- Email: [email protected]
Rail Based Public Transport Facility to Large Indian Airports
Available online at www.sciencedirect.com
ScienceDirect Transportation Research Procedia 17 (2016) 90 – 97
11th Transportation Planning and Implementation Methodologies for Developing Countries, TPMDC 2014, 10-12 December 2014, Mumbai, India
Rail Based Public Transport Facility To Large Indian Airports D Srinivasa Reddy a*, Dr. K V Ganesh Babu b, Dr. M R Tagorec a,b c
Gujarat International Finance Tec - City Co. Ltd, Zonal Facility Centre, Block-12, GIFT CITY, Gandhinagar-382355, India. Associate Director, Systra MVA Consulting (India) Private Limited, CBD Belapur, Navi Mumbai, 400614, India
Abstract The growth of Indian aviation sector in the past one decade is quite remarkable and between 2000 & 2010 air operations have expanded by 160%, in terms of domestic passenger volume India now ranks 4th after US, China and Japan. Indian aviation is set for transformational growth, Center for Asia Pacific Aviation (CAPA) projections indicate that airport passenger traffic will grow from 143 million in 2010/11 to 452 million by 2020/21. To meet this ever growing demand and to provide world class infrastructure to its users, Government of India (GOI) decided to develop airport infrastructure on a Public Private Partnership (PPP) mode and has taken a number of initiatives to open the sector for private participation in modernizing existing airports as well as setting up new greenfield airports. However present airport infrastructure creation /up gradation policy of GOI has not considered provision of rail based transport access as an essential part of airport infrastructure facility in the same spirit as it was considered elsewhere in the world. In this paper, to understand the traffic and travel issues of the airport users and to appreciate the importance of rail based public transport access to airports, the case studies of existing Delhi Airport Metro Express (DAME) of Delhi airport, proposed metro link to Mumbai airport and proposed high speed rail link of Bengaluru are presented in detail in this paper. © Published by Elsevier B.V. B. This © 2016 2015The TheAuthors. Authors. Published by Elsevier V.is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Selection and peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay. Peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay Keywords: Airports; rail based public transport; high speed rail link; travel time; airport infrastructure; metro connectivity;
* Corresponding author. Tel.: +91 79 3001 8437; fax: +91 79 3001 8321. E-mail address: [email protected]
2352-1465 © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay doi:10.1016/j.trpro.2016.11.064
91
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
1. Introduction As India crosses the threshold of becoming a global economic power, capital flows and corresponding business and leisure travel will also pass through the conduits of air traffic routing. At the same time, rising affluence and globalizing domestic firms are increasing outbound traffic from within India. This rising demand for international travel from within domestic borders, combined with an increase in international traffic coming to India, is part of a continuing trend of rising air travel demand. Indian aviation sector has witnessed a remarkable growth story in the last decade with robust growth in passenger and cargo traffic, huge jump in the number of aircrafts operating in the country, an impressive increase in the non scheduled operators, surge of investment in the airport infrastructure, rapid rise in the number of operational airports, modernization and augmentation of capacities at various metro and non-metro airports and much more. Rapidly expanding air transport network and opening up of the airport infrastructure to private sector participation have fuelled the growth of the air traffic in the country. India is likely to be the fastest growing aviation market in the world in the next 20 years. Between 2000 and 2010 air operations in India have expanded by 160% and the same is expected to grow at a rate of 9-10% annually, in terms of domestic passenger volume India now ranks 4th after US, China and Japan. The total number of aircrafts in the country too has shown a rapid rise from 225 in 2000 to 735 in 2010. The number of operational airports has increased from 50 in 2000 to 82 in 2010. The passenger handling capacity has increased from 66 million to 235 million during the same period. To meet this demand, airports throughout India have committed to expand their share of Asia-wide and global air network, bringing more international travelers through their terminals. 2. Indian airports and passenger growth In India at present there are 125 airports which include 11 International Airports, 08 Customs Airports, 81 Domestic Airports and 25 Civil Enclaves at Defense Airfields. The major airports are Delhi- Indira Gandhi International Airport, Mumbai- Chhatrapati Shivaji International Airport, Chennai-Chennai International Airport, Bengaluru - Kempegowda International Airport, Kolkata- Netaji Subhash Chandra Bose International Airport and Hyderabad- Rajiv Gandhi International Airport. To appreciate the importance of these six airports in the context of airport passenger handling, overall India airport passenger statistics during financial year 2013-14 are analyzed and presented in Table 1. More than 67% of total India airport passengers are handled by above mentioned six airports. Delhi and Mumbai airports tops busiest airports list, handling together close to 50% of total Indian international passengers and overall approximately 41% of total airport passengers. Table 1: Summary of Airport passenger Statistics during 2013-14 Sl. No
Airport
International Passengers
Domestic Passengers
Total Passengers
1
Delhi
12.68
24.20
36.88
2
Mumbai
10.34
21.88
32.22
3
Chennai
4.54
8.36
12.90
4
Bengaluru
2.63
10.23
12.87
5
Kolkata
1.77
8.34
10.10
6
Hyderabad
2.44
6.21
8.65
7
Total of above six
34.40
79.21
113.62
Overall India
46.62
122.41
169.03
8
Source: http://www.aai.aero/traffic_news Center for Asia Pacific Aviation (CAPA) projections indicate that airport passenger traffic will grow from 143 million in 2010/11 to 452 million by 2020/21. These growth projections are staggering, but they are not without
92
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
