Airport Focus International - May-June 2017

AIRPORT FOCUSINTERNATIONAL

ISSUE 31 / MAY|JUN 2017 www.airportfocusinternational.com

LOST AND FOUND LOST BAGGAGE COSTS £2BN A YEAR – BUT RESOLUTION 753 IS SET TO CHANGE ALL OF THAT Throughput down: how Zurich solved its bag screening mystery

THE ENEMY WITHIN

Managing effective airside ID

HOT WIRING

Keeping critical systems running cool MUNICH AIRPORT COMPETITION | RITTAL TALK TEMPERATURE CONTROL | Q&A WITH DALLMEIER'S CHRISTOPH KRIES

EDITOR'S NOTE

GARY MASON, EDITOR:

REGIONAL AIRPORTS NEED INVESTMENT The EU’s red tape rethink on funding is welcome given the fresh economic challenges faced

by Europe’s low cost carrier airports.

A

of a region they are unlikely to distort competition in the EU Single Market, the Commission has reasoned.

The announcement has come at a vital time for regional airports in the EU. While 2016 still saw regional airports underperforming the wider industry average in terms of passenger traffic growth (+4.3% versus +5.1%) – 2017 is off to a better start, with regional airports now growing at a faster pace Olivier Jankovec, Director General, ACI EUROPE commented: “Many regional airports are now attracting more dynamic passenger growth, but it’s not a free-for-all.

Airline partners have become much more discerning about where they establish new routes. Their focus now tends to be on growing larger & established markets in search of higher yields, rather than venturing into new ones. This makes airport competition for new flights and network development fiercer than ever.”

These changes are also driving Low Cost Carriers. In fact, these airlines are growing their intra-European route networks at a much slower pace. Over the past 3 years, they have actually reduced their aircraft bases at regional airports by -11%°. (

s has been highlighted in these columns before, many of Europe’s smaller regional airports are loss making yet provide vital connectivity in one of the busiest air spaces in the world. So it is welcome news indeed that this month the European Commission relaxed state aid rules that exempt public funding for airports from prior Commission scrutiny.

While the new rules do not include airports below 100 km or within one hour’s journey from one regional airport to another, the aim of the ruling is to stimulate public investment for job creation and growth EU Member States can now make public investments in regional airports handling up to 3 million passengers per year with full legal certainty and without prior control by the Commission. This will potentially allow public investment without Brussels interference in more than 420 airports across the EU (which account for about 13% of air traffic).

The Regulation also allows public authorities to cover operating costs of small airports handling up to 200, 000 passengers per year. These small airports account for almost half of all airports in the EU but only 0.75% of air traffic. While they can make an important contribution to the connectivity

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MAY-JUNE 2017

CONTENTS

THE TEAM Managing Director – Antony Begley abegley@55north.com +44 (0) 141 222 5380

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Multifocal sensor system

Latest technology for airport security

Unbenannt-2 1

26.05.2017 12:35:49

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NEWS

INFARE MERGER WITH QL2 Airfare intelligence specialist Infare Solutions A/S is acquiring the air data business of QL2 Software LLC. Founded in 2000 in Copenhagen, Infare is used by more than 165 airlines and airports for airfare data and analysis tools.

BUDAPEST REOPENS ST PETERSBURG Budapest Airport has restored a direct link to St. Petersburg confirming Wizz Air’s twice-weekly service to Russia’s second largest city from 27th August. Wizz Air’s new operation will be its second route to Russia, joining the ultra-low-cost carrier’s existing daily service to Moscow Vnukovo.

CAA APPROVES GATWICK’S ROUTE 4 The Civil Aviation Authority has approved Gatwick airport’s Route 4, a westerly runway departure route that flies close to areas of South Holmwood, Leigh, Redhill and Reigate. The revised departure route was one of nine that Gatwick implemented in 2013 so that modern satellite technology could be used for air navigation for the first time.

NEW SCHIPHOL CAR RENTAL FACILITY Amsterdam Airport Schiphol has opened a new car rental centre at Schiphol Plaza.

All car rental companies at Schiphol now have their service desks here, where travellers can make all of their arrangements.

LCY TO INTRODUCE THE UK’S FIRST DIGITAL AIR TRAFFIC CONTROL TOWER London City Airport is to become the first UK airport to build and operate a digital air traffic control tower, with a multi-million pound investment in the technology.

Working closely with air traffic control company NATS, the airport has approved plans for a new tower, at the top of which will be 14 High Definition cameras and two pan-tilt-zoom cameras. The cameras will provide a full 360 degree view of the airfield in a level of detail greater than the human eye and with new viewing tools that will modernise and improve air traffic management.

