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Barcelona airport had a demand of 35.2 million passengers in 2013 and has, over the past ten years, a cumulative annual growth of 4.4%. The rail is reduced to the same station next to the old terminal T-2 with a service every 30 minutes. metlink However, there are several bus routes, including the Aerobus, with some very good intervals: 5 minutes for the line that caters to the terminal T-1 and 10 minutes for serving on the T -2.
2016 is expected to inaugurate a section of Metro Line 9 in Barcelona with stops at both terminal T-1 to T-2 terminal. In particular, it seems that inaugurated the section between the airport metlink and Collblanc (a section tangential but allow the transfer to other subway metlink lines that do reach the city center).
In an economic viable public investment may not be the first but still a priority for the following reasons: The airport must be connected powerfully with its hinterland, which in this case is the city center the metropolitan area and the rest of the country represented in this case by the Sants station (where all trains stop and regional and high speed trains). The train would be the fastest metlink in the city center. We estimate that it could take about 23 minutes without the need for transfer, while line 9 will need more than 50 minutes, in addition, to transfer very onerous if you bring luggage. The train has greater cargo capacity than buses and is more sustainable if you get an acceptable occupation, as in this case. On the other hand, is not subject metlink to interference with vehicular traffic, appearance, reliability, very important when one has to catch a plane. Besides the rail extension, if you connect the airport metlink with the Vallès Occidental, helping to build the model railway of Barcelona, with a line serving the ledge coast (Mataro metlink - Vilanova), another corridor interior (Martorell - Barcelona - Granollers) and connected metlink to the airport Sabadell and Terrassa. Why Vallès Occidental? Because a few years ago, and surely now, was that the area had increased demand for access metlink to the airport, after Barcelona.
Now, if at this time the public sector can not cope with this investment, quantified at about 290 million and includes the construction metlink of the tunnel, track, electrification, signals and facilities of the tunnel has been raised for a grant that would help to further this initiative.
And how would fund work? Well, as has been done with the extension of the Metro de Madrid's Barajas Airport, with a premium on tickets, it should be only on single tickets sporadic affecting travelers from the airport, and season ticket holders Used daily by employees move to this facility.
Currently single ticket costs 5.90 is the Aerobus, 4.10 and 2.15 in neighborhoods in the metro. Doing some simplified numbers, for investment as above and 30-year concession, metlink the overpriced one-way ticket would be less than 4 .
It is reasonable that the train ticket from the city center to the airport is about 8 ? Well, when compared with other European cities that we are in a acceptable value. Worth 9.10 in Paris from Charles de Gaulle metlink Airport and Orly from 10.90, 14 in Rome, London ranges from 24.20 to the direct Heathrow Express from 6.40 each way metro, Munich metlink and 8.80. I must say that in Copenhagen the price is about 5 and 3.80 Amsterdam.
So raise a concession infrastructure could be realistic this specific action, but must meet a few requirements before not distort the operation. First, harmonize when put into service on Line 9 - ticket prices with the future metro station. Secondly, do not try to introduce a new rail operator in this section, as would guarantee repayment of the infrastructure and also pay for new trains and expenses of their operation. The current operator has all the human and material resources to do so. Another issue is that the government granting select the operator deems appropriate to provide local services.