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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>London Luton Airport Direct Air-Rail Transit System</title>
      <link>https://trid.trb.org/View/1716563</link>
      <description><![CDATA[A new fully-automated cable-hauled system is currently under construction at London Luton Airport (LLA), U.K. The “direct air to rail transit” (DART) system will realise a £225 million plan to fully upgrade London Luton’s transport links by 2021. It will be able to run 24 h a day, with two trains operating the 3-km journey from Luton Airport Parkway rail station to the terminal in under 4 min. Not only will the new DART system provide a much faster and efficient service than the current shuttle bus service, it will also make the use of public transport over private vehicles a far more attractive and sustainable option for passengers, enabling a significant modal shift from road to rail. The paper describes the driving project vision for high quality user experience, and some of the innovative procurement solutions implemented to maximise value for LLA.]]></description>
      <pubDate>Wed, 15 Jul 2020 09:17:58 GMT</pubDate>
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      <title>Whiter and lighter</title>
      <link>https://trid.trb.org/View/1585651</link>
      <description><![CDATA[Tom Allett spoke to Michael Nagle, utilities manager at London Luton Airport, about its LED apron lighting project.]]></description>
      <pubDate>Tue, 19 Feb 2019 15:10:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1585651</guid>
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      <title>An exploratory examination of additional ground access trips generated by airport ‘meeter-greeters’</title>
      <link>https://trid.trb.org/View/1402973</link>
      <description><![CDATA[A significant share of airport passengers are accompanied to and/or from the airport by friends and relatives to wave them off or greet them when they land. At some airports the number of these ‘meeter-greeters’ can be substantial, which can have important ground access planning, economic and environmental implications for the airport operator. Yet this group have received comparatively little attention in either the academic or industry literature. Consequently, to some extent ‘meeter-greeters’ have remained something of a ‘hidden’ element of ground access user. In an attempt to address this, the paper uses secondary data analysis of the UK CAA Passenger Survey Report to explore ‘meeter-greeters’ at five UK airports; Heathrow, Gatwick, Manchester, Stansted and Luton. Focus is given to assessing the scale of ‘meeter-greeter’ journeys and the role of a passenger's trip purpose (business/leisure) and resident status (resident/non-resident) in this process. A key finding from the analysis relates to the disproportionate impact of multi-person trips, where a number of different ‘meeter-greeters’ accompany a passenger to the airport. The implications of these findings are discussed and a number of recommendations for decision makers proposed. Namely, it is suggested that airport monitoring and assessment procedures should incorporate a measure of the additional trip generation by ‘meeter-greeters’ in order to present a more complete picture of the number of people accessing/egressing an airport.]]></description>
      <pubDate>Tue, 24 May 2016 17:11:46 GMT</pubDate>
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      <title>Meeting Passenger Needs</title>
      <link>https://trid.trb.org/View/809356</link>
      <description><![CDATA[This article discusses the redevelopment of departure and arrival lounges at London Luton Airport, to meet growing usage demands. The lounges offer passengers a comfortable and relaxed environment for passengers to dine, shop, and pass time. The author notes that the Airport, considered to be London's fastest growing, deemed the redevelopment to be necessary to meet the future accommodation of passengers. Because the facility had already reached capacity and passenger demographics had changed considerably since the original lounges were built, it was decided to redevelop the lounges with an emphasis on retail. As a result, the lounges feature a wide variety of retail options, including luxury retailers. Technology, too, has played a part of the redevelopment, with the addition of an Internet Café and two Business Lounges.]]></description>
      <pubDate>Thu, 31 May 2007 08:47:08 GMT</pubDate>
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      <title>SMART SYSTEM : AIRPORTS INTERNATIONAL VISITED LONDON LUTON AIRPORT TO GET AN OPERATOR'S VIEW OF THE AIRPORT'S TELEBAG BAGGAGE SYSTEM</title>
      <link>https://trid.trb.org/View/714918</link>
      <description><![CDATA[London's Luton Airport has installed the new Telebag baggage handling system in its new terminal building. Working without conveyor belts, Telebag allocates luggage to separate 'smart carts' which transport along fixed tracks before off-loading to baggage handlers. With 90 carts, the system has the potential of processing 1,750 bags per hour with carts added or withdrawn in response to demand.]]></description>
      <pubDate>Mon, 31 Dec 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/714918</guid>
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      <title>PROFITABILITY--THE UNATTAINABLE GOAL?</title>
      <link>https://trid.trb.org/View/85671</link>
      <description><![CDATA[A recently published study of the financial state of Britain's Airports is reviewed.  The study contains a good deal of discussion and analysis of airport economic policy and financial performance.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85671</guid>