The images of the airfield and data will be sent via independent and secure super-fast fibre networks to a brand new operations room at the NATS control centre in Swanwick, Hampshire.

From Swanwick, air traffic controllers will perform their operational role, using the live footage displayed on 14 HD screens that form a seamless panoramic moving image, alongside the audio

feed from the airfield, and radar readings from the skies above London, to instruct aircraft and oversee movements.

The 50-metre digital tower developed by Saab Digital Air Traffic Solutions was approved by the London Borough of Newham in December 2016, and construction will begin later this year, Declan Collier, CEO at London City Airport said the system will enhance safety and improve resilience.”

FAA BEGINS ENVIRONMENTAL IMPACT STUDY FOR NEW CLT PARALLEL RUNWAY

ISAVIA MOVES ID VETTING PROCESS ONLINE

The Federal Aviation Administration (FAA) has begun an Environmental Impact Statement (EIS) for a new parallel runway and associated projects at Charlotte Douglas International Airport (CLT). Based on the FAA’s most recent Terminal Area Forecast, the number of flights at CLT is expected to grow at an average rate of 1.9% annually, increasing from more than 545,000 operations in 2016 to a projected 740,000 operations in 2033.

Charlotte’s Airport Capacity Enhancement Plan recommends a 12,000-foot-long runway be completed by 2023. The preferred location for the new runway would be 1,480 feet west of the existing Runway 18/36 centerline. When the new runway is complete, CLT will have four parallel north/south runways. Runway 5/23 will be closed after the new runway is operational.

The initial phase of the EIS will identify reasonable alternatives in addition to the airport’s preferred alternative. The EIS will also study the effects on airport operations if a new runway is not built.

The public will have several opportunities to provide input. The FAA expects to complete the EIS in 2020.

The FAA previously gave the airport a $3.75m Airport Improvement Program grant for the project. The total cost of the EIS will be determined after the scoping phase of the study is complete. The City of Charlotte, which operates the airport, will request the additional funding to support the EIS. The FAA selected VHB Engineering of Raleigh, NC to conduct the study.

Iceland’s airport operator Isavia has upgraded its ID pass management process at Keflavik International Airport by going paperless and moving the entire vetting and issue process online.

The MTrust system developed by Human Recognition Systems is a single online portal for sponsor companies, airline and airport users to manage and issue people, vehicle and driver passes.

Keflavik has been experiencing significant growth in traffic since 2010.

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NEWS

SCHIPHOL “REACHING THE LIMITS OF ITS CAPACITY” An 11% drop in airport charges at Amsterdam Airport Schiphol last year was largely offset by a 9% rise in passenger numbers according to Royal Schiphol Group’s financial results for 2016.

But the airport’s CEO has warned that the airport is nearing its capacity ceiling and a new pier and terminal will be needed.

Revenue increased by 0.8% to 1,435m euros including 50m euros from the sale of a stake in Schiphol Airport Retail. As in the previous year, market developments in the real estate sector were positive, leading to a 71m euro increase in the value of the real estate portfolio. The result also includes approximately 52m euros that will be settled in the airport

charges in 2018.

Jos Nijhuis, President and CEO of Royal Schiphol Group commented: “The fast growth in passenger numbers to 63.6 million means that Schiphol is now nearing the limits of its capacity. The number of Schengen passengers has even increased by 17%. We are responding to this effectively by building a temporary departure hall that will provide the required capacity in the short term. In the longer term, further investments in accessibility, quality and a new pier and terminal are essential.

As of 1 April 2017, airport charges dropped further by 7.1%. Over 20152017, the cumulative decrease is 23%.

Due to the substantial investments, charges are expected to rise in 2018.

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ISTANBUL AIRPORT TO USE 35,000 INTELLIGENT LED LIGHTS

Istanbul New Airport will have the world’s most intelligent airfield powered by 35,000 LED airfield lights, its developers claim.

The new airport, expected to be the world’s largest, will serve as Turkey’s primary airport and a hub between Europe and Asia, replacing the city’s Atatürk Airport, where ever-growing traffic is causing congestion, and expansion is not feasible.

ADB SAFEGATE has been chosen to conduct an AGL design review and install its intelligent airfield systems including intelligent LED ground lighting and visual aids.

The company is responsible for the complete visual guidance approach.

PERTH TO LAUNCH NEW QUANTAS-LONDON ROUTE WITH REDESIGNED HUB Perth airport in Western Australia is to start work on a new international wing featuring an outdoor barbecue area to enable the launch of Qantas’ new non-stop flight services between Perth and London.

