World Journal of Engineering and Technology, 2015, 3, 40-45
Published Online October 2015 in SciRes. http://www.scirp.org/journal/wjet
http://dx.doi.org/10.4236/wjet.2015.33C006
How to cite this paper: Liu, W., Jie, O.Y. and Su, Y.N. (2015) Jing-Ji n-Ji Air-Rail Intermodality System Study Based on Beijing
New Airport. World Journal of Engineering and Technology, 3, 40-45. http://dx.doi.org/10.4236/wjet.2015.33C006
Jing-Jin-Ji Air-Rail Intermodality System
Study Based on Beijing New Airport
Wen Liu, Ouyang Jie, Yanan Su
Airport College, Civil Aviation University of China, Tianjin, China
Received 23 June 2015; accepted 15 October 2015; published 22 October 2015
Abstract
After the completion of Beijing New Airport, air-rail intermodality will become an important
means of internal and external links in Jing-Ji n-Ji Region. Jing-Jin-Ji Air-Rail Intermodality System
is built and 7 sub-systems are divided based on user demand analysis. Refer to the passenger
process, the business process of the system is planned and the sub-sy stems are described using
data flow diagram. The system provides theoretical support for the development of air-rail inter-
modal in Jing-Jin-Ji region.
Keywords
Jing-Jin-Ji Region, Ai r-Rail Intermodality System, Business Process, Data Flow Diagram
1. Introduction
Construction of the Beijing New Airport started in December 26, 2014 and a comprehensive traffic network
with which at the co re will be built. T he high -speed railway network of Jing-Jin-Ji cor e region will r adia te to the
whole northern area, in which the B ei j ing -Ko wloon Pa ssenge r Line will direc tly co nnect in B eij ing New Airpo rt,
Beijing Be n Thanh intercity railway line is also p lanning a direct link to T ianjin Airport. Railway line s, stations
and airpo rts of the Jing-Jin-Ji r egion will provide basic c onditio ns for the development of air-rail intermodality.
However, there are many inconveniences in the current transportation process. So a complete air-rail inter-
modality system needs to be built by government from the management system [1], which could manage and
maintain integrated ticketing, information query and update , meet the demands of vario us users, and ensure in-
for mation sec ur ity thro u gh secur it y gua ra nt y mec ha ni s m.
2. User Analysis and System Division
In the J i ng-J in-Ji air-rail inter modali ty syste m, we suggest c hoo sing Beij ing West Statio n, B eijing South Station,
Tianjin Railway Station, Zhengding Airport Railway Station as trial operation railway stations, and enlarging
the coverage to main stations along the rail lines after they operate normally. Beijing Capital Airport, Beijing
New Airport, Tianjin Airport and Shijiazhuang Airport are chosen as operation airports. On the basis of current
air-rail intermodal products, part of the airlines can participate in the trial operation, and other airlines can be
absorbed into the service scope of Jing-Jin-Ji air-rail intermod a lity system later.

W. Liu et al.
41
The users o f Jing-Jin -Ji a ir-rail inte rmod ality s yste m incl ude custo mers and serve rs, a mong whic h pas senger s
and partners such as distributors and information service providers and so on are customers, while administra-
tion departments, rail units, civil aviation units are servers. Customers and servers are respectively demand and
supp ly side o f t he system. T he specifi c user structure i s shown in Figure 1.
According to demands of passengers and information management, the functions of Jing-Jin-Ji air-rail inter-
modality system should include user registration and query, auxiliary optimization decision, check-in and
thro ugh b a g ga ge hand lin g se r vi ce , fe ed b ac k ser vice, information audit and management, information update and
maintain, financial allocation, integrated ticketing and so on. U/C matrix is used to organize and solve these
functio ns and data [2], dividing the sub-systems of Jin g-Jin-Ji air-rail intermodality system.
Jing -Jin-Ji air-rail intermodality system could be divided into 7 sub-systems: Operation Service, Auxiliary
Optimization Decision, Feedback Service, Integrated Ticketing, Through Baggage Handling, Financial Man-
age ment and I nformation Mana geme nt . Informati on flow relat ion b etween them is shown in F igure 2.
3. Business Process Plan
While building a system, the internal processes can be understood well through business diagrams and system
can be optimized by correcting the problems and deficiencies. Therefore, it’s necessary to plan the business
process of Jing-Jin-Ji air-rail intermodality system. Combined with air-rail intermodal passenger process in
Jing -Jin-Ji region, business process is planned step by step along the flow of information. Result is shown in
Figure 3. In the future the business process can be adj ust according to t he implementation sta tus of infrastruc-
ture and transport mode, on the basis of which the establishment of air-rail intermodality system can be opti-
mized and improved.
Figure 1. User structur e of Jing-Jin -Ji air-rail intermodality system.
Figure 2. Information flow relation between the sub-systems.

