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In order to compare the Cost Benefit Analysis of the Lleida Alguaire Airport in relation to the airports of Reus, Girona, Barcelona and Toulouse, the following parameters have been considered:

 Road and Air Travel Time Cost:

The travel time value is related to the cost of the time invested in the displacement of both people and freight considering all the displacement’s steps, such as access time, waiting time, time in the vehicles, transfers…

In fact, any project that produces accessibility improvements or allows avoiding bottlenecks in the transport network will create socioeconomic benefits in terms of travel time saving. Moreover, these benefits depend on the amount of travel time saved and on the monetary value assigned to the time unit.

In connection with transport projects, travel time saving is usually the main source of benefits. Moreover, the costs related to travel time value are internal due to the fact that they are experienced by users and, regarding travel time savings, they do not have a specific price market.

The value that is broadly assigned to travel timesaving is its own opportunity cost or the user’s willingness to pay so as to achieve such a timesaving. Owing to this fact, travel time value depends on several circumstances, such as the individual income and the aim of the travel.

On the one hand, when travels are carried out because of work, the travel time is included in the workday and it is assumed that its value is the marginal working cost.

Hence, it is possible to use an average value of the business cost, which is adjusted to the analysed region.

On the other hand, when travels are carried out because of other purposes such as work commuting, compulsory travels or travels because of recreation, their evaluation is not directly related to the salary, and thus it is carried out through estimates based on the revealed preference method.

In relation to airports, it has to be considered that people who use these infrastructures because of business are usually people with high-income levels and thus they are above the average values of wages.

The value of the travel time depends on the different opportunity cost of the

trip depends on the main aim of the trip. These values are shown in Table 7 and Table 8:

Rail and road trips

Reason of the trip Value (€/hour·person) Management and business 15’56

Work and study 10’74

Shopping 9’18

Recreation 7’31

Average value 11’02

Table 7: Rail and road trips time cost (Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

Air travel

Reason of the trip Value (€/hour·person) Management and business 38’08

Recreation 18’24

Table 8: Air travel time cost (Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

The salary data is obtained from the survey published by IDESCAT and the other reasons for travelling are computed through the documents Els comptes del transport de viatgers a la Regió Metropolitana de Barcelona.

In connection with the air travel, the aforementioned values have been obtained from the European survey HEATCO.

(Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

 Heavy Vehicles Functioning Cost:

It is necessary to estimate the functioning costs of a vehicle depending on the kilometres realized. In relation to the recommended indicator value of 2010, the following mechanic operating costs are considered, which are measured in (€/vehicle·km), Table 9:

Parameter Cars Heavy vehicles

Conservation 0’06 0’76

Lubricants 0’00 0’01

Tires 0’01 0’08

TOTAL 0’07 0’85

Table 9: Heavy vehicles functioning cost (Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

 Bus Pollution Cost:

In order to be able to compute the costs produced by the vehicles’ emissions, it is necessary to know the composition of the vehicles park as well as the average velocities. Therefore, in relation to the recommended indicator value of 2010, the costs are the following:

- Light vehicles: 14’0 €/1.000km - Heavy vehicles: 43’8 €/1.000km

These values have been obtained from the document UNITE Unification of accounts and marginal costs for Transport Efficiency, ITS, University of Leeds, 2003 (updated to euros).

(Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

 Bus and Aircraft Noise Cost:

The cost of the noise produced because of the functioning of the infrastructure ought to be estimated through the cost of the preventing measures that are necessary so as to avoid high levels of noise. In fact, the methods based on the citizens’ willing of paying for having the levels of noise reduced are not always consistent.

Hence, the following values (Table 10) have been obtained by using the recommended indicator value of 2010 and from the ATM’s survey.

Transport Mode Average value (€/1.000 vehicles-km)

Private vehicle 4’54 €

Bus 10’20 €

Rail transport (passengers)

124’39 € Air transport (passengers) 154’28 €

Trucks (freight) 16’32 €

Vans (freight) 7’31 €

Rail transport (freight) 127’50 €

Air transport (freight) 154’28 €

Table 10: Bus and aircraft noise cost (Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

 Bus Driver Cost:

In connection with the document Observatorio de costes del transporte de viajeros en autocar that can be found in the Spanish Government web, the following data is assumed for a 55 passengers capacity bus:

Annual driven hours 1.800 hours

Driver annual cost (Social Safety included) 30.441’81 €

Driver hour cost 16’91 €/hour·vehicle

Table 11: Bus driver cost (Observatorio de costes del transporte de viajeros en autocar)

Therefore, the bus driver cost applied is 16’91 €/(hour·vehicle).

