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3 Catalan Airport System Interconnections: Barcelona, Girona, Reus and Lleida 3.1 the Key Issues Addressed by This Case Study

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3 Catalan Airport System Interconnections: Barcelona, Girona, Reus and Lleida 3.1 the Key Issues Addressed by This Case Study FACTORS AFFECTING INTERCONNECTIVITY 3 CATALAN AIRPORT SYSTEM INTERCONNECTIONS: BARCELONA, GIRONA, REUS AND LLEIDA 3.1 THE KEY ISSUES ADDRESSED BY THIS CASE STUDY This case study addresses the following key topics: Improved Links, Interchanges and services. This case study will examine the performance of the following connections: Connections between airports and high speed rail (HSR) stations. All Catalan airports are located within a short distance of major rail corridors with regional and long-distance rail services, and high-speed services from 2012 on. The connection of airports to the HSR network will improve access to regional airports from the Barcelona metropolitan area, and access to Barcelona airport from the rest of the Catalan region. These connections are planned (different horizons) but not yet in service. This case study examines the performance of the interconnections between the rail network and airport terminals with different kinds of solutions. Connection between airports and city centres with public transport. In most regional airports, connections to local city centres with public transport are difficult due to low demand levels. Still, it is a priority of public administrations to provide such services. On the other hand, in Barcelona the airport will be connected in the mid-term with metro and suburban train connections. This case study analyses the connection of Barcelona‘s airport to the city and its surrounding municipalities with different kinds of solutions. interconnection between all airports with public transport. The global interconnection of airports could lead to integrated management of all facilities, and co-ordinated specialisation in terms of flight types (intercontinental, continental, regional…). Small airports could provide in the long term the capacity that Barcelona will lack sooner or later. This case study draws general conclusions about the potential and feasibility of Catalan airports network interconnection. Legal and Organisational Arrangements. The multiplication of stakeholders responsible of different infrastructures is an element of rigidity in the process of planning and executing integrated co-modal networks. The debate on competence distribution over infrastructures in Catalonia and Spain is currently very active and changes in involved stakeholders are likely in the mid-term. Air infrastructure management is split onto different public stakeholders. Barcelona, Reus and Girona airports are managed by Aena, a public company of the Spanish Ministry of Public Works; the recent new airport in Lleida is managed by the regional government. Rail services starting and ending within the region are managed by the regional government (since 2010); all other services are managed by the national administration. The network of highways is managed by different public and private stakeholders depending on the different links. Effective competition. The current debate about which model should be implemented to manage airports in Spain both involves the determination of competent administrations for each infrastructure (as well as the amount of private participation), and the amount of autonomy for each facility. An increased autonomy for the airports is claimed to promote fair competition among facilities in Spain. The system for ports management in Spain is usually referred to as a good practice example to be applied to airports, where each port authority is a public entity with autonomy enough to mark its own development strategy. Information and marketing. Through an integrated mobility internet site (http://www20.gencat.cat/portal/site/mobilitat), the Catalan administration is launching a programme to improve information to users on how to plan journeys taking place within Catalonia using public transport, even when involving multi-modal transport chains. Date: 13/10/2010 Deliverable D4.1 Page 47 FACTORS AFFECTING INTERCONNECTIVITY This initiative is being developed as public transport ticketing is being integrated all over the regional territory through a system of concentric rings with confluences in Barcelona, Tarragona, Girona and Lleida (four provincial capitals). Consistent travel information across modes. Flights using regional airports, mostly Ryanair in Girona and Reus, serve onboard information about land connections to bus services, and offer the possibility to purchase tickets as well, already during the flight or even at origin airport prior to flying. 