PowerPoint-Prsentation

Intermodality air/rail at Munich Airport reality and visionFlughafen Mnchen GmbHDr. Wilhelm WoltersMunich, 09.02.2012Intermodality Air/Rail 09.02.2012 | Nr.The purpose of the presentation is to give you a short overview of the current situation at Munich Airport of the airport accessibility by railway. In this context I will also add some facts about the imperative of intermodality between air and rail. By the end of this presentation I hope you will understand the difficulties for improving the railway connection of Munich Airport.

I speak about intermodality as the intermodal passenger transport and it means the use of more than one mode of transport within the whole transport chain. Accordingly major Airports have always been nodes of intermodal traffic systems; they have extensive facilities for automobile parking and have good rail or bus connections to the cities nearby.

1Road NetworkGerman MotorwaysNational German RoadsFreestate of Bavaria Roads

FreisingErdingA92A9A94A99A92B11B388FTOLandshutMunich

30 kmTo NurembergTo StuttgartTo PassauTo Austria/ItalyTo Austria/Czech R.Munich Airport since 1992 located 30 km far away from MunichIntermodality Air/Rail 09.02.2012 | Nr.Until 1992 Munich Airport was locatet inside the area of the City of Munich, less than 10 km far away from City center.

Because of capacity-problems and impairment of the residential areas a new airport (named Franz Josef Strau) was buildt 30 km far away in the northeastern area of Munich. This is in operation since 1992.

Main Connection for Car-traffic to Munich and the Motorway-Ring of Munich is the Motorway A92.2

Connection to rail network

MUC lies in the shadow of long-distance lines in Bavaria

long-distance rail infrastructure

ACHCZDetail MunichIntermodality Air/Rail 09.02.2012 | Nr.Since the Start in 1992 Munich Airport has a rail-link to Munich by the especially buildt Rapid Transit Line S8 (green one in the small picture). It was offered as Munich Airport Express.

In 1998 the second line S1 was established and later the Airport Express S8 has been integrated in the normal Rapid-Transit system

The only link to long distance lines are those two Rapid-Transit lines, operated by Deutsche Bahn, the German rail operator.

In Munich central station three high speed lines are starting or finishing:

the line from Stuttgart/Augsburg from the west side from north the line Berlin/Nurnberg via Ingolstadt and from eastern side the line Salzburg/Innsbruck (Austria)

None of those lines will be lead via Munich Airport. We say MUC lies in the shadow of long-distance lines in Bavaria.

Summing up the current connection to rail is not conform to the function of Munich airport as an international hub.

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Dual runway system with 2 independent parallel runways 4,000 m long, 60 m wideAdministration / Office Park / Maintenance / CargoAirport Central Area Apron West Apron Area EastMunich Airport of Today

Intermodality Air/Rail 09.02.2012 | Nr.First Step at opening in 1992: Terminal 1at Apron West with operation of all airlines

Second Step 2003: Terminal 2 with eastern apron, build in cooperation with Lufthansa for the hub-operation of Star Alliance

With this system we can handle up to 42 million passengers and 475,000 movements/year. We are close to this limits and therefore a passenger satellite on the apron east is under construction and the third runway is planned.

4Munich Airport Passengers per year since 1992

Intermodality Air/Rail 09.02.2012 | Nr.The development of passengers at this new airport outside of Munich is a result of excellent offers on the airside

100 airline companies are operating in Munich 242 destinations in 69 countriesCa. 1200 daily movements (arrivals and departures)5

Munich Airport - attractive hub for german and also for foreign passengers Source: Munich Airport; Passenger survey 2010, based on 6,900,000 enplanementsMunich airport 2010:Total Passengers :34.7 Mil.Originated Passengers:21.9 MilTotal Enplanements: 6.5 MilMain Catchment area:Inhabitants 20.8 MilMunich Metropolitan Region:Inhabitants 5.5 Mil

Intermodality Air/Rail 09.02.2012 | Nr.The blue coloured area shows our main catchment area and underlines that Munich Airport is an attractive Hub-airport not only for german but also for foreign boarding passengers especially from Austria and northern Italy.

