Large Airports Research Articles

공항운영조직의 안전관리시스템(SMS) 운영 효율성 향상에 관한 연구

Continued efforts to build up Safety Management System(SMS) and to improve its efficiency in airports, to which customers have direct access, are taken for granted due to continuous development of the aviation industry in both quantity and quality and rapid growth of air transportation market. This thesis proposed efficient operation methods of SMS for domestic airport organizations including Incheon International Airport(IIA), the largest airport in South Korea, aiming at strengthening aviation safety from the perspective of airport operators who play a pivotal role in service provider SMS. Those are consolidation of the existing safety management organizations and various improvements to promote voluntary incident reporting system. To draw a proposal for the improvements, conducted a research on domestic safety management status, carried out an analysis on operating conditions and did a research on ICAO regulations, domestic legal system as well as statistics data. Relevant studies and researches were also gathered and analyzed. A search for further improvements can also help increase operational efficiency and promoting a higher-level of safety awareness among operators can establish mature safety culture at airports.

A Typology of Rural Airports in the United States: Evaluating Network Accessibility

Since deregulation of the airline industry in 1978, carriers have largely focused their commercial service efforts on medium and large hub airports located in metropolitan areas with sufficient demand for air travel services. These profitable locations often cross-subsidize service to smaller hubs, which can function as feeder nodes/links to the larger hub-to-hub carrier network. However, as fuel and labor costs continue to increase for commercial carriers, reductions and terminations of air service in smaller rural markets are common, reducing carrier footprints and leaving many regions of the United States without viable air transport options. To be clear, this is not a new development. Many rural and remote airports are all too familiar with service reductions, which is why safeguards such as the Essential Air Service program continue to operate. The purpose of this paper is to explore the network and geographic context of airports in the U.S., evaluating relative accessibility and using this information to develop a typology of rural airports for the U.S. Implications for policy and transportation planning are discussed.

Research on the Optimization Model of Flights Alternate Based on Linear Programming

Currently, flight alternate is becoming a growing serious problem in large hub airports due to temporary emergencies such as adverse weather, equipment outages, runway collisions, terrorism threats, and others. Therefore it becomes more and more pressing to study alternate strategy for arriving flights in large hub airports. By taking the minimum total diverted time as the optimization objective in this paper, an optimization model based on linear programming is proposed to solve the allocation alternative airports problem for arriving flights. Then it is verified by real operational data of the capital airport under bad weather. Experiments show that the whole flights diversion time is reduced by 9.7% after optimization, which proves that the model is effective.

Improved rolling horizon approaches to the aircraft sequencing problem

In a scenario characterized by a continuous growth of air transportation demand, the runways of large airports serve hundreds of aircraft every day. Aircraft sequencing is a challenging problem that aims to increase runway capacity in order to reduce delays as well as the workload of air traffic controllers. In many cases, the air traffic controllers solve the problem using the simple "first-come-first-serve" (FCFS) rule. In this paper, we present a rolling horizon approach which partitions a sequence of aircraft into chunks and solves the aircraft sequencing problem (ASP) individually for each of these chunks. Some rules for deciding how to partition a given aircraft sequence are proposed and their effects on solution quality investigated. Moreover, two mixed integer linear programming models for the ASP are reviewed in order to formalize the problem, and a tabu search heuristic is proposed for finding solutions to the ASP in a short computation time. Finally, we develop an IRHA which, using different chunking rules, is able to find solutions significantly improving on the FCFS rule for real-world air traffic instances from Milano Linate Airport.

The effects of mobile applications as a marketing tool in airport infrastructure and airlines

Mobile applications are being increasingly used in smartphones and tablets to access news, games, entertainment, weather and other information. Large airports are taking advantage of the consolidation of mobile devices in the 21st century to create applications for branding and communication. These applications have led to the creation of a new marketing outlet, mobile marketing, that can be used as a business communication tool. In the last few years, this marketing model has consolidated itself into a product rather than a mere communication instrument due to its multi-functionality, which contributes added value to the content of the services offered. Mobile marketing also contributes to higher levels of satisfaction among airport clients. However, for mobile marketing infrastructure to achieve long-term success, it must provide benefits to airports and airlines through the mobile applications.