The plans for the newlyintegrated domestic and international passenger hub will see the construction of an international wing featuring an outdoor area, a new

is expected to be worth up to A$36m per year in visitor spending for the local economy.

Western Australia Tourism Minister Paul Papalia said: “We will we see job creation in the tourism industry.”

immigration and customs area, and additional food and retail options for airport visitors.

Australian flag carrier airline Qantas will operate its domestic flights out of the newly-built area, in addition to flights serving routes to London, Singapore and Auckland The Australian State Government has committed A$14m to the redevelopment.

The Perth-London route

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The European Regions Airline Association has published advice on the current and planned avionics fitment required for aircraft operating in European airspace. The European Commission has mandated that EU air operators equip aircraft with new avionics hardware to continue flying.

GATWICK’S NEW EDS Gatwick Airport has agreed a contract with Smiths Detection (formerly Morpho Detection – Safran) to supply and service nine high speed CTX 9800 DSi explosive detection systems.

The contract follows a trial of the systems in early 2016 to expand and automate hold baggage explosives screening capabilities.

LLA LAUNCHES GSE POOLING INITIATIVE London Luton Airport, Menzies and Swissport have announced an industry-changing initiative which enables the collective pooling of airside equipment. The new system will increase the efficiency of ground handling operations, benefitting airlines, ground handlers and passengers.

GATWICK BREAKS PASSENGER RECORD Gatwick passed the 44 million passengers a year mark for the first time which its says is a world record for a single runway airport.

The growth was driven by growth in long haul routes.

NEWS

THAI AIRWAYS RECERTIFIED TO The Civil Aviation Authority of Thailand (CAAT) has announced that flag carrier Thai Airways International has been successfully recertified to the international safety standards of ICAO. Thai Airways is the third of Thailand’s international airlines to receive its AOC recertification as part of CAAT’s recertification programme, in partnership with CAA International (CAAi), the advisory arm of the UK Civil Aviation Authority (UK CAA).

PRESTWICK NUMBERS “HAVE BOTTOMED OUT” Glasgow Prestwick Airport says the decline in passenger numbers “has bottomed out” and a recovery is now a realistic prospect. Following publication of its 5-year Strategic Plan 2017 to 2022 the goal of the management team is to “return the business to private ownership with a sustainable future as an airport.” The airport has been fully owned by the Scottish Government since 2013.

SCHIPHOL ADDS SECURITY STAFF Royal Schiphol Group is increasing the number of additional security staff to reduce waiting times at security checkpoints and to more effectively cope with passenger peak periods.

This measure is in addition to additional security staff already decided on earlier.

DHS LAUNCHES NEW TRUSTED TRAVELLER COMPARISON TOOL The US Department of Homeland Security has launched a Trusted Traveller comparison tool that helps applicants find the best programme for them according to their travel preferences and citizenship.

More than 10 million low-risk travelers currently receive expedited clearance as members of one of the five Trusted Traveler Programs: TSA Pre�, Global Entry, NEXUS, SENTRI, or FAST. Membership in DHS Trusted Traveler Programs has grown by 169% since 2014 from more than 4 million members to more than 10.8 million members, according to the department.

During that period, Global Entry membership, the largest DHS Trusted Traveler Program, grew approximately 141 percent—from more than 1.6 million members to more than 4 million members.

“The DHS Trusted Traveler Programs interactive tool will help travelers feel confident about their decision regarding which program is right for them,” said TSA Acting Deputy Administrator Gary Rasicot. “We will continue to focus on increasing participation in TSA Pre�, with the goal of providing expedited screening to a majority of the traveling public.”

Global Entry kiosks are located in 52 US airports and 15 Pre-clearance airports where members are processed in about a minute. US citizens and US Lawful Permanent Residents may apply for Global Entry as well as citizens of countries with which CBP has trusted traveler arrangements, including Colombia, Germany, Mexico, the Netherlands, Panama, Singapore, South Korea, Switzerland and the United Kingdom. Global Entry members also receive the added benefit of being pre-eligible to participate in TSA Pre�. NEXUS was launched in 2000 as a joint effort between CBP and the Canada Border Services Agency.

NORWEGIAN LAUNCHES NEW CHANGI ROUTE FROM GATWICK Norwegian will launch a new route from London Gatwick to Singapore this winter as the airline’s growing lowcost long-haul UK network expands into Asia for the first time.

From 28th September, Norwegian will operate four weekly flights, increasing to five in the winter, from London Gatwick to Singapore Changi Airport.

With a huge aircraft order and new traffic rights in place, the new Singapore route marks the first step in Norwegian’s ambitions to expand its existing long-haul network into a range of new global markets.

