Measuring the Benefits of Intercity Passenger Rail: A Study

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Table 5-29: Passenger Alternatives by Selected Measures, July 2009 (Percent) Survey Item Category Driver Passenger Rent Car Airplane Bus No Trip All Trips (560) 55 8 3 5 3 27 Visiting Family or Friends (211) 60 9 5 9 3 15 University/College (4) 50 25 0 0 0 25 Business Trip (8) 63 0 0 25 0 13 Trip Purpose Leisure/Recreation (167) 49 7 1 2 1 41 Personal Business (26) 54 16 0 4 16 12 Shopping (9) 44 0 0 0 0 56 Vacation (76) 51 7 1 3 3 36 18-24 Years (62) 52 15 2 5 6 21 25-34 Years (76) 68 4 3 4 8 13 35-44 Years (84) 54 6 7 2 4 27 Age Group 45-54 Years (115) 57 4 2 4 4 30 55-64 Years (105) 56 8 2 7 0 28 65 Years or Older (102) 47 9 1 7 0 36 120 None (16) 25 13 0 6 25 31 One (108) 47 12 3 6 6 25 Two (239) 59 5 3 4 2 28 Three or More (173) 59 7 2 4 2 26 Under $10,000 (27) 44 4 0 4 30 19 $10,000-$19,999 (34) 50 9 0 9 15 18 $20,000-$29,999 (41) 41 12 5 2 7 32 $30,000-$39,999 (58) 57 9 0 2 0 33 $40,000-$49,999 (47) 45 11 9 4 0 32 $50,000-$74,999 (105) 63 4 2 9 0 23 $75,000-$99,999 (75) 64 5 4 3 1 23 $100,000 or More (95) 66 5 0 3 1 24 Household Vehicles Household Income Note: Sample size shown in parenthesis. Rows may not sum to 100 percent due to rounding.
Urban and Rural Mobility Another consideration for the evaluation of the mobility impacts of intercity passenger rail service is an assessment of how residents of urban or rural areas obtain mobility from the service. One might suspect, for example, that the rail service might be the only means of transportation available to rural residents other than private vehicle. Residents in urban areas have greater access to intercity travel, most notably, via air carrier services. Consequently, the alternative travel mode data from this study can provide some insight on this issue. For this study, an area was considered “urban” if it was in a county that was part of a metropolitan statistical area (MSA) as defined by the White House Office of Management and Budget (81). Counties not included in an MSA were considered “rural” for this analysis. Using spatial analysis tools, researchers assigned passenger zip codes to “urban” or “rural” locations. Table 5-30 shows the distribution of passenger alternative travel mode by urban or rural residence. Approximately 70 percent of passengers during both survey periods reported a home zip code that was located inside an MSA, considered urban for this analysis. Table 5-30: Alternative Travel Mode, Percent by Urban or Rural Residence April July Alternative Travel Mode Urban Rural Urban Rural (278) (135) (406) (154) Drive A Private Vehicle 39 64 60 47 Passenger in A Private Vehicle 11 12 7 10 Rental Car or Company Vehicle 3 2 3 0 Commercial Airline 8 5 4 7 Intercity Bus 4 2 3 5 Would Not Make Trip 35 16 25 33 Note: Sample size shown in parenthesis. Columns may not sum to 100 percent due to rounding. The findings reported in Table 5-30 suggest that no pattern of alternative travel mode preference was evident between rural or urban populations. In April, more rural residents diverted to vehicle while in July, more urban residents preferred automobile as an alternative. Induced travel percentages suggested a similar pattern, with the rural residents having a lower percentage of induced travel in April but slightly higher in July. 121
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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
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HEARTLAND FLYER SERVICE DATA The fo
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Examining the 10-year monthly avera
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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 and 144: Gender Table 5-22 reports passenger
Page 145 and 146: Household Income Table 5-26 reports
Page 147 and 148: In FFY 2009, the Heartland Flyer ra
Page 149: Table 5-28: Passenger Alternatives
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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