Amsterdam Airport Research Articles

Efficient trajectory parameterization for environmental optimization of departure flight paths using a genetic algorithm

In this study, a genetic optimization algorithm is applied to the design of environmentally friendly aircraft departure trajectories. The environmental optimization has been primarily focused on noise abatement and local NOx emissions, whilst taking fuel burn into account as an economical criterion. In support of this study, a novel parameterization approach has been conceived for discretizing the lateral and vertical flight profiles, which reduces the need to include nonlinear side constraints in the multiparameter optimization problem formulation, while still permitting to comply with the complex set of operational requirements pertaining to departure procedures. The resulting formulation avoids infeasible solutions and hence significantly reduces the number of model evaluations required in the genetic optimization process. The efficiency of the developed approach is demonstrated in a case study involving the design of a noise abatement departure procedure at Amsterdam Airport Schiphol in The Netherlands.

Scenario analysis of rainwater harvesting and use on a large scale – assessment of runoff, storage and economic performance for the case study Amsterdam Airport Schiphol

Research on rainwater harvesting mainly focuses on a building scale. Scant information is available about its performance on a large scale. This study aims to determine the potential for, and economic viability of meeting non-potable water demand by rainwater harvesting for a large scale case (21.5 km2): Amsterdam Airport Schiphol. A dynamic model was developed to analyse scenarios of varying rainfall, catchment surfaces and storage capacity. Four potential system configurations of catchments and non-potable uses were analysed for their economic performance with different water prices and storage options. This study found that, given sufficient storage and catchment size, all non-potable water demand of Schiphol can be supplied, reducing drinking water demand by up to 58%. Diminishing returns for adding storage and catchment to the system make full supply inefficient. Current water charges make most large scale system configurations not viable due to high investment costs for supply networks and storage infrastructure.

Land Art Deflects Noise from Amsterdam's Airport

Land Art Deflects Noise from Amsterdam's Airport

Advanced noise abatement departure procedures: custom-optimised departure profiles

AbstractThis paper presents the concept of custom-optimised departure profiles, as an advanced form of noise abatement departure procedures. This concept relies on fixed routes in combination with individually optimised vertical departure profiles. Although the use of fixed ground tracks results in some loss in environmental performance, the high degree of complexity associated with free routing is eliminated as well, leading to a concept that does not appear to be incompatible with today’s Air Traffic Control (ATC) principles. By using a primitive form of trajectory negotiation between airline and ATC, selected flights can be allowed to perform an optimised departure without interfering with non-participating traffic. Apart from the concept itself, this paper also describes the departure profile optimisation tool, which is based on a previously developed trajectory optimisation framework called NOISHHH. Finally, in a numerical example, a current standard ICAO-A procedure is compared with two optimised profiles for a Boeing 737 departure from Amsterdam Airport. Fuel burn, noise impact and the required flight time to a specified point are compared for the three departure profiles. It is shown that the custom-optimised departure profiles have the potential to both reduce fuel burn as well as noise exposure, relative to the ICAO-A procedure.

Data-driven Modeling of Transportation Systems and Traffic Data Analysis During a Major Power Outage in the Netherlands

Efficient methods and tools for road network planning and traffic management are critically important in the ever more urbanized world. The goal of our research is the development of a data-driven multiscale modeling approach for accurate simulation of road traffic in real-life transportation networks, with applications in real-time decision support systems and urban planning. This paper reviews the multiscale traffic models, describes the traffic sensor data collected from 25000 sensors along the arterial roads in the Netherlands, and discusses the applicability of sensor data to model calibration and validation on each modeling scale. We also present a road network graph model and the reconstructed Dutch road network. Finally, we show the results of traffic data analysis during the major power outage in North Holland on 27 March 2015, paying special attention to one of the most affected locations around the A9/E19 interchange near Amsterdam airport Schiphol.

