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IARO Report 23.15 Extending Your Rail Link at a Growing Airport

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IARO Report 23.15 Extending Your Rail Link at a Growing Airport IARO report 23.15 Extending your rail link at a growing airport 1 IARO Report 23.15: Extending your rail link at a growing airport Published by: International Air Rail Organisation Suite 3, Charter House, 26 Claremont Road, Surbiton KT6 4QZ UK Telephone +44 (0)20 8390 0000 Fax +44 (0) 870 762 0434 website www.iaro.com email [email protected] ISBN tba © International Air Rail Organisation 2015 £250 to non-members IARO's mission is to spread world class best practice and good practical ideas among airport rail links world-wide. 2 Contents Chapter Page 1 Introduction 4 2 Extending the railway to a new terminal 5 3 People-mover links 10 4 Extending a terminal around a station 16 5 Adding a second railway 18 6 Relocating the terminal to a railway 23 7 Conclusions 26 IARO's Air/Rail conferences and workshops 27 3 1. Introduction This report is partly based on an IARO workshop held at Milan Malpensa Airport in June 2015. The contribution of participants at that workshop is acknowledged, but the report, including any errors, is entirely the responsibility of the author. Options for serving a growing airport by rail As demand increases at an airport, planners will consider alternative ways of meeting that demand. The demand for additional aircraft movements will be met by the provision of additional runway and airside capacity and, by itself, will not require additional landside access. However, growing numbers of passengers and airport employees will require more terminal capacity and lead to more demand on the surface access network. At over 200 airports worldwide, rail is part of the access network, and there are 600 more airports where plans, projects or studies are in hand for rail access. This report is concerned with the 200 airports with existing rail links, and some of those of the 600 whose plans cover growth beyond the initial provision of a rail link. Each chapter in the report considers a type of enhanced or additional rail access when airport expansion is being planned. These types are: Extending the railway to a new terminal Connecting a new terminal to an existing station by a people-mover Extending a terminal around an existing station Adding a second rail link to a new terminal Relocating the terminal closer to a railway For each of these options, a number of examples are noted, and the advantages and disadvantage are discussed. Some examples are hybrids of the options, or exhibit features of more than one option. IARO classifies air-rail links into five types, although the boundaries are sometimes not precise. These five types are long distance/high speed, airport express, regional, suburban/metro and light rail. We also consider two other types, automated people-mover or bus shuttle (connecting an airport with a more distant rail service) and cargo. 4 2. Extending the railway to a new terminal Four examples of airports where an existing rail link has been extended are discussed, at Kuala Lumpur, Salt Lake City, Heathrow Terminal 5 and Milan Malpensa Airport. Kuala Lumpur KL International Airport opened in 1998. A rail link opened in 2002 with two services, KLIA Ekspres, a non stop service to KL Sentral and KLIA Transit, a commuter service with three intermediate stops. The rail link is operated as a 30 year concession. Passenger numbers at the Airport have grown to 23 million in 2005 and 47 million in 2013. In 2013 the rail links carried around 5 million passengers a year, a mode share of 18%. A Low Cost Carrier Terminal (LCCT) opened in 2006, which was connected to the rail link by bus. However, the LCCT was replaced by a new terminal, KLIA2, which opened in 2014 with the rail link extended to it. The rail link extension is around 2 km and the additional journey time is 3 minutes, plus 2 minutes station stop. All trains serve both terminals. The fare is the same for either terminal although there is a 2 Malaysian Ringit fare for travel between the terminals. The rail links have recorded a 40% increase in ridership since the opening of the extension, at a time when passengers through the airport have decreased. Funding arrangements for the extension are not clear, but it is believed that it is primarily government-funded, with some contribution from the Airport. Terminal 1 KLIA2 Rail link extension A study is under way of the feasibility of extending the rail link beyond the airport to link to other Malaysian cities. One option for this is to combine it with the route of a Kuala Lumpur- Singapore high speed line, but the current preferred route for this would not serve the airport. 