The Singapore route will be operated by the UK subsidiary ‘Norwegian UK’ (NUK) which was established in 2015 to give the airline a stronger foothold in the UK market, and allow it to access bilateral traffic rights to a series of new markets in Asia, Africa and South America. NUK is headquartered at London Gatwick, and will use British-registered Dreamliner aircraft and Gatwick-based crew to operate the new services.

EUROCONTROL INTEGRATES ATC DIRECTION FINDING TECHNOLOGY To enhance the performance of air traffic control stations, an advanced radio direction finder system has been rolled out in a crowded segment of European airspace. Commercial aircraft flying in airspace tcontrolled

by EUROCONTROL’s Maastricht Upper Area Control Center are using the new system. In the first phase of a deployment.

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NEWS

IATA WARNING ON AIR ACCIDENT INVESTIGATIONS Greater cooperation to establish global standards for air accident investigations are urgently needed, according to Alexandre de Juniac, IATA’s Director General and CEO. Speaking at the IATA Safety and Flight Operations Conference in Seoul, Republic of Korea, de Juniac said that while global standards exist they are not being applied universally.

“A recent study showed that of the approximately 1,000 accidents over the last decade, accident reports were available for only around 300 of them. And of those, many had room for improvement. To learn from an accident, we need reports that are complete, accessible and timely. We also need states to fully respect the standards and processes enshrined in global agreements for participation in the investigation by all specified parties.”

De Juniac also called for increased dialogue between regulators and industry to ensure that industry experience and know-how is incorporated into new regulations and standards.

“We have a common

interest in safe and secure flights. Yet last month the US and the UK announced that large electronic devices would be banned from passenger cabins on some flights from the Middle East and North Africa. There was no consultation with airlines and the measure challenged public confidence with inconsistencies, while the safety concerns over concentrations of lithium batteries in the aircraft hold have not been adequately considered or addressed. The learnings from this are many— governments need to share information, they need to consult with industry, and they need to support the International Civil Aviation Organization (ICAO) as it develops a global aviation security plan.”

Turning to the use of data to improve safety, de Juniac urged speed and innovation.

“The data generated from the 100,000 safe flights each day can help us understand where the next threat or challenge may arise. We need to move ahead in this area with speed. The IATA Global Aviation Data Management program is vital to our future. It includes data from more than 470 organizations. Information provided through IATA’s Flight Data eXchange program, a component of GADM, already helps identify potential hazards.”

FIRST PHASE OF LYON’S NEW TERMINAL 1 PROJECT OPENS

PORTER TO USE SKYBREATHE

The new Terminal 1 facility at Lyon-Saint Exupéry Airport became partially open last month ahead of its full operational opening scheduled for summer 2018.

Built into the existing terminal over 70,000 m², the new terminal will double the surface of Lyon-Saint Exupéry airport. Its opening has been planned in three phases.

The new Terminal 1, under the name of Terminal 1 Hall B, is serving low-cost flight passengers from EasyJet, Transavia, Air Arabia and Pegasus. A new esplanade serves as the new entry point for passengers with some changes made to the road link.

Eventually, the old check-in space of Terminal 3 will be destroyed to create a liaison between the new and current Terminal 1.

In September in addition to low-cost flights, conventional airlines will operate from Terminal 1 Hall B. New facilities will be available to passengers, most notably the “Place des Lumières”: a 10 000 m² shopping, restaurant, entertainment and relaxation area. The final piece in the Terminal 1 construction, the liaison between Terminal 1 Hall A and the old Terminal 1 Hall B, will be completed next summer.

Once the construction has been completed, the airport’s capacity will increase to 14 and subsequently 15 million by 2020.

Canadian carrier Porter Airlines has signed a partnership with OpenAirlines to use its fuel efficiency platform SkyBreathe. The system will be used to analyse billions of data sources on aircraft usage that cover a host of elements including weather conditions, payload, flight path, ATC constraints and progress monitoring. Porter Airlines will be able to monitor the performance of its fuel saving plan, comparing actual savings against set targets and to implement the most appropriate best practices to reduce fuel burn and save money.

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FUEL CONSULTANCY CONTRACT Aviation fuel company eJet International Ltd has been awarded a consultancy contract to support Avinor, the airport operator at Oslo Airport, in managing change in the aviation fuel supply chain to airlines. eJet will be working with Avinor to determine the feasibility of an Open Access fuel supply, enabling any suitably-qualified provider to supply fuel to the airlines.

