Survey on Air-Rail Connectivity, Part II
U.S. Government Accountability Office
Contents
- Introduction
- Section I. Benefits of Airport and Intercity Passenger Rail (Air-Rail) Connectivity
- Section II. Strategies to Improve Airport and Intercity Passenger Rail (Air-Rail ) Connectivity in the United States
- Section III. Factors That Facilitate and Hinder Airport and Intercity Passenger Rail ( Air-Rail) Connectivity
- Section IV. Differences between the United States and Europe Contributing to Variations in Their Respective Airport and Intercity Passenger Rail (Air-Rail) Connections
Introduction
As you may recall, the first stage of this survey, conducted in January and February, consisted of five open-ended questions about various aspects of air and intercity
passenger rail connectivity. Based on the responses received during the first round of the survey, we have developed questions and responses to obtain your views on
the opinions provided by other experts participating in this survey.
The questions in this second stage of the survey can be answered by checking boxes. We estimate that this second stage of the survey will take about 60 minutes to
complete. It can be completed over multiple sittings. You may need to consult with officials and staff within your organization to answer these questions. To learn more about completing the questionnaire, printing your
responses, and whom to contact if you have questions, _____.
Your responses will provide critical information that will be shared with Congress. While the results of the survey will generally be provided in summary form in
our report, individual answers may be discussed, but they will not include any information that could be used to identify individual respondents.
Thank you for your time and assistance.
Section I. Benefits of Airport and Intercity Passenger Rail (Air-Rail) Connectivity
1. How important, if at all, is each of the following potential time and convenience benefits resulting from air-rail connectivity?
1a. Increased convenience to passengers
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 23 | 16 | 2 | 0 | 0 | 0 | 0 | 41 |
1b. Increased overall traveler satisfaction
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 14 | 22 | 5 | 0 | 0 | 0 | 0 | 41 |
1c. Reduced travel time to and from airports
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 18 | 11 | 9 | 0 | 2 | 0 | 1 | 41 |
1d. Reduced traffic on the roads to and from airports
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 9 | 13 | 13 | 2 | 2 | 1 | 1 | 41 |
1e. Reduced congestion on major interstate highways due to increased modal diversion
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 11 | 10 | 11 | 6 | 2 | 1 | 0 | 41 |
1f. Increased number of travel options for employees to access airports
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 16 | 8 | 3 | 1 | 0 | 1 | 41 |
1g. Increased number of travel options for passengers to access airports
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 21 | 16 | 3 | 0 | 0 | 0 | 1 | 41 |
1h. Increased use of public transit
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 10 | 11 | 13 | 5 | 1 | 1 | 0 | 41 |
1i. Increased safety of transportation network
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 4 | 16 | 15 | 4 | 2 | 0 | 0 | 41 |
1j. Increased reliability of travel to the airport
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 22 | 11 | 6 | 2 | 0 | 0 | 0 | 41 |
1k. Increased air capacity at airports
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 8 | 13 | 13 | 5 | 2 | 0 | 0 | 41 |
2. How important, if at all, is each of the following potential economic benefits resulting from air-rail connectivity?
2a. Reduced overall cost for travelers connecting to the airport
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 5 | 18 | 11 | 4 | 2 | 0 | 1 | 41 |
2b. Collocation of multiple modes of transportation at the airport, so each mode can take advantage of parking, concessions, security, and infrastructure at a lower cost than if each had to provide for itself
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 9 | 16 | 11 | 3 | 1 | 0 | 1 | 41 |
2c. Reduced parking congestion for airport passengers
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 3 | 17 | 11 | 8 | 1 | 1 | 0 | 41 |
2d. Incentivizes airports to be built further from the city; permits cheaper land acquisition for expansion and reducing environmental consequences of expansion over less dense area
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 3 | 7 | 10 | 11 | 9 | 1 | 0 | 41 |
2e. Reduced need for airport expansion and roadway access
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 9 | 11 | 10 | 5 | 4 | 1 | 1 | 41 |
2f. Supplement need for Essential Air Service
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 3 | 6 | 13 | 7 | 5 | 6 | 1 | 41 |
2g. Allows short-haul flights to be replaced by intercity rail connections between airports; allows airlines to use slots for long distance flights
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 19 | 16 | 3 | 1 | 2 | 0 | 0 | 41 |
2h. Increased commercial development and jobs creation near the airport
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 8 | 12 | 15 | 3 | 0 | 1 | 2 | 41 |
2i. Allows airlines to attract passengers from outside the current airport service area
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 14 | 11 | 10 | 5 | 0 | 0 | 1 | 41 |
2j. Allows airports to attract passengers from outside the current airport service area
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 16 | 11 | 11 | 2 | 0 | 1 | 0 | 41 |
2k. Allows intercity passenger rail operators to attract riders from the airport service area
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 15 | 12 | 1 | 0 | 1 | 0 | 41 |
3. How important, if at all, is each of the following potential environmental benefits resulting from air-rail connectivity?