THE PROJECT OF ADAPTATION OF AIRPORT TO EXECUTING THE IRREGULAR SERVICE OF AIRPLANE AIRBUS 380

The aircraft Airbus A380 is the biggest aircraft in present time. Many airports need to adapt their airside infrastructure. The main duties concerns upgrading runways, and taxiways, relocating taxiways and even relocating aircraft stands and buildings to provide sufficient wings clearance. There are many hubs in the world, which must rebuild elements of infrastructures for A380. Besides these large hub and main base airports, there are other airports around the world that will experience A380 operations. The operating frequency could be either on regular basis, such as one or two scheduled arrivals a day, but also may be a much lower frequency such as for a flight diversion. Such diversions could be either due to the unavailability of the destination airport (because of weather or operational issues) or because of an in-flight emergency. It is in the interest of in-flight safety to have a reasonable number of alternate airports and runways available in addition to the scheduled ones. Aircraft operations regulations make a distinction between destination alternate aerodromes, other alternate aerodromes required to be adequate (e.g. in JAR-OPS 1) and in-flight diversion aerodromes. For those alternate airports, large-scale changes to their existing airside infrastructure would be financially excessive and never be economical. On the other hand, especially in the case of a filed alternate, a minimum should be done to properly handle the aircraft and its passengers. In paper is presented necessary requirements to service of airplane the Airbus A380. It is presented on examples of Chopin’s airport in Warsaw. Service of this type of airplane requires adaptation of parameters of runway, taxiway and ground operations.

Effects of non-aeronautical activities at airports on the public transport access system: A case study of Zurich Airport

Many planning authorities and airports study measures to increase public transport use for airport ground access and egress. At the same time, an increase in real estate development at and around airports is occurring, both due to airports seeking new revenue possibilities and other developers attempting to profit from high value locations. This paper considers non-aeronautical activities at large airports, largely commercial centres and transit hubs, as land uses that have the potential to improve the situation for operating public transport services. In order to assess potential benefits and disadvantages, four research questions are considered: (1) Can the additional travel volume reach levels at which it has a significant impact? (2) To what extent do non-aeronautical activities influence the public transport access system? (3) Is the resulting demand distribution better or worse regarding peaking behaviour? (4) Is there a potential for the resulting overall demand to bring about capacity shortages?A case study is conducted at the airport of Zurich, Switzerland, which finds that non-aeronautical activities in the direct airport vicinity have led to a situation where the operation of public transport services is much more viable due to overall higher passenger numbers and a more even distribution throughout the day. It is concluded that locating non-aeronautical activities at airports can, in addition to providing commercial benefits to developers, lead to a situation where improved public transport services become feasible.

Assessment of atmospheric emissions of pollutants and greenhouse gases from the civil aviation of Russia

Presented are the results of computation of emissions of pollutants and greenhouse gases from civil aircrafts in the first decade of the 21st century (from 2000 to 2012). It is revealed that in 2012 the emissions of pollutants to the atmospheric surface layer were reduced by 22.0–61.4% as compared with 2000, and those of greenhouse gases, by 30.6–62.3%. Environmental conditions in the area of large airports can remain rather strained. It is demonstrated that in 2012 the emissions of the majority of pollutants and greenhouse gases to the upper tropospheric layer increased by 41.9–48.5 and 43.7%, respectively, as compared with 2000. The inflow of gaseous compounds of different types of activity to the atmosphere can increase the total negative effect.

Environmental Airport Design: Towards a New Design and Urban Approach

As nodes for the transportation of goods and people, as well as the modern frontiers of a country, airports do not only play a major economic role in modern society, but also enrich a community’s cultural and social cohesion and diversity. As for their impact to the natural and anthropological environment, they represent a very energy-intensive form of transport, which can impose significant changes to the established relationships and hierarchy. Built to host a variety of uses and serve diverse users’ groups, large airport terminals evolved from open fields, to shopping centres, to urban hybrids, having an operational magnitude usually equal to that of a modern metropolis, yet of a debatable quality and with no distinct territory or population. Security regulations and market surveys have so far ruled their design, leading to the adoption of a generic development pattern that further isolates them from the surrounding region, regardless of its enhanced accessibility. Therefore, an investigation and analysis of those recent developments and of any limitations and opportunities in regard to an airport’s ‘urban’ scale and characteristics, could prove to be an essential element of the contemporary debate on urban development, economic growth and its impact to the natural and built environment. As an essential first step towards a more sensible approach, this study will try to map this ‘territory-less’ platform’s elements, and serve as a reference base for a future in-depth research on the establishment, development and prospects arising from this new urban environment.

