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Ground Access and DistributionProf. Richard de Neufville

Airport Planning and Management

Module 24

January 2017

Istanbul Technical University

Air Transportation Management

M.Sc. Program Airport Planning and Management / RdN

Ground Access and Distribution / RdN

Objective: To identify issues, provide

guidelines, present current situation

Airport Ground AccessUser Needs compared to Standard Notions

Cost Effectiveness Analysis

Policy Conclusions and Guidelines

Worldwide deployment

Airport People moversCatalyst of Major Improvements in Airport

Form and Service

Ground Access and Distribution


As a rough general rule…

Most airport traffic is to suburbs Travelers, employees, and others each

comprise about 1/3 of airport traffic

Employees mostly in suburbs

Suppliers mostly in suburbs

Travelers: about half to suburbs, half to

“city center” (this may be a large area)

Conclusion: Only about 1/6 of airport

access traffic to “city center.” broadly

defined (maybe a radius of 1 km)

Airport Access Needs


Traffic to city center alone is not enough to

justify mass transit economically

Example analysis 25 million total passengers airport with 20 % transfers

=> 10,000,000 enplanement airport• About 30,000 pax/day => ~ 15,000 pax/day to city center

If mass transit mode split is 50% (which would be

excellent), this gives it 7,500 passengers per day

Since capacity of rail line is about 7,500 pax/hour

Airport traffic to city unlikely to justify mass transit

Rail justified by being part of city network,

distributing workers, others across city

Rail Access to Network

RER Access to Paris airports


Network of High-

speed, long

distance trains in

Paris (RER) connect

to both airports:

Paris/de Gaulle

(top)

Paris/Orly (bottom)


Travelers’ priority: reliability of travel time Making the flight is most important

Direct travel, without changing modes, is an

important part of travelers’ confidence in

reliability of access

Compare “direct taxi trip” to “multi-mode rail

trip” [get to station, train, from station to airport]

Travelers do not put priority on speed of

travel to airport Travelers typically arrive early – 2 hours in

advance or more

Saving some travel time may not be important

Traveler Priorities


Travel to/from airport is too slow Crawling in traffic is absurd compared to

speed of aircraft

Solution: High speed link between

airport and “city center”

Examples London/Heathrow – Heathrow express

[to Paddington Station, far from business or

tourist center]

Shanghai/Pudong – Maglev connection

[to Longyang Road metro station]

A Standard Concept of

Airport Access

Maglev from Shanghai/Pudong


Source: www.chinatouristmaps.com


Heathrow Express: “you can be in the centre

of London… in just 15 minutes” Actually, schedule is 23 min from Terminal 4

To Paddington Station, 20 to 30 minutes from

“centre” by metro or taxi

Need to buy ticket, wait for train – it’s an hour trip

New York AirTrain 2006: “Airport to

downtown in “less than 45 minutes” If you happen to want to be in Penn Station!!!

After 2007, brochure more correctly gave travel times

of 60 min to Penn Station; 1 ¼ hours to Canal St; 85

minutes to 125th

Rail Access often “over sold”


Heathrow Express to Paddington, 2016:

£27 ~ $34 1-way adult (child under 15 free)

(online is cheaper) Price for family of three, including taxi to station ~ $90

Time: 20+ minutes station to station + taxi time + time

to buy ticket and wait for next train = ~ 50 minutes

Heathrow connect, normal train service

2016: £10.20 ~ $15 (~ $60 total with taxi for 3) ~ 45 minutes, plus time to get to/from station, etc.

2016 minicab direct from Hotel to airport:

$55 Less money, less hassle, about same

time

Rail often not competitive

(London)

Rail access (London/Heathrow)

Ground Access and Distribution / RdNSource: Londonheathrow,com


AirTrain, 2016: $5 + $2.75 subway + 1$ card Note: Employees get subsidized fare -- $1/ride

Passengers walk to AirTrain station, through Jamaica

station, and from metro station to hotel, office, home…

6.5 million passengers in 2014

Airport subsidizes AirTrain through its Passenger

Facility Charge (PFC) $5/departure: ~ $90

million/year or ~ $14/rider in 2009 (latest)

True cost per rider ~ $23 (~$9 out-of-pocket)

For family of 3: ~ $65, about 1 ½ hour, much hassle

Taxi: $52 flat fee (+ tolls, tips, rush hour surcharge)

from Airport -- about same price, faster, easier

Rail often not cost competitive

(New York City)


Map of Airtrain (NY/Kennedy)

Source: Gosling report on jfk


An issue of social justice: Why should air travelers get special treatment,

compared to commuters?

Air travelers a fraction of urban congestion

Air travelers also only a fraction of rush hour

traffic to/from airport

• Balance are airport employees, etc.

• Example: ~20% at San Francisco

Examples of these objections New York -- Newark and Kennedy to downtown

Proposals killed after debate, metro solutions

implemented, as elsewhere

A Standard Objection to High

Speed Airport Access


What solutions provide the best value for

money? The best service for the cost?

