ETISplus Air transport Data collection & selected results

1. ETISplusAir transport Data collection & selected results Oliver SchnellMKmetric GmbH schnell@mkm.de www.mkm.de 05.11.2012- Brussels

2. Fields of Data Collection in Air Transport Air network (WP7), consisting of- Airports, including supply indicators- Air links between airports generated- Impedances calculated=> In principal data validation already takes place within the process of generating the air network=> But internal ETIS+ evaluation showed some need for improving check algorithms for flight schedule input (times, daylight saving times, stopovers) Air passenger (WP9) and air cargo (WP8) flows- link loads- node loads=> In principal data validation already takes place within the process of generating the air passenger and cargo flows- 2

3. Approach to built the air networks (2005&2010) Regionalisation for ETISplus Europe: NUTS3, US etc: Federal States, Rest of World: countries / states (NEA) Dark green: external input Light green: adjusted external input Light blue: intermediate output to be further used in the approach Dark blue: Ouput Orange: MKmetric internal tools Flights from airlines, airports, tour operators and commercial schedule data provider Harmonised Statistics for links (airport pairs) in tons / passengers from EUROSTAT & other sources Airports to be considered as O & D KIT Additional (charter) flights not covered by OAG Flight database to calculate paths airport <-> airport Carrier & airport specific minimum connecting / transhipment times to collect MKmetric Connection builder Air network (i.e. Airport-airport-legs including path information (sequence of nodes) Airport-airport-connections mn aggregation tool (MKm) APC Airport / route choice tool (MKm) as part of the calibration process (WP9) for costs (Mixed) links region <-> airport Region-Region impedances (time, distance, ...) As schedule and statistics are published regularly: repeatable process feasible year by year!

4. Checks done when generating the network Flight schedules may vary day by day, but calculating airport-airport connections for each day of a year is not feasible. Solution: use schedules of “typical week” (2nd week in June). Resulting in:- enrich typical week by flights between airports where statistics exist but no schedules - transfer those flights offered only seasonally or ceased / introduced during the year into typical week with representative frequency (7/7 5 months => 3/7 avg.) Internal validation showed:- for some flights incorrect schedules were provided from commercial sources(flight times to long / to short in opposite direction (e.g. Manchester – Goa, India)- variants in country specific period when daylight saving times apply, may cause to short / to long flight times, when transferring flights into typical week- multi-stop flights may cause “suspicious” flight times (to long for given distance), so procedures for automatic corrections of flight times must deal with intermediate stopsSolution: check flight schedules on air link speed, minimum / maximum times, arrival day info. 4

5. Air passenger: Approach scheme Harmonised passenger statistics for links and nodes (Eurostat, national statistics e.g. US, DE) Passengers surveys for trip purpose split and route choice Additional “statistics” according to flights Data base for calibration process WP7 Iterative calibration process to balance economic weights of regions, link loads, 3-point or destination statistics, node loads and impedances Air passenger network airport<->airport Air transport impedances region<->region Feeder links region <-> airport (combined of rail & road feeders Air passenger matrix between ETISplus regions for three trip purposes according to regional data Regionalisation and corresponding socio-economic data(trip generation) • On base of a start-up matrix (year before), building the matrix is a repeatable process

6. Iterative calibration process Generation Model / Input Adjustment Matrix Bounding Distribution Basic Statistic Evaluation Matrix Evaluation Route Choice Airport / Route Choice Assessment Statistic Evaluation Assignment Link Load Assessment • Continuous validation is the core part of the matrix generating process • The iterative process results in a flow matrix, where the overall sum of deviations between assigned link / node loads and link / airport statistics is minimal (but not 0) • The same principal approach has been done for air cargo

7. Resulting networks delivered, Terminals • The air networks delivered consists of three components: • airport file, for each airport consisting of

8. Demand indicators air transport Outcome of the projects TOOLQIT, ETIS Base and WORLDNET has been scanned for indicators to be derived directly or indirectly from the networks. Further input came from the modeller workshop, Brussels, 14.3.2011 The following terminal indicators for the demand side of air transport have been derived based on the passenger / cargo matrices: total number of passengers total number of domestic passengers total number of intercontinental passengers total number of Schengen passengers total number of European passengers total number of North American passengers total number of South and Middle American passengers total number of Asian, Australian / Oceania passengers total number of African passengers total number of Middle East passengers total number of air cargo tons

9. International Air Passengers 2010

10. Supply indicators air transport The following terminal indicators for the supply side of air transport were derived: total number of aircraft movements passenger transport (PAS_CAF of EUROSTAT) total number of air cargo liner movements (TOT_CAF \ PASS_CAF of EUROSTAT) largest airplane (MTOW) which landed/started (MKm network) total seat capacity offered (PAS_ST of EUROSTAT) total cargo capacity offered (MKm network) number of destinations offered (MKm network) number of domestic destinations (MKm network) number of intercontinental destinations (MKm network) number of European destinations (MKm network) number of Schengen destinations (MKm network) airlines market position, by seats for top ten & other (MKm network) alliance market position by seats Oneworld, Sky team, Star Alliance, Low Cost, other (MKm network) 10

11. Example: Airports by Carrier Type Seats offered by Alliance / carrier type gives information e.g. on competition issues

12. Resulting network delivered, Air Links Air links consisting of Notes: - links include surface connections (e.g. LHR <-> LGW) - Air connections like Frankfurt – Amsterdam – Manila may have different impedances concerning time frequency, price, etc. than the corresponding values added for Frankfurt – Amsterdam and Amsterdam – Manila! For that reason for each pair of airports the network consists of the direct link (if existing) or otherwise of the leg connecting it within shortest travel / transport time when requiring in maximum two stopover airports. - 12

13. Resulting impedances delivered Concerning air transport, the impedances consist of the average values from up to 16 different routings considered in the APC routine and for which choice probabilities are calculated. For that reason we concentrate on- travel time (total and in vehicle)- cost (not for air cargo, as WORLDNET approach doesn’t cope with)- frequency- distance Impedances have been used to calculate air accessibility. 13

14. Application: Air transport accessibility 2010 • Displayed is the average travel-time for each NUTS3 region in Europe needed to reach another European region by air transport, including time for surface access / egress. • Travel-times have been weightedby the population of each destination region; i.e. travel-time to reach a region in the North of Finland has a lower weight than the time to reach the city of London

15. Thank you for your attention MKmetric Gesellschaft für Systemplanung mbH Oliver Schnell Rüppurrer Straße 4 76137 Karlsruhe Germany Phone: 0049 - 721-96160 - 0 Fax: 0049 - 721 96160 - 99 email: schnell@mkm.de webpage: www.mkm.de