The red line is the border of the Munich Metropolitan Region. The main catchment area of MUC is a good deal larger than this area as you see by the regional expansion and also by the number of inhabitants.

This is one more reason to postulate a better connection to long distance rail to offer a better and more ecological service for our passengers.

And it is in the economic intrest of the airport to save and extend the catchment area with an efficient connection to the railway network.

6Integration in the rail network only to West by two rapid transit lines to MunichTravel time between Munich City Center and MUC: 40 minutesConnection to long-distance and regional trains only at Central Station, Munich East and PasingAugsburg/StuttgartPasingSalzburg/Innsbruck/Austria/ItalyGarmisch/Innsbruck/AustriaLindau/SwitzerlandHauptbahnhofMainstationOstbahnhofRegensburg/Passau NrnbergMunich

S8S1Pasing Central Station Munich EastMunich Airport Accessibility by Rail is one of the weakest Points

Rapid Transit to MUC

Nodes of the railway networkIntermodality Air/Rail 09.02.2012 | Nr.7The Connection between air and rail is one of the weakest points of MUC:

Munich Airport is connected only to the west by two rapid-transit lines, each in a 20-minute-sequence, used by normal regional traffic and airport traffic. The planning for a east side connection has been started 20 years ago, till this day without any infrastructural result.The travel time between Munich city center and the airport takes 40 minutes. Furthermore the number of 13 stops on the ride to the city center is very high.Additional during the rush hour the rapid transit system is overcrowded and air-passengers have problems with their luggage. Within the trains there are no facilities for baggage. Another problem is the lack of reliability of the rapid transit system. Because of the overcrowded system breakdowns are usual. Additional: information about disruption is given only in German and not in English.But the main problems are: we do not have special products for the needs of the flight passengers (information about flight arrival or departure, sufficient space for luggage) and there are no direct links to regional and long-distance trains

Munich East, Munich central station and Munich Pasing are the three railway stations where the passenger can change to long-distance trains.

Passenger modal split - high share of rapid transit (32 %)

Source: Passenger Survey 2010

41%32% 10%6%6% 5%Transferservices / Shared taxiRental car

Rapid transit railOwn carTaxiBusTraffic market of rapid transit railcovers only Munich Region

Intermodality Air/Rail 09.02.2012 | Nr.This slide shows you the passenger modal-split in 2010: 41 % of the passenger use their own car for the ride to or from the airport, together with 6 % rental car approximately 50 % of the passenger use car

On the other side 32 % of the passenger use the rapid transit rail, together with taxi, transfer services und bus approximately half of the passenger use public transport. This isnt bad, but they all come out of the Munich Region, where a lot of people use public transport.

The Munich Region is the domestic market of the airport, here we have normally no competition with other airports.

And the relative high percentage of transferservices is a result of missed long distance railway offers (from Austria and Northern Italy for example).

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Rail links of airports in Germany: where is the competitive position of MUC?

MUCSTRFRACGNDUSBERMUC only planning for rail infrastructure extensionBER new airport with long-distance connection under construction - open for traffic in June 2012STRlong-distance connection under construction Source: ADV Passenger Survey 2008

Modal split of airports?Intermodality Air/Rail 09.02.2012 | Nr.With respect to the rail links of other German airports the competitive situation for Munich airport will be more and more inferior. The diagram on the left side shows,

that on the one side Munich Airport has the highest share of passengers using public transport (gray bar chart)

on the other side the share of regional/long-distance train is extremely low see the green bar chart

Frankfurt with 20 % is here the benchmark in Germany, Frankfurt airport is located very central in the long-distance railway network

at Dsseldorf and Cologne long-distance railway stations are existing

the new airport in Berlin, which will open in June, will be connected to long-distance train

and Stuttgart will get a long-distance-railway station in the course of the new high-speed line Stuttgart-Ulm-Munich, which is under construction now

In contrast to this in Munich the situation will be improved at the earliest in ten or fifteen years. At the moment the extension of the rail infrastructure is only on the level of planning. I will show those plannings later .

