Airport Access System

 Access-roads,interchanges,transit links, parking

facilities, staging areas and other public transport
services, and the terminal curb;
Enables originating and terminating passengers,
visitors, and baggage to enter and exit the terminal.
 Access System Design as per Master Plan

Passenger Terminal
Design and Access
2. Components of AAS
 Enplaning and deplaning curb frontage;

Automobile parking facilities;

The vehicular roadways;

The designated pedestrian walkways and;

The service roads and fire lanes.

Passenger Terminal
Design and Access
3. Who needs Access?
 Air travelers;

Airport employees;

Air cargo access personel;

Service providers;

Senders, greeters and Visitors.

Passenger Terminal
Design and Access
4. Airport Ground Access Modes

 Road Based Modes;

Mass Transit Facilities;

High Speed Ground Transport;

VTOL and;

Water based Passenger Terminal

Design and Access
5. Road based Modes

 Private Car;

Rental car;

Taxicab;

Charter bus;

Urban Bus & Limousine Passenger Terminal

Design and Access
6. Private Car

Advantages
Flexibility high, Direct O-D, highly
convenient;
 Access Journey Speeds –High

Disadvantages

 Traffic Jam, parking costs high esp. long

term parking. Passenger Terminal
Design and Access
7. Taxicab
Advantages
Direct O-D, easy baggage handling LOS-
high;
 Trip Speeds are High, per capita costs
low
Disadvantages
 Expensive for single traveler, Traffic jam
loading & unloading slow access time is
long
Passenger Terminal
Design and Access
8. Charter
Advantages
Non stop travel=High LOS;
 Load factors high= per capita costs low
Their usage reduces congestion
Disadvantages
 Special pickup/lay-down areas needed;
 Large parking space;
 Interaction with non airport traffic;
 Not available to the public
Passenger Terminal
Design and Access
9. Urban Bus
Advantages
High level of convenience to A’port staff;
 Significant savings in parking for staff;
Disadvantages
 Routing difficult in strange city;
 Maneuvering with luggage is hard ;
 Interaction with non airport traffic overall
speeds are low due to frequent stops;
 Scheduling & routing not responsive to
travelers need;
Passenger Terminal
Design and Access
10. Limousine
Advantages
Cheap for single passenger;
 Convenient;
Disadvantages
 few locations served with non stop
service;
 No segregated ROW= Congestion;
 Service frequency can be low for Large
airports;
 Congestion at interchange areas;
Passenger Terminal
Design and Access
11. Conventional Rail
Advantages
Linked to Network-Inexpensive;
 Not affected by surface congestion;
 Direct connection with City Centre no stops like for
URT systems

Disadvantages

 Infrequent scheduled departures;

 Departures from Central City only;
 Baggage handling difficulty due to mixing with non
airport passengers;
 Partially meets demand, since other supplementary
mode are needed to complete journey Passenger Terminal
Design and Access
12. Urban Rapid Transit
Advantages
Linked to Network-provide access to
wide area of city;
 Not affected by surface congestion;
 No need for obtrusive Infrastructure;
Disadvantages
 Frequent stops esp. in urban canters;
 Low ridership due to design faults

Passenger Terminal
Design and Access
13. High Speed Ground T’port
Advantages
Rapid non stop & reliable service matching the
air trip itself;
Disadvantages
 High fares, high gov’t subsidies;
 Limited to city centre-attracts pax traffic to
already congested areas;
 Difficulties during mode interchange;
ROW Costs –Very High & Prohibitive;
 time savings on short distances small that
passengers are unlikely to be attracted away
Passenger Terminal
from the auto mode. Design and Access
14. VTOL Systems
Advantages
Most rapid and congestion-free method
of linking major air passenger generators
with the airport is the use of vertical
takeoff and landing (VTOL) aircraft;
 Disadvantages include; High Noise
levels high (environmentally intrusive),
expensive

Passenger Terminal
Design and Access
15. Waterborne
 Where the airport has direct access to a
water front;
Lack of competition from other road based
modes and;
Special scenic attraction for passengers

Passenger Terminal
Design and Access
16. Mode Choice Models
 Airports are served by different modes of
ground access;
Planning landside requires the ability to predict
how users will changes ground access/egress
decisions when faced with an array of options ;
A’port ground access models provide basic
inputs to other analysis tools that are used to
support Landside planning & decision making etc.

Passenger Terminal
Design and Access
17.Mode Choice Model Dev’t
Assemble
Airport-User
Transportation
Survey
Service Data

Airport-User Transportation
Survey Data Service Data
Model Specification

Model
Estimation Model Estimation
Dataset

Review
Goodness of Fit

Assemble Model
Calibration Calibration Model Calibration
Data Dataset

Assemble Model
Validation Validation Model Validation
Data Dataset a

Model Application
Passenger Terminal
Design and Access
18. Data Types
 User characteristics namely; household
income, characteristics of trip (origin and
purpose);
Transportation Characteristics such as travel
time and cost;
Characteristics of other modes that were not
chosen.

Passenger Terminal
Design and Access
 19.Aggregate & Disaggregate
Models
 Aggregate- used to predict attributes of a group of decision
makers such as passengers from a given zone choosing a
particular mode;

Disaggregate model (discrete choice model) used to

predict how an individual decision maker with a given
set of x’tics will behave

 i.e. it predicts the probability that a given airport

user will choose a particular mode, because two
airport users with apparently identical characteristics
may well choose different access modes.
Passenger Terminal
Design and Access
 20. Utility Functions
The basic concept underlying most disaggregate
discrete choice analysis is that each alternative in the
choice set provides the decision maker with some
utility that can be expressed in terms of measurable or
observable characteristics of both the decision maker
and the alternative (e.g., the travel time involved or
the income level of the decision maker). The larger
the difference in the utility between two alternatives,
the more likely the decision maker is to choose the
alternative with the higher utility.
Passenger Terminal
Design and Access
 19.Aggregate & Disaggregate
Models
 U1-U2 becomes larger in positive
direction p(1) 1 (p(2) 0; the reverse is
true
 MNL Models; j is the number of
alternatives; the probability of choosing
alternative i is given by:
Ui
e
P (i ) 

U
j J
e j

Passenger Terminal
Design and Access
 19.Aggregate & Disaggregate
Models
General form of a utility fn;
U i  V i  
Vi – deterministic part
 - Error term accounts for
unobserved x’tics
Passenger Terminal
Design and Access
 19.Aggregate & Disaggregate
Models
 Vi  a b1x1 b2x2 ...bnxn
 where ai and the b’s are model
coefficients and x’s are values of
explanatory variables such as travel
time and cost a –also known as
alternative specific constant; e.g.
Vi  ai  b1 (traveltime)  b2 (waitingtime)  b3 (walkingdistance)  b4 (cost / income)

 Choice becomes less sensitive to cost for

high income travelers Passenger Terminal
Design and Access
 Limitation of MNL Models
The major limitation of the MNL
model is the term “independence
from irrelevant Alternatives’. This is
however overcome in the Nested
logit (NL) model;

Passenger Terminal
Design and Access
 Nested Logit Model
1
U (i ) m
(e )
P(i / m)  1

 jN m
(e U ( j ) m
)

 
m
1
 (e U (i)
) m 
 1

 
  j N
(e U ( j)
) m

P (m )  m

l
 1

  k N
(e U (k )
) l

l S  l

Passenger Terminal
Design and Access