3.2 GENERAL DESCRIPTION OF THE CASE STUDY 3.2.1 The Current Situation There are currently four commercial airports in the Catalan region: Barcelona, Girona, Reus and Lleida. Barcelona is an international airport with continental flights to Europe and the Mediterranean basin, and a few intercontinental flights. Girona and Reus are specialised on low-cost companies (they are both permanent bases for Ryanair), and have an important number of seasonal charter flights related to summer seaside tourism. Lleida airport is only operative since 2010, and is intended to be a winter tourist low-cost facility with regular flights within Europe. The Airport Master Plan of the regional administration was approved in 2009 in the frame of the General Infrastructures Plan approved later in 2010. The airports considered of general interest (Barcelona, Reus and Girona in this case study), have specific development plans under the Spanish air administration. Date: 13/10/2010 Deliverable D4.1 Page 48 FACTORS AFFECTING INTERCONNECTIVITY Figure 3-1 Location of airports in study over the rail TEN-T Reus, Barcelona, Girona and Lleida are located less than 200 km from each other. From Barcelona to Reus, Girona and Lleida there will be HSR services (with travel times from Barcelona of around 30 minutes to Girona and Reus, and 60min to Lleida). The airport of Barcelona will be also connected to a HSR, to the metro network, to suburban rail and to conventional regional rail. Traffic has grown substantially in all Spanish airports since the mid 1990s, mainly due to the explosion of low cost carriers and the emergence of urban tourism in Barcelona, and infrastructures have been enlarged accordingly, to accommodate growing traffic. Global airport capacity in the region is now twice as much as existing air traffic. Date: 13/10/2010 Deliverable D4.1 Page 49 FACTORS AFFECTING INTERCONNECTIVITY Girona has grown rapidly since the arrival of Ryanair, and is now starting to become competitive not just for tourists, but also for business travellers coming to Barcelona; Reus may show similar growth over the coming years. Traffic in these airports, however, is still dominated by tourists, representing 74% and 82% of global traffic respectively in Girona and Reus airports. Due to changes over the last few years on Iberia‘s commercial strategy, centralising its international flights in Madrid Barajas, international connections between Barcelona and Europe have worsened since Iberia‘s new subsidiary low cost company flying from Barcelona does not offer the possibility to transfer onto other flights. Spanish airport management remains centralised in one single public company, Aena, acting with a national logic of profit and deficit compensation among national airports. This strategy has been successful both in making Madrid a major hub and in improving the smallest and medium size airports in Spain, but at the same time has worsened the capability of airports such as Barcelona or Palma to compete for the attraction of intercontinental services. 3.2.2 Airport Traffic: Recent Evolution and Forecast Barcelona airport is the second largest in Spain after Madrid-Barajas. Air traffic has grown in Barcelona at a rate of 7.5% between 2000 and 2007, when it registered 32.9 million passengers. After the beginning of HSR services between Barcelona and Madrid in 20083, and with a context of crisis, the airport has lost 5.5 million passengers in two years and registered 27.3 million passengers in 2009. Forecasts are to have between 35m pax. and 52m pax. in 2020 (AENA, 2001). Girona, managed 5.2 million passengers in 2009. In 2000, the facility was specialised on charter flights for seasonal tourism, especially in the summertime, with a volume of 0. 6 million passengers per year. Since Ryanair arrival, the airport traffic has multiplied by 7, with a far more homogeneous demand throughout the year. Forecasts pointed in 2006 towards having between 8m pax. and 10m pax. in 2020 (AENA, 2006). Reus traffic grew up to 1.7 million passengers in 2009, from the previous 1.2 million passengers in 2008, mainly due to intensification of Ryanair flights since autumn 2008. Forecasts pointed in 2006 to have between 4m pax. and 5m pax. in 2020 (AENA, 2006). Lleida airport was inaugurated in 2010. Its Master Plan estimates passenger traffic by 2020 by 400.000 passengers per year. Table 3-1 Passenger numbers at Barcelona, Girona, Reus and Lleida airports 2000-2009 and forecast to 2020 in Mpax 2000 2009 2020 Barcelona 19.8 27.3 43.5 Girona 0.6 5.2 9.0 Reus 0.7 1.7 4.5 Lleida - - 0.4 (source; AENA / Airports of Catalonia projections according to medium variant in airports‘ masterplans) 3 Barcelona-Madrid air shuttle service was the world's busiest route until 2008, with the highest number of flight operations (971 per week) in 2007. The schedule has been reduced since February 2008, when a Madrid – Barcelona high-speed rail was opened, covering the distance in 2 hours 40 minutes, and quickly gaining more than 50% of quota. Date: 13/10/2010 Deliverable D4.1 Page 50 FACTORS AFFECTING
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