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Accessibility of MUC by rail is not in accordance with the needs of an European Hub

Airport expressRegional and urban railLong- distance railInternational high speed railLegendMAD and MUC are exclusively connected to regional and/or urban railbutAll other hub airports in Europe are connected to long-distance railIntermodality Air/Rail 09.02.2012 | Nr.Also at international level the situation in Munich doesnt meet the requirements of an Hub airport.

Compared to MUC there are several international airports which are well connected to rail traffic, some even to the European high-speed rail network: two examples

Frankfurt Airport (FRA): AIRail Terminal & AIRail Service are opened in 1998. The Airail terminal is connected to the high-speed rail network. It is directly adjacent to FRA's Terminal 1 (Lufthansa). It ensures tight integration of air transport handling facilities into the high-speed rail network. It ensures the connection between different modes of transportation with maximum convenience and as a result short-haul domestic air traffic was substituted by rail (Lufthansa suspended all flights on the Cologne - Frankfurt route at the end of 2007)

Zurich Airport (ZRH): public transport connectivity The railway station is located below the terminal There are connections to rapid transit, regional and long-distance trains Zurich Airport is the benchmark in Europe in terms of the ground transportation to/from the airport. With a special service flight passengers can check in their luggage the day before at 50 railway stations. Generally the railway has a very high prestige in Switzerland.

In summary in Europe only the major airports in Madrid and Munich are only connected to regional and/or urban rail. All other European hub airports are connected to long-distance rail.10

Step 2 Regional direct linesThe vision of MUC: Three-step-concept to improve intermodality air/railStep 1Munich-Airport-ExpressStep 3 Integration in long-distance rail networkIntermodality Air/Rail 09.02.2012 | Nr.Until 2008 it was political consensous, that Munich airport will be connected to the long distance rail network by a megnetic levitation solution to Munich main station. But this Maglev project was cancelled in 2008. So we developed a three step concept for the integration in the railway network:First stepExpress trains between airport and central station will ride on the existing infrastructure. Conducted studies show, that the travel time can be reduced from today 40 minutes to 29 minutes. Our objective is to implement a product which is adjusted to the needs of our passengers. To achieve this it is necessary that this Airport Express will be independent operated and organized from the Munich rapid transit system. Second stepRegional direct lines will connect the airport with western, southern and northern Bavaria. Here we need additional rail infrastructure,Third stepFull integration in the long-distance rail network in the direction west to east and north to south. This has the background that the central station in Munich is node of two railway lines of the Trans European Network, the line number 1 (Berlin-Palermo) and number 17 (Paris-Stuttgart-Munich-Salzburg-Vienna).

This three-step-concept was our basis for the study Improvement of the railway connection to Munich airport, which was started by the Bavarian Ministry of Economic Affairs, Infrastructure, Transport and Technology at the end of 2008. The main objectives of this study were the improvement of the Munich Airport Rail Connection after the end of the Maglev project consolidation of the national and international competitive position of Munich Airport compatibility with other extension plans of the Railway Network and development in expedient and financeable steps.The study was finished at the end of 2009.

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Suggested Scenario: Infrastructure extension to improve rail accessibility of MUC

Source: Study of the Bavarian Ministry of Economic Affairs, Infrastructure, Transport and Technology Best cost-benefit ratio (1.7)Minimum investment requirement ( 2.3 billion)Best improvement of airport catchment area for investment costsConsiderable improve-ments of accessibility already at first stageIntermodality Air/Rail 09.02.2012 | Nr.The consultants recommended the following concept:

Direct trains in the direction of Regensburg and Passau via the Curve Neufahrn.

Express trains in the direction Augsburg/Ulm or Zurich/Allgu via a new second rapid transit tunnel in the inner city of Munich.

The accessibility from eastern Bavaria and Salzburg/Tirol can be improved via Erdinger Ringschluss, Walpertskirchener Spange and extension of the railway line Munich-Mhldorf-Freilassing/Salzburg. This is part of the TEN-line 17 from Paris to Vienna.