 Bus Fuel Cost:

Regarding the document Observatorio de costes del transporte de viajeros en autocar that can be found in the Spanish Government web, the following data is assumed for a 55 passengers capacity bus:

Bus average fuel consume 30’0 L/100km = 0’3 L/km Fuel price (with VAT) 1’1029 €/L

Table 12: Bus fuel cost (Observatorio de costes del transporte de viajeros en autocar)

Therefore, in relation to this data, the bus fuel cost can be computed assuming 1’1029€/L and an average consume of 0’3L/km.

 Number of Bus Accidents and Bus Accidents Cost:

On the one hand, the number of bus accidents depends on the type of road that the bus will be driving through. Therefore, Table 13 shows the number of accidents and, in addition to this, the number of deaths, serious injuries and minor injuries that might happen depending on each type of road.

Type of road Accidents/(million of veh/km)

Deaths per accident Serious injuries per accident

Table 13: Number of accidents depending on the type of road (Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

On the other hand, Table 14 shows the bus accident cost depending on each type of accident:

Table 14: Bus accident cost depending on each type of accident (Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

Eventually, the following types of road have been considered:

- Lleida - Alguaire Airport to Andorra: C-26; C-14; single carriageway road.

- Gerona Airport to Andorra: C-25; double carriageway road.

- Reus Airport to Andorra: C-14; single carriageway road.

- Barcelona Airport to Andorra: C-16; double carriageway road.

- Toulouse Airport to Andorra: N-20; double carriageway road.

 Pilot Cost:

In relation to the pilot cost, it is difficult to determine owing to the fact that not all the pilots earn the same amount of money each month. Moreover, the first pilot earns more money than the second pilot.

Therefore, providing that the charter company that flies from Gatwick to the Lleida - Alguaire Airport so as to bring tourists to the Pyrenees is Thomas Cook Airlines and regarding the data provided by DeFinanzas, it has been assumed that the first pilot earns 62.000 € per year (that is, 5.166’67€ per month) and that the second pilot earns 21.000 each year (that is, 1.750€ per month). In addition to this, it has been assumed that both the first and the second pilot work approximately 21 days per month and that they fly approximately 6 hours per day (that is, without considering the amount of time they remain stopped at each airport).

Therefore, the following costs are obtained:

- First Pilot: 41’01 €/(hour flown) - Second Pilot: 13’89 €/(hour flown)

 Aircraft Fuel Cost:

In order to compute the cost of the amount of fuel used, it has to be considered that an airbus A-321 is used. Therefore, regarding the main characteristics of this aircraft and according to Sherpa Report, the average fuel consume is obtained as follows:

Table 15: Aircraft fuel cost (Sherpa Report)

Hence, it has been assumed that an airbus A-321 uses 5 litres of kerosene per kilometre and that, in addition to this, the kerosene price is 1’45 €/gallon (that is, 0’38 €/L).

 Aircraft Pollution Cost:

Regarding aircraft pollution, aircrafts produce several gases that cause both pollution and contribute to climate change. Therefore, in order to analyse the effect of aircraft pollution, the amount of CO2 produced by airplanes has been computed.

The amount of CO2 emitted by civil aircrafts varies widely depending on several parameters such as the aircraft’s size, the amount of passengers, the flying height and the flown distance. Hence, in order to be able to compute the amount of CO2 emitted by aircrafts per kilometre and passengers, the analysis carried out by LIPASTO (Finland, 2008) has been considered:

Type of Flight CO2 Emission

Civil, Domestic, Short distance (< 463 km) 259 g/(km·passenger) Civil, Domestic, Long distance (> 463 km) 178 g/(km·passenger)

Civil, International 114 g/(km·passenger)

Table 16: Aircraft pollution emission (LIPASTO, Finland, 2008)

Hence, owing to the fact that the analysed flights are international, the CO2 emission of 114 g/(km·passenger) has been considered.