precedent. China’s airport traffic grew from 134 million to 564 million passengers from 2000 to 2010. To cater ever growing demand, the country will require approximately 325-350 operational airports. This implies that huge investments have to be attracted as Airport Authority of India (AAI) alone will not be able to raise the funds. Lack of prior planning may result in inefficient services at major airports viz., limited landing slots, inadequate parking bays and congestion during rush hours. To meet the future demand and to provide world class infrastructure to its users, Government of India decided to develop airport infrastructure on Public Private Partnership (PPP) mode and has taken many initiatives to open the sector for private participation in modernizing existing airports and setting up new Greenfield airports as well. Because of these liberalizations, private participation has been allowed in Delhi and Mumbai Brownfield airports and three new PPP Greenfield airports have been set up at Hyderabad, Bengaluru and Cochin. 3. Need for rail based mass transport access Modernization and capacity augmentation of airports requires additional land. While finalizing the airport development master plan for Delhi, Mumbai, Chennai, Bengaluru, Kolkata and Hyderabad airports, considering the land availability of each airport GOI decided to implement the modernization and capacity augmentation of Delhi, Mumbai, Chennai and Kolkata airports at their existing locations only; whereas Hyderabad and Bengaluru airports are relocated to their respective city out skirts. Most of these major airports are presently at a considerable distance from its City Central Business District’s (CBD). Details of major airports and their respective distance from its city CBD are presented in Table 2. Table 2: Major Indian Airports and their distance from City CBD Airport
Distance From City CBD
Delhi
Approximately 16 kilometres south-west of New Delhi
Mumbai
Approximately 25 kilometres from South Mumbai
Bengaluru
Approximately 40 kilometres from the Bengaluru CBD
Chennai
Approximately 12 kilometres from the Chennai CBD
Kolkata
Approximately 17 kilometres from the Kolkata CBD
Hyderabad
Approximately 23 kilometres south of Hyderabad
Generally airports are located away from the city for obvious reasons. The concept of locating airport away from city has many advantages and some disadvantages. While land availability for such an airport is easy & affordable and the airport can be expanded as the traffic grows, however the real sufferers are the air travelers and airport employees who have to cover this long distance to reach the airport. Associated problems are congestion, noise, emissions etc. Apart from the high cost of travel and long travel times to reach the airport from the city, there is also uncertainty in travel time due to traffic hold-ups enroute. Airports seem predestined for access by public transportation, especially in the age of increasing environmental consciousness and worsening congestion on those raids that serve airports far away from city centers. A large number of people travel to the airport daily, and majority of trips will not return in a day or two (many of whom will not return until in a few days, weeks or months,) making driving a personal vehicle unpractical. So, as a part of airport modernization, it's important to provide high capacity, comfortable, hassle free, reasonably priced and reliable public transport options in the form high speed rail link or city metro connectivity to airport users from nearby city centers. All major international airports across the globe are connected with high-capacity; fast, reliable and attractive mass transportation system. New airports in South Asia and China are very relevant examples in this regard.
93
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
4. Major Indian Airport's Public Transport Facilities For better understanding of the existing and proposed public transport facilities for major Indian airports, they are mainly categorized into three types and one airport from each category is selected for elaborate discussion. The criteria, category and selected airport from each criterion are presented in Table 3. In the subsequent sections, existing transport facilities and proposed mass transport provisions with their salient features are elaborated for New Delhi, Mumbai and Bengaluru airports. Table 3: Categorization of Major Indian Airports Sl. No 1
Greenfield airports located outside City CBD & with no existing rail based public transport
2
Brownfield airports located outside City CBD with existing rail based public transport
Airports in this Category 1. Bengaluru 2. Hyderabad 1. New Delhi 2. Kolkata
3
Brownfield airports located within the City with city suburban rail systems located nearby
1. Mumbai 2. Chennai
Criteria
Selected Airport Bengaluru New Delhi Mumbai
4.1 Indira Gandhi International Airport (IGIA), New Delhi, India Indira Gandhi International Airport is the primary international airport of the National Capital Region, 16 kilometres south-west of New Delhi. Being the busiest airport in India, handling approximately 37 million passengers and the planned to hold capacity to 100 million passengers by 2030.The airport is connected by the 8lane Delhi Gurgaon Expressway, of 28 km connecting Delhi and Gurgaon. The time taken to reach IGI Airport from the centre of the city ranges from 1 to 2 hours, resulting in great loss of productivity, effort and time. 4.1.1 Delhi Airport Metro Express (DAME) To offer reliable world class travel option akin to Hong Kong airport express and Bangkok Airport rail link, rail connectivity in the form of Delhi Airport Metro Express (DAME) from New Delhi metro station to Dwarka Sector 21, linking the IGI Airport is provided. The total length of the line is 22.7 km with six stations namely New Delhi – Shivaji Stadium – Dhaula Kuan – Delhi Aerocity (Mahipalpur) – IGI Airport (T3 Terminal) – Dwarka Sector 21. New Delhi, Shivaji Stadium (CP) and Dhaula Kuan stations are having City Airport Terminal (CAT) facilities and are equipped with ticket counters and check-in facilities (including baggage check-in). It is running on a dedicated corridor and provides the highest level of comfort to its users with air conditioned coaches, lifts & escalators, baggage trolleys, porter services, wheel chairs, public conveniences and modern automatic fare collection systems. Travel time is approximately 19 minutess to from New Delhi to IGI Airport (T3 Terminal). The route map of the Delhi airport metro express is shown in Figure 1. Regarding patronage, it's far below than the expected ridership and the response from airport users are is not all encouraging. Highest ever ridership reported on airport metro express is 18,512 passengers per day on 8th August 2014. The poor ridership posed serious questions on its success and implementation of the same facility at other airports in India. 4.1.2 DAME extension to Gurgaon At present airport metro express mainly serves Delhi bound airport passengers. Past studies (Delhi airport express rail link (AEL) project: patronage and revenue forecasting study, year 2008) indicates that 18.5% of airport employees reside in Gurgaon region, 5.6% of international passengers & 7.9% of domestic passengers come from Gurgaon and 5.9% of air passengers escort are coming from Gurgaon, Haryana. At present there is no direct metro connectivity from Gurgaon to Delhi Airport and therefore the airport users are forced to travel by road. The roads from Gurgaon and leading to airport are heavily congested and there are frequent traffic jams in the morning and evening peak hours. Government of Haryana felt that it will benefit Gurgaon and Haryana State if the existing Delhi
94
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
airport express link is extended up to IFFCO Chowk, Gurgaon. The proposed extension will be approximately 12 km in length and it will enable the airport bound passengers to reach airport within a time of about 11-12 minutes, also make them comfortable in the morning and evening due to tension free journey by a reliable rail mode. The proposed airport express link extension alignment to Gurgaon is presented in Figure 1.
