Measuring the Benefits of Intercity Passenger Rail: A Study

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epresented approximately 4 percent of the ridership, reflecting a similar trend that was displayed in the summary of passenger trip purposes. Non-college students included passengers traveling to the Job Corps training center in Guthrie, Oklahoma. Table 5-24: Passenger Employment Status, Percent of All Trips Employment Status April (424) July (539) Employed Full-Time 49 55 Employed Part-Time 5 6 Unemployed 5 3 University/College Student 4 4 Student (Other Than College) 1 1 Retired 27 24 Homemaker 9 7 Note: Sample size shown in parenthesis. Columns may not sum to 100 percent due to rounding. Household Vehicles The number of vehicles owned or leased by a household is a common demographic item on transportation surveys as it reflects automobile availability, which in turn impacts a host of other measures that are applicable to the transportation planning process. Table 5-25 shows the number of household vehicles reported by Heartland Flyer passengers. A majority of passengers lived in households with two vehicles, with the median number of household vehicles reported as 1.7 and 1.6 in April and July, respectively. Table 5-25: Passenger Household Vehicles, Percent of All Trips Household Vehicles April (428) July (561) None 4 3 One 18 20 Two 40 44 Three or More 37 32 Note: Sample size shown in parenthesis. Columns may not sum to 100 percent due to rounding. Nearly all of the Heartland Flyer passengers surveyed lived in a household with at least one vehicle. Zero-vehicle households comprised about 4 percent of the respondents in April and 3 percent of the respondents in July. This suggests widespread availability of an automobile as an alternative to the rail service. Subsequent sections include additional discussion of this trend in the context of passenger alternatives to the Heartland Flyer. 114
Household Income Table 5-26 reports the distribution of annual household income of Heartland Flyer passengers. Most Heartland Flyer passengers lived in households with annual incomes in excess of $50,000. The distribution of household incomes appeared to be slightly more uniform during the summer as compared to the average travel season. Median annual household income was $65,900 in April and $57,000 in July. Low-income travelers (annual household incomes less than $20,000) accounted for about 16 percent of the travelers in each study period. Table 5-26: Passenger Household Income, Percent of All Trips Household Income April (389) July (502) Under $10,000 6 6 $10,000-$19,999 7 7 $20,000-$29,999 8 9 $30,000-$39,999 7 12 $40,000-$49,999 8 10 $50,000-$74,999 22 22 $75,000-$99,999 15 15 $100,000 or More 25 20 Note: Sample size shown in parenthesis. Columns may not sum to 100 percent due to rounding. MOBILITY IMPACTS The main objective of this study was to identify the mobility impacts of providing passenger rail service in an intercity corridor, using the Heartland Flyer corridor as a case study. Examining how passenger rail supports mobility in an intercity corridor can reveal how the provision of service affects progress toward larger policy goals such as safety, transportation network efficiency, and asset preservation. The key measure used in this study to identify the mobility impacts of the rail service was the passengers’ self-reported alternatives for travel if the Heartland Flyer were discontinued. From these responses, analysts can estimate the number of trips “diverted” from other modes onto the rail service, as well as the total number of “induced” trips on the service. This section provides a preliminary estimate of the total number of diverted and induced trips on the Heartland Flyer. Also examined are relationships between passenger alternatives and selected variables. Finally, the mobility impacts of the passenger rail service across the urban/rural continuum are investigated. 115
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1. Report No. SWUTC/10/169116-1 2.
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ABSTRACT In recent years, the polic
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LIST OF FIGURES Page Figure 3-1: He
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EXECUTIVE SUMMARY INTRODUCTION In i
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ail service along intercity corrido
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planning faces a variety of challen
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of travel (in the absence of rail s
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participate in the study. Throughou
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such as medical appointments or fun
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Heartland Flyer annually. Induced t
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Heartland Flyer identified in this
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DISCLAIMER The contents of this rep
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CHAPTER 1: INTRODUCTION In its Dece
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to Fort Worth intercity corridor wa
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• An overview of intercity passen
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passenger deficit for the year 1969
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In April 2009, the Federal Railroad
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conditions across the United States
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Table 2-2: State-Supported Routes i
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Oklahoma and Texas support service
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conducted by the Southeastern Wisco
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Discussion of State-Supported Rail
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• The 1993 Illinois Passenger Rai
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INTERCITY PASSENGER RAIL PLANNING T
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Data Needs for Intercity Passenger
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supported routes. The following par
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• Third, the total non-business r
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demand model varies, Horowitz and F
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Survey Design Literature Deploying
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Table 2-4: Elements Included in On-
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question. This pattern is consisten
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a particular corridor. For example,
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CHAPTER 3: DESCRIPTION OF HEARTLAND
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• After passing through Davis, th
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minutes early. A later section of t
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corridor. Table 3-1 shows a snapsho
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enefits resulting from the route’
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state of Oklahoma (71). This action
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served by the route are Pauls Valle
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Figure 3-4: Typical P42DC Locomotiv
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during non-peak times when the usua
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effect during this research study w
Page 93 and 94: HEARTLAND FLYER SERVICE DATA The fo
Page 95 and 96: Examining the 10-year monthly avera
Page 97 and 98: surprisingly, is Oklahoma City-Fort
Page 99 and 100: Figure 3-9: Heartland Flyer On-Time
Page 101 and 102: CHAPTER 4: DATA COLLECTION The main
Page 103 and 104: amenities that could increase rail
Page 105 and 106: pool be increased to 3,000. The IRB
Page 107 and 108: Summary of Data Collection Tables 4
Page 109 and 110: Ineligible Passengers Several group
Page 111 and 112: QUALITY CONTROL After completing th
Page 113 and 114: For the access mode to station ques
Page 115 and 116: One question on the survey asked th
Page 117 and 118: trip). However, researchers determi
Page 119 and 120: eporting how far passengers were fr
Page 121 and 122: CHAPTER 5: DATA ANALYSIS This chapt
Page 123 and 124: survey item by the total number of
Page 125 and 126: Comparing the total column in Table
Page 127 and 128: Tables 5-5 and 5-6 display another
Page 129 and 130: Heartland Flyer Market Area Researc
Page 131 and 132: Table 5-9: Passenger Trip Purpose,
Page 133 and 134: PASSENGER CHARACTERISTICS Passenger
Page 135 and 136: is entirely possible that a passeng
Page 137 and 138: In both April and July, the two mos
Page 139 and 140: Table 5-19: Passenger State of Resi
Page 141 and 142: Figure 5-2: Residential Zip Codes o
Page 143: Gender Table 5-22 reports passenger
Page 147 and 148: In FFY 2009, the Heartland Flyer ra
Page 149 and 150: Table 5-28: Passenger Alternatives
Page 151 and 152: Urban and Rural Mobility Another co
Page 153 and 154: passenger was approximately $120 in
Page 155 and 156: if the service did not exist (appro
Page 157: This study measured the mobility im
Page 160 and 161: questions on the passenger’s boar
Page 162 and 163: made is related to the similarity b
Page 164 and 165: valuable insight on the design of f
Page 167 and 168: REFERENCES 1. National Surface Tran
Page 169 and 170: 35. Corey, Canapary & Galanis Resea
Page 171: 74. Able Consulting. Tier 1 Environ
Page 174 and 175: Figure A-3: Purcell Amtrak Station
Page 176 and 177: Figure A-7: Fort Worth Amtrak Stati
Page 178 and 179: 148
Page 180: 150
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Measuring the Benefits of Intercity Passenger Rail: A Study

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