CA+ ACQUIRED BY GENTRACK CA Plus Limited, developers of the Concessionaire Analyzer+ (CA+) system for non-aeronautical revenues within airports, has announced that Gentrack Group Ltd (GTK), has agreed to acquire CA Plus subject to certain final conditions.

LLA NEW SECURITY PLANNING SYSTEM London Luton Airport (LLA) has announced a new contract with Copenhagen Optimization (CopOpt) to introduce its Better Security platform, in order to improve the efficiency of LLA’s security search area.

The Better Security platform has already been successfully implemented at other major European airports, including Geneva Airport and Dublin Airport, according to Luton’s management.

Improvements to the security area have formed a key part of LLA’s transformation and investment programme.

NEWS

AOA LAUNCHES AIRPORT SAFETY WEEK

LLA CONFIRMS 19 NEW ROUTES The first flight operated

by Thomas Cook Airlines took off from London Luton Airport (LLA) last month , marking the 14th new route this year.

The new route will serve the Greek island of Corfu, operating every Sunday throughout the summer season. LLA is continuing to expand its route network as part of its current transformation project.

19 new routes have been confirmed in 2017 so far.

DHS LAUNCHES TRAVELLER TOOL The US Department of Homeland Security has launched a Trusted Traveller comparison tool that helps applicants find the best programme for them according to their travel preferences and citizenship.

Cardiff Airport launched the second ‘UK Airports Safety Week’ in conjunction with the Airport Operators Association (AOA). The airport-led initiative, which ran until 14th May took place across over 50 UK airports to promote and demonstrate the importance of safety to the airport team, visitors and customers alike.

The event was officially launched by Cardiff Airport CEO, Deb Barber with the help of Cochyn the Dragon from Llanelli Scarlets, who will be on hand throughout the week encouraging customers to take part.

Deb Barber, CEO at Cardiff Airport said; “Safety and security is our number one priority and we are focused on building a strong safety culture, continually improving whilst maintaining regulatory compliance. Every team member plays a key part in understanding how individual roles impact on the performance of, and confidence in our safety and security delivery.

“I am delighted we were able to support the AOA Safety week for a second time, building on the success of 2016. The week was a great opportunity for us to engage with staff across the whole Airport and with our customers travelling through. The varied, interactive schedule was both educational and fun while showing the breadth of activity across the site.”

Enclosures from the smallest to the largest.

SOUTH ASIA’S FIRST LED RUNWAY AT COLOMBO INTERNATIONAL AIRPORT

A major runway overlay project including LED airfield ground lighting airfield lighting control and monitoring system, airfield signs and power management systems has started at Bandaranaike International ENCLOSURES POWER DISTRIBUTION Airport, also known as Colombo International Airport.

The runway modernization project by ADB SAFEGATE is part of a major infrastructure expansion.

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CLIMATE CONTROL

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NEWS

PRIORITY PASS EXPANDS ACCESS TO SIDNEY OUTLETS

CARDIFF TO GET FIRST GULF ROUTE

Independent airport lounge membership program Priority Pass has added seven new restaurants to its membership program at Sydney Kingsford Smith International airport.

The deal was achieved through a new partnership with airport dining experts Airport Retail Enterprises, bringing new food and drink options to members of the programme.

Qatar Airways will run a new frequent service from Cardiff Airport, the first regular direct long-haul flight linking Wales and south west England to a major global hub in the Gulf region.

Cardiff will be the only new planned UK route in its network for 2018. Services will fly between Cardiff and Hamad International Airport in Doha.

BRISTOL AIRPORT CELEBRATES 60TH BIRTHDAY As part of Bristol Airport’s 60th anniversary celebrations, a Douglas DC-3 – a mainstay of commercial airline fleets in the Fifties – returned to the airport recently for the first time since making its final passenger flights nine years ago.

The Dakota lined up next to its modern-day equivalent – an Airbus A319 – which easyJet has named Spirit of Bristol to mark the Airport’s anniversary.

In 1957 the airline industry was still in its infancy and just 33,000 people used the Airport in its first year of operation.

Bristol Airport is now England’s third largest regional airport, with direct flights to more than 120 destinations in 30 different countries. It has invested more than £160 million in new infrastructure and facilities since 2010.

IT INFRASTRUCTURE

DRONE NEAR-MISS AT EDINBURGH A drone has been involved in a near-miss with a plane making a descent into Edinburgh Airport.

The pilot was forced to take evasive action during the incident last month.

The unmanned craft was flying about 20-30 metres away from a Loganair flight from Shetland.

