Cost–benefit Analysis, Planning and Innovation
Edited by Hugo Priemus, Bent Flyvbjerg and Bert van Wee
Chapter 14: Rail Infrastructure at Major European Hub Airports: The Role of Institutional Settings
Moshe Givoni and Piet Rietveld 14.1 INTRODUCTION The development of rail links to airports can be compared with the development of rail links to ports. ‘Prior to the advent of road and air transport, the main form of transport for overseas journeys was a combination of rail and sea . . . [therefore] railways were built directly into the seaports’ (Stubbs and Jegede, 1998: 56). However, when airports substituted seaports for overseas journeys the share of rail in surface transport was in decline and the share of the private car on the rise, resulting in good connections of airports to the road network and not the rail network. A notable development is that more recently this is changing, and as the air transport industry continues to grow the number of rail connections to airports increases. The main rationale for railway connections to airports is the need to bring passengers to (or from) the airport when they begin (or end) their air journey. This need increases with growing congestion on roads, which is often especially severe around airports, and the growing awareness to the need to reduce car dependent travel. The development of the high-speed train (HST), which can increase airports’ catchment area and on some routes can substitute the aircraft, provides another important incentive to connect airports with the (HST) rail network. From a transport policy perspective, the importance of integration between transport modes and transport networks provides the main justiﬁcation to invest in rail services to airports. The above is re...
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