3a. Reduced carbon emissions from vehicles
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 17 | 13 | 8 | 1 | 1 | 1 | 0 | 41 |
3b. Reduced energy use
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 15 | 10 | 12 | 1 | 1 | 1 | 1 | 41 |
3c. Reduced noise pollution
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 8 | 9 | 12 | 3 | 3 | 2 | 4 | 41 |
3d. Other (please describe)
| Very important |
Important |
Somewhat important | Not important |
Not a benefit |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 3 | 3 | 2 | 0 | 0 | 12 | 21 | 41 |
If other environmental benefit(s) specified in question 3, what was the benefit(s)?
Section II. Strategies to Improve Airport and Intercity Passenger Rail (Air-Rail) Connectivity in the United States
4. How important, if at all, to improving air-rail connectivity is federal policymakers' adoption of each of the following federal funding strategies; and how feasible, if at all, is implementation of each strategy?
a. Permit greater flexibility in using federal transportation grant programs (such as the Airport Improvement Program) for air-rail connections
Importance: Permit greater flexibility in using federal transportation grant programs
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 18 | 15 | 5 | 1 | 2 | 0 | 41 |
Feasibility: Permit greater flexibility in using federal transportation grant programs
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 5 | 21 | 8 | 3 | 4 | 0 | 41 |
b. Ease restrictions on using funds collected through Passenger Facility Charges to develop air-rail connections
Importance: Ease restrictions on using funds collected through Passenger Facility Charges
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 19 | 12 | 6 | 1 | 3 | 0 | 41 |
Feasibility: Ease restrictions on using funds collected through Passenger Facility Charges
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 7 | 13 | 11 | 4 | 4 | 2 | 41 |
c. Provide dedicated funding for intermodal projects, including air-rail connections
Importance: Provide dedicated funding for intermodal projects, including air-rail connections
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 22 | 12 | 5 | 2 | 0 | 0 | 41 |
Feasibility: Provide dedicated funding for intermodal projects, including air-rail connections
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 4 | 18 | 16 | 3 | 0 | 0 | 41 |
d. Provide additional funding for intercity passenger rail service
Importance: Provide additional funding for intercity passenger rail service
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 17 | 15 | 8 | 0 | 1 | 0 | 41 |
Feasibility: Provide additional funding for intercity passenger rail service
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 5 | 17 | 17 | 0 | 1 | 1 | 41 |
e. Provide additional funding for terminal and airfield improvements at airports to facilitate air-rail connections
Importance: Provide additional funding for terminal and airfield improvements at airports to facilitate air-rail connections
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 10 | 15 | 11 | 1 | 2 | 2 | 41 |
Feasibility: Provide additional funding for terminal and airfield improvements at airports to facilitate air-rail connections
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 19 | 15 | 1 | 2 | 2 | 41 |
f. Insulate federal transportation funding decisions from political considerations
Importance: Insulate federal transportation funding decisions from political considerations
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 11 | 12 | 11 | 3 | 3 | 1 | 41 |
Feasibility: Insulate federal transportation funding decisions from political considerations
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 0 | 3 | 10 | 21 | 5 | 2 | 41 |
g. Establish intermodal connectivity as a criterion for federal transportation funding
Importance: Establish intermodal connectivity as a criterion for federal transportation funding
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 17 | 12 | 7 | 1 | 3 | 1 | 41 |
Feasibility: Establish intermodal connectivity as a criterion for federal transportation funding
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 7 | 13 | 11 | 3 | 4 | 3 | 41 |
h. Incentivize public-private partnerships to help fund and construct air-rail projects
Importance: Incentivize public-private partnerships to help fund and construct air-rail projects
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 13 | 12 | 12 | 1 | 2 | 1 | 41 |
Feasibility: Incentivize public-private partnerships to help fund and construct air-rail projects
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 22 | 14 | 0 | 2 | 1 | 41 |
5. How important, if at all, to improving air-rail connectivity is federal policymakers' adoption of each of the following regulatory and legislative actions; and how feasible, if at all, is implementation of each action?
