Localization of new civil aviation airport infrastructures. Case study: New Lisbon Airport (NAL)

The processes of airport planning and location choice for a new airport take usually a long time to develop and mature. During this time various changes usually occur. Generally these changes comprehend technological changes, changes in environmental legislation, usually becoming more restrictive, changes in the processes and paradigms of territorial planning, to name a few. In regions with high urban growth rates, the processes of sprawl and spatial growth could result in the abandonment of some initial potential airport locations. The main purpose of this article is to analyze the relationship between the planning process of the New Lisbon Airport (NLA) and the several territorial (both regional and local) and sectorial (transportation and road) planning instruments that were in place during the several iterations of this airport planning process. At the end of the 1960s decade, the Portuguese authorities began to consider the need to plan for a new airport to replace the existing Portela Airport. In this process which took place over several decades a series of possible locations were analyzed with different depth levels. Several of these locations were over time invalidated for reasons arising from the urban expansion that took place in the Lisbon Metropolitan Area (LMA). Others were invalidated for environmental reasons, due to changes in the environmental legislation during this period of four decades. This paper analyses the various planning instruments that were in place during this period and their relationship with the planning process of NAL.

Airport leakage is a phenomenon that occurs when air passengers choose to travel longer surface distances to take advantage of better air services at an out-of-region airport (which we term the “substitute” airport), instead of using their local airport as would be expected. Leakage may play a substantial role in reducing passenger volumes at the local airport, which in turn can impact regional economic development, and have significant implications for regional transportation planning and airport planning. Previous studies of airport leakage mainly considered the impacts of the airport infrastructure and service (supply) characteristics on airport demand, and rarely consider their interaction and feedback effects. This paper attempts to address the lack of airport leakage studies that consider supply-and-demand feedback by answering two questions. Firstly, what attributes – particularly airport service attributes – affect passenger leakage to out-of-region airports? Secondly, how do airport leakage and an air service characteristic (airfare) impact one another? The objective of this paper is to investigate the interaction effects between airport leakage and different variables through a supply-and-demand feedback model. To accomplish this objective, this paper investigates the hypothesis that air passengers will forego travelling out of their local (typically medium-sized) airport in favor of taking advantages of the services offered by a major out-of-region (substitute) airport farther away.

Monitoring of ultrafine particles in the surrounding urban area of a civilian airport

A calculation method on pollutant emission inventory is established based on the standard LTO cycle of the International Civil Aviation Organization (ICAO) by analyzing the factors influencing aircraft engine emissions at civil aviation airports. For a certain airport in China, the emissions of HC, CO, NOx and SO2per hour for a whole day from the aircraft engines are calculated, and the variations of various pollutant emissions with time are analyzed based on the air traffic data, the civil aviation fleet composition, the flight detailed take-off and landing information at the airport, and ICAO engine emission data bank. It’s found that the variations of the pollutant emissions with time are different, in which, the emissions of HC and CO are significantly influenced by the frequency of flight arrival at airport, however, the emission of NOx is influenced by the frequency of flight departure from airport greatly, and the emission of SO2is influenced by the total frequency of flight arrival at and departure from airport comprehensively. For solving the problem of local high-emission time, some solutions are suggested, such as equipping aircrafts with low-emission engines or optimizing the flight schedule.

Effective biodiversity conservation requires responding to threats in a timely fashion. This requires understanding the impacts of threats on biodiversity and when management needs to be implemented. However, most ecological systems face multiple threats, so monitoring to assess their impacts on biodiversity is a complex task. Indicators help simplify the challenge of monitoring but choosing the best indicator(s) to inform management is not straightforward. We provide a decision framework that can help identify optimal indicators to trigger management in a system faced with multiple threats. The approach evaluates indicators based on criteria spanning monitoring efficiency, management outcomes and the economic constraints for decision‐making. Critical decision factors (or parameters) are identified and detailed in a six‐step process to estimate the cost‐effectiveness of alternate indicators, including threat impacts, sensitivity of indicators to detect change, and the benefits, costs and feasibility of alternative indicators and management actions. Using the Kimberley as a case study, we evaluate 18 indicators for informing management of three key threats in the region: fire and grazing, feral cat predation, and weeds. We show that indicator selection based on our approach can help improve the expected outcome of management decisions under limited resources. By accounting for multiple factors in estimating benefit and costs of monitoring, our approach improves on common approaches that select indicators based only on whether they are sensitive to change and/or cheap to monitor. We also identify how uncertainty in decision factors influences indicator selection. Although cost‐effectiveness analyses are gaining popularity, ours is the first study to integrate multiple selection criteria using a return on investment framework to compare indicators for monitoring multiple threats and triggering management.