Figure 1: Alignment of Delhi airport metro express (Existing & Proposed)
4.2. Chhatrapati Shivaji International Airport (CSIA), Mumbai, India Chhatrapati Shivaji International Airport (CSIA) is located in the heart of Mumbai, at a distance of approx 35 km from South Mumbai, near the suburban development of Santacruz and Andheri. CSIA handled 32.22 million passengers and 0.65million tonnes of cargo during FY 2013-14. Presently CSIA is undergoing modernization and it set to handle 40 million passengers and 1 million metric tonnes of cargo annually. The new integrated terminal T2 was inaugurated on 10th January 2014 and opened for international operations on 14th February 2014. It’s also proposed to shift domestic operations to the new terminal (T2) from the Santacruz domestic terminal (T1). 4.2.1. Road Connectivity Site area extents of CSIA are bound by Western Expressway (WEH) to west, Andheri- Ghatkopar Link Road to north, Andheri-Kurla Road to east and Santacruz- Kalina-Kurla Road to south. Western Express Highway (WEH) carries bulk of south & north bound CSIA traffic. Despite the fact that Terminal T2 is located in Sahar close to Mumbai’s arterial Western Express Highway, passengers travelling to the terminal have a harrowing road traffic experience. In order to avoid these traffic bottlenecks, a dedicated six lane, elevated road connecting the new terminal with the main arterial WEH was also constructed and opened to the public on 12th February 2014. Once the domestic operations shifted to new integrated terminal of CSIA, may result in further congestion during the day time and evening peak traffic hours. 4.2.2. Rail Connectivity Western suburban railway line is in close proximity to CSIA and Ville Parle & Andheri stations are nearest to CSIA, at a distance of approx. 1 km and 2.5 km respectively. Central suburban railway line is further away from CSIA to the east and Ghatkopar & Kurla stations are about 3.5 km from CSIA. Recently opened Mumbai metro line 1 although aligned close to northern edge of CSIA site area, shall not be helpful in providing required connectivity to air passengers as the overall planning and operation of this metro line is intended for daily commuters between
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
Ghatkopar and Versova. Majority CSIA air passengers originate from Island City (South Mumbai), east (Navi Mumbai) and north Mumbai and as metro line 1 do not serve these primary catchment areas, it shall not help in augmenting required connectivity to CSIA. Although use of Western suburban railway and Metro Line 1 for air passengers is not feasible due to general behavioral pattern, profile and convenience related factors, the potential of use of these mass transport systems for working population (employees and staff) at CSIA can be useful in long term. In the absence of seamless and direct metro connection to CSIA, airport passengers are forced to travel by road, as a result all the roads and junctions in the vicinity of the airport are extremely congested. 4.2.3 Metro connectivity to CSIA Delhi Metro Rail Corporation Limited (DMRC) prepared a master plan for Mumbai metro with an objective is to provide a rail based mass transit connectivity to people within an approach distance of 1 to 2 km. The total length of the Metro Lines is about 146.5 km and is planned under three phases. Proposed metro line 6 i.e. BKC – Kanjur Marg (via Airport) Corridor begins at Bandra Kurla Complex and stretches towards Kanjur Marg connecting Domestic and International terminals of CSIA. The total route length is about 20 km and the alignment of the same is shown in figure 2 (L). The proposed metro line 6 connectivity to airport is not connected directly with island city, from where approximately 40% of domestic and international airport passengers are coming to CSIA and master plan proposes its implementation in phase 3, whereas CSIA needs seamless metro connectivity on urgent basis.
