very preliminary consideration has been given to the proposal of extending the Skylink automated people mover system from the central terminal area to the Rental Car Facility (discussed in more detail below). If this were to occur, and the extension did not include a stop at the Remote South parking facility, the Rental Car Facility would become an ideal gateway and terminus for the DFW-TRE Shuttle, DART Route 408, and even the Remote Parking shuttle. Nelson\Nygaard Consulting Associates Inc. 80

87 Figure 59 Transit Operations at DFW Remote South Parking Facility Source: Google Earth Skylink As discussed throughout this study, the primary challenge for integrating Skylink with the expanding regional transit network is the fact that it operates on the secure side of the terminals. Passengers who, for various reasons, are not able to pass through security at a given terminal are also unable to utilize Skylink. For the immediate future, the Terminal Link shuttle system provides the most viable alternative to Skylink. In the long-term, innovative approaches may be feasible to maximize the accessibility and utilization of the Skylink system. One option for increasing the number of passengers who are able to access Skylink at Terminal A or B is to implement a remote baggage check-in system at or near DFW Airport Station. Passengers arriving to the airport by train, would be able to check their luggage in for any flight on any airline, allowing them proceed through security at Terminal A or B even if their flight is departing from a different terminal. Under such a scenario, baggage handling and screening would be performed by a TSA-certified contractor. While the concept of TSA-certified remote baggage check-in has been implemented elsewhere, an analysis by DFW Airport staff suggests the option may not be economically sustainable in the near-term for several reasons: Nelson\Nygaard Consulting Associates Inc. 81

88 The service would require a fee to cover costs, and passengers are resistant to more fees on top of existing airline baggage fees. Remote baggage check-in at Terminal A or B would require passengers to arrive at the airport even earlier than they do currently to allow for enough time to screen and deliver luggage to the appropriate airline in time for departure. Current forecasts for total non-american Airlines luggage to be check-in is 3 5 pieces per arriving Orange Line train in 2014 and 5 9 in Such low volumes would not justify an investment in a remote baggage check-in system. Even if demand for a remote baggage check-in system grows in the future, the system would not address the issue of passengers leaving security to claim luggage after a flight. Once passengers leave security, they no longer have access to Skylink and must instead use the Terminal Link shuttle system to reach DFW Airport Station. Even passengers who make every effort to travel with carry-on luggage only still face the possibility of having their bags checked at the gate if over-head bin space fills up before they board their flight. This is an increasingly common occurrence as more passengers travel with carry-on luggage only to avoid baggage check-in fees. Realistically, unless passengers on the non-secure side of the terminals are somehow able to access Skylink, the transit experience for passengers traveling to and from DFW Airport will remain inconsistent and full of variables. An idea discussed informally by transportation officials in the DFW region is to create sterile and non-sterile Skylink train cars. Sterile cars would only carry passengers who had cleared security, while nonsterile cars would be open to passengers who are outside of security. Skylink trains typically consist of a two-car set. However, it is possible to couple together two two-car sets (Figure 60). Passengers are not able to pass between cars, meaning that it is possible to separate passengers who are traveling between secure stops in the airport and those who are traveling between non-secure stops. Figure 60 Skylink Train Source: DFW Airport Website Nelson\Nygaard Consulting Associates Inc. 82

89 To facilitate the use of Skylink by passengers traveling between non-secure stops, Skylink Stations would need to be retrofitted with barriers separating the sterile and non-sterile environments. Sterile and non-sterile cars would only open their doors in the corresponding half of each station. To provide access from the non-secure side of each terminal to the Skylink stations, DFW Airport would need to install a series of elevators and pedestrian bridges to take passengers over each terminal and into the non-sterile side of the nearest Skylink station (Figure 61). If this approach were found to be technically viable, it would also allow for an extension of Skylink to the non-secure Rental Car Facility. Such a project would constitute a major capital investment for the region (with no identified funding source), but would improve the transit-experience for airport visitors (including TEX Rail, Orange Line, Rental Car Shuttle, DFW-TRE Shuttle, Terminal Link and Remote Parking Shuttle users) immeasurably. Figure 61 DFW Terminal with Skylink Station Source: Google Earth Other Planned or Proposed Rail Service Besides TEX Rail and the Orange Line, several other rail projects may help solidify DFW s role as a multi-modal hub. Funding and timelines for these projects are still uncertain. Cotton Belt Line the Cotton Belt Line is a planned DART commuter rail line connecting DFW Airport to Dallas north suburbs (Carrollton, Addison, Dallas, Richardson, and Plano. The line would incorporate the TEX Rail service into a 62-mile system with similar service characteristics as TEX Rail and would serve both the DFW North Station and DFW Airport Station. The Cotton Belt Line Nelson\Nygaard Consulting Associates Inc. 83

90 would not require any additional shuttle service modification within DFW Airport beyond what would already be required to serve TEX Rail. Amtrak Texas Eagle discussions continue between Amtrak, the TRE, and the NCTCOG to shift Amtrak s daily Texas Eagle service to the TRE corridor. If Amtrak is relocated, Amtrak trains would arrive at CentrePort Station twice a day (once per direction), and riders connecting to DFW Airport would use the DFW- TRE Shuttle. High Speed Rail various plans have been discussed to bring high-speed rail to Texas and the DFW region. Some of these plans include a connection to DFW Airport as well. If high-speed rail does provide DFW Airport service, it would likely connect to an existing hub such as the Consolidated Rental Car Facility, from which passengers could connect to the airport s terminals. No additional shuttle services would be needed to accommodate high-speed rail passengers. CONCLUSION The introduction of direct rail service to DFW Airport presents tremendous long-range opportunities for the entire DFW region. However, these opportunities will not be fully realized without careful planning for access to and from the proposed rail services. The decentralized nature of both the airport and the region means the rail lines will require many supporting pieces to reach their full potential. Last mile connections will be the key to the success of both rail lines. Feeder bus routes and rail station parking policies will help establish a ridership base for the services. Service frequency improvements and expanded shuttle connections to major employers beyond the central terminal area will allow ridership growth. If rail ridership to DFW Airport reaches levels projected in the regional travel demand model, larger vehicles will need to be considered for the Terminal Link shuttle service. Otherwise, the airport s shuttle services are well positioned to accommodate rail passengers from TEX Rail, the Orange Line, and other future passenger rail services. Finally, a long-term goal of DART, The T, DFW Airport, and NCTCOG should be to work toward a more consistent transit-to-terminal experience. Ideally, this would include the integration of Skylink into the regional transit network, allowing passengers to utilize the system from both the secure and non-secure side of the terminals. Nelson\Nygaard Consulting Associates Inc. 84

91 APPENDIX Figure A-1 Daily Person Trips Associated with DFW Airport Nelson\Nygaard Consulting Associates Inc. 85

92 Figure A-2 Home-Based Work Trips Associated with DFW Airport Nelson\Nygaard Consulting Associates Inc. 86