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      <title>EUROPE'S LEADING AIRPORTS: MEETING THE CHALLENGE TO THE YEAR 2000</title>
      <link>https://trid.trb.org/View/74102</link>
      <description><![CDATA[This article describes the steps contemplated by the airport authorities of Amsterdam, Frankfurt, London, and Paris, to meet the problem of increased traffic flow.  (Annual growth rates have been projected of 7.8 percent for passenger traffic and 9.2 percent for cargo.)  In Amsterdam, the present capacity of 19 million is expected to hold good until 1986, when several new facilities would be needed, including a new passenger terminal, a fifth runway and extra bonded warehouses.  However, because of the the need for lead time, construction of the second terminal must commence in 1981 if the airport does not want to be caught with a capacity shortage in the late 1980s.  Although the airport is already reasonably well connected to the city center, a new railway link to Amsterdam will also be opened in 1978, with one to the Hague scheduled for 1981.  Frankfurt Airport has capacity to spare room to expand, excellent passenger services, and for the number of passengers handled, ranks among the most efficient European international airports. However, th runway threshold at the eastern end is not suitable for the installation of advanced equipment, due to the presence of a highway.  The airport is awaiting a government decision on the shifting of both runway thresholds to the west and on the building of a new west runway perpendicular to the present two and of the same length (13,000 feet).  In London, air traffic is expected to increase from the present 31 million a year to over 70 million by 1990, and increasing the capacity of the area's four airports may be difficult.  Heathrow, the areas principal airport, is currently operating close to capacity and has a layout (The facilities are placed between the runways) which precludes easy expansion.  A proposed new terminal would, if built, have to be sited away from the central area.  The other three airports have greater potential for expansion, but there are complications.  While Gatwick has excellent facilities which can be easily expanded it is hampered by its having only one runway. Stansted can be greatly expanded, but there would be considerable opposition to such development on environmental grounds (as would be the case with adding a runway at Gatwick).  Luton can also be expanded, but it is under the jurisdiction of the Luton Town Council which would not necessarily agree to the proposals of the British Airports Authority, which manages the other three.  In Paris, the new (opened in 1974) De Gaulle Airport is, by virtue of the Modular design of the terminal, capable of considerable expansion at comparatively little cost.  The first section of a second terminal and a second runway are due for completion in 1981.  There is a problem due to the lack of demarcation between types of operation at De Gaulle and Orly, with different airlines running flights to the same points from different airports.]]></description>
      <pubDate>Thu, 14 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74102</guid>
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      <title>UK CHARTER CARRIERS: A VITAL FORCE IN A SPREADING MARKET</title>
      <link>https://trid.trb.org/View/72774</link>
      <description><![CDATA[This article describes the UK charter carrier market and focuses on the activities of five major airlines-Britannia Airways, British Airtours, Dan-Air, Laker Airways, and Monarch Airlines.  The UK non-scheduled carriers have apparently not been affected by inflation, the devaluation of the Pound sterling or the leap in fuel prices.  They have demonstrated their flexibility and entrepreneurial skill by finding alternative solutions and remaining financially sound.  The UK Civil Aviation Authority has not hampered independant carriers by giving preferential treatment to the national carrier.  The Authority's policy is to impose the least restraint on the industry and encourage the provision of profitable services by British airlines in both public and private sectors.  It is noted that the independant carriers have the distinct advantage of having two London airports at their disposal-Gatwick and Lutton.  Both have rail and road links and have excellent passenger facilities.]]></description>
      <pubDate>Sat, 29 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72774</guid>
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      <title>THE DEVELOPMENT OF LUTON AIRPORT AND ITS EFFECT UPON THE NOISE CLIMATE OF THE AREA</title>
      <link>https://trid.trb.org/View/52747</link>
      <description><![CDATA[The basic method used to assess aircraft noise nuisance around airports in Great Britain relies on the correlation of subjective annoyance with a physical measure of the noise exposure.  The unit of noise and number index (NNI), currently being taken as the standard is derived using the average peak noise level of aircraft and the number of aircraft heard on the ground.  Changes in the noise exposure pattern around Luton Airport since 1969 are examined.  The airport has the benefit of a noise monitoring system and this, in conjunction with the NNI monitoring study, has enabled the collection of good data used for making decisions which affect the airport development.  The NNI contains of 1969 through and including 1973 are described in detail in addition to 1980 projections.]]></description>
      <pubDate>Wed, 28 Sep 1977 00:00:00 GMT</pubDate>
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