SOFTWARE & SERVICES www.rittal.co.uk

17.01.14 15:20

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NEWS EXTRA

LJLA LAUNCHES TWO NEW ROUTES Blue Air has started a three times weekly service to Alicante with Thomson and First Choice from Liverpool, following the launch of the airline’s base at the airport at the end of March and is now their seventh route to operate from LJLA. The Thomson Airways’ flight complements their service from Liverpool to the neighbouring Balearic island of Majorca with twice weekly departures to Palma.

BAGGAGE SCREENING FIRST FOR COCHIN India’s Cochin International Airport has deployed four high-speed hold baggage explosives detection systems (EDS) from Smiths Detection to screen all passenger checked baggage. Cochin is the first airport in India to screen all checked baggage, referred to as Level 1 screening, with computed tomography (CT)-based EDS.

PARIS EXTENDS ONLINE SERVICES Paris Aéroport has improved its online offering allowing users to book more than a dozen travel related services using the airport app. "Up until now, our passengers have only been able to book their parking space via our website or our app. Thanks to new partners such as MisterFly and Safe Bag, they can now book every aspect of their journey, down to the smallest details,” explains Augustin de Romanet,

LONDON CITY SURVEY EXPLODES “AVGEEK” MYTHS

A recent survey of over 500 aviation enthusiasts by London City Airport reveals the Caribbean island of St Maarten as the leading destination of choice to plane spot, with more than one third of respondents choosing the island due to the close proximity of Maho Beach and the planes when they approach for landing at Princess Juliana International Airport.

The survey also revealed that, contrary to popular belief, the majority of plane spotters take up the hobby at a young age. 53% were under 12 years old when they first started, while 62% of those surveyed are aged 34 or under. Half of the respondents are married or in a relationship, smashing the stereotype of the more mature, solitary, anorak-wearing plane spotter.

London City Airport surveyed a total of 581 people, 91% of whom agreed they consider themselves to be an aviation geek, better known as an ‘Av Geek’. The airport, which is located just 20 minutes from London Bridge, is popular with plane spotters, with 11 airlines and a unique urban location known for its steep takeoff and descent angle and famous City skyline views.

The survey showed that committed aviation enthusiasts will travel abroad to plane spot (49%) and 21% have visited more than 21 airports to engage in their hobby. It must pay off, as an incredible 59% can identify planes by the sound of the engine alone.

Henry Heming is an aviation enthusiast and Menzies Turnaround Manager at London City Airport and was among the most popular aviation influencers according to the survey, regularly tweeting from his @FOHeming account to over 4,000 followers.

Henry, 23, from Camden, North London, said: “I’ve been passionate about planes since the age of six

and I still find them fascinating feats of engineering. I think lots of people are secretly aviation geeks – I see it every day when passengers take selfies with aircraft before they board.

“Naturally London City Airport is a particular favourite of mine to plane spot, but it would be a dream to visit St Maarten – it’s a very rare and unique perspective on arriving aircraft - plus the sunshine setting is idyllic!”

Lisa Hills, 45, an AvGeek from Gravesend in Kent, said: “It was Concorde and the iconic British Airways advertisements which spurred my love of aviation.

I jokingly describe myself as a ‘professional flight stalker’, with tools like FlightRadar24 helping me to keep track of aircraft, including my favourite the Airbus A318. I can also follow airborne friends in all corners of the globe.

“My interest in aviation is a fun hobby, which has also introduced me to lots of new people, with whom I keep in touch through social media and in person, at air shows and airports – it’s a thriving community.”

KLM offers four weekly flights to St Maarten from its multi award-winning hub at Amsterdam Airport Schiphol. The Netherlands’ national carrier returned to London City Airport in February, following an eight year absence and now offers four daily flights between the centrally located airport and Amsterdam Airport Schiphol. The improved schedule offers UK passengers seamless and convenient connections to more than 150 destinations worldwide.

KLM served St Maarten on the iconic Boeing 747 aircraft, a favourite among plane spotters, until 30 October 2016, when the Airbus A330 was introduced on the route. (

Have your say @AirportFocusmag or email gmason@55north.com

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CASE STUDY

PASSENGER FLOW & WAYFINDING

HOW TO OPTIMIZE THE COMPLETE CUSTOMER JOURNEY OF THE FUTURE The Austrian Institute of Technology describes how it has developed three innovative technologies to improve passenger flows and wayfinding at airports

T

he key to a successful airport is to focus not only on single aspects of the customer experience, but on the whole customer journey. This comprises the journey to and from the airport as well as the understanding of how passengers interact with their environment and how visual information influences their orientation and navigation behaviour in the airport.

