Cover Image

Not for Sale

View/Hide Left Panel
Click for next page ( 101

The National Academies | 500 Fifth St. N.W. | Washington, D.C. 20001
Copyright © National Academy of Sciences. All rights reserved.
Terms of Use and Privacy Statement

Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.

OCR for page 100
100 Ground Access to Major Airports by Public Transportation suburban rail system. In 1998, the German Federal Railroad inaugurated a second rail service to the Munich Airport. When the airport was served by only one rail line, rail captured 28% of the airline passenger market. By January 1999, the ridership on the two lines together had increased to 31% mar- ket share. Taxi service to the downtown area can cost as much as $60 and can take about 40 minutes. Connections at the Airport. The airport rail station was constructed as part of the new air- port and, thus, benefits from architectural integration with the airport terminals. Previously, enplaning passengers arriving by rail took an escalator from the platform to a mezzanine level where a check-in facility was provided; that separate baggage check-in area has been discontin- ued. Although the connection brings the rail passenger directly into the terminal structure, the configuration of the terminal calls for long walking distances within the building. For most of the airline gates, the walking distances from parking and from curbside drop-off are consider- ably shorter than the walking distance from the rail station. Rail. Rail currently captures about 28% of the market. The original rail service is provided every 20 minutes via the eastern downtown station (travel time of 31 minutes), through City Hall Square (37 minutes), and Main Station (40 minutes). The second service also provides 20-minute headways following the opposite route, with service via Main Station (40 minutes), through City Hall Square (43 minutes), and to the eastern downtown station (48 minutes). In the common downtown distribution section, service is provided every 10 minutes. However, travelers have to monitor train departures in two directions to catch the first train to the airport. A one-way ticket on either line costs about $11. Extensive plans have been developed to build a high-speed maglev from Munich Airport to the main train station in downtown. The route would follow the existing service commuter rail route via the Main Station. At present, the national government has not committed to funding the project. Baggage-Handling Strategy. A downtown check-in facility in the Main Station for Lufthansa passengers was discontinued for lack of customer use. Baggage space on the rail line varies by time of day and by level of crowding on the commuter systems. Bus. The city bus, which goes to Main Station every 20 minutes, has a travel time of 45 min- utes. The airport website describes 20 bus services to both metropolitan and longer distance des- tinations. Eight percent of Munich airline passengers come by bus. London Heathrow (36% Market Share) Market Share European/Asian Rank Airport Total Rail Bus 12 Heathrow Airport 36% 24% 12% Tube 14% Express 9% SOURCE: CAA Passenger Survey Report 2004 (30) The Airport. London's Heathrow Airport served more than 67 MAP in 2006, making it the busiest airport in Europe. Heathrow is located 15 miles west of London, with a driving time of 45 minutes to more than 1 hour. The taxi fare is more than $80, depending on the destination in London. Connections at the Airport. Terminals 1, 2 and 3, all located in the central terminal area, are con- nected with both London Underground and Heathrow Express stations by relatively long under- ground walkways. In a complex design to serve Heathrow's scattered terminals, the Heathrow Express uses a two-track tunnel to serve the central terminal area; a single-track tunnel continues on to