Giving up a stop at the airport to streamline travelBy
If New York had its druthers, public transportation to its airports would be more direct than it is today. Right now, existing transit connections serve to get air travelers almost to their destinations. Instead of direct service, the trip to Newark or JFK Airports involves a two-seat ride with an automated people-mover that delivers travelers from one train station to a terminal. Of course, a subway to JFK’s door would still involve travel from a train station to the terminal, but as London’s Piccadilly Line shows, it’s not an impossible way to travel.
Down in the Washington, D.C. area, the WMATA is finally rectifying a grave oversight of travel. They are amidst work on a multi-billion extension of the Metro that will finally, mercifully bring subway service to Dulles Airport. By New York standards, this so-called Silver Line seems downright cheap, mostly because it involves a good amount of at-grade construction. The final project will bring 23 miles of track and 11 new stations to the area for under $7 billion. Jealous yet?
Still, one Metropolitan Washington Airports Authority board member isn’t satisfied. To save $70 million — or a little over 1 percent of the project’s total cost — Bob Brown proposed eliminating the Dulles stop, straightening out the alignment and constructing a people mover from the nearest station to the airport. “In my view this would be superior transportation service for our passengers,” Brown said.
Other WMATA board members were quick to shoot down the plan. “This is a creative idea,” Mame Reiley said, “but it’s not rail to Dulles. Fifteen years ago I might have been supportive, but I just don’t think that’s what we labored for is not to have rail to Dulles.”
That’s a rather singular vision put forward by Reiley. They’re not going to change their minds after 15 years of planning, and Greater Greater Washington issued a similar appeal. “Cutting so many corners that you don’t achieve your goal is not cost savings, it’s failure. Far from saving $70 million, by failing to provide Metro service to Dulles Airport Brown’s proposal would actually waste billions,” Dan Malouff wrote. He concluded: “The absolute minimum requirement for a Metro line to Dulles Airport must be that it actually reaches Dulles Airport. Period.”
I’m often skeptical of any argument that must be emphasized with a superfluous “period,” and another piece I read on the issue seemed to bare that out. Yonah Freemark ponders whether or not an airport line must actually service an airport. It may be perfectly acceptable and more beneficial for all riders if the airport line does what New York’s does. That is, if the train to the plane takes you to a people-mover that can better service airport terminals, everyone might come ahead.
After running some numbers, Freemark finds that total travel time from Route 28 — the station from which a Dulles people-mover would depart — to the airport isn’t significantly different if the WMATA goes with a station stop at Dulles or an airport connector. The difference, he notes, is in perceived convenience. It’s viewed as inconvenient for someone laden with bags and stressing to catch a flight to switch to yet another mode of transit. No one wants a two-seat ride; everyone craves a one-seat trip.
Ultimately, the people-mover proposal is a non-starter. It could streamline rides for folks traveling on the so-called Phase 2 of the Silver Line that connects parts north and west of the airport with the rest of the Metro system, but after years of fighting it out, the WMATA isn’t about to give up the airport station for an effort now called Dulles Corridor Metrorail Project. It might just be worth it though for everyone involved.