In the long term perspective via the so called curve Pasing long-distance trains can be directly routed to the airport.

Overall four scenarios were researched. The above scenario showed with 1.7 the best cost benefit ratio. The required investment costs of around 2.3 billion euro lead to the best improvement of the catchment area from Munich. At this the 2.3 billion euro dont contain the costs for the second tunnel of the rapid transit rail in the city of Munich. This project will cost round about 2 billion euro.

Furthermore the 4-track rail extension between Daglfing and Johanneskirchen in connection with the second tunnel of rapid transit rail, will already lead as an early step to an effective improvement of the accessibility of the airport by rail.

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Feasible reduction of travel time to Munich Airport

25 less30 %31 less30 %21 less15 %59 less50 %12 less40 %15 less40 %16 less40 %12 less30 %Reduction of travel time in [min], [per cent]Time Table 2009Suggested scenarioTravel timeIntermodality Air/Rail 09.02.2012 | Nr.This concept would lead to an explicit reduction of the travel time to Munich airport. The figure shows the feasible reduction to the main destination:

from Munich city Pasing, central station, Marienplatz and Munich East between 12 and 16 minutes or 30 up to 40 percent Augsburg 25 minutes or 30 % Regensburg 31 minutes or 30 % and Salzburg 59 minutes or 50 %

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Source: Munich Airport, Intraplan Consult GmbH, Mnchen Basis: Study of the Bavarian Ministry of Economic Affairs, Infrastructure, Transport and Technology

Full infrastructure extension leads to 1.7 million additional passengers for MUC

Nearly 700,000 additional foreign passengers will use the direct railway line to AustriaWin-win situation rail and airport operatorAdditional passengers [Pax / Year]

Intermodality Air/Rail 09.02.2012 | Nr.And that are the effects for Munich Airport: 1.7 million additional passengers. In relation to the forecast of 30 million originated passengers in 2025 it would be 6 %.

At this the direct railway line via Freilassing/Salzburg would lead to round about 700 000 passengers. It would be a win-win situation for the railway operator and the airport: On the one hand the flight passengers will increase the use and the effectiveness of the railway line and on the other hand the airport gets additional passengers. Its a typical win-win situation.

So, what is the situation at the moment:The described concept was approved by the Bavarian government, the Bavarian parliament and the city council of Munich at the beginning of 2010. Furthermore the concept is an integral part of the rail requirement plan, which is basis for the rail investment policy of the Federal Ministry of Transport. But the financing of it is unsecure. Therefore the realisation of the infrastructure projects for the improvement of the railway connection to Munich Airport will be realised stepwise and should require 15 to 20 years.

So, from our point of view the only possibility to get an improved accessibility by rail is the short-term realisation of Munich-Airport-Express, first step of our intermodal concept.

And with this concept Munich airport is in accordance with the political frame.

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A better exploitation of the strength of each mode will contribute considerable to a sustainable future of transport, reducing congestion, emissions and pollution. Integration of aviation with high-speed rail will be a crucial developmentEuropean Commission published transport vision in 2011

Political framework postulates better intermodality, especially air/rail

Federal Transport Infrastructure Plan 2003:Optimization of transport systems requires better interaction between all modes Federal Ministry of Transport, Building and Urban Development

Intermodality Air/Rail 09.02.2012 | Nr.The improvement of the Intermodality between the different modes of transport is an essential element of the transport policies at national german and at European level.

On the one hand there are major capacity bottlenecks in the field of roads and railways. On the other hand the funds to finance a sufficient infrastructure are limited. Therefore cooperation between the different modes is necessary to afford mobility with a sustainable transport system of the future.

At national level the Federal Ministry of Transport, Building and Urban Development as well at European level the European Commission underline the necessity of an improved cooperative use between the different transport modes:

The national Federal transport Infrastructure Plan from 2003 postulates the Optimization of transport systems requires better interaction between all modes. The European Commission argues in the published White Paper on Transport also for a better connection by air and rail: Integration of aviation with high-speed rail will be a crucial development.