W. Liu et al.
42
Figure 3. Business process of Jing-Ji n-Ji air-rail intermodality system.
4. System Structure
Data flow diagram is the most common presentation to describe system structure [3], which describes the data
flow and process in the system in the form of graphics and is a functional model to express the relations between
system data input, output, storage and process. A specific data flow diagram describing air-rail intermodality
system can be obtained by the principle of “From Outside to Inside”.
4.1. Operation Service Subsystem
Operation Service Subsystem is the interface module for customers’ access to air-rail intermodality system,
which has three main functio ns: registration and logi n, information quer y, guide service. The specific structure
is shown in Figure 4.
4.2. Auxiliary Optimization Decision Subsystem
Auxiliary Optimization Decision Subsystem could combine the process of train schedules and flights with ma-
thematical optimization model calculation, and help passengers to make travel plans with optimization goal of
passenger demands and constraints of fares, schedules, travel time and so on, usi ng c o mput er int ell ige nt op ti mi-
zation technology. Result is shown in Fig ure 5.
4.3. Integrated Ticketing Subsystem
Integrated ticketing is needed in air-rail inter modalit y, when pa ssenger just need s to b uy one jo int ticket to cover
the whole travel process. Besides, the fare of the joint ticket is lower than two tickets separately. The rail units
will set IATA codes for relevant railway stations and airlines could code-share with several stations according
their o wn needs.
E-ticket is the mode of joint tickets, in which the following contents should be contained [4]: ticket serial
number, passenger name, passenger ID number; name and code of origin station, name and code of destination
station, ticketing date, ticketing station and code, valid date, connection information, fare, time, transfer infor-
mation, baggage information and so on. Struc ture of integrated t icketing subsystem is shown in Figure 6.
The joint tickets will be sold by a unified ticket cente r and the earnings will be a ttached to the financial man-
agement subsystem to realize automatic clearing.

W. Liu et al.
43
Figure 4. Struc tur e of operation service subsystem.
Figure 5. Struct ur e of auxiliary optimization decision subsystem.
4.4. Through Baggage Handling Subsystem
The ideal air-rail intermodal should provide through baggage handling service. Passengers could check their
bagga ge after they fi nish chec king in a nd will arr ive in the destinati on by tr ain and plane witho ut baggage . The
through baggage handling subsystem will connect with the Departure Control System and monitor the whole
process of baggage transportation. The programs will trace and check the baggage and provide query service for
passengers.
In the thro u gh b ag ga ge ha nd ling sub s ys te m, t he ba g gage wi l l get t he fi r st secur it y c hec k in the ra il wa y s t at io n
and be delivered to the terminal to get the second security check with other baggage. Because of the higher se-
curity standa rds of civil aviation than that of railway, it’s more efficient to adopt the secondary security mode for
transport safety. Result is shown in Fig ure 7.

W. Liu et al.
44
Figure 6. Struct ur e of integrated ticketing subsystem.
Figure 7. Struct ur e of through baggage handling subsystem.

W. Liu et al.
45
4.5. Feedback Service Subsystem
To r egulate the cha nnel s of pa ssenge r infor matio n feedback and solve in time, and to improve service level, the
feedback service subsystem is established to provide a channel to complain and solve problems. Wa ys of que s-
tionnaires and evaluating online are used for feedback opinions statistics. Only relevant st aff coul d have the au-
thorities to inquire the feedback information and contact with passengers to check and trace the solve schedule.
In the meanwhile, the opinions are taken to improve service level.
4.6. Information Management Subsystem
The administration departments, rail units and civil aviation units can get rele vant authorities through informa-
tion management subsystem, updating and managing their data and information within the permissions. This
subsystem establi she s interfac es to rail d atabase and civil aviation database respectively to realize data share and
real-time exchange on the premise of complete contract mechanism, laws and safety standards. Besides, it could
collect passenger information, operation information and other information.
In the meanwhile, the information passengers inquire by operation service subsystem is published by infor-
matio n mana geme nt subs ys t e m. T he re for e , t her e a r e 5 func t io ns o f in format io n manage me nt subs yst e m: i de nti t y
verification, data collect and update, data share, information pub lish and displ ay, informatio n s ecuri ty g uarantee.
4.7. Financial Management Subsystem
Fina ncial Ma nage ment S ubs yste m cove rs the s yste m ma nag e ment a nd sta ti stica l a nal ysis of fee b usine ss, whic h
could store and manage all kinds of financial data and automatically generate statements. It could also provide
financial forecast, cost analysis and other economic activities analysis and decision support for air-rail inter-
modal. Besides, all units can set clearing parameters based on their cost and clearing principles. The subsystem
will complete automatic clearing online. The administration department is responsible for maintaining and
managing the financial data to guarantee account information safety.
5. Conclusion
With the constructio n o f Beij ing New Airpo rt, air-rail inter modali t y will beco me an impo rtant means to pr omote
Jing -Jin-Ji integration development and expand its brand radiation range. This paper provides theory reference
for air-rail inte rmodal develop ment in Jing-Jin-J i regio n. Th e future research emphasis should be standard man-
agement and establishmen t of the air-rail i ntermodality system on the basis of the actual situation i n this region.
References
[1] Liu, W. (2014) Logical Architecture Framework of Air-Rail Intermodality System. Transportation Enterprise Man-
agement, 11, 68-70.
[2] Zhang, X. (2013) Civil Aviation Management Information System. National Defence Industry Press, Beijing.
[3] Jia, L.M., Li, P., Qin, Y. and Shi, T.Y. (20 03) Architecture Framework of Railway Intelligent Transport System of
China. Chinese Railways, 9, 22-26.
[4] Ren, P., Xu, R.H. and Tao, Y.J. (2009) Construction of Air-Rail Intermodality Information Sharing Platform. Journal
of Transport Information and Safety, 1, 109-112.