Optimized Multi-Event Simultaneous Departure Routes for Major Hub Airport

This study focuses on developing a multi-event simultaneous departure routing for the Amsterdam Airport Schiphol. The aircraft ground tracks are shaped by rational Bezier curve, and the trajectory optimization problem is reduced to a constrained parametric optimization formulation with few unknown optimizers. In order to handle the constraints, the continuous tracks are discretized into a series of data points and approximated by piecewise linear curves. A data-points selection strategy is introduced to improve the calculation efficiency and guarantee the feasibility of the optimized track. The original constrained parameter optimization problem is transformed to an unconstrained one using a penalty function method and subsequently solved by a genetic algorithm and pattern search method. The details of penalty function formulation are given in this study. The feasibility of the proposed method is demonstrated in numerical examples. The results show that both the number of people highly annoyed and track distance are decreased in simultaneous optimization relative to a scenario where departure routes are optimized in isolation.

Lessons learnt from the market for air freight ground handling at Amsterdam Airport Schiphol

On 16 April 2013, the European Parliament adopted a new, amended airport ground handling Regulation, which will replace the old Directive 96/67 EC on ground handling services. The new Regulation will further open up European airports for competition on the ground handling market. Even long before the introduction of Directive 96/67/EC, Amsterdam Airport has had a liberalised handling regime. Against the background of the further liberalisation of the European ground handling market, this paper investigates the characteristics of the open ground handling market for air cargo at Amsterdam Airport and the lessons that can be learnt from the Amsterdam experience. We find that an open handling market brings greater freedom of choice for airlines and lower handling fees. However, we do not see any (serious) market failure for the airport that would justify intervention by the market regulator, by limiting the number of handlers for example.

Partitioning of perfluorooctanesulfonate and perfluorohexanesulfonate in the aquatic environment after an accidental release of aqueous film forming foam at Schiphol Amsterdam Airport.

In summer 2008, an accidental release of aqueous film forming foam (AFFF) took place at Schiphol Amsterdam Airport (The Netherlands). After the release, water, fish, and sediment samples were collected and analyzed for perfluoroalkyl sulfonates (PFSAs). In situ perfluorooctane sulfonate (PFOS) sediment-water distribution factor (KD ) values, bioaccumulation factor (BAF) values, and biota-sediment accumulation factor (BSAF) values showed a remarkable agreement among reference and impacted sites, 10 wk after the incident as well as after 3 yr.

The effect of the number of aircraft noise events on sleep quality

BackgroundBoth the WHO and the EC recommend the use of Lnight as the primary indicator for sleep disturbance. Still, a key question for noise policy is whether the prediction of sleep quality could be improved by taking the number of events into account in addition to Lnight. ObjectivesThe current paper investigates the association between sleep quality and the number of aircraft noise events. The first aim of this study was to investigate whether, for the purpose of predicting sleep quality measured by motility, the nummer of events is adequately represented in Lnight for the purpose of predicting sleep quality measured by motility. The second aim was to investigate whether the number of events at a given Lnight has an additional predictive value. In addition, it was explored whether the total number of events should be taken into account for the production of sleep quality, or only the number of events exceeding a certain sound pressure level. MethodsThis study is based on data of a field study among 418 people living within a range of 20km from Amsterdam Airport Schiphol. The data from this study are well suited for this purpose, since for every subject both the number and the exposure level of events are available. Sleep quality was measured by motility, derived from actimeters worn on the wrist, and by self-reported sleep quality scored on a 11-point scale. Mixed linear regression models were built in a stepwise manner to predict sleep quality during a sleep period time. ResultsThe results show that, given a certain equivalent noise level, additional information on the overall number of events does not improve the prediction of sleep quality. However, the number of events above LAmax of 60dB was related to an increase in mean motility, indicating lower sleep quality. No effect of number of events was found on self-reported sleep quality. ConclusionsThis study suggests that the number of events is more or less adequately represented in Lnight and only the number of high noise level events may have additional effects on sleep quality as measured by motility. This may be viewed as an indication that, in addition to Lnight, the number of events with a relatively high LAmax could be used as a basis for protection against noise-induced sleep disturbance.