중소형 지방공항의 건축계획을 위한 기초자료 연구 -항공수요 및 여객이용시설 실태 분석을 중심으로-

Small and medium-sized local airports have suffered from chronic operating deficits due to many factors except for large airports in Incheon, Gimpo, Jeju and Gimhae. These small and medium-sized local airports have currently been degraded to inefficient airports handling the significantly lower airline demand than their carrying capacities. In this context, this study conducted a survey on the actual conditions of the airline demand in small and medium-sized local airports for the last 10 years after the opening of the Korea Train eXpress and investigated the causes and actual conditions of an increase and a decrease in the airline demand. In addition, it analyzed the functionality, convenience and economic feasibility, competition elements in comparison with other means of transportation, and the actual competitive conditions of local airports. It investigated facility improvements through a field visit for local airports and analyzed the performance rate of passenger demands and the use rate of terminal facilities according to a change in the airline demand. This study aimed to provide basic data in the architectural planning field, needed to establish a plan for the airport revitalization of local airports with the results of an analysis on the actual conditions of small and medium-sized local airports.

Greywater treatment in airports using anaerobic filter followed by UV disinfection: an efficient and low cost alternative

Greywater reuse is one of the main alternatives for reducing potable water consumption in households, industries and commercial buildings. Airport complexes need large amounts of water to maintain their operation routine, and replacing potable water with greywater may represent significant savings of financial and environmental resources. The objectives of this study were to discuss aspects related to greywater reuse in airports of different regions, as well as to present a case study of an airport in Brazil. Greywater treatment and reuse are quite common worldwide, although not many airports have already implemented such practice. Even though several sophisticated technologies have been widely used in some airports, treating source-separated effluent requires simple techniques and facilitates reuse. The case study evaluated a system consisting of an anaerobic filter followed by ultraviolet disinfection. The results were satisfactory according to less strict reuse standards and an economic analysis showed that in five years the cost of the investment will be returned. Due to its simple operation, the system is mostly indicated for small and mid-size airports, or for decentralized treatment in large airports. Greywater reuse must increasingly become part of a set of integrated actions toward the rational use of water, since this type of effluent represents an alternative source for non-potable uses, with extensive applicability in airports.

A frontier-based hierarchical clustering for airport efficiency benchmarking

Purpose – When large samples are used to estimate airport efficiency, clustering is a necessary step before carrying out any benchmarking analysis. However, the existing literature has paid little attention to developing a robust methodology for airport classification, instead relying on ad hoc techniques. In order to address this issue, this paper aims to develop a new airport clustering procedure. Design/methodology/approach – A frontier-based hierarchical clustering procedure is developed. An application to cost-efficiency benchmarking is presented using the cost function parameters available in the literature. A cross-section of worldwide airports is clustered according to the relevant outputs and input prices, with cost elasticities and factor shares serving as optimal variable weights. Findings – The authors found 17 distinct airport clusters without any ad hoc input. Factors like the use of larger aircraft or the dominance of low-cost carriers are shown to improve cost performance in the airport industry. Practical implications – The proposed method allows for a more precise identification of the efficiency benchmarks, which are characterized by a set of cophenetic distances to their “peers”. Furthermore, the resulting classification can also be used to benchmark other indicators linked to airport costs, such as aeronautical charges or service quality. Originality/value – This paper contributed to airport clustering by providing the first discussion and application of optimal variable weighting. In regard to efficiency benchmarking, the paper aims to overcome the limitations of previous papers by defining a method that is not dependent on performance, but on technology, and that can be easily adapted to large airport datasets.