For a Range of ConditionsSize of Airport, Distance from city center

Looked at Cost & Speed of Many ModesTaxi, Car, Bus, Bus on own right-of-way

Rail, High-Speed Rail, -- even Helicopter

Most attractive mode depends on how

much passengers willing to pay for

saving time, their value of time

Cost-Effectiveness Analysis

of Airport Access


Airport Access

Cost versus Time Tradeoffs

BUS

AUTO

“Limousine”

TAXIHelicopter

High-Speed

RailExpress Auto

High Occupancy

Vehicles (HOV)

BUSWAY

Total Cost of Trip

Total

Travel

Time

Value of Time


Preferred Access Mode

Depends on Traffic, Value of Time

EXPRESS

AUTO / HOV

AUTOBUSWAY

(Silver line

In Boston)

TAXI

BUS

Value

of

Time

Traffic Volume


Customers prefer Rubber-tired access Such as Boston Silver line, a bus service on own

lane, direct to airport terminals

These offer better service to most

customers because they are: Faster: direct service (no need to go to station)

that eliminates schedule delay

Cheaper: Less Capital intensive (at margin:

people already own cars)

Also (not included in analysis) these vehicles can

distribute traffic around city, not just to central

city, this is most important to employees

Results of Cost-Effectiveness

Analysis


A metropolitan rail net exists, so that:

….cost of airport extension is smaller

Highway access difficult (example: to

congested areas or airport islands such

as Hong Kong, Osaka/Kansai)

As a pollution control measure

Many rail systems exist, being developed

(Washington/Dulles ~$6 billion, for 2010)

When is rail access effective?

Metro to Washington/Dulles

Ground Access and Distribution / RdNSource: www.dullesmetro.com


Rail Access To Airports

(Europe, part 1)



(Europe, part 2)



(Australia and Asia, Part 1)



(Asia, part 2)



(United States, part 1)



(US, part 2 and Canada)


Low-cost airlines are transforming

airline/airport industry – What might

be effect on airport access?

Let’s examine possibilities…

“Planning Airport Access in an Era of Low-

Cost Airlines,” J. of American Planning

Association, Summer 2006, 72(3), pp. 347-

356. R. de Neufville

Effect of Low-Cost Airlines?


Low-cost airlines associated with

Secondary airports – often remote – such

as Sabiha Gokcen

Inexpensive facilities

Cost-conscious passengers

This is not a market favorable to expensive

rail projects

Some LCC Airports do have rail connection,

left over from when airports were traditional

London/Stansted; Baltimore/Washington

Possible Logical Chain


Alternatives are coaches, vans “Super Shuttle” – Veolia consortium of shared-

ride operators, mostly US, also France, Sweden,

UK, Mexico, Netherlands ~ 8 million pax/year

http://www.supershuttle.com

“Go Airport Shuttle” > 80 airports in US, France,

UK, Dominican Republic, Mexico, Czech Republic,

Australia http://www.goairportshuttle.com

Boston: Logan Express 6 routes toregion; BRT –

Bus Rapid Transit – Silver Line in Boston

Many Regulatory issues to be solved…

Rubber-tired Alternatives

http://www.supershuttle.com/

http://www.goairportshuttle.com/

Example of Airport Shuttle vans


Source: www.facebook.com

Super Shuttle in Paris France

http://www.facebook.com


PEOPLE MOVERS

Distribution across Airport


People movers are “trains” that cover short

distances -- “horizontal elevators”

They constitute major element in design of

passenger buildings for large airports

They resolve tension between Desire to concentrate passengers

Need to space aircraft widely

They link landside and airside buildings or

landside and remote parking, stations... A way to reduce curb congestion and pollution

Role of People Movers


Airport People Movers:

Canada, Mexico, US part 1



US, part 2



Europe



Asia and Africa


Two general types Self-propelled (motor on board)

Cable-driven (lighter, shorter distances)

Can be rubber-tired or steel-wheeled

Many, many manufacturers. However, a

couple are beginning to dominate: Bombardier (Ex Adtranz and Westinghouse) --

rubber-tired, self-propelled, longer distances

Poma/Otis -- cable driven, short distances

Types of People Movers


Following 10 slides from presentation

by

Harley Moore, Chairman, Lea + Elliott

Drawn from their extensive, world-

leading practice in the design and

implementation of people-movers

Examples of People Movers


POMA-Otis

DTW – NW

Midfield Terminal

Cable Propelled

Air Levitated

On Mezzanine

Level inside

Airside Building

Source: NW (now

Delta) Airlines


Siemens

Dusseldorf

Airport

Suspended

Monorail

Source: Siemens


Tampa Airport

Original Shuttle

New CX-100

Shuttle

Rubber-tired AGT

Source: ADtranz

Bombardier (ex ADtranz)


Bombardier (ex Adtranz)

Frankfurt

CX-100

Rubber-tired AGT

Pinched-Loop

System

Source: ADtranz


Bombardier (ex Adtranz)

Rome-Fiumicino

CX-100

Rubber-tired AGT

Source: ADtranz


Matra

Chicago-O’Hare

Now Siemens-

Matra

Rubber-tired AGT

Source: Matra


Bombardier (Adtranz) Innovia

D/FW Airport

Rubber-Tired

AGT

Source:

Lea+Elliott


Bombardier

JFK – Air Train

Steel Wheel / Rail

Linear Induction Motor

Source: Bombardier


Rail Transportation now a common

feature at major airports worldwide

Role as much for employees as for

passengers – speed not critical factor

Rubber-tired solutions most attractive

On-airport “rail” allows designers to

spread out passenger facilities and

provide good service for big airports.

Common feature of big airports.

Summary

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