Analysis of a Ground-Based Magnetic Propulsion System

Because of ever-stricter regulations on noise production, it has become more difficult for airports to expand. A ground-based propulsion system is presented that allows airplanes to accelerate to higher liftoff speeds, increase their climb rate, and thereby reduce their noise footprint. This system has been sized for airplanes with a maximum takeoff weight of 90 t or less. The system consists of a shuttle, which is magnetically propelled by a linear motor. The shuttle provides a propulsion force of 227 kN, which is transferred to the airplane via a launch bar of 4.5 m. This bar connects to the keel beam of the airplane, ahead of the most forward position of the center of gravity. To assess the effect on noise, fuel consumption, and field length, six different takeoff scenarios were conceived and analyzed using a numerical simulation model of the system. Three of these scenarios included an increased liftoff speed of . Results show that, depending on the takeoff scenario, a 20% reduction in awakenings is possible for a single departure from Amsterdam Airport Schiphol. Furthermore, alternative takeoff scenarios show a possible 60% reduction in fuel burn during the takeoff phase or a 20% decrease in required takeoff field length.

Wind-Profile Estimation Using Airborne Sensors

Wind is one of the major contributors to uncertainties while flying continuous-descent operations. When aircraft are issued a required time of arrival over the runway threshold, as is foreseen in some of the future air-traffic-system concepts, the onboard availability of both dependable and accurate wind estimates becomes a necessity for spacing. This paper presents a method for real-time estimation of a wind profile in the terminal maneuvering area, based on data transmitted by nearby aircraft. The algorithm produces high-resolution and real-time wind-profile estimates, usable for accurate trajectory prediction to improve continuous-descent operations and spacing performance. The wind-estimation algorithm is tested with mode-S derived meteorological data from Amsterdam Airport Schiphol. It combines multiple measurements from different aircraft to estimate the current wind profile using a Kalman filter. Using these wind-observation data, the algorithm showed an rms in the estimation error of 1.35 kt, which is lower than the observed rms measurement error of 1.94 kt, reducing the uncertainty when used in trajectory prediction. Another simulation study investigating aircraft spacing showed a clear benefit of using accurate wind estimates along the own trajectory by reducing the spacing time error and improving control space.

Security as controversy: Reassembling security at Amsterdam Airport

Critical approaches to security have come to define themselves against mainstream security studies by not a priori assuming what security is, but rather taking it as an ‘essentially contested concept’. Yet, as evidenced by the way in which recent ‘turns’ in the field have played out in the debate around airport security, ontological assumptions about security tend to restrict the scope of empirical analysis, with airport security being studied as, for instance, either discourse or practice. This article aims to propose an alternative methodological approach to security by studying security as controversy. Studying security as controversy means refraining from making a priori assumptions about the ontology of (in)security, instead considering it as itself at stake in – and hence the outcome of – security governance efforts. The article elaborates on this approach by drawing on core insights from actor-network theory, a conceptual and methodological toolkit that allows, as I show, a focus on how security actors perform security by enrolling, assembling and translating heterogeneous elements into stable assemblages that can be presented as definitive security solutions or threats. The article illustrates this approach through a look at the case of airport security at Amsterdam Airport in the aftermath of the 2009 Christmas terrorist attempt.

A Practical Method to Estimate the Benefits of Improved Network Reliability: An Application to Departing Air Passengers

This paper develops a practical approach to estimate the benefits of improved reliability of road networks. We present a general methodology to estimate the (changes in) scheduling costs due to (changes in) travel time variability for car travel. We focus on situations where only mean delays are known, which are the typical output of a standard transport model. We show how to generate travel time distributions from these mean delays, which we use to estimate the scheduling costs of the travelers, taking into account their optimal departure time choice. We illustrate the methodology for car access by air passengers to Amsterdam airport and show how improvements of the highway network lead to shorter expected travel times, lower travel time variability, later departure times and reduced access costs. We find that on average the resulting absolute decrease in access costs per trip is small, mainly because most air passengers drive to the airport outside the peak hours. However, the relative reduction in access costs due to improvements in network reliability is substantial. For every 1-Euro reduction in mean travel time costs, there is an additional cost reduction of about 0.75-0.85 Euro due to lower travel time variability and hence lower scheduling costs. Our results thus show that the total benefits from infrastructure improvements are about 80% higher when benefits due to better reliability are taken into account in addition to the savings in mean travel time alone.