Figure 2: Mumbai metro master plan (L) & Alignment of the proposed Mumbai Metro Line 3 (R)
Subsequently, Mumbai Metro Rail Corporation Limited (MMRC) revised metro line 6 alignment and reprioritised the same from phase 3 to phase 1 for implementation. The revised alignment of metro line 3 (Colaba–
95
96
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
SEEPZ line) is 33.5 km long and it is the first underground metro line in Mumbai with27 stations. The line starts at Cuffe Parade, will run through Nariman Point, Worli, Dadar, Bandra, Bandra-Kurla complex, past the airport, through Andheri MIDC and SEEPZ (Refer figure 2 (R)). As CSIA is located in the centre of proposed metro 3 alignment it can be effectively used by all airport users (passengers/employees/visitors). The proposed Metro line 3 connecting the city centres (Colaba/BKC) to the airport has been planned to have three stations within CSIA site area, for access to airport passengers, airport employees/visitors, non aeronautical development related employees/visitors and other public users. Unlike Delhi Airport Express, Mumbai metro connectivity to CSIA is not a dedicated facility to its airport users, never the less it provides much needed reliable high capacity travel options to airport passengers, airport employees/visitors. 4.3. Kempegowda International Airport, Bengaluru, India Kempegowda International Airport, Bengaluru is located at about 40 kms from the Central Business District (CBD) of Bengaluru, It is the fourth busiest airport in the country in terms of overall passenger traffic of 12.9 million in the financial year 2013-14. The primary connectivity to the airport is through the busy National Highway (NH)-7, that connects Bengaluru and Hyderabad this road becomes the bottle neck for the airport bound traffic from the city. The airport main access road connecting NH-7 at the proposed trumpet interchange is on the south western side. Since the new airport is situated away from the city resulting in one to two hours travel time t by taxi / car. The travel expenses will also be high in addition to heavy fuel consumption. To provide road based public transport facility to airport users, airport shuttle service is being provided by the Bengaluru Metropolitan Transport Corporation (BMTC), the said facility connects various parts of the city to the airport. Reaching airport especially during peak hours is becoming cumbersome task owing to the en route congestion, queues and long delay at many junctions, unfortunately the airport bound public transport bus users are also facing the same problems and the situation expected to be worsen further in the absence of reliable rail based public transport to the airport. 4.3.1 Proposed high speed rail link Considering the distance between city CBD & airport, airports users travel problems and also to cater the airport users travel aspirations, a new high-speed rail link has been approved to connect the city and airport (refer Figure 3).
Figure 3: Alignment of the proposed High Speed Rail Link
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
Total route length from center of Cubbon Road (Police Ground between MG Road & Cubbon Road) station to the Centre of New International Airport Terminal–I is about 33.20 kms with four stations they are Cubbon Road (Terminal Station), Hebbal, Yelahanka, and Bengaluru International Airport (Terminal Station). All the stations are elevated, fully air-conditioned and with platform screen doors. Since the line is being planned to cater to dedicated airport traffic, baggage check-in facility is being planned at Cubbon Road Station and Hebbal Station through which air travelers (both domestic and international) will be able to check-in their luggage at the Metro station itself while boarding the train to the Airport. The line is expected to carry air travelers at speeds up to 160 kmph between the airport and MG Road with a travel time of approximately 25mins. The project is proposed to be implemented by the SPV Bengaluru Airport Rail Link Limited (BARL) through the BOT (Build, Operate, & Transfer) model, with Viability Gap Funding (VGF) by the Government of India and Government of Karnataka After considering the cost and viability of the high speed rail link project, the Government of Karnataka is considering scraping of the project and proposing extension of city metro line 2 i.e. the Gottigere – Nagavara line the airport. The new airport at Devanahalli is operational from May 2008, if the Government proposed metro connectivity to the airport as a part of new airport project development, by now the airport is facilitated with operational metro connecting city centre and airport. 5. Conclusions At present only Delhi airport is facilitated with functional dedicated high speed rail link, for all other airports either connected with sub urban rail system or provision of metro link is in development stage. When an airport is relocated away from the city, the real sufferers are the air travelers and airport employees who have to cover this long distance to reach the airport. Associated problems are congestion, noise, emissions etc. Apart from the high cost of travel to reach the airport from the city, the travel time is high and there is also uncertainty in travel time due to traffic hold-ups enroute in the absence of reliable and economic rail based public transport Considering the profile of Indian airport passengers (more than 72% are domestic travelers) and from the experiences of existing Delhi and the scrapped Bengaluru airport dedicated airport rail link projects, it may be viable option to facilitate airports with its catchment cities using city metro links rather than providing airport dedicated rail links. City metro link connectivity to airports are economically feasible and the same time provides safe, comfortable and reliable journey times like dedicated airport rail link. While finalizing a city metro master plan, it's advisable to provide seamless metro connectivity to existing airport from its respective city CBD. In case if the existing airport is proposed to relocate like in case of Hyderabad and Bengaluru, It's advisable on the part of government to include provision of city metro link to the airport from its city CBD as a part of overall new airport development project. References CAPA Report, 2012. India under-prepared for massive airport capacity challenge. Accessed online at http://centreforaviation.com/analysis/capareport-india-requires-usd40bn-investment-in-50-greenfield-airports-by-2025-79925 on 29/10/2013 Detailed Project Report., October, 2007. High Speed Rail Link from City Center to New International Airport at Bengaluru (Devanahalli) by Delhi Metro Rail Corporation Ltd Ministry of civil aviation, Government of India, Annual Report, 2012-13. Ministry of civil aviation, Strategy Plan, Government of India, 2010-15. Mumbai Metropolitan Region Development Authority (MMRDA)., Mumbai Metro Line 3 – Expression of Interest Background Information. Accessed online at " http://mmrda.maharashtra.gov.in/documents/10180/53818/MMRCL+EoI+background+18+6+2013.pdf/3dcc613f-a58a4667-ab1f-64d61badee9a" on 30/10/2013 TCRP Report 8.Strategies for Improving Public Transportation Access to Large Airports Wikipedia, “Bengaluru Airport HRSL”. Accessed online at http://en.wikipedia.org/wiki/High_Speed_Rail_Link_(Bengaluru) 06/11/2013 Wikipedia, “Bengaluru airport”. Accessed online at http://en.wikipedia.org/wiki/Bengaluru_International_Airport on 01/11/2013 Wikipedia, “Delhi airport metro express”. Accessed online at http://en.wikipedia.org/wiki/Delhi_Airport_Metro_Express on 06/11/2013 Wikipedia, “Delhi airport”. Accessed online at http://en.wikipedia.org/wiki/Delhi_Airport on 03/11/2013 Wikipedia, “Mumbai airport”. Accessed online at http://en.wikipedia.org/wiki/Mumbai_Airport on 05/11/2013