a. Provide additional federal guidance on air-rail projects, clarifying requirements for air-rail project planning and development
Importance: Provide additional federal guidance on air-rail projects, clarifying requirements for air-rail project planning and development
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 12 | 15 | 7 | 4 | 2 | 1 | 41 |
Feasibility: Provide additional federal guidance on air-rail projects, clarifying requirements for air-rail project planning and development
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 13 | 16 | 7 | 2 | 2 | 1 | 41 |
b. Establish a federal entity to work across modal administrations to champion intermodal projects, including air-rail connections
Importance: Establish a federal entity to work across modal administrations to champion intermodal projects, including air-rail connections
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 15 | 14 | 6 | 4 | 1 | 1 | 41 |
Feasibility: Establish a federal entity to work across modal administrations to champion intermodal projects, including air-rail connections
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 6 | 14 | 13 | 4 | 3 | 1 | 41 |
c. Establish a national framework for intermodal collaboration
Importance: Establish a national framework for intermodal collaboration
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 14 | 14 | 6 | 5 | 1 | 1 | 41 |
Feasibility: Establish a national framework for intermodal collaboration
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 8 | 15 | 11 | 3 | 1 | 3 | 41 |
d. Emphasize intermodal connectivity as a core federal planning requirement
Importance: Emphasize intermodal connectivity as a core federal planning requirement
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 15 | 15 | 7 | 3 | 0 | 1 | 41 |
Feasibility: Emphasize intermodal connectivity as a core federal planning requirement
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 9 | 14 | 11 | 3 | 2 | 2 | 41 |
e. Establish national goals for air-rail connectivity through a national transportation policy
Importance: Establish national goals for air-rail connectivity through a national transportation policy
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 15 | 10 | 11 | 4 | 0 | 1 | 41 |
Feasibility: Establish national goals for air-rail connectivity through a national transportation policy
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 10 | 14 | 14 | 1 | 1 | 1 | 41 |
f. Limit the number of flights between markets which are also connected by high speed rail service
Importance: Limit the number of flights between markets which are also connected by high speed rail service
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 4 | 5 | 9 | 18 | 4 | 1 | 41 |
Feasibility: Limit the number of flights between markets which are also connected by high speed rail service
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 2 | 7 | 26 | 3 | 1 | 41 |
g. Allow manufacturers, rather than the federal government, to develop and specify maintenance requirements for intercity passenger rail
Importance: Allow manufacturers to develop and specify maintenance requirements for intercity passenger rail
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 7 | 8 | 17 | 6 | 1 | 41 |
Feasibility: Allow manufacturers to develop and specify maintenance requirements for intercity passenger rail
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 0 | 6 | 12 | 15 | 7 | 1 | 41 |
6. How important, if at all, to improving air-rail connectivity is transportation planners' (at the federal, state or local level) adoption of the following strategies; and how feasible, if at all, is implementation of each of these strategies?
