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Context 1
... conditions are made each departing from IB. So after paying attention to the Airport Train delay time which is an average of + 3 minutes, the average walking time is 6 minutes, the results of the analysis shown in table 1: The table 1 shows piece of table from several departure schedules with origin BNC and followed by a trip using line A Skytrain. When passengers from the Airport Train want to use the Skytrain towards T1, the passenger will be directed to the Skytrain on departure 5.53 at the IB, so there is a 7 minute waiting time. ...Context 2
... means that passengers only need a waiting time of 3 minutes to be able to ride the Skytrain to Terminal 2 or 3 (faster than conditions on line A schedule). If the arrival of the Airport Train at SHA Station is more than 3 minutes or if the passenger needs to walk longer than 6 minutes, passengers will board the Skytrain to Terminal 2 or 3 on line A at departure 6.01 from the IB Shelter (Table 1) use their time to switch modes from the Airport Train to the Skytrain so that it ends with the line A Skytrain or with line B. ...Similar publications
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Citations
... Passengers arriving by train must board the Skytrain or shuttle buses from the "Integrated Building" to finally get to their intended terminals. A 2019 study reflects the problem of integrating the time between SHARL and Skytrain arrivals, specifically for flights arriving after 23:00, whose passengers cannot continue their journey by SHARL, although the Skytrain is still operating by that time [21]. In-airport connection difficulties are exacerbated because none of the Skytrain stops are located within any of the three terminal buildings. ...
Airport rail links have long been acknowledged as a crucial component of the modern transportation system. Their attractiveness among air travellers stems from their convenience, speed, and environmental benefits. Despite their advantages, these services often face several occupancy problems that hinder their effectiveness and efficiency. Soekarno-Hatta airport rail link’s operation in 2018-2022 has been marked by low occupancy. This study aims to assess the realisations of several critical attributes of a successful airport rail link service according to TRB studies in the context of the Soekarno-Hatta airport rail link. In this context, it was shown that only four of the seven key attributes have met the minimal level to attain such goals. Despite numerous strategies undertaken during the period, which coincides with the COVID-19 pandemic, most fall under the operating or service adjustments category. The minimal realisations of the seven key attributes confirm the low occupancy levels, yet efforts to increase the ridership were limited during the pandemic. These findings provide avenues for a more successful transfer of operations from PT Railink to PT Kereta Commuter Indonesia with the clear intention of boosting the rail link’s ridership. Alongside several expansion plans by the Directorate General of Railways, the findings shall help public policymakers promote a modal shift and pave the way towards a broader integration with other modes of public transportation in the Jabodetabek region.
