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About this book

This book covers the analysis, modelling, planning, and design of airport landside access modes and their systems. It elaborates on the issues and related problems of airport landside accessibility in an innovative, comprehensive and systematic way. In addition to the general concept of accessibility, the book addresses the analysis and modelling of infrastructure-related, technological, operational, economic, social and environmental performance of road- and rail-based transport systems, as well as the core principles of their planning and design.

The book provides guidelines on the modelling, planning, and design of airport landside access modes and their systems, which will contribute to the overall sustainable development of airports. Its main features are:

presents a multidimensional examination of performance for specific airport landside access modes and their systems; pursues a qualitative and quantitative approach to developing performance indicators for estimating the sustainability of airport landside access modes and their systems; includes illustrative cases of airport landside accessibility, and numerical examples as exercises for assessing performance using the systems’ indicators.

As such, the book offers a valuable source of information for all practitioners involved in analysing, planning and designing more environmentally friendly airport access modes and systems, and who want to learn how to overcome the issues and problems surrounding landside accessibility. It will also benefit students studying the analysis and modelling of transportation systems, and researchers seeking to promote improved sustainability at airports.

Table of Contents


Chapter 1. Introduction

This Chapter presents an introduction to the main topic of the book—landside accessibility of airports by particular transport modes and their systems. In order to provide consistency of the approach, this topic is introduced starting from dealing with much wider scope—describing the main characteristics of the air transport system consisting of airports , ATC /ATM (Air Traffic Control /Management) system , and airlines , as its main components. In this context, the landside access modes and their systems are considered as the sub-component of airports .
Milan Janić

Chapter 2. Accessibility

In general, the accessibility has been defined as a measure of easiness of reaching goods, services, activities, and intended  destinations, which together are called the opportunities. This means that the accessibility as a measure implies existence of spatial separation of particular activities carried out daily by people. In general, the accessibility is achieved by using different (motorized) transport modes and their systems, particularly in the cases when the locations of activities (business, leisure) are relatively far from the households, in both urban and suburban areas.
Milan Janić

Chapter 3. The Road-Based Mode and Its Systems: Components and Performances

The road -based transport mode and its systems serving to the airport landside accessibility consist of the demand and supply component.
Milan Janić

Chapter 4. The Rail-Based Mode and Its Systems: Components and Performances

The rail -based landside access mode connecting airports with their catchment areas includes the systems such as the streetcar/tramway and LRT (Light Rail Transit ), subway/metro , regional /intercity conventional rail , HSR (High-Speed Rail ), TRM (TransRapid Maglev ), still conceptual most recent HL (Hyperloop ), and PRT (Personal Rapid Transit ) system .
Milan Janić

Chapter 5. Modelling Performances of the Airport Access Modes and Their Systems

During the past two decades a considerable academic and professional literature has been devoted to analysing, modelling, and planning development of airports . Some main efforts have been focused on the analysis and forecasting of the airport passenger demand due to many reasons. For example, in the narrower sense, estimation of the current and prospective passenger demand has needed to be reliable and consistent as much as possible in order to be used as the basis for planning and design of the airport passenger complex and landside access modes and their systems. Such requirements will certainly stay in place in the future but under conditions of the increasingly stronger environmental and social constraints in combination with an inherent operational and financial vulnerability of the incumbent airlines and their alliance partners operating at particular (also large) airports . In addition to the reginal, national, and international economic driving forces, the inherent financial vulnerability of the incumbent airlines has been considered as one of the main causes of the short-, medium-, and long-term volatility of airport passenger demand . Usually, such volatility of demand in the short-term is handled operationally by adapting, i.e. more efficient and effective use of the available airport capacity including that of the airport landside access modes and their systems. The medium- and long-term volatility of passenger demand has been much more difficult to handle very often resulting in compromising the efficiency and efficiency of the actors/stakeholders involved—affected airlines and airport (s). (De Neufville 1995). Consequently, the analysis and forecasting of such volatile airport passenger demand should always take into account close relationships between the actors/stakeholders involved, i.e. airport (s) and airlines , in combination with the main external and internal demand -driving forces, different global and national institutional regulations, and the increasingly stricter local environmental (emissions of GHG (greenhouse gases ) and land use) and social (noise , congestion , and safety ) constraints.
Milan Janić

Chapter 6. Planning and Design of the Airport Landside Access Modes and Their Systems

Similarly as at their urban and suburban counterparts, planning , design , and implementation of the airport landside access modes and their systems have been carried for the medium- to long-range time horizon respecting the systems’ components such as infrastructure , supporting facilities and equipment, vehicles, and scenarios of their operations under existing and future (expected and unexpected) conditions. The existing, innovative, and completely new technologies in all above-mentioned components have  also been considered. The planning horizon is usually 10–25 years.
Milan Janić


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