Ground Access and Distribution Prof. Richard de Neufville

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1 Ground Access and Distribution Prof. Richard de Neufville Istanbul Technical University Air Transportation Management M.Sc. Program Airport Planning and Management / RdN Airport Planning and Management Module 24 January 2017

2 Ground Access and Distribution Objective: To identify issues, provide guidelines, present current situation Airport Ground Access User Needs compared to Standard Notions Cost Effectiveness Analysis Policy Conclusions and Guidelines Worldwide deployment Airport People movers Catalyst of Major Improvements in Airport Form and Service

3 Airport Access Needs 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)

4 Rail Access to Network 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

5 RER Access to Paris airports Network of Highspeed, long distance trains in Paris (RER) connect to both airports: Paris/de Gaulle (top) Paris/Orly (bottom)

6 Traveler Priorities 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

7 A Standard Concept of 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 Airport Access London/Heathrow Heathrow express [to Paddington Station, far from business or tourist center] Shanghai/Pudong Maglev connection [to Longyang Road metro station]

8 Maglev from Shanghai/Pudong Source:

9 Rail Access often over sold 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 125 th

10 Rail often not competitive (London) 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: ~ $15 (~ $60 total with taxi for 3) ~ 45 minutes, plus time to get to/from station, etc minicab direct from Hotel to airport: $55 Less money, less hassle, about same time

11 Rail access (London/Heathrow) Source: Londonheathrow,com

12 Rail often not cost competitive (New York City) 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

13 Map of Airtrain (NY/Kennedy) Source: Gosling report on jfk

14 A Standard Objection to High Speed Airport Access 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

15 Cost-Effectiveness Analysis of Airport Access What solutions provide the best value for money? The best service for the cost? For a Range of Conditions Size of Airport, Distance from city center Looked at Cost & Speed of Many Modes Taxi, 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

16 Airport Access Cost versus Time Tradeoffs BUS Total Travel Time Limousine TAXI BUSWAY Helicopter AUTO Value of Time Express Auto High Occupancy Vehicles (HOV) High-Speed Rail Total Cost of Trip

17 Preferred Access Mode Depends on Traffic, Value of Time Value of Time TAXI AUTO EXPRESS AUTO / HOV BUSWAY (Silver line In Boston) BUS Traffic Volume

18 Results of Cost-Effectiveness Analysis 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

19 When is rail access effective? 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)

20 Metro to Washington/Dulles Source:

21 Rail Access To Airports (Europe, part 1)

22 Rail Access To Airports (Europe, part 2)

23 Rail Access To Airports (Australia and Asia, Part 1)

24 Rail Access To Airports (Asia, part 2)

25 Rail Access To Airports (United States, part 1)

26 Rail Access To Airports (US, part 2 and Canada)

27 Effect of Low-Cost Airlines? 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 R. de Neufville

28 Possible Logical Chain 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

29 Rubber-tired Alternatives Alternatives are coaches, vans Super Shuttle Veolia consortium of sharedride operators, mostly US, also France, Sweden, UK, Mexico, Netherlands ~ 8 million pax/year Go Airport Shuttle > 80 airports in US, France, UK, Dominican Republic, Mexico, Czech Republic, Australia Boston: Logan Express 6 routes toregion; BRT Bus Rapid Transit Silver Line in Boston Many Regulatory issues to be solved

30 Example of Airport Shuttle vans Source: Super Shuttle in Paris France

31 Distribution across Airport PEOPLE MOVERS

32 Role of People Movers 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

33 Airport People Movers: Canada, Mexico, US part 1

34 Airport People Movers: US, part 2

35 Airport People Movers: Europe

36 Airport People Movers: Asia and Africa

37 Types of People Movers 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

38 Examples of People Movers Following 10 slides from presentation by Harley Moore, Chairman, Lea + Elliott Drawn from their extensive, worldleading practice in the design and implementation of people-movers

39 POMA-Otis DTW NW Midfield Terminal Cable Propelled Air Levitated On Mezzanine Level inside Airside Building Source: NW (now Delta) Airlines

40 Siemens Dusseldorf Airport Suspended Monorail Source: Siemens

41 Bombardier (ex ADtranz) Tampa Airport Original Shuttle New CX-100 Shuttle Rubber-tired AGT Source: ADtranz

42 Bombardier (ex Adtranz) Frankfurt CX-100 Rubber-tired AGT Pinched-Loop System Source: ADtranz

43 Bombardier (ex Adtranz) Rome-Fiumicino CX-100 Rubber-tired AGT Source: ADtranz

44 Matra Chicago-O Hare Now Siemens- Matra Rubber-tired AGT Source: Matra

45 Bombardier (Adtranz) Innovia D/FW Airport Rubber-Tired AGT Source: Lea+Elliott

46 Bombardier JFK Air Train Steel Wheel / Rail Linear Induction Motor Source: Bombardier

47 Summary 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.

Passenger Building Concept Prof. Richard de Neufville

Passenger Building Concept Prof. Richard de Neufville Istanbul Technical University Air Transportation Management M.Sc. Program Airport Planning and Management Module 15 January 2016 Outline Introduction