Designing an occupancy flow-based controller for airport terminals

One of the most cost-effective ways to save energy in commercial buildings is through designing a dedicated controller for adjusting environmental set-points according occupancy flow. This paper presents the design of a fuzzy rule-based supervisory controller for reducing energy consumptions while simultaneously providing comfort for passengers in a large airport terminal building. The inputs to the controller are the time schedule of the arrival and departure of passenger planes as well as the expected number of passengers, zone global illuminance (daylight) and external temperature. The outputs from the controller are optimised temperature, airflow and lighting set-point profiles for the building. The supervisory controller was designed based on expert knowledge in MATLAB/Simulink, and then validated using simulation studies. The simulation results demonstrate significant potential for energy savings in the controller's ability to maintain comfort by adjusting set-points according to the flow of passengers. Practical application: The systematic approach adopted here, including the use of artificial intelligence to design supervisory controllers, can be extended to other large buildings which have variable but predictable occupancy patterns like the restricted area of the airport terminal building.

Automated Border Control: A Comparative Usability Study at Two European Airports

ABSTRACT Throughout Europe airports are increasingly installing automated border control (ABC) technologies as they are expected to improve security, streamline the traveling process, and facilitate better passenger experience. Although these e-gates have been in use for years, they are still underutilized by travellers. This might be partly due to problems with the systems’ usability. This paper presents a usability analysis of ABC e-gates at two large North-European international airports and compares their ease of use. Our study shows that there is scope for a better designed, standardized system with a more intuitive interface. KEYWORDS Automated Border Control, e-gates, usability, passengers, biometrics. 1. INTRODUCTION European countries have been including biometric data (digital photographs and fingerprints) in their passports since 2004. It is likely that soon every European traveller will encounter biometric systems at some stage of their travel (Sasse, 2007). Airport operators are installing Automated Border Control (ABC) systems with biometrics to improve passenger clearance without increasing staff costs (efficiency), to make the process easier for passengers (convenience), and to enhance precautions at airports (security). Self-service technologies such as ABCs are defined as “technological interfaces that enable customers to produce a service independent of direct service employee involvement” (Meuter et al., 2000). As with any other self-service system, e-gates need to have user-friendly, intuitive interfaces, be easy to remember, give full guidance for the users, and provide universal access. Sasse notes: “We can assess usability in terms of three criteria: task performance, user satisfaction, and user cost” (2007: 78). Task performance is related to the effectiveness and efficiency of the user’s interaction with the ABC gate. The interaction is

Building information modelling in practice: transforming Gatwick airport, UK

Gatwick is the UK's second largest airport and the busiest single-runway airport in the world. This paper describes how it has placed building information modelling (BIM) at the heart of its ongoing infrastructure investment programme, which is helping to transform the airport for passengers and airlines. Working in partnership with the airport's construction manager and software supplier, the application of BIM methodology has transformed project delivery and asset management at the airport.

Optimization of Area Navigation Arrival Routes for Cumulative Noise Exposure

This paper presents a study aimed at the development of an optimization methodology for multi-event aircraft trajectories. The proposed methodology is an extension of the NOISHHH tool originally developed for the optimization of single-event trajectories. The new optimization framework has been developed to synthesize multi-event area navigation trajectories that minimize the community noise impact in near-airport communities due to the aggregated noise impact on near-airport communities of all inbound and outbound flights on a representative day. The methodology has been applied to nightly inbound flights at a large international airport, revealing a significant improvement of the community noise impact in terms of the number of people highly annoyed due to aircraft noise.

An analysis of the determinants of cruise traffic: An empirical application to the Spanish port system

We study the determinants that affect the capacity of ports to attract cruise ships in Spain. The conclusion is that the likelihood of having cruise traffic is linked to ports located in populous areas and close to large airports, ports not specialized in container traffic but sharing facilities with ferries traffic and ports having a minimum depth of water. The amount of cruise traffic that a port can generate is also related to the population and the air connections, along with the tourist appeal and the facilities shared with other types of port traffic, namely roll-on roll-off and ferries.