a. Create multistate, multijurisdictional partnerships that can effectively coordinate planning across large regions
Importance: Creation of multistate, multijurisdictional partnerships that can effectively coordinate planning across large regions
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 16 | 15 | 6 | 2 | 1 | 1 | 41 |
Feasibility: Creation of multistate, multijurisdictional partnerships that can effectively coordinate planning across large regions
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 3 | 13 | 20 | 1 | 3 | 1 | 41 |
b. Align long-term transportation plans across modes
Importance: Alignment of long-term transportation plans across modes
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 17 | 15 | 6 | 2 | 0 | 1 | 41 |
Feasibility: Alignment of long-term transportation plans across modes
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 3 | 17 | 17 | 2 | 1 | 1 | 41 |
c. Develop incentives for increased coordination among stakeholder groups during the planning and development of air-rail connections
Importance: Development of incentives for increased coordination among stakeholder groups during the planning and development of air-rail connections
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 11 | 18 | 10 | 0 | 1 | 1 | 41 |
Feasibility: Development of incentives for increased coordination among stakeholder groups during the planning and development of air-rail connections
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 1 | 24 | 10 | 1 | 3 | 2 | 41 |
d. Include connections to the airport in the initial planning during the establishment of intercity passenger rail service
Importance: Inclusion of connections to the airport in the initial planning during the establishment of intercity passenger rail service
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 17 | 18 | 5 | 0 | 0 | 1 | 41 |
Feasibility: Inclusion of connections to the airport in the initial planning during the establishment of intercity passenger rail service
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 10 | 21 | 8 | 1 | 0 | 1 | 41 |
e. Reform current multi-modal planning process to include greater emphasis on private sector solutions
Importance: Reform of current multi-modal planning process to include greater emphasis on private sector solutions
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 14 | 15 | 6 | 3 | 1 | 41 |
Feasibility: Reform of current multi-modal planning process to include greater emphasis on private sector solutions
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 1 | 17 | 18 | 1 | 3 | 1 | 41 |
f. Develop business cases to support the creation of air-rail connections
Importance: Development of business cases to support the creation of air-rail connections
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 15 | 19 | 3 | 0 | 2 | 2 | 41 |
Feasibility: Development of business cases to support the creation of air-rail connections
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 12 | 17 | 6 | 2 | 2 | 2 | 41 |
7. How important, if at all, to improving air-rail connectivity is intercity passenger rail operators' adoption of the following strategies; and how feasible, if at all, is implementation of each of these strategies?
a. Integrate existing rail service with airports, including locating the terminal as close to the rail station/service as possible
Importance: Integrate existing rail service with airports, including locating the terminal as close to the rail station/service as possible
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 24 | 10 | 6 | 0 | 0 | 1 | 41 |
Feasibility: Integrate existing rail service with airports, including locating the terminal as close to the rail station/service as possible
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 7 | 28 | 3 | 0 | 1 | 41 |
b. Reduce booking and traveling fees for group travelers on intercity passenger rail
Importance: Reduce booking and traveling fees for group travelers on intercity passenger rail
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 6 | 17 | 12 | 2 | 2 | 41 |
Feasibility: Reduce booking and traveling fees for group travelers on intercity passenger rail
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 11 | 19 | 3 | 5 | 1 | 41 |
c. Increase the frequency of intercity passenger rail service
Importance: Increase the frequency of intercity passenger rail service
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 16 | 21 | 3 | 0 | 0 | 1 | 41 |
Feasibility: Increase the frequency of intercity passenger rail service
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 1 | 21 | 16 | 1 | 1 | 1 | 41 |
d. Upgrade and relocate rail infrastructure in critical regions
Importance: Upgrade and relocate rail infrastructure in critical regions
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 15 | 18 | 7 | 0 | 0 | 1 | 41 |
Feasibility: Upgrade and relocate rail infrastructure in critical regions
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 2 | 10 | 22 | 5 | 1 | 1 | 41 |
e. Connect intercity passenger rail to other modes of transportation, including mass transit
Importance: Connect intercity passenger rail to other modes of transportation, including mass transit
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 27 | 9 | 4 | 0 | 0 | 1 | 41 |
Feasibility: Connect intercity passenger rail to other modes of transportation, including mass transit
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 6 | 17 | 15 | 1 | 0 | 2 | 41 |
f. Connect intercity passenger rail to city centers and other urban attractions
Importance: Connect intercity passenger rail to city centers and other urban attractions
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 22 | 17 | 1 | 0 | 0 | 1 | 41 |
Feasibility: Connect intercity passenger rail to city centers and other urban attractions
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 5 | 18 | 14 | 1 | 1 | 2 | 41 |
g. Align intercity passenger rail schedules with airline schedules
Importance: Align intercity passenger rail schedules with airline schedules
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 14 | 12 | 10 | 3 | 0 | 2 | 41 |
Feasibility: Align intercity passenger rail schedules with airline schedules
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 4 | 10 | 17 | 7 | 1 | 2 | 41 |
8. How important, if at all, to improving air-rail connectivity is airport operators' adoption of the following strategies; and how feasible, if at all, is implementation of each of these strategies?