97
ScienceDirect Transportation Research Procedia 17 (2016) 90 – 97
11th Transportation Planning and Implementation Methodologies for Developing Countries, TPMDC 2014, 10-12 December 2014, Mumbai, India
Rail Based Public Transport Facility To Large Indian Airports D Srinivasa Reddy a*, Dr. K V Ganesh Babu b, Dr. M R Tagorec a,b c
Gujarat International Finance Tec - City Co. Ltd, Zonal Facility Centre, Block-12, GIFT CITY, Gandhinagar-382355, India. Associate Director, Systra MVA Consulting (India) Private Limited, CBD Belapur, Navi Mumbai, 400614, India
Abstract The growth of Indian aviation sector in the past one decade is quite remarkable and between 2000 & 2010 air operations have expanded by 160%, in terms of domestic passenger volume India now ranks 4th after US, China and Japan. Indian aviation is set for transformational growth, Center for Asia Pacific Aviation (CAPA) projections indicate that airport passenger traffic will grow from 143 million in 2010/11 to 452 million by 2020/21. To meet this ever growing demand and to provide world class infrastructure to its users, Government of India (GOI) decided to develop airport infrastructure on a Public Private Partnership (PPP) mode and has taken a number of initiatives to open the sector for private participation in modernizing existing airports as well as setting up new greenfield airports. However present airport infrastructure creation /up gradation policy of GOI has not considered provision of rail based transport access as an essential part of airport infrastructure facility in the same spirit as it was considered elsewhere in the world. In this paper, to understand the traffic and travel issues of the airport users and to appreciate the importance of rail based public transport access to airports, the case studies of existing Delhi Airport Metro Express (DAME) of Delhi airport, proposed metro link to Mumbai airport and proposed high speed rail link of Bengaluru are presented in detail in this paper. © Published by Elsevier B.V. B. This © 2016 2015The TheAuthors. Authors. Published by Elsevier V.is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Selection and peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay. Peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay Keywords: Airports; rail based public transport; high speed rail link; travel time; airport infrastructure; metro connectivity;
* Corresponding author. Tel.: +91 79 3001 8437; fax: +91 79 3001 8321. E-mail address: [email protected]
2352-1465 © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the Department of Civil Engineering, Indian Institute of Technology Bombay doi:10.1016/j.trpro.2016.11.064
91
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
1. Introduction As India crosses the threshold of becoming a global economic power, capital flows and corresponding business and leisure travel will also pass through the conduits of air traffic routing. At the same time, rising affluence and globalizing domestic firms are increasing outbound traffic from within India. This rising demand for international travel from within domestic borders, combined with an increase in international traffic coming to India, is part of a continuing trend of rising air travel demand. Indian aviation sector has witnessed a remarkable growth story in the last decade with robust growth in passenger and cargo traffic, huge jump in the number of aircrafts operating in the country, an impressive increase in the non scheduled operators, surge of investment in the airport infrastructure, rapid rise in the number of operational airports, modernization and augmentation of capacities at various metro and non-metro airports and much more. Rapidly expanding air transport network and opening up of the airport infrastructure to private sector participation have fuelled the growth of the air traffic in the country. India is likely to be the fastest growing aviation market in the world in the next 20 years. Between 2000 and 2010 air operations in India have expanded by 160% and the same is expected to grow at a rate of 9-10% annually, in terms of domestic passenger volume India now ranks 4th after US, China and Japan. The total number of aircrafts in the country too has shown a rapid rise from 225 in 2000 to 735 in 2010. The number of operational airports has increased from 50 in 2000 to 82 in 2010. The passenger handling capacity has increased from 66 million to 235 million during the same period. To meet this demand, airports throughout India have committed to expand their share of Asia-wide and global air network, bringing more international travelers through their terminals. 2. Indian airports and passenger growth In India at present there are 125 airports which include 11 International Airports, 08 Customs Airports, 81 Domestic Airports and 25 Civil Enclaves at Defense Airfields. The major airports are Delhi- Indira Gandhi International Airport, Mumbai- Chhatrapati Shivaji International Airport, Chennai-Chennai International Airport, Bengaluru - Kempegowda International Airport, Kolkata- Netaji Subhash Chandra Bose International Airport and Hyderabad- Rajiv Gandhi International Airport. To appreciate the importance of these six airports in the context of airport passenger handling, overall India airport passenger statistics during financial year 2013-14 are analyzed and presented in Table 1. More than 67% of total India airport passengers are handled by above mentioned six airports. Delhi and Mumbai airports tops busiest airports list, handling together close to 50% of total Indian international passengers and overall approximately 41% of total airport passengers. Table 1: Summary of Airport passenger Statistics during 2013-14 Sl. No
Airport
International Passengers
Domestic Passengers
Total Passengers
1
Delhi
12.68
24.20
36.88
2
Mumbai
10.34
21.88
32.22
3
Chennai
4.54
8.36
12.90
4
Bengaluru
2.63
10.23
12.87
5
Kolkata
1.77
8.34
10.10
6
Hyderabad
2.44
6.21
8.65
7
Total of above six
34.40
79.21
113.62
Overall India
46.62
122.41
169.03
8
Source: http://www.aai.aero/traffic_news Center for Asia Pacific Aviation (CAPA) projections indicate that airport passenger traffic will grow from 143 million in 2010/11 to 452 million by 2020/21. These growth projections are staggering, but they are not without
92
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