Market Power of Airports: A Case Study for Amsterdam Airport Schiphol

We analyze the extent of market power of Amsterdam airport Schiphol in its aviation related business. First, we use information on airport charges, and a natural experiment with a passenger tax, to propose a detailed delineation of markets for the airport. Our market definition is in line with the European competition case practice, and we consider the applied methodology as also relevant for other airports. As the second step, we assess the market power of Amsterdam airport Schiphol in all the markets we have defined. We empirically analyze overlaps in the markets served by the airport and catchment areas of the airport, and demonstrate how this approach is helpful in determining the extent of the market power of an airport.

On the application of accelerating moving walkways to support passenger processes in Amsterdam Airport Schiphol

Plans for the expansion of Amsterdam Airport Schiphol (AAS) are likely to cause longer walking distances inside the Schiphol Centrum passenger terminal. This can increase the risk in maintaining established time schedules and minimum connecting times for performing passenger processes. However, the currently installed Conventional Moving Walkways (CMWs) are not always capable of providing short travel times. In this paper, we investigate the application of Accelerating Moving Walkways (AMWs) to support passenger processes in AAS, particularly in terms of reducing travel times and walking distances. The current situation in Schiphol Centrum is analysed with regard to walking distances, passenger processing times and the time schedules and connecting times. The application of AMWs in the terminal is evaluated with regard to planning considerations such as location and transport capacity, as well as the expected contribution and benefit from the proposed systems in comparison to the current CMWs.

Consumer preferences in the design of airport passenger areas

In recent decades, commercial developments have become increasingly important for the overall profit of airports. However, little is known about consumer preferences regarding the design of passenger areas, which is striking as the design of terminal buildings affects consumers' emotional state and shopping behaviour. The aim of this study was therefore to investigate how architectural design characteristics are valued by airport passengers, using visualizations of hypothetical passenger areas.Discrete choice experiments were used to investigate passenger preferences for eight design characteristics. Data on 346 passengers were collected in June 2008 in departure and transfer areas at Amsterdam Airport Schiphol.Analyses showed that passengers preferred a passenger area with a curvilinear roof, a curved layout, the presence of greenery, no decoration reflecting the distinctiveness of Holland, warm lighting, wide dimensions and white materials. Signage had no influence.

Balanced Policy Networks: The Cases of Airport Noise

Airport noise is a long-standing problem with significant interests, because it is strongly related to both economic growth and the wellbeing of citizens. On many occasions, knowledge about reducing airport noise is shared. This may or may not result in policy change. This paper investigates how the interplay between the domestic regulatory structure and style on the one hand and the type of knowledge use on the other, determines policy change on the basis of internationally gained knowledge. It does so by analysing policies to reduce annoyance by day-time noise around Heathrow, Amsterdam Airport Schiphol and Charles de Gaulle. The three cases show the importance of a balance between regulatory structure and style and the type of knowledge use for policy change based on international gained knowledge.

