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60 Fig.11. Artist’s impression of loading a multi modal passenger container directly on a future BWB aircraft One proposed to keep the passenger with his or her luggage. The idea is that passengers would take their own luggage on-board. Luggage could be stored in separate racks in the cabin or stored in the passenger seat. These seats could be used in a multi-modal way and transferred to other transport modes. If a number of seats are combined, passengers could travel in multi-modal pods or containers that can be loaded onto aircraft, cars and trains. This would provide connections between air transport and the multi-modal surface transport chains that many feel are needed. Having these pods or seats, the need to transfer individual passengers and their luggage could be reduced to the bare minimum. Additionally multi-modality could be reached if the container is compatible with other ground and water based means of transport. Multimodal transport, that is using two or more transport modes for a trip between which a transfer is necessary, seems an interesting approach to solving today’s transportation problems with respect to the deteriorating accessibility of city centres, recurrent congestion, and environmental impact. The opposite concept is to separate the passenger from his or her luggage completely. Already in some cities like Vienna the passenger can check in for his/her flight down-town and check in the luggage as well. Check-in is possible well before the flights will take off. The luggage is then transported to the airport separately from the passenger and the passenger will only receive the luggage at the destination airport. The Luggage Express set out to provide a low hassle flight experience for passengers combined with efficient movement of their luggage. The principle established is to allow passengers to check in their luggage at a large number of convenient centres, in city areas, at large hotels, rail and bus stations, even in local stations out of town. The luggage could be checked in across a wide time band from very early – perhaps 2 days before flight up until close to flight departure. The passenger would need to accept that very late booked in luggage might suffer a delay compared to earlier bookings. However, the general experience would be that luggage would be delivered to a destination centre. This would depend upon the nature of the destination. In large city areas luggage could be delivered to hotels, bus and train termini, conference centres etc. In smaller destinations the luggage might be delivered to a central collecting point in nearby towns. The luggage operation would be operated managerially separately from any passenger ticket system – although the passenger ticket might often have valid luggage attachments.
THE IDEAS IV. The luggage system would be multi-modal using trucks, rail, and both passenger service aircraft and dedicated freight airlines. Space would be rented from the airlines for freight capacity using the existing facilities. High technology tagging would help to ensure that baggage items did not get lost. Early booked-in baggage could benefit from early flights, either on the same airline or different ones unseen by the passenger. The system would not have the arbitrary stocking and de-stocking of connecting with the passengers’ flight but would operate on a minimum holding time basis. Bags would go to the nearest airport to destination on the next flight after the bag was received at the departing airport (which might be a passenger airport or a dedicated freight airport). that are dedicated for specific destinations. Currently some airports have terminals that are specifically designed for specific carriers. The concept proposed would not take the carriers as a starting point but rather the destinations. As a consequence, for example, the “New York” terminal would service all flights to New York independent of the airline. If one carrier is delayed the passenger could immediately see if another flight is available. The idea behind the designated terminals could also be that ground traffic could be distributed amongst a number of terminals. The disadvantage would be that as most intercontinental flights depart at about the same time in view of the world Fig.12. Artist’s impression of a multi modal airport. Passenger containers can be loaded on trains, lorries or through the air. These containers form an integral part of a future airliner Separating passengers and luggage may result in additional flights or ground movements which would not be a preferred solution in view of the environmental impact. Furthermore, aircraft would need to be adapted as modern airliners have large cargo bays which would not be needed if luggage were flown in dedicated freighter aircraft. However, with flexible scheduling the same number of airliners could carry the same amount of luggage but more effectively from a customer perspective. If O/D traffic or transfer passenger flows are thick, a concept could be to have interconnected HUB airports. One step further would be airports or HUB-terminals Fig.13. Artist’s impression of loading passengers and freight containers into a BWB aircraft 61
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Final Report - October 2010 Create
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Create Creating innovative air tran
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TABLE OF CONTENTS I. III. IV. The C
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6 A Summary of the Project This is
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Conclusions and Recommendations of
Page 13 and 14: II. The Need for Innovation
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Page 17 and 18: THE NEED for innovation II. challen
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Page 24 and 25: 22 5. Developing the CREATE process
Page 26 and 27: Individuals CREATIVE phase STRUCTUR
Page 28 and 29: 26 stimulated in an open and positi
Page 30 and 31: 28 focused manner so that they woul
Page 32 and 33: 30 One of the central concepts for
Page 34 and 35: 32 6.3.8. Lessons Learnt It became
Page 36 and 37: 6000 5000 Unique visitors Number vi
Page 38 and 39: 36 However, by observing that the s
Page 40 and 41: 38 Earlier experience from the sear
Page 42 and 43: Individuals CREATIVE phase STRUCTUR
Page 44 and 45: 42 In the case of complex proposals
Page 46 and 47: 44 The work of the assessment panel
Page 48 and 49: 46 to be brought to a point of unde
Page 50 and 51: 48 The incubation contractor should
Page 52 and 53: EUROPEAN COMMISSION CONTRACT EC Eva
Page 54 and 55: 52 8. Conclusions and Recommendatio
Page 56 and 57: d) The aims should not include area
Page 59 and 60: IV. The Ideas
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