precedent. China’s airport traffic grew from 134 million to 564 million passengers from 2000 to 2010. To cater ever growing demand, the country will require approximately 325-350 operational airports. This implies that huge investments have to be attracted as Airport Authority of India (AAI) alone will not be able to raise the funds. Lack of prior planning may result in inefficient services at major airports viz., limited landing slots, inadequate parking bays and congestion during rush hours. To meet the future demand and to provide world class infrastructure to its users, Government of India decided to develop airport infrastructure on Public Private Partnership (PPP) mode and has taken many initiatives to open the sector for private participation in modernizing existing airports and setting up new Greenfield airports as well. Because of these liberalizations, private participation has been allowed in Delhi and Mumbai Brownfield airports and three new PPP Greenfield airports have been set up at Hyderabad, Bengaluru and Cochin. 3. Need for rail based mass transport access Modernization and capacity augmentation of airports requires additional land. While finalizing the airport development master plan for Delhi, Mumbai, Chennai, Bengaluru, Kolkata and Hyderabad airports, considering the land availability of each airport GOI decided to implement the modernization and capacity augmentation of Delhi, Mumbai, Chennai and Kolkata airports at their existing locations only; whereas Hyderabad and Bengaluru airports are relocated to their respective city out skirts. Most of these major airports are presently at a considerable distance from its City Central Business District’s (CBD). Details of major airports and their respective distance from its city CBD are presented in Table 2. Table 2: Major Indian Airports and their distance from City CBD Airport
Distance From City CBD
Delhi
Approximately 16 kilometres south-west of New Delhi
Mumbai
Approximately 25 kilometres from South Mumbai
Bengaluru
Approximately 40 kilometres from the Bengaluru CBD
Chennai
Approximately 12 kilometres from the Chennai CBD
Kolkata
Approximately 17 kilometres from the Kolkata CBD
Hyderabad
Approximately 23 kilometres south of Hyderabad
Generally airports are located away from the city for obvious reasons. The concept of locating airport away from city has many advantages and some disadvantages. While land availability for such an airport is easy & affordable and the airport can be expanded as the traffic grows, however the real sufferers are the air travelers and airport employees who have to cover this long distance to reach the airport. Associated problems are congestion, noise, emissions etc. Apart from the high cost of travel and long travel times to reach the airport from the city, there is also uncertainty in travel time due to traffic hold-ups enroute. Airports seem predestined for access by public transportation, especially in the age of increasing environmental consciousness and worsening congestion on those raids that serve airports far away from city centers. A large number of people travel to the airport daily, and majority of trips will not return in a day or two (many of whom will not return until in a few days, weeks or months,) making driving a personal vehicle unpractical. So, as a part of airport modernization, it's important to provide high capacity, comfortable, hassle free, reasonably priced and reliable public transport options in the form high speed rail link or city metro connectivity to airport users from nearby city centers. All major international airports across the globe are connected with high-capacity; fast, reliable and attractive mass transportation system. New airports in South Asia and China are very relevant examples in this regard.
93
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
4. Major Indian Airport's Public Transport Facilities For better understanding of the existing and proposed public transport facilities for major Indian airports, they are mainly categorized into three types and one airport from each category is selected for elaborate discussion. The criteria, category and selected airport from each criterion are presented in Table 3. In the subsequent sections, existing transport facilities and proposed mass transport provisions with their salient features are elaborated for New Delhi, Mumbai and Bengaluru airports. Table 3: Categorization of Major Indian Airports Sl. No 1
Greenfield airports located outside City CBD & with no existing rail based public transport
2
Brownfield airports located outside City CBD with existing rail based public transport
Airports in this Category 1. Bengaluru 2. Hyderabad 1. New Delhi 2. Kolkata
3
Brownfield airports located within the City with city suburban rail systems located nearby
1. Mumbai 2. Chennai
Criteria
Selected Airport Bengaluru New Delhi Mumbai
4.1 Indira Gandhi International Airport (IGIA), New Delhi, India Indira Gandhi International Airport is the primary international airport of the National Capital Region, 16 kilometres south-west of New Delhi. Being the busiest airport in India, handling approximately 37 million passengers and the planned to hold capacity to 100 million passengers by 2030.The airport is connected by the 8lane Delhi Gurgaon Expressway, of 28 km connecting Delhi and Gurgaon. The time taken to reach IGI Airport from the centre of the city ranges from 1 to 2 hours, resulting in great loss of productivity, effort and time. 4.1.1 Delhi Airport Metro Express (DAME) To offer reliable world class travel option akin to Hong Kong airport express and Bangkok Airport rail link, rail connectivity in the form of Delhi Airport Metro Express (DAME) from New Delhi metro station to Dwarka Sector 21, linking the IGI Airport is provided. The total length of the line is 22.7 km with six stations namely New Delhi – Shivaji Stadium – Dhaula Kuan – Delhi Aerocity (Mahipalpur) – IGI Airport (T3 Terminal) – Dwarka Sector 21. New Delhi, Shivaji Stadium (CP) and Dhaula Kuan stations are having City Airport Terminal (CAT) facilities and are equipped with ticket counters and check-in facilities (including baggage check-in). It is running on a dedicated corridor and provides the highest level of comfort to its users with air conditioned coaches, lifts & escalators, baggage trolleys, porter services, wheel chairs, public conveniences and modern automatic fare collection systems. Travel time is approximately 19 minutess to from New Delhi to IGI Airport (T3 Terminal). The route map of the Delhi airport metro express is shown in Figure 1. Regarding patronage, it's far below than the expected ridership and the response from airport users are is not all encouraging. Highest ever ridership reported on airport metro express is 18,512 passengers per day on 8th August 2014. The poor ridership posed serious questions on its success and implementation of the same facility at other airports in India. 4.1.2 DAME extension to Gurgaon At present airport metro express mainly serves Delhi bound airport passengers. Past studies (Delhi airport express rail link (AEL) project: patronage and revenue forecasting study, year 2008) indicates that 18.5% of airport employees reside in Gurgaon region, 5.6% of international passengers & 7.9% of domestic passengers come from Gurgaon and 5.9% of air passengers escort are coming from Gurgaon, Haryana. At present there is no direct metro connectivity from Gurgaon to Delhi Airport and therefore the airport users are forced to travel by road. The roads from Gurgaon and leading to airport are heavily congested and there are frequent traffic jams in the morning and evening peak hours. Government of Haryana felt that it will benefit Gurgaon and Haryana State if the existing Delhi
94
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
airport express link is extended up to IFFCO Chowk, Gurgaon. The proposed extension will be approximately 12 km in length and it will enable the airport bound passengers to reach airport within a time of about 11-12 minutes, also make them comfortable in the morning and evening due to tension free journey by a reliable rail mode. The proposed airport express link extension alignment to Gurgaon is presented in Figure 1.