The Effects of Ambient Temperature and Relative Humidity on Blood Parameters in Horses During Long‐Distance Flights

AimAt Schiphol Amsterdam airport more horses needed treatment for fever arriving after long‐distance flights (>5 h) from hot and humid places than from temperate climate places. Our aim was to explain this finding by determining blood parameters with predictive value for early onset of illness in horses during commercial long‐distance flights.MethodsBlood was drawn prior to loading (Sample 1), halfway during the flight (Sample 2) and immediately after unloading (Sample 3) from 13 horses shipped from Houston to Amsterdam (test‐group) and from 6 horses shipped from Amsterdam to New York (control‐group) for complete routine screening. Prior to loading both groups had a 5 h resting period at the airport. Before and during the flights ambient air temperature (AT) and relative humidity (RH) were measured in each jet‐stall.ResultsThe AT for the test‐group from loading until take off was 35.3 ± 1.89°C (max. 41.1°C) and RH 41%. For the control‐group AT was 18.2 ± 2.1°C (max. 21.1°C) and RH 65%. From take off to arrival AT and RH for the test‐group were 23.3 ± 3.0°C and 28%, and for the control‐group 20.6° ± 1.4°C and 40%, respectively. Samples 1, 2 and 3 showed in the test‐group higher (P<0.05) urea concentration (4.87 ± 1.06, 5.22 ± 1.06 and 5.06 ± 1.13 mmol/l) and lymphocyte count (3.85 ± 1.06, 3.48 ± 1.55 and 3.20 ± 2.12 109/l) than in the control‐group (3.68 ± 0.53, 4.12 ± 0.59, 4.25 ± 0.58 and 1.95 ± 0.72, 1.97 ± 0.68, 1.83 ± 0.56). In the test‐group lactate concentrations (mmol/l) were significantly higher in Samples 1 and 2 (test‐group 1.53 ± 0.35 and 1.84 ± 0.51; control‐group 1.15 ± 0.83 and 1.35 ± 0.40), and creatinine kinase (iu/l) was higher in Sample 1 (test‐group 326.0 ± 123.04; control‐group 201.2 ± 69.5).Conclusions and practical significanceEarlier studies proved that air transport is less stressful than road transport. This study demonstrates that high AT with moderate RH prior to take off resulted in significant elevation of some blood parameters. These findings support an increased susceptibility to illness, e.g. shipping‐fever in horses after long‐distance flights from hot and humid places.Ethical animal researchApproved by the Ethical Committion of KLM Cargo. Horse owners gave consent for blood sampling. Sources of funding: Team Amstelstreek, Ronde Hoep, the Netherlands; Air France‐KLM‐Martinair Cargo; G. Klatte, Germany. Competing interests: None.

Economic and environmental optimization of flight trajectories connecting a city-pair

This paper describes the development of a multi-phase/multi-criteria trajectory optimization framework that has been conceived to support the synthesis of green mission profiles that will allow aircraft to fly optimum flight paths with the lowest possible noise and emissions. The proposed multi-phase/multi-criteria framework is not only suitable to formulate trajectory optimization problems in which noise, emissions, or global warming effects can be simultaneously considered, but also provides the possibility to implement air traffic management constraints that apply to certain flight stages. A case study involving a trip from Amsterdam Airport Schiphol to Munich Franz Josef Strauss International Airport is presented to illustrate the synthesis of green trajectories and to demonstrate the potential for improving the environmental footprint. The optimization results bear out that optimizing with respect to noise can be very rewarding in terms of reducing the local noise impact, without significantly affecting the overall flight-economic performance.

Understanding Amsterdam Airport Schiphol through Controversies

The question of how to organize collaborative problem-solving efforts when collective action is necessary has received considerable attention in the scientific literature. More recently, it is even argued that to organize successful collaborative arrangements, the complex system characteristics of the governance system in which such an arrangement is applied needs to be taken into account. This would trigger a bandwagon effect of mutually reinforcing changes and be successful in overcoming deadlocks. In this paper, we will argue that this line of reasoning is far from complete, even resulting in misguiding conclusions. By analyzing the governance of Amsterdam Airport Schiphol, we suggest that—instead of complicating the problem by establishing more self-organizing collaborative bodies, hoping to avoid path dependencies and bring new solutions—there is rather a need to clear ‘the disposition of complexity’ profoundly, towards concrete associative opportunities, and co-evolution beyond political agendas and/or plans. Copyright © 2013 John Wiley & Sons, Ltd.