a. Increase availability of remote baggage check-in at airports
Importance: Increase availability of remote baggage check-in at airports
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 6 | 13 | 14 | 6 | 1 | 1 | 41 |
Feasibility: Increase availability of remote baggage check-in at airports
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 3 | 10 | 19 | 6 | 2 | 1 | 41 |
b. Give check-in and security priority for delayed air-rail travelers at airports
Importance: Give check-in and security priority for delayed air-rail travelers at airports
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 7 | 13 | 12 | 6 | 2 | 1 | 41 |
Feasibility: Give check-in and security priority for delayed air-rail travelers at airports
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 4 | 12 | 15 | 8 | 1 | 1 | 41 |
c. Encourage the dominant airline at each airport to pursue code-sharing with intercity passenger rail operators
Importance: Encourage the dominant airline at each airport to pursue code-sharing
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 11 | 13 | 13 | 1 | 1 | 2 | 41 |
Feasibility: Encourage the dominant airline at each airport to pursue code-sharing
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 5 | 17 | 14 | 1 | 2 | 2 | 41 |
9. How important, if at all, to improving air-rail connectivity is federal policymakers' further study of the following topics related to air-rail connectivity; and how feasible, if at all, is accomplishing each study?
a. Ridership preferences across transportation modes
Importance: Ridership preferences across transportation modes
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 20 | 13 | 5 | 2 | 0 | 1 | 41 |
Feasibility: Ridership preferences across transportation modes
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 20 | 15 | 4 | 1 | 0 | 1 | 41 |
b. Potential locations for air-rail connectivity
Importance: Potential locations for air-rail connectivity
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 19 | 19 | 2 | 0 | 0 | 1 | 41 |
Feasibility: Potential locations for air-rail connectivity
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 21 | 14 | 5 | 0 | 0 | 1 | 41 |
c. Air-rail policy issues and lessons learned from other countries
Importance: Air-rail policy issues and lessons learned from other countries
| Very important |
Important |
Somewhat important | Not at all important | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 24 | 13 | 3 | 0 | 0 | 1 | 41 |
Feasibility: Air-rail policy issues and lessons learned from other countries
| Very feasible |
Feasible |
Somewhat feasible | Not at all feasible | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|
| 25 | 13 | 2 | 0 | 0 | 1 | 41 |
Section III. Factors That Facilitate and Hinder Airport and Intercity Passenger Rail (Air-Rail) Connectivity
10. How much, if at all, does each of the following factors related to connectivity characteristics facilitate the development and/or use of air-rail connections?