Figure 1: Alignment of Delhi airport metro express (Existing & Proposed)
4.2. Chhatrapati Shivaji International Airport (CSIA), Mumbai, India Chhatrapati Shivaji International Airport (CSIA) is located in the heart of Mumbai, at a distance of approx 35 km from South Mumbai, near the suburban development of Santacruz and Andheri. CSIA handled 32.22 million passengers and 0.65million tonnes of cargo during FY 2013-14. Presently CSIA is undergoing modernization and it set to handle 40 million passengers and 1 million metric tonnes of cargo annually. The new integrated terminal T2 was inaugurated on 10th January 2014 and opened for international operations on 14th February 2014. It’s also proposed to shift domestic operations to the new terminal (T2) from the Santacruz domestic terminal (T1). 4.2.1. Road Connectivity Site area extents of CSIA are bound by Western Expressway (WEH) to west, Andheri- Ghatkopar Link Road to north, Andheri-Kurla Road to east and Santacruz- Kalina-Kurla Road to south. Western Express Highway (WEH) carries bulk of south & north bound CSIA traffic. Despite the fact that Terminal T2 is located in Sahar close to Mumbai’s arterial Western Express Highway, passengers travelling to the terminal have a harrowing road traffic experience. In order to avoid these traffic bottlenecks, a dedicated six lane, elevated road connecting the new terminal with the main arterial WEH was also constructed and opened to the public on 12th February 2014. Once the domestic operations shifted to new integrated terminal of CSIA, may result in further congestion during the day time and evening peak traffic hours. 4.2.2. Rail Connectivity Western suburban railway line is in close proximity to CSIA and Ville Parle & Andheri stations are nearest to CSIA, at a distance of approx. 1 km and 2.5 km respectively. Central suburban railway line is further away from CSIA to the east and Ghatkopar & Kurla stations are about 3.5 km from CSIA. Recently opened Mumbai metro line 1 although aligned close to northern edge of CSIA site area, shall not be helpful in providing required connectivity to air passengers as the overall planning and operation of this metro line is intended for daily commuters between
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
Ghatkopar and Versova. Majority CSIA air passengers originate from Island City (South Mumbai), east (Navi Mumbai) and north Mumbai and as metro line 1 do not serve these primary catchment areas, it shall not help in augmenting required connectivity to CSIA. Although use of Western suburban railway and Metro Line 1 for air passengers is not feasible due to general behavioral pattern, profile and convenience related factors, the potential of use of these mass transport systems for working population (employees and staff) at CSIA can be useful in long term. In the absence of seamless and direct metro connection to CSIA, airport passengers are forced to travel by road, as a result all the roads and junctions in the vicinity of the airport are extremely congested. 4.2.3 Metro connectivity to CSIA Delhi Metro Rail Corporation Limited (DMRC) prepared a master plan for Mumbai metro with an objective is to provide a rail based mass transit connectivity to people within an approach distance of 1 to 2 km. The total length of the Metro Lines is about 146.5 km and is planned under three phases. Proposed metro line 6 i.e. BKC – Kanjur Marg (via Airport) Corridor begins at Bandra Kurla Complex and stretches towards Kanjur Marg connecting Domestic and International terminals of CSIA. The total route length is about 20 km and the alignment of the same is shown in figure 2 (L). The proposed metro line 6 connectivity to airport is not connected directly with island city, from where approximately 40% of domestic and international airport passengers are coming to CSIA and master plan proposes its implementation in phase 3, whereas CSIA needs seamless metro connectivity on urgent basis.
Figure 2: Mumbai metro master plan (L) & Alignment of the proposed Mumbai Metro Line 3 (R)
Subsequently, Mumbai Metro Rail Corporation Limited (MMRC) revised metro line 6 alignment and reprioritised the same from phase 3 to phase 1 for implementation. The revised alignment of metro line 3 (Colaba–
95
96
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
SEEPZ line) is 33.5 km long and it is the first underground metro line in Mumbai with27 stations. The line starts at Cuffe Parade, will run through Nariman Point, Worli, Dadar, Bandra, Bandra-Kurla complex, past the airport, through Andheri MIDC and SEEPZ (Refer figure 2 (R)). As CSIA is located in the centre of proposed metro 3 alignment it can be effectively used by all airport users (passengers/employees/visitors). The proposed Metro line 3 connecting the city centres (Colaba/BKC) to the airport has been planned to have three stations within CSIA site area, for access to airport passengers, airport employees/visitors, non aeronautical development related employees/visitors and other public users. Unlike Delhi Airport Express, Mumbai metro connectivity to CSIA is not a dedicated facility to its airport users, never the less it provides much needed reliable high capacity travel options to airport passengers, airport employees/visitors. 4.3. Kempegowda International Airport, Bengaluru, India Kempegowda International Airport, Bengaluru is located at about 40 kms from the Central Business District (CBD) of Bengaluru, It is the fourth busiest airport in the country in terms of overall passenger traffic of 12.9 million in the financial year 2013-14. The primary connectivity to the airport is through the busy National Highway (NH)-7, that connects Bengaluru and Hyderabad this road becomes the bottle neck for the airport bound traffic from the city. The airport main access road connecting NH-7 at the proposed trumpet interchange is on the south western side. Since the new airport is situated away from the city resulting in one to two hours travel time t by taxi / car. The travel expenses will also be high in addition to heavy fuel consumption. To provide road based public transport facility to airport users, airport shuttle service is being provided by the Bengaluru Metropolitan Transport Corporation (BMTC), the said facility connects various parts of the city to the airport. Reaching airport especially during peak hours is becoming cumbersome task owing to the en route congestion, queues and long delay at many junctions, unfortunately the airport bound public transport bus users are also facing the same problems and the situation expected to be worsen further in the absence of reliable rail based public transport to the airport. 4.3.1 Proposed high speed rail link Considering the distance between city CBD & airport, airports users travel problems and also to cater the airport users travel aspirations, a new high-speed rail link has been approved to connect the city and airport (refer Figure 3).