The AIT Austrian Institute of Technology focuses on the key infrastructure issues of the future and has developed three innovative and comprehensive solutions to optimize the complete passenger journey.

GO WITH THE FLOW – ANALYSIS OF COMPLEX PEDESTRIAN FLOWS AIT’s solution SIMULATE analyses and predicts complex crowd movements in airports as well as in integrated areas like train stations, shopping areas or other relevant infrastructures and buildings you can imagine – the perfect tool for airport operators and planners. The fields of applications range from validation of architectural plans, evacuation analysis and safety assessment to detailed analysis and evaluation of shopping areas in combination with shop and retail data.

In addition to the analysis of complex pedestrian flows inside the building, AIT’s latest developments for SIMULATE enable to examine also possible impacts of connecting bus and tram station designs on the passenger flow already during the planning phase. By simulating the movement of passengers inside the buildings and the interaction with

other passengers, in shared spaces like garages and pick-up- & drop-offareas with other road users (e.g. cars) and the built environment, valuable information on the travel times, hotspots and bottlenecks can be identified. “SIMULATE is a very versatile tool which has already successfully been used in projects with big national partners”, pointed out Dr. Stefan Seer, AIT senior scientist.

ON THE RIGHT TRACK – IMPROVED WAYFINDING SYSTEMS AND DESIGN PERFORMANCE USING VIRTUAL REALITY Wayfinding has to be an integral part of the design process to create more intuitive architectural spaces where passengers navigate intuitively.

EXPERIENCE is a consulting service based on virtual reality technologies which offers a novel method for an interactive exploration and analysis of architectural models and designs before they are built.

The test environment based on virtual 3D models, combines immersive visual computing technologies with characteristic soundscapes and cutting-edge crowd simulations. The wayfinding experience is evaluated by quantifying passenger-oriented criteria in customized scenarios with representative user groups. As a result, the passenger wayfinding experience can be evaluated by quantifying several passenger-oriented aspects (detailed passenger-route-analysis, visibility of static and dynamic signage, etc.) in customized scenarios with a representative cross-section of

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user groups (age, nationality, etc.).

Developed by the AIT Austrian Institute of Technology and Fraunhofer Austria Research GmbH, EXPERIENCE is the ideal solution for architects, operators of large infrastructure and public spaces, airport planners, and consultants. It supports architecture assessment and identifies issues upstream, reducing revision needs and delivering project cost savings. “This approach revolutionizes wayfinding planning processes, with acceptance testing of the facility visibility as a whole, or its subsystems and components”, quotes Dr. Stefan Seer.

TRAVEL SMARTER – CAPTURING MULTI-MODAL TRAVEL BEHAVIOUR How to get to and leave the airport in the most efficient and comfortable way is one of the most important questions of each traveller. AIT addresses this challenge with its technology Travel Mode Identification (TMI), which is an innovative software solution automatically identifying travel modes of people carrying a smartphone.

The technology can easily be integrated in existing smartphoneapps and automatically classifies eight different travel modes. No user intervention is required. Possible applications are e.g. simple and reliable mobility surveys, giving the airport valuable input on their passengers’ travel behaviour. “This is an important basis for monitoring and improving the connectivity of the airport – an important factor for the complete customer journey”, quotes DI (FH) Markus Ray, AIT senior research engineer. (

COVER STORY

BAGGAGE TECHNOLOGY

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ON TRACK FOR 753?

IATA’s mandate coming into force next year which is designed to reduce the $2 billion annual cost of lost baggage to the aviation industry, has sparked renewed interest in existing technology such as RFID chipped tags. Airport Focus International reviews the findings of SITA’s latest baggage survey and the impact 753 initiatives are having on airports.

BY GARY MASON

I

f you were to rate poor passenger experience from a scale of 1 to 10 with 10 being the worst possible score what factor would make that journey from the airport to aircraft to destination airport so poor that a passenger would award a score of 10?

For most passengers the prospect that airport ground handling staff or their carrier loses their checked baggage in transit would probably be very high on the list.

But it is not just poor passenger experience and a customer who may be reluctant to come back that results from lost baggage. The cost to the aviation industry to recover and reunite passengers with their lost bags is significant. According to figures from SITA the global bill was US$2.1 billion last year.

Because of this airports and airlines are looking to introduce new technology and innovation to reduce the loss baggage count further.

Industry regulators also take the problem extremely seriously. On the carrier side of the equation under IATA’s resolution 753 which comes into force in June 2018 there will be four tracking points at which each bag via its unique 10-digit tag number must be recorded.

These are at check in, loading on to the aircraft, any transfer of bags between carriers and arrival at the destination airport. This new inventory also needs to be

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COVER STORY

BAGGAGE TECHNOLOGY

shared electronically between carriers and airports.