5 Salt Lake City Salt Lake City Airport handled 21 million passengers in 2014. In 2013, a light rail link of the UTA's Trax system began operations. The initial station at the Airport is at the far end of one of the landside concourses. However, a current major expansion programme at the Airport includes the redevelopment and expansion of the terminal, at which point the rail link will be extended to be in the heart of the new complex. London Heathrow Terminal 5 Heathrow's Terminal 5 opened in 2008. The Airport handled 73 million passengers in 2014, 31 million of them through Terminal 5. Heathrow currently has two rail links. The Underground Piccadilly Line originally opened in 1977 and was extended to Terminal 4 in 1986. The Heathrow Express link opened in 1998. Terminals 123 Terminal 5 4 terminals 5 terminals Terminal 4 Heathrow Express Piccadilly Line extension extension 6 Both rail links had planned for later extensions. The Piccadilly Line had included a straight section for a new station, but this was not in the right location for Terminal 5, so a spur was constructed. The Heathrow Express line safeguarded for an extension to Terminal 5 by constructing a junction and stub tunnel west of the Terminal 123 station. Both extensions were required as a condition of the planning approval for Terminal 5 and opened at the same time as the new terminal. The total cost of the extensions was around £400 million, including the stations at Terminal 5 and both were funded by the airport company. The Heathrow Express train service is owned and operated by the Airport, so the business case for this extension was based on an internal rate of return. The Piccadilly Line is operated by Transport for London, which pays a track access fee to the Airport to use the extension. Both links required changes to their train timetables to ensure that all terminals were served. The Piccadilly Line previously operated as a loop, but trains now alternate between the loop serving Terminal 4 and the spur to Terminal 5. Heathrow Express operates all through trains to Terminal 5 with a shuttle service between Terminals 123 and 4, although this will change in the next few years when Crossrail trains serve the Airport using the Heathrow Express infrastructure. Further extensions are planned, as the Airport continues to grow. The alignment of the extensions to the west enables the links to be extended to either the north west or the south west, or both, to link with existing rail routes, and an additional box was constructed beneath Terminal 5 for allow for two additional platforms to be built. Milan Malpensa SEA, a public-private partnership, has a 40 year concession to manage Malpensa and Linate Airports. Malpensa handled 18.7 million passengers in 2014. Terminal 2, which was the original terminal before the new Terminal 1 opened, is now occupied by Easyjet carrying more than 6 million passengers a year The Malpensa Express rail link to Terminal 1 was opened in 1999, and now provides four trains per hour alternately to Cadorna and Centrale Stations with a journey time of 29 and 43 minutes respectively, some with intermediate stops. Terminal 2 is connected by a free bus shuttle to Terminal 1 and the rail station. Current overall rail share is 14.3%, but the share at Terminal 2 is 7.9%. The station at Terminal 1 was built with four platforms and the extension was safeguarded, but the project to extend the rail link to Terminal 2 began in 2010. In fact, the project began as a concept to extend the railway to the north to provide wider connections. 7 T1-T2 railink : first step of the “Global project” 7 Nevertheless, a number of alternatives were considered, including closing Terminal 2 and expanding Terminal 1, or connecting the terminals by a people-mover. The chosen option enabled Terminal 2 to remain open as a low cost airline terminal, while the people mover option would have required passengers to interchange, and would not have formed part of a longer term wider rail route. Several route options were considered for the rail extension, including alternative locations for the Terminal 2 station, which will safeguard for a future further extension. Funding for the €115 million extension is shared between the national government, the regional government and SEA, with a contribution from the European Union under the Trans-European Networks (TEN-T) programme. Construction is due for completion by the end of 2015, with operations starting in 2016. 8 T2 Station works Studies of the options for wider rail links are ongoing, which includes links to regional and international services, high speed lines and alternative faster routes to central Milan. Summary of rail extensions In the examples discussed, the choice of an extension of the existing rail link was made because it would provide a significantly better service for passengers choosing rail and, for three of the four examples, could potentially be part of a further extension to wider rail links.
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