Scheduling of Multi‐skilled Staff Across Multiple Locations

We address the problem of assigning airline customer service agents (CSAs) to tasks related to departing flights, such as selling tickets and collecting boarding cards, at an international terminal of a large airport. The airline specifies minimum and target levels of staff and required (or desired) types and levels of skills for each location in each time period. The assignment problem is complicated by staff heterogeneity, time required for moves between locations, and lunch and rest‐break requirements. We present a mixed‐integer formulation that considers both staffing shortages and skills mismatches and show that the problem is NP‐hard. We derive valid inequalities that tighten the bounds within a branch‐and‐cut procedure, enabling us to obtain near‐optimal solutions for problems of realistic size very quickly. We also present a generalization to simultaneously optimize shift starting times and task assignments, which can aid in longer term workforce planning. Finally, we utilize our procedure to obtain managerial insights regarding the benefits of flexibility derived from more highly skilled staff, allowing more frequent moves, and choices of shift starting times. We also demonstrate the benefits of our procedure vs. a heuristic that mimics what an experienced scheduler might choose.

Analysis of mobile source air toxics (MSATs)—Near-road VOC and carbonyl concentrations

Exposures to mobile source air toxics (MSATs) have been associated with numerous adverse health effects. While thousands of air toxic compounds are emitted from mobile sources, members of a subset of compounds are considered high priority due to their significant contribution to cancer and noncancer health risks and the contribution of mobile sources to total exposure as evaluated by the U.S. Environmental Protection Agency (EPA) National-Scale Air Toxics Assessments (NATA). These pollutants include benzene, 1,3-butadiene, ethylbenzene, acrolein, acetaldehyde, formaldehyde, naphthalene, polycyclic organic matter, and diesel particulate matter/organic gases. This study provided year-long trends of benzene, 1,3-butadiene, acrolein, acetaldehyde, and formaldehyde in Las Vegas, NV. Results indicated that MSAT concentrations often did not exhibit trends typical of other primary emitted pollutants in this study. Instead, other mobile sources beyond the highway of interest contributed to the measured values, including a major arterial road, a large commercial airport, and a nearby parking lot. The data were compared with relevant census-tract NATA estimates, with estimated ambient 1,3-butadiene concentrations similar to the measured values. Measured benzene values were much lower relative to the NATA total ambient benzene concentrations. Measured acrolein values were much higher relative to the NATA total acrolein concentrations. Measured acetaldehyde and formaldehyde values were also higher relative to the NATA total acetaldehyde and formaldehyde concentrations for all wind conditions and downwind conditions. Some possible explanations for these differences include nearby sources influencing the measured values; meteorological influences that may not be well captured by the NATA modeling regime; chemical reactivity of measured compounds; and additional explanatory variables may be needed for certain urban areas in order to accurately disaggregate anthropogenic air toxics emissions. Implications: Comparison of air toxics concentrations measured at four long-term near-road sites in Las Vegas, NV, show generally good agreement with the EPA 2005 NATA total ambient concentrations. Measured concentrations did not compare as well with EPA 2005 NATA for the on-road mobile portion of the ambient concentrations. This highlights the complexity of air toxic emission sources and impacts in urban areas, especially around large highway facilities; NATA's inability to capture local-scale meteorology and fine-scale ambient gradients; and that additional explanatory variables may be needed for certain urban areas in order to accurately disaggregate anthropogenic air toxics emissions.

Investigating utilisation of runway system capacity at a large airport

Many large airports are faced with limited options when seeking to provide suffi cient airside and landside capacity to appropriately accommodate growing demand. In the airside area, a common problem appears to be the shortage of runway capacity. Sometimes, this causes severe aircraft/flight congestion and delays, which spread and affect large portions of the wider airline network. The common strategic option for mitigating these impacts is increasing airside capacity by building a new runway(s). In Europe, the most recently built fourth runway at Frankfurt Main airport in Germany and long-standing and increasing pressure for building a third (parallel) runway at London Heathrow airport in the UK are typical examples. But after a new runway has been built, how much is its capacity utilised? This paper deals with investigating utilisation of capacity of the runway system, particularly that of a newly built runway at a large European hub — Amsterdam Schiphol airport in The Netherlands. For this purpose, modifi ed existing analytical runway capacity model(s) are applied to calculate the ultimate capacity of the runway system. Then, the input data on demand are used to estimate the actual utilisation of the available capacity and related average aircraft/flight delays. The results indicate that, at present, the existing runway system including the new runway is far from being saturated, implying there is no need for additional physical expansion in the medium to long term. If the new runway had not been built, with the present level of demand, severe congestion and aircraft/flight delays would be a frequent occurrence