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Intermodality and the Economy:
Seamless Transport
Stephen Perkins
ECAC Forum
14 December 2011
2
The air passenger end-to-end journey
Transfer
Getting Taking off Getting Getting to
Getting to and
through and through where you
from the airport
the airport landing airspace want to go
Departure
Check in Security Push back Taxiing Take off
area
Immigra Disemb-
Customs Baggage Taxiing Landing
-tion arcation
Source: Adapted from UK Department for Transport,
Improving the Air Passenger Experience, 2009
3
Generalised costs and access to airports
Generalised Costs
• Cash cost
– Marginal cost of car per person
– Parking
Car park
Drive Parking
– Return trip for kiss and fly Car
time cost
shuttle
time
– Bus/rail/metro fare
– Taxi fare per person
Kiss+fly
Drive Return Car park
• Time cost time drive shuttle
• Reliability (buffer time cost)
• Comparative comfort/practicality Bus access
Ticket cost, Airport
Bus foot/car/
ride time
access,
– Baggage metro foot/shuttle
– Crowding
– Transfers Station
Ticket cost,
Airport
Train access ride time
access,
– stairs/distance foot/car/bus foot/shuttle
for transfers on foot
Station Airport
Ticket cost,
Metro access
ride time
Transfer access,
foot/bus foot/shuttle
UK catchment analysis: two-hour drive-times
• 2 hour drive
catchments
• Mean drive time
1.0 hour to nearest
alternative
• Potentially very
competitive
structure
• Similar overlap of
catchments in
Japan, Italy .....
• Hubs usually
different
Source: David Starkie, ITF Roundtable 145
5
Mode shares for passenger access to Heathrow
(%)
9%
13%
38%
14%
Source: Kouwenhoven, ITF Roundtable 145
26%
6
Fraport’s high speed rail connections
• Koln 57 min
• Bonn 40 min
• Stuttgart 73 min
• 174 long distance trains a day
• AIRail integrated ticketing and bag drop
Lufthansa-DB-Fraport
• Rail&Fly rail discounts for 90 airlines for
destinations all over Germany
High-speed lines 300 km/h
High-speed lines 250 km/h
Upgraded lines 200 km/h Sources: Wikipedia; Fraport.
7
Can HSR relieve congested airports and airspace?
Source: Wikipedia
8
Top 10 European air passenger flows in 2009
High Speed Rail
• 9-12 M pass pa breakeven
• 400-600km maximum
competition with air
• Stop at airport
undermines time savings
for city-city service
• Network node more
valuable than single HSL
• HSR replaced Air 80%+
Source: Eurostat
9
Modal shift from introduction of HSR (% shares)
Source: Preston 2009.
10
High speed rail o-d city pairs market shares
h:min km/h
1:25 220
2:00 215
2:25 215
2:25 195
2:15 195
2:30 145
3:00 150
2:45 230
4:00 115
4:30 125
Source: De Rus, ITF Roundtable 145
11
HSR network and airports in Japan
Source: Yamaguchi, ITF Symposium 2009
12
Domestic air traffic in Japan 2008
13
Air and Shinkansen demand (million pkm)
Air
Shinkansen
Source: Yamaguchi, ITF Symposium 2009
14
Conclusions
• Principle access to airports is by road – end-to-end convenience
with baggage.
• Road catchment determines competition between airports.
• Biggest modal transfer is from conventional rail to HSR until
distances of 500 km or where sea crossing.
• Value for hub feeder substitution depends on geography, as HSL
only viable for city centre pairs with market of 9m plus
• To relieve “capacity crunch” all options important
– SESAR
– Runway congestion pricing
– Runway capacity
– HSR where spatial geography fortuitous – Japan
Thank you
Stephen Perkins
stephen.perkins@oecd.org
Postal address
2 rue Andre Pascal
75775 Paris Cedex 16
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