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train stations located under passenger terminals. A few basic considerations and facts
concerning such systems will be summarized here.
The local origins and destinations of airport users and airport employees are, as a rule,
widely dispersed in sprawling metropolitan areas. As a result, and with very few excep-
tions, major airports depend primarily on highways and roadways and on a combination
of private automobiles, rental cars, taxis, buses, trucks and specialized ground vehicles
to transport the bulk of passengers, airport-site employees, cargo and various supplies
to/from the airport. The private automobile, in particular, has held a dominant position
among the various modes of ground access to airports in most places, most notably in
the USA.
Investment in and use of rail access varies widely around the world. Most airports in
the USA, either by choice or due to economic and political realities, have placed limited
reliance on rail access. With the exception of Washington Reagan, where roughly 15%
of passengers use the Metro rail system, the share of rail access is well under 10% at all
US airports (de Neufville and Odoni, 2003). By contrast, it is in the 20 to 40% range at
many of the busiest airports in Europe and East Asia. In general, the degree of success
of rail as a means of airport access depends on several factors such as: local and national
culture vis-a-vis use of the railroad; the existence of an extensive national or regional rail
network and the connectivity of the airport뭩 rail link to that network; and the quality and
cost of alternative means of airport access.
When it comes to highway and road access, it is essential to realize that employee
vehicle traffic, as well as cargo and supply vehicle traffic, are very significant: each typi-
cally accounts for at least 20% of total daily road traffic to/from the airport. Consider, for
example, employee traffic. A very rough 뱑ule of thumb� is that the relationship between
the annual number of airport passengers and the number of airport-related employees
is 1000 employees for every 1 million passengers.18 Thus, about 20 000 airport-related
employees can be expected to work at or near an airport with 20 million annual passen-
gers. If 70% of these employees come to the airport on any given day and if 50% of those
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Physical Characteristics 359
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train stations located under passenger terminals. A few basic considerations and facts
concerning such systems will be summarized here.
The local origins and destinations of airport users and airport employees are, as a rule,
widely dispersed in sprawling metropolitan areas. As a result, and with very few excep-
tions, major airports depend primarily on highways and roadways and on a combination
of private automobiles, rental cars, taxis, buses, trucks and specialized ground vehicles
to transport the bulk of passengers, airport-site employees, cargo and various supplies
to/from the airport. The private automobile, in particular, has held a dominant position
among the various modes of ground access to airports in most places, most notably in
the USA.
Investment in and use of rail access varies widely around the world. Most airports in
the USA, either by choice or due to economic and political realities, have placed limited
reliance on rail access. With the exception of Washington Reagan, where roughly 15%
of passengers use the Metro rail system, the share of rail access is well under 10% at all
US airports (de Neufville and Odoni, 2003). By contrast, it is in the 20 to 40% range at
many of the busiest airports in Europe and East Asia. In general, the degree of success
of rail as a means of airport access depends on several factors such as: local and national
culture vis-a-vis use of the railroad; the existence of an extensive national or regional rail
network and the connectivity of the airport뭩 rail link to that network; and the quality and
cost of alternative means of airport access.
When it comes to highway and road access, it is essential to realize that employee
vehicle traffic, as well as cargo and supply vehicle traffic, are very significant: each typi-
cally accounts for at least 20% of total daily road traffic to/from the airport. Consider, for
example, employee traffic. A very rough 뱑ule of thumb� is that the relationship between
the annual number of airport passengers and the number of airport-related employees
is 1000 employees for every 1 million passengers.18 Thus, about 20 000 airport-related
employees can be expected to work at or near an airport with 20 million annual passen-
gers. If 70% of these employees come to the airport on any given day and if 50% of those
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