In addition to this, the following values of CO2 have been considered:

Parameter Value (€/ton)

CO2 - From 2010 to 2020 28’00 CO2 - From 2020 to 2030 33’00 CO2 - From 2030 to 2040 41’00

Table 17: CO2 value(Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

 Aircraft Noise Cost:

In order to compute the aircraft noise cost, air passengers’ transport has to be considered. Hence, as aforementioned in Table 10, the recommended average value is the following:

′ €

Maximum fuel capacity 30.030 L Maximum reach 5.600 km Average speed 800 km/h Average fuel consume 5 L/km

 Aircraft Functioning Cost:

So as to compute the aircraft functioning cost, the calculation programme known as Freight Metrics has been used. Hence, in order to obtain the aircraft operating cost per person depending on the flown distance, the following data has been considered:

- Type of aircraft: A321

- Capacity per flight: 180 passengers - Flights per day: 3

- Days per week that aircrafts work: 7

- Weeks per year that aircrafts are operating: 52 (all the year) - Daily number of passengers: 540

- Average speed: 431’97 knot = 800 km/h

Note that some of the aforementioned data has been obtained regarding that the company that brings Pyrenees’s tourist from Gatwick to Andorra is Thomas Cook Airlines, which in 2016 managed 6.623.564 passengers through 32.208 flights, that is:

88 𝑓𝑙𝑖𝑔ℎ𝑡𝑠

𝑑𝑎𝑦 = ^{3 𝑓𝑙𝑖𝑔ℎ𝑡𝑠}

𝑑𝑎𝑦·𝑎𝑖𝑟𝑐𝑟𝑎𝑓𝑡 .

Therefore, the following aircraft functioning costs per person have been obtained:

Trip Aircraft Functioning

Cost ($/person)

Aircraft Functioning Cost (€/person)

Gatwick - Lleida (1400km) 9’11 8’14

Gatwick - Gerona (1300km) 8’53 7’62

Gatwick - Reus (1600km) 10’27 9’17

Gatwick - Barcelona (1500km) 9’69 8’65

Gatwick - Toulouse (1100km) 7’37 6’58

Table 18: Aircraft functioning costs per person (Freight Metrics - Thomas Cook Airline)

 Use of Land Cost:

The use of land cost is related to the costs produced by the fact that the land occupied by the airport cannot produce wealth nor crops as it used to do before the infrastructure was built.

Due to the fact that this project is analysing whether the investment that was required so as to build the Lleida - Alguaire Airport is reasonable from a social point of view in respect to the other surrounding main airports, the use of land cost has been only considered in the Lleida - Alguaire Airport and, in addition to this, it has been supposed that this cost remains constant throughout the analysed period of time (2010 - 2040).

Regarding the calculation of this cost, as aforementioned, the Lleida - Alguaire Airport occupies 367 ha near Alguaire, which used to be used as crops. Furthermore, the cost of using land so as to build an infrastructure is computed through the annual monetized global impact to ecosystems and it is measured in € per hectare and it depends on the specific type of soil. It measures the value of those functions that become lost each year. In order to compute the following values, the recommended indicator value of 2010 and the document Valuation of ecosystem services in the Catalan coastal zone have been used. These costs are shown in Table 19:

Type of Soil Value (€/ha·year)

Forests 3.383

Meadows 205

Crops 1.981

Wet areas 26.153

Continental water 1.750

Environmental bufer 7.738

Green urban areas 4.888

Urban / Peri-urban / Burned 0 Average Value (Catalan soil distribution) 2.983

Table 19: Value of soil(Guia per a l’avaluació de projectes de transport, 2010, Mcrit)

Therefore, as the Lleida - Alguaire Airport land used to be used as crops, the following value has been assumed:

1.981 € ℎ𝑎

Cosequently, the annual use of land cost has been computed as follows:

1.981 €

ℎ𝑎· 367 ℎ𝑎 = 727.027 €

In document Ciencia y política pública: de la ciencia en la Democracia a la Política en la Sociedad del Conocimiento. (página 117-120)