10a. Close proximity between the airport and the intercity passenger rail station
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 31 | 8 | 1 | 0 | 0 | 0 | 1 | 41 |
10b. Frequent intercity passenger rail service
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 26 | 13 | 1 | 0 | 0 | 0 | 1 | 41 |
10c. Intercity passenger rail service schedule alignment with airline schedules
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 15 | 10 | 13 | 2 | 0 | 0 | 1 | 41 |
10d. Reliable intercity passenger rail service that departs and arrives on schedule
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 26 | 13 | 1 | 0 | 0 | 0 | 1 | 41 |
10e. Intercity passenger rail service to large population centers
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 19 | 19 | 2 | 0 | 0 | 0 | 1 | 41 |
10f. Ease of baggage transfer across modes
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 11 | 21 | 7 | 0 | 0 | 0 | 2 | 41 |
10g. Cost of using the intercity passenger rail service is less expensive or equal to the cost of using other modes
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 7 | 25 | 8 | 0 | 0 | 0 | 1 | 41 |
10h. Travel time to the airport on intercity passenger rail service connection is comparable to the travel time using other modes
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 17 | 18 | 5 | 0 | 0 | 0 | 1 | 41 |
10i. Intercity passenger rail service connectivity with other transportation modes
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 23 | 4 | 0 | 0 | 1 | 1 | 41 |
10j. Passenger preference to use intercity passenger rail service over other modes of transportation
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 13 | 21 | 5 | 1 | 0 | 0 | 1 | 41 |
10k. Sufficient passenger demand for intercity passenger rail service
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 21 | 17 | 1 | 0 | 0 | 0 | 2 | 41 |
10l. Integrated ticketing and reservation systems across both air and intercity passenger rail services
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 18 | 15 | 5 | 1 | 0 | 0 | 2 | 41 |
10m. Security integration across air and intercity passenger rail service
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 11 | 14 | 9 | 1 | 5 | 0 | 1 | 41 |
10n. High speed intercity passenger rail service connects to the airport
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 25 | 12 | 3 | 0 | 0 | 0 | 1 | 41 |
10o. Available parking at (non-airport) intercity passenger rail stations
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 13 | 21 | 5 | 0 | 0 | 1 | 1 | 41 |
10p. Profitability of the air-rail connection for the intercity passenger rail operator
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 11 | 19 | 8 | 0 | 0 | 2 | 1 | 41 |
10q. Intercity passenger rail service operates in a clean (sanitary) environment
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 16 | 13 | 11 | 0 | 0 | 0 | 1 | 41 |
10r. High quality customer service on intercity passenger rail service
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 21 | 5 | 0 | 0 | 1 | 2 | 41 |
10s. Quality, condition, and comfort of intercity passenger rail car accommodations
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 10 | 21 | 7 | 1 | 0 | 1 | 1 | 41 |
10t. Ease of use of the airport-rail connection
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 30 | 8 | 1 | 0 | 0 | 0 | 2 | 41 |
10u. Advertisement of the air-rail connection through various media, on websites, or in publications
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 15 | 15 | 8 | 1 | 0 | 1 | 1 | 41 |
10v. Availability of information, including signage, provided to make the connection between the airport and rail service
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 21 | 14 | 4 | 0 | 0 | 0 | 2 | 41 |
11. How much, if at all, does each of the following factors related to planning, stakeholder coordination, and funding facilitate the development and/or use of air-rail connections?
11a. A federal government vision for air-rail projects
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 16 | 14 | 9 | 0 | 1 | 0 | 1 | 41 |
11b. Integration of the air-rail connections into an overall, multimodal plan or strategy
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 20 | 12 | 7 | 0 | 1 | 0 | 1 | 41 |
11c. Communication, collaboration, and consensus across stakeholders, including local, state, federal, and private sector entities
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 23 | 11 | 5 | 0 | 0 | 0 | 2 | 41 |
11d. Public support for air-rail connectivity projects
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 13 | 22 | 4 | 0 | 1 | 0 | 1 | 41 |
11e. Available funding for air-rail connectivity projects
| Greatly facilitates | Facilitates |
Somewhat facilitates | Does not facilitate | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 29 | 11 | 0 | 0 | 0 | 0 | 1 | 41 |
12. How much, if at all, does each of the following factors related to characteristics of the air-rail connection hinder the development and/or use of airport-rail connections?
