IC try

INTERCONNECT:

INTERCONNECT CATALAN AIRPORT SYSTEM INTERCONNECTIONS CASE STUDY: BARCELONA, GIRONA, REUS AND LLEIDA AIRPORTS

The Catalan airports:

The Catalan airports

Slide 3:

Barcelona airport Girona airport Reus airport Lleida airport

Airport activity increased in the 2000-2010 period in all airports:

Airport activity increased in the 2000-2010 period in all airports Barcelona went form 20 to 27Mpax, Reus from 0.7 to 1.7Mpax and Girona from 0.8 to 5.3Mpax

A new airport in Lleida:

A new airport in Lleida Lleida airport began operating only in 2010.

Airport connections with High speed train:

Airport connections with High speed train

Catalan airports are closely located to high-speed rail corridors:

Catalan airports are closely located to high-speed rail corridors

In all airports, traffics are mostly bound to Barcelona inner-city:

Origin / destination of trips in Reus airport In all airports, traffics are mostly bound to Barcelona inner-city 64% to BCN municipality 36% to BCN municipality 34% to BCN municipality

About HSR services to regional airports in Catalonia:

About HSR services to regional airports in Catalonia Excess of capacity in the HSR line allows in the short and mid term airport-related services without new costs Mid and long distance demand is mostly concentrated towards the inner city of Barcelona, making public transport specially suited for this kind of relation. Potential demands are uncertain and can be volatile as they are very dependant in mostly one LCC.

According to current planning in regional airports:

According to current planning in regional airports

Lleida would have a HSR station in the airport terminal (by 2026):

Lleida would have a HSR station in the airport terminal (by 2026)

Girona would have a tramway connection from nearby HSR station:

Girona would have a tramway connection from nearby HSR station

Reus would have a tramway shuttle from nearby HSR station:

Reus would have a tramway shuttle from nearby HSR station

About Reus and Girona HSR connections. Test-bed results::

About Reus and Girona HSR connections. Test-bed results: Network effects associated to interconnections are very high in regional airports, but are highly dependant on uncertain future air traffics Residual costs to extend existing tram systems to serve airports are relatively low, while costs of implanting stand-alone solutions are high Bus shuttle services are able to serve expected demands and substantially more profitable Internal tax of return

Network distribution of costs/benefits for Girona and Reus interconnections:

Network distribution of costs/benefits for Girona and Reus interconnections Stakeholder-effect matrix, proposed by the EIB (Turró,M. (2007) “Railpag”, EIB and DGTren) Each row represents a specific effect or subject of evaluation (i.e. travel cost, travel time). Each column represents a specific stakeholder

Network distribution of costs and benefits for Girona and Reus:

Users of the HSR not interconnecting to the airport are penalised with increased travel times HSR operator is the main benefited agent from the modal change Bus operators reduce their business very substantially Airport operators reduce incomes from parking frequentation Tramway operator needs to have subsidies in order to build, operate and obtain gains from the service Bus services can be run without subsidies Network distribution of costs and benefits for Girona and Reus

In Barcelona airport:

In Barcelona airport

Limited role for long-distance HSR to expand Barcelona airport’s hinterland:

Limited role for long-distance HSR to expand Barcelona airport’s hinterland Outside the Metropolitan Region of Barcelona there is little population concentrated in the interval of 2 hours (< 5 million inhabitants with fully operational HSR). Airports in Central Europe have much bigger hinterlands with 20 to 25 million inhabitants in a 2hour reach, with higher potential to be enlarged with the implementation of new HSR.

Predictable flows for regional HSR interconnection to the airport also low:

Predictable flows for regional HSR interconnection to the airport also low Low population levels concentrated around HSR stations in Catalonia (around 1 million inhabitants) Very performant regional airports actively competing with Barcelona’s in the European market.

Different proposals for HSR-Barcelona airport interconnection:

Different proposals for HSR-Barcelona airport interconnection

Slide 21:

Metro solution (baseline scenario). Public transport services from nearby HSR station by metro (2012) and commuter train (2014) would connect to the airport and the HSR, with service frequency below 5 minutes

Slide 22:

Antenna solution. Regional services bound to Barcelona could circle the city and enter the airport as terminus station.

Slide 23:

Loop solution. HSR stations would be built within airport terminals in the long term requiring a new loop link from the main line. This solution would allow conventional trains to run into the airport as well.

Slide 24:

In the antenna solution for rail-airport interconnection in Barcelona, local users of the suburban rail have important net gains in terms of travel time savings (€ 140 million), while users of the HSR have net loses up to € 1.4 million. To optimise efficiency of the interconnection, it seems reasonable to implement local suburban connection to the airport and leave HSR interconnection in el Prat del Llobregat in combination with metro services from there to the airport (like in the baseline scenario). Required investment drops from almost € 400 million to € 260 million. In the loop solution, interconnecting passengers in all transport classes decrease travel times, while the fact that non-interconnecting traffics are forced into the airport derives on a global increase in travel times for passing passengers that is far more important than savings by interconnecting travellers. The loop solution appears to be globally less efficient than the baseline configuration for all traffic classes, even if it may be locally beneficial for travellers interconnecting. Socioeconomic profitability of required investments for the loop solution would be negative as there are no net benefits generated by any of the traffic classes involved. In the antenna solution, benefits in terms of travel time savings from suburban link to Barcelona amount € 140 million. Those benefits are still lower than required investments (€ 260 million for a basic suburban connection), but provide positive internal taxes of return, between 1.5% and 3%. Most public transport projects in mature metropolitan areas with average infrastructure endowments have, in general, relatively low rates of return.

Stakeholder diversity:

Stakeholder diversity