Existing runway residual life prediction models need to be modified using the historical data of evaluated airports during evaluation and management for civil airports in China. If the data measured in the field and the historical data used for model calibration do not represent the actual historical performance of the evaluated airport, the predicted performance of the revised model might be poor. This study used measured pavement performance data for local civil airports in Henan Province from 2007 to 2017. The joint-estimation method was used to establish a functional residual life prediction model for local civil airport pavement with another dataset. A functional residual life prediction model for airport pavement was proposed in consideration of the influence of aircraft traffic and the thickness of the pavement surface layer. Taking into account the differences between samples in the two datasets, nonlinear regression with random-effect analysis and joint estimation were used to explain unobserved heterogeneity at the sample level and heteroscedasticity in the dataset. Based on the results of the established residual life prediction model, the marginal effect of the model parameters and the prediction performance of the entire model were analyzed with the measured data from the local airport pavement. Finally, the engineering applicability of the calibrated prediction model for pavement residual life was further evaluated.

Based on daily precipitation data of 174 meteorological stations near civil airports in China, flight data over the same period (1994-2013) and other relevant airport data, this paper carries out a study on risk analysis of rainstorm at Chinese civil airports. We use the platform of ARCGIS, analyze the four essential factors of disasters, i.e., rainstorm hazard, vulnerability, exposure and the capability of disaster prevention and mitigation, combine the traditional model of meteorological disaster risk assessment and characteristics of Chinese civil aviation, and then develop monthly rainstorm disaster risk zoning maps for civil airports in China. The results can provide useful information to daily operations of civil aviation of China, as well as to planning and management of civil aviation systems, in order to better mitigate the impact of heavy rains on daily functions of civil aviation of China.

Civil airports are an important piece of critical infrastructure but are constantly vulnerable to acts of unlawful interference. Therefore, since the beginning of the development of aviation, they have been the subject of increased concern throughout the international aviation community. This is reflected in the regulations on civil aviation activities and their protection developed by the International Civil Aviation Organization (ICAO) and the European Union (EU). Poland has adopted all the regulations on civil aviation, including airport security, enacted by these two organizations. This was reflected in the amendment of the Polish Aviation Law. The purpose of this article is to present the changes in the responsibility for conducting security checks under the Aviation Law. The introduced changes in the civil aviation security system in the Republic of Poland, including the system of civil airport security, have not reduced the state of security. Nevertheless, it should be noted that each security service in the face of the same threat, differently assesses the need for security, which may result in different actions. This makes it all the more important to constantly monitor the relevant aviation authority and services overseeing the work of private security companies.

Coordinated development between landside transport at civil airports and aviation networks is key for determining the attractiveness and competition of tourist cities. However, only a few studies have focused on the accessibility of tourist locations around civil airports in tourist cities in China. This paper calculates the service coverage of civil airports for tourist locations in Yunnan in selected years, consisting of 2000, 2005, 2010, and 2015, by using an accessibility calculation method with the shortest path and a spatial analysis method in ArcGIS software. The results are compared with the structural characteristics of the aviation network in corresponding years. Additionally, some suggestions are given regarding transportation development and sustainable environmental development in tourist cities. The findings show that the service coverage of civil airports in Yunnan has gradually improved over time. Specifically, 83.41% of tourist locations can be reached within 1.5 h of driving from an airport, and all tourist destinations could be reached within 3 h in 2015. Among all civil airports, the airports in the hub city of Kunming and at world-renowned tourist destinations such as Dali and Lijiang displayed the highest airport service capabilities for tourist locations. Meanwhile, the aviation network of Yunnan Province is constantly improving with an increased number of airports and airlines, and it shows the centralization trend toward KMG. However, the mismatch is observed not only in tourist cities with hub airports, such as Kunming, but also in some cities located in remote areas (i.e., far from the central city). This finding reveals that in these tourist cities in Yunnan, the development of airport transport has not considered coordination between the airline network and the service coverage of civil airports for tourist locations. For the sustainable development of tourist cities, the equal importance of airport landside transport and the airline network in the planning and management of air transport should be emphasized.

This study aims at examining critical factors of RFID technology adoption in logistics service providers (LSP) in Taiwan. The study adopts two phased expert questionnaire. First phase questionnaire applies fuzzy Delphi method to identity decision dimensions and factors affecting RFID's adoption. Second phase questionnaire applies fuzzy AHP method to calculate weighted values of decision dimensions and factors. Results indicate globalization trend, RFID introduction cost, technical interoperability and intention of upstream and downstream partner industry cooperation as four most critical decision factors. Empirical result could provide as reference for government, RFID's system developer and logistics service providers in promoting the RFID's commercial application.