12a. Lack of existing intercity passenger rail infrastructure, including tracks and stations
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 28 | 10 | 2 | 0 | 0 | 0 | 1 | 41 |
12b. High crime rate near the airport and intercity passenger rail station
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 7 | 16 | 10 | 7 | 0 | 0 | 1 | 41 |
12c. The potential loss of airline revenue to originating airport resulting from the intercity passenger rail connection to the airport
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 3 | 4 | 18 | 11 | 1 | 3 | 1 | 41 |
12d. The potential loss of airport revenue resulting from an intercity passenger rail connection to the airport
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 2 | 6 | 23 | 5 | 1 | 3 | 1 | 41 |
12e. Lack of close proximity between the airport and the intercity passenger rail station
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 29 | 8 | 2 | 1 | 0 | 0 | 1 | 41 |
12f. Lack of frequent intercity passenger rail service
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 22 | 15 | 2 | 0 | 0 | 0 | 2 | 41 |
12g. Lack of alignment across intercity passenger rail and airline schedules
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 10 | 13 | 14 | 2 | 1 | 0 | 1 | 41 |
12h. Lack of reliable intercity passenger rail service
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 23 | 14 | 3 | 0 | 0 | 0 | 1 | 41 |
12i. Lack of intercity passenger rail service to large population centers
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 24 | 4 | 0 | 0 | 0 | 1 | 41 |
12j. Difficulty transferring baggage across modes
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 5 | 24 | 10 | 1 | 0 | 0 | 1 | 41 |
12k. Cost of using the intercity passenger rail service to get to the airport is more expensive compared to the cost of using other modes
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 6 | 23 | 9 | 0 | 0 | 1 | 2 | 41 |
12l. Travel time between origin and destination using intercity passenger rail to the airport is greater compared to other modes
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 13 | 24 | 3 | 0 | 0 | 0 | 1 | 41 |
12m. Lack of intercity passenger rail connectivity with other transportation modes
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 10 | 24 | 5 | 0 | 0 | 1 | 1 | 41 |
12n. Passenger preference to use other modes of transportation over intercity passenger rail
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 9 | 19 | 8 | 1 | 0 | 3 | 1 | 41 |
12o. Lack of demand for intercity passenger rail service to the airport
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 20 | 11 | 6 | 1 | 0 | 2 | 1 | 41 |
12p. Lack of integrated ticketing and reservation systems across both air and intercity passenger rail services
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 4 | 16 | 13 | 6 | 0 | 1 | 1 | 41 |
12q. Lack of security integration across air and intercity passenger rail
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 3 | 9 | 17 | 7 | 2 | 1 | 2 | 41 |
13. How much, if at all, does each of the following factors related to planning, stakeholder coordination, and/or funding hinder the development of air-rail connections?
13a. Time required to develop and implement air-rail connection
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 5 | 19 | 12 | 2 | 2 | 0 | 1 | 41 |
13b. Lack of available right-of-way, land, or other physical space for air-rail projects
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 24 | 11 | 5 | 0 | 0 | 0 | 1 | 41 |
13c. The financial cost of air-rail connectivity projects
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 21 | 16 | 3 | 0 | 0 | 0 | 1 | 41 |
13d. Lack of dedicated funding for air-rail connectivity projects
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 16 | 17 | 5 | 0 | 2 | 0 | 1 | 41 |
13e. Federal funding restrictions on the use of federal grant funding (such as through the Airport Improvement Program) for air-rail connectivity projects
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 15 | 17 | 5 | 0 | 1 | 2 | 1 | 41 |
13f. Restrictions on the use of funds collected through Passenger Facility Charges for air-rail connectivity projects
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 15 | 16 | 5 | 0 | 1 | 3 | 1 | 41 |
13g. Lack of understanding of the benefits and costs of air-rail connectivity by aviation or rail industry stakeholders
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 20 | 5 | 0 | 2 | 0 | 2 | 41 |
13h. Lack of leadership for air-rail project or leadership is diffused across many stakeholders
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 18 | 18 | 3 | 0 | 0 | 1 | 1 | 41 |
13i. Lack of a federal government vision for the air-rail project
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 16 | 8 | 1 | 2 | 1 | 1 | 41 |
13j. Lack of integration of air-rail connections into an overall, multi-modal transportation plan/strategy
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 21 | 11 | 6 | 2 | 0 | 0 | 1 | 41 |
13k. Lack of communication, collaboration, and consensus across stakeholders, including local, state, federal, and private sector entities
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 14 | 21 | 4 | 0 | 0 | 0 | 2 | 41 |
13l. Public opposition to the project
| Greatly hinders | Hinders |
Somewhat hinders | Does not hinder | Not a factor |
No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 7 | 13 | 11 | 4 | 2 | 1 | 3 | 41 |
Section IV. Differences between the United States and Europe Contributing to Variations in Their Respective Airport and Intercity Passenger Rail (Air-Rail) Connections
14. How important, if at all, is each of the following differences with regards to explaining variations in air-rail connectivity planning and development between the United States and European countries?