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Thank YouIntermodality Air/Rail 09.02.2012 | Nr.16

Backup-Slides

Intermodality Air/Rail 09.02.2012 | Nr.17Intermodality and seamless travel contribute to passenger convenience & sustainability

Speed, reliability and robustnessWin-win situation in terms of passenger convenience and sustainabilityOptimized and interconnected services and real time informationSeamless, cost-effective, safe and secure transport chainsNon-intrusive security processesIntermodality Air/Rail 09.02.2012 | Nr.Therefore Intermodality includes also points, that lead to a comfortable passenger journey. To achieve this, what goals must be pursued?

Intermodality and seamless travel require a fully interconnected multimodal transport system to provide affordable, reliable and seamless connectivity

Travelers should be supported by optimized and interconnected services and real-time information.

Air-rail connections can provide a win-win situation in terms of passenger convenience and sustainability

Security processes for air travelers have to be non-intrusive, preserve privacy and personal dignity and be free of interruption and delay

We think: Access to airports has to be quick, comfortable and simple for all people. This underlines the importance of good landside access, especially by rail.

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Situation 2008: Death of the maglev project

Intermodality Air/Rail 09.02.2012 | Nr.The first slide shows you a picture which symbolises the end of our Maglev project: the dismantling from the Maglev model, which stood in the Munich Airport Centre until 2008.

The end of the Maglev project is the reason for our difficulties in terms of the intermodality air and rail.

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Munich Airport: Accessibility by car is superior to public transport

public transport

car0 - 30 min31 - 60 min61 - 90 min91 - 120 minIntermodality Air/Rail 09.02.2012 | Nr.This slide show the difference between the accessibility by public transport (on the left side) and by car (on the right side). The colours show different periods:

Green: up to 30 minutesYellow: 31 minutes to one hourOrange: 61 minutes to 90 minutes andRed : 91 minutes to two hours

It is apparently, that within a period of two hours the area reached by car is greater than the area reached by train. This shows you the deficit in terms of the accessibility by train to Munich Airport.

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EfficiencyAttractivenessSustainabilityLicense to growIntermodality and seamless travel are key factors for successful airport development

Intermodality and seamless travelSystem partnershipsCarbon reduction and energy efficiencyDemand-driven developmentAttractive employer and partner of the airport regionIntermodality Air/Rail 09.02.2012 | Nr.From our point of view the successful development in the future of airports will be depend on three key points: efficiency, attractiveness and sustainability.

This aspects underline our strategy for a successful "license to grow. Within this context intermodality and seamless travel are key aspects.

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off airporton airporttunnel in operationplanned tunnelrapid transit line Erdinger Ringschluss Financial contribution for an improved intermodality air/rail

Intermodality Air/Rail 09.02.2012 | Nr.Because of the importance of an improved intermodality air/rail for Munich Airport and our license to grow we contribute several railway infrastructure projects off and on airport.

For example:

1) Participation in the connection with the rapid transit line S8 in context of the opening of the new airport at Erdinger Moos 1992 , the share amounted round about 40 percent.

2) Within the area of MUC the costs for the construction of the tunnel for the rapid transit line: the existing tunnel and the planned extension in direction east, round about 100 million euro

3) In the future: the costs for the construction of the Erdinger Ringer Ringschluss for high speed lines out of MUC, this means a second rail track and the tunnels with a specific falling gradient, approximately 100 million euro22

Only 870,000 passengers are using long-distance railway (= 8 % of originating passengers)

Source: Passenger Survey 2010

The rail travellers transfer to the following last means of transport to Munich AirportTransfer

Intermodality Air/Rail 09.02.2012 | Nr.Only 8 % of the originating passengers are using long-distance railway to their travel to Munich airport.

Due to the missing link to long distance railway these passenger had to change the means of transport in Munich-Pasing, Munich central station or Munich East. Most of these passenger uses the rapid transit rail for their last mile to the airport, exactly 84 %. The other 16 % choose bus, taxi or private car.

23Diagramm10.410.10.050.060.320.06

Sheet1PKWTaxiTransfer/SammeltaxiBusS-BahnMietwagen41%10%5%6%32%6%