Ranking U.S. airport rail connections

PORTLAND–The easiest part of my journey here Thursday for this year’s XOXO festival was the last leg: a roughly half-hour ride on the light rail from the airport to downtown.

Many cities do not offer that kind of convenience, leaving visitors to choose between infrequent buses that get stuck in traffic and don’t have enough room for luggage or ride-hailing services that may not even save that much money over taxis (sorry, New Orleans; you’re guilty on both counts here). But not all airports with rail service get the basics right: a quick and obvious route from terminal to train, frequent service, a one-seat ride to downtown, and plenty of connecting service once you get there.

Here’s my sense of how 10 U.S. airport rail connections rate. It could have been an even dozen–I’ve also appreciated MARTA’s one-seat ride to ATL in Atlanta and availed myself of SEPTA’s less-frequent commuter-rail airport service in Philadelphia–but both of those happened in the prior century, and I’d rather refresh my memories of each first.

ORD: You do have to walk what feels like half a mile of underground corridors to get to the Blue Line station, but then you’ve got a traffic-free 45-minute, $5 ride to the Loop that runs 24 hours a day. Bonus: CTA is one of the very few U.S. transit agencies to take NFC phone payments instead of making visitors choose between paying a paper-fare surcharge or buying a smart card that will collect dust in a drawer later on.

PDX airport rail stationPDX: TriMet’s Red Line light rail takes you to the middle of downtown in about half an hour, the station itself is just outside one end of the terminal, and trains offer almost round-the-clock service, even on Sundays. As in Chicago, you can pay your fare via NFC; unlike CTA, Tri-Met also caps your daily fare at $5 if you use that option.

DCA: National Airport’s Metro connection checks off all the boxes, including a walk from the station to the terminal shorter than many of the planes waiting on the other side. And having spent the years before National’s new terminal opened in 1997 taking a shuttle bus to the Interim Terminal makes me appreciate this convenience even more. But: On weekends, Metro opens too late for even 8 a.m. flights.

SEA: Each time I’ve taken the 38-minute ride on the Link light rail from Sea-Tac to downtown Seattle, I think of Steve Dunne from “Singles” and his dreams of a Supertrain for commuters. Having to walk through a parking garage to reach the airport station, however, is not so super.

SFO: Putting SFO’s BART station at the end of a wye was an epic blunder: At best, only one in two southbound trains from San Francisco stop at the airport—at a steep fare of $9.15 from Embarcadero–and taking Caltrain can require separate BART rides from Milbrae north to San Bruno, then south to SFO. I appreciate being able to walk from the BART station to T3, but everybody would be better off if the Airtrain inter-terminal shuttle went across 101 to a single station for BART and Caltrain.

DEN: The RTD’s A line electric commuter rail replaced a bus that only ran every hour or so with service every 15 minutes during the day, and being able to end your trip downtown at beautiful Union Station is a treat. But at $9, this is on the expensive side.

BOS: You have to take a bus to the T’s Blue Line stop (so does this even count as airport rail access?) and then connecting to the T’s other lines is as much of a mess as anything in downtown Boston. And if you don’t already own a CharlieCard, you’ll pay a paper-fare surcharge because the T doesn’t seem to grasp the importance of selling its smartcards in all of its stations.

EWR: Newark’s station on the Northeast Corridor allows Amtrak to serve as a connecting “flight”–United will sell you that routing if you want to travel from Stamford or New Haven to one of its own destinations. But if you’re only going to Manhattan, NJ Transit’s schedule can leave you waiting at off hours, and the $13 fare is the second most I’ve paid to take a train to a U.S. airport.

CLE: Fun fact: Cleveland was the first North American city to institute rapid-transit service to its airport. And if you start your journey to Hopkins from downtown, your commute can begin in the historic confines of the Tower City complex. But Northeast Ohio is not exactly a paradise of rail transit, which cuts down on the utility of this connection.

JFK: Taking the Long Island Rail Road from Penn Station to JFK’s Airtrain was easy enough the one time I did that a few years ago, but if I had to make that commute more often I imagine I’d tire of the $15 combined cost of LIRR plus Airtrain–or the slower ride on the subway.

BWI: For passengers coming from D.C., BWI’s rail station takes the basics of Newark’s Amtrak connection and makes them worse: MARC runs less often than NJ Transit, especially on weekends, and instead of a short monorail ride you have a bus that takes longer and runs less often. Also, the BWI rail station itself is a miserable concrete bunker that doubles as a cellular dead zone. If, on the other hand, you’re coming from Baltimore, you can take the light rail direct to the airport—but I wouldn’t know about that.

So what about my own favorite Washington-area infrastructure project, phase 2 of Metro’s Silver Line? That will offer a one-seat ride from Dulles to downtown at what I’m guessing will cost $6 and change at peak hours, $4 off-peak and should take about 50 minutes, going by a published 43-minute estimate of travel from Rosslyn to Dulles.

(Having the station be across the hourly parking lot from the terminal doesn’t bother me a bit; the added walking over the rejected station option closer to the terminal, factoring out moving walkways, is 260 feet, and if that’s too much pedestrian locomotion then Dulles isn’t the airport for you anyway.)

They can’t finish that thing soon enough, and when they do I anticipate it will occupy a spot on this list right after National.

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My growing transit-card collection

TORONTO–I’m coming home from here with an unusual souvenir: a plastic card with embedded electronics.

Transit cards in TorontoThis city made me do it. Buying a Presto Card to pay for transit, even with its $6 purchase fee, made sense factoring in the slight discount it gets on the Toronto Transit Commission’s streetcars and subways and the much larger break it gives on the Union Pearson Express airport train. With the Collision conference ensuring I’ll travel here for the next three years, I would be crazy to pay cash fares.

The same logic has led me to build a collection of transit smart cards beyond my Metro SmarTrip card. I’ve got a CharlieCard for the T in Boston, a Clipper card for BART and other Bay Area transit agencies, and a TAP card for L.A.’s Metro. The MetroCard I keep for the NYC subway and the Viva Viagem card I use on Lisbon’s Metro aren’t as smart, but they do the same job of freeing me from fumbling with cash at faregates.

And having all these cards handy doesn’t just feed my transit snobbery; eliminating a barrier to hopping on a subway, streetcar or bus saves me real money when I travel.

This isn’t quite the future of transit payments I had in mind when Metro rolled out the SmarTrip card in 1999. But until more transit systems follow the examples of Chicago and London and let passengers pay via NFC with their phones, I’m stuck on this track.