14a. In the United States, the intercity passenger rail network is less extensive, serves fewer locations, and is less connected to other modes of transportation than the rail networks in other European countries.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 23 | 15 | 1 | 0 | 0 | 0 | 2 | 41 |
14b. In the United States, airports are further from intercity passenger service than European airports.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 14 | 7 | 3 | 1 | 1 | 3 | 41 |
14c. The U.S. federal system of government gives states and localities flexibility to shape transportation planning and policy, while in some European countries, the national government plays the central role in transportation planning and policy.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 7 | 12 | 14 | 5 | 0 | 1 | 2 | 41 |
14d. In the United States, planning is generally undertaken by mode, while in some European countries planning emphasizes intermodal connectivity.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 15 | 20 | 3 | 0 | 0 | 1 | 2 | 41 |
14e. In the United States, federal regulatory agencies tend to focus on their respective mode of transportation while some regulatory agencies in European countries work to promote intermodal connections.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 13 | 16 | 8 | 1 | 0 | 1 | 2 | 41 |
14f. In the United States, collaboration on air-rail projects among airport authorities, government, and the private sector is less extensive and cooperative than in European countries.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 12 | 22 | 4 | 0 | 0 | 1 | 2 | 41 |
14g. In the United States, federal funding for transportation projects is generally provided by mode while in some European countries there is additional funding available to support intermodal connectivity projects.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 14 | 18 | 7 | 0 | 0 | 0 | 2 | 41 |
14h. In the United States, the overall funding of intermodal transportation infrastructure projects is less of a national priority than in European countries.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 16 | 14 | 6 | 0 | 0 | 3 | 2 | 41 |
14i. In the United States, the government provides proportionately less funding for intercity passenger rail than governments in European countries do for intercity passenger rail.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 24 | 10 | 4 | 0 | 0 | 1 | 2 | 41 |
14j. In the United States, federal ground transportation policy emphasizes investment in roads; while European countries' policies emphasize investment in public transportation.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 16 | 15 | 4 | 1 | 1 | 2 | 2 | 41 |
14k. In the United States, federal transportation policy places less emphasis on energy conservation and environmental benefits than national transportation policies do in European countries.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 11 | 16 | 9 | 1 | 1 | 1 | 2 | 41 |
14l. In the United States, reliance on private automobiles is greater than in European countries.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 23 | 10 | 4 | 1 | 0 | 1 | 2 | 41 |
14m. In the United States, airlines do not own or operate any intercity rail passenger service; in some European countries, there is some common ownership of airline and intercity passenger rail services, either by private companies or the government.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 5 | 10 | 10 | 9 | 2 | 2 | 3 | 41 |
14n. Outside of the Northeast Corridor (between Boston and Washington D.C.), dense population centers in the United States are further apart than in European countries.
| Very Important |
Important |
Somewhat important | Not important |
Not a difference | No opinion |
Not checked |
Number of respondents |
|---|---|---|---|---|---|---|---|
| 13 | 14 | 9 | 1 | 1 | 1 | 2 | 41 |
This completes the second stage of the survey. Are you ready to submit your final completed questionnaire to GAO?
Would you like a record of your answers to this questionnaire? If so, click here to
view and print a summary
of your responses.
Click on the Exit and save button below to exit the survey.
Thank you for completing this questionnaire!