In these days of rapid change, many organizations find that their current balance between using agile and disciplined methods is not what it should be. (We realize that “disciplined” is not the opposite of “agile,” but it is our working label here for methods relying more on explicit documented knowledge than on tacit interpersonal knowledge). In a forthcoming book [1], we have analyzed many organizations’ experiences with agile and disciplined methods, and have elaborated our previous characterization [2] of the “home grounds” in which agile and disciplined methods have been most successful. This analysis has enabled us to determine five critical decision factors that organizations and projects can use to determine whether they are in either the agile or disciplined home grounds, or somewhere in between. These five decision factors are size, criticality, personnel, dynamism, and culture. In this paper, we set the context by characterizing the agile and disciplined home grounds. We then define the five decision factors and their rating scales; provide a stepwise approach for assessing your organization’s or project’s location in the decision space and developing a strategy for rebalancing its agility and discipline; and illustrate its use with a representative organizational example.KeywordsBalance ScorecardAgile MethodCapability Maturity ModelAgile Software DevelopmentDiscipline MethodThese keywords were added by machine and not by the authors. This process is experimental and the keywords may be updated as the learning algorithm improves.

Technical efficiency and productivity change analysis: A case study of the regional and local airports in Thailand

Both the significant increasing of China’s foreign trade and the intrinsic advantages act as a spur for the outstanding development of China’s civil aviation. Accompanied by an increase in traffic volume, the number and capability of civil airports continues to increase. In the coastal regions of China, the density of civil airports has reached a situation of “one airport per city.” However, the high density of civil airports has also driven the civil airports into a dilemma: large-scale civil airports are overloaded, while smaller and medium-size airports are running at a deficit. The airport alliance is regarded as the solution for the survival of small and medium-sized airports. In order to analyze and validate this opinion, this paper first took airports of the China West Airport Group and non-alliance ones as examples to collect data; secondly, the super efficiency Data Envelopment Analysis (DEA) method was taken to evaluate the technical efficiency of two kinds of airports from 2004 to 2012; finally, covariance analysis was employed to explore the factors of technical efficiency differences between the two kinds of airports.

Civil aviation is an important source of air pollutants, but this field has received insufficient attention in China. Based on the standard emissions model of the International Civil Aviation Organization (ICAO) and actual flight information from 241 airports, this study estimated a comprehensive emissions inventory for 2010–2020 by considering the impacts of mixing layer height. The results showed that annual pollutant emissions rapidly trended upward along with population and economic growth; however, the emissions decreased owing to the impacts of the COVID-19 pandemic. In 2020, the emissions of carbon monoxide (CO), nitrogen oxides (NOX), particulate matter (PM), methane (CH4), nitrous oxide (N2O), carbon dioxide (CO2), and water vapor (H2O) were 34.34, 65.73, 0.10, 0.34, 0.40, 14,706.26, and 5733.11 Gg, respectively. The emissions of total volatile organic compounds (VOCs) from China’s civil airports in 2020 were estimated at 17.20 Gg; the major components were formic acid (1.70 Gg), acetic acid (1.62 Gg), 1-butylene (1.03 Gg), acetone (0.96 Gg), and acetaldehyde (0.93 Gg). The distribution of pollutant emissions was consistent with the level of economic development, mainly in Beijing, Guangzhou, and Shanghai. In addition, we estimated future pollution trends for the aviation industry under four scenarios. Under the comprehensive scenario, which considered the impacts of economic growth, passenger turnover, cargo turnover, COVID-19, and technological efficiency, the levels of typical pollutants were expected to increase by nearly 1.51-fold from 2010 to 2035.Supplementary InformationThe online version contains supplementary material available at 10.1007/s11356-022-21425-1.

Civil aviation plays a key role in the modern global economy, providing connectivity between countries and cities, stimulating tourism, trade and business. This article examines the impact of civil aviation on the country's economy, as well as the benefits it brings. Civil aviation contributes to the development of tourism, making it more accessible and attractive due to convenient flights. The influx of tourists increases the demand for hotels, restaurants, transport and entertainment, which leads to the growth of the tourism industry and the creation of new jobs. Civil aviation also facilitates international trade by providing fast and efficient delivery of goods, which contributes to the expansion of world markets and an increase in international trade. It maintains business relationships, allowing businessmen to easily make business trips and establish international connections The development of the aviation industry, including aircraft manufacturing and maintenance, as well as airport infrastructure, creates jobs and attracts investment. Examples from the United States, Qatar and China demonstrate how civil aviation contributes to economic growth and development. Investments in aviation infrastructure and education play an important role in maintaining and developing this industry. Civil aviation stimulates the economy through tourism, trade, business and innovation, making it an important engine of economic development.