Figure 3: Alignment of the proposed High Speed Rail Link
D Srinivasa Reddy et al. / Transportation Research Procedia 17 (2016) 90 – 97
Total route length from center of Cubbon Road (Police Ground between MG Road & Cubbon Road) station to the Centre of New International Airport Terminal–I is about 33.20 kms with four stations they are Cubbon Road (Terminal Station), Hebbal, Yelahanka, and Bengaluru International Airport (Terminal Station). All the stations are elevated, fully air-conditioned and with platform screen doors. Since the line is being planned to cater to dedicated airport traffic, baggage check-in facility is being planned at Cubbon Road Station and Hebbal Station through which air travelers (both domestic and international) will be able to check-in their luggage at the Metro station itself while boarding the train to the Airport. The line is expected to carry air travelers at speeds up to 160 kmph between the airport and MG Road with a travel time of approximately 25mins. The project is proposed to be implemented by the SPV Bengaluru Airport Rail Link Limited (BARL) through the BOT (Build, Operate, & Transfer) model, with Viability Gap Funding (VGF) by the Government of India and Government of Karnataka After considering the cost and viability of the high speed rail link project, the Government of Karnataka is considering scraping of the project and proposing extension of city metro line 2 i.e. the Gottigere – Nagavara line the airport. The new airport at Devanahalli is operational from May 2008, if the Government proposed metro connectivity to the airport as a part of new airport project development, by now the airport is facilitated with operational metro connecting city centre and airport. 5. Conclusions At present only Delhi airport is facilitated with functional dedicated high speed rail link, for all other airports either connected with sub urban rail system or provision of metro link is in development stage. When an airport is relocated away from the city, the real sufferers are the air travelers and airport employees who have to cover this long distance to reach the airport. Associated problems are congestion, noise, emissions etc. Apart from the high cost of travel to reach the airport from the city, the travel time is high and there is also uncertainty in travel time due to traffic hold-ups enroute in the absence of reliable and economic rail based public transport Considering the profile of Indian airport passengers (more than 72% are domestic travelers) and from the experiences of existing Delhi and the scrapped Bengaluru airport dedicated airport rail link projects, it may be viable option to facilitate airports with its catchment cities using city metro links rather than providing airport dedicated rail links. City metro link connectivity to airports are economically feasible and the same time provides safe, comfortable and reliable journey times like dedicated airport rail link. While finalizing a city metro master plan, it's advisable to provide seamless metro connectivity to existing airport from its respective city CBD. In case if the existing airport is proposed to relocate like in case of Hyderabad and Bengaluru, It's advisable on the part of government to include provision of city metro link to the airport from its city CBD as a part of overall new airport development project. References CAPA Report, 2012. India under-prepared for massive airport capacity challenge. Accessed online at http://centreforaviation.com/analysis/capareport-india-requires-usd40bn-investment-in-50-greenfield-airports-by-2025-79925 on 29/10/2013 Detailed Project Report., October, 2007. High Speed Rail Link from City Center to New International Airport at Bengaluru (Devanahalli) by Delhi Metro Rail Corporation Ltd Ministry of civil aviation, Government of India, Annual Report, 2012-13. Ministry of civil aviation, Strategy Plan, Government of India, 2010-15. Mumbai Metropolitan Region Development Authority (MMRDA)., Mumbai Metro Line 3 – Expression of Interest Background Information. Accessed online at " http://mmrda.maharashtra.gov.in/documents/10180/53818/MMRCL+EoI+background+18+6+2013.pdf/3dcc613f-a58a4667-ab1f-64d61badee9a" on 30/10/2013 TCRP Report 8.Strategies for Improving Public Transportation Access to Large Airports Wikipedia, “Bengaluru Airport HRSL”. Accessed online at http://en.wikipedia.org/wiki/High_Speed_Rail_Link_(Bengaluru) 06/11/2013 Wikipedia, “Bengaluru airport”. Accessed online at http://en.wikipedia.org/wiki/Bengaluru_International_Airport on 01/11/2013 Wikipedia, “Delhi airport metro express”. Accessed online at http://en.wikipedia.org/wiki/Delhi_Airport_Metro_Express on 06/11/2013 Wikipedia, “Delhi airport”. Accessed online at http://en.wikipedia.org/wiki/Delhi_Airport on 03/11/2013 Wikipedia, “Mumbai airport”. Accessed online at http://en.wikipedia.org/wiki/Mumbai_Airport on 05/11/2013
97