This step change in baggage resolution will require a major investment in ICT and a number of carriers and airports are already doing this. The latest SITA baggage report for 2017 published this month provides a comprehensive overview of some of the progress that has been made to date.

Among the airline baggage initiatives, the Star Alliance created a dedicated Alliance IT hub for baggage, which went into operation at the end of 2016. The aim is to help member airlines reduce the number of baggage issues. “While mishandling a bag is a relatively rare case in our Alliance, despite the fact that we carry almost 1.7 million passengers every day, when things do go wrong it is highly annoying to any customer affected,” said Mark Schwab, Chief Executive Officer, Star Alliance.

“We believe modern technology can be of tremendous assistance in significantly reducing the number of baggage issues and providing faster and more accurate information for our customer service agents. As ever, our ultimate goal is to provide the best possible service to our travelers.”

The airport community is also preparing to strengthen baggage IT. The majority plan to have business intelligence initiatives in place around their baggage operations by 2019 according to the Airport IT Trends Survey 2016. In addition, around half plan to implement Aviation Community Recommended Information Services (ACRIS) recommended practice for baggage. ACRIS provides a service-oriented architecture that enables airports, airlines, partners and suppliers to exchange and process data in a standardised way.

One of the technologies for tracking baggage more efficiently is Radio Frequency Identification (RFID) enabled tags. While there are a number of initiatives taking place with the technology the SITA report shows that not everyone agrees that it is the best solution and airports in particular believe that the technology will need to be driven by carriers if it is to be widely adopted.

RFID is not new – it is a proven technology that has been around for many years in other industries. However, there is fresh interest in deploying RFID chips embedded in bag-tags as they can be used to accurately track passengers’ bags in real-time across all the key points in the journey. RFID readers use radio waves to activate and capture the data stored on the RFID chip, so the license plate on the baggage tag can be read even when it is hidden under the bag, meaning bags do not need to be individually manipulated to be read. RFID readers can automate the process of capturing each tag in a pile of bags or in a container in a couple of seconds. This means that less bags are misread or not read at all and this results in fewer mishandled bags.

By increasing the reading accuracy, RFID technology offers improvements to track bags throughout their journey, in particular, on arrival and transfer. On the latter, RFID brings new ways to address mishandling during transfer from one flight to another, one of the key areas identified by SITA and IATA where technology could help improve baggage handling rates. This is because paper tags degrade during

“SUPPORT OF AIRLINES IS A CRUCIAL FACTOR FOR SUCCESS, AS THIS ACTIVITY HAS TO BE DRIVEN BY AIRLINES AND NOT BY AIRPORTS” 016

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www.airportfocusinternational.com

For as little as US$0.1 a RFID chip can be embedded in a bag-tag and generate savings of more than US$0.2 per passenger.

tracking capabilities without massive capital investments. On the data management side of things, these include the use of a central community repository platform to host all the individual bag tracking events in a shared environment. From this shared environment, tracking events collected in multiple airports from multiple stakeholders can be distributed to airlines’ baggage systems or consumed over the platform web interface. They can obtain a list of bags on a flight (the bag manifest requested by IATA Resolution 753) or call up the tracking events for an individual bag investigation. SITA is also developing application program interfaces (APIs) to allow airlines to share tracking information with their passengers over their own mobile application.

To be fully Resolution 753 compliant, data capture is necessary and innovative solutions need to be considered to support it anytime and anywhere. SITA is working on making a mobile phone a portable bagtag reader. A standard smart phone can be used as is, or inserted in a ruggedized case, and either its native camera, or an external scanner (Bluetooth) for better performance, scans the bag. The software will be a mobile app available from the iOS or Android app stores. All events tracked by this solution will be sent via 3G or WiFi network to the central community repository so that they can be accessed by all authorized stakeholders in the same way as existing baggage messages. This scanning solution will be autonomous and can be used during disruptions when bags may need to be stored and tracked outside of usual locations and, for smaller airlines and airports, used at transfer and arrivals.

Resolution 753’s requirement for tracking bags at arrival will be a new element for many airlines and their airport partners – and an opportunity to improve the bag collection experience. The scanning arches that read bag-tag barcodes to route bags at high speed through the bag sortation system are over- engineered for an arrival belt. SITA is therefore working with industry partners on scanning arch technologies to be used at arrival that can read barcodes or RFID data, or to take pictures of bags that read the characters on the tags. These will provide the airport with performance metrics on when the first and last bags from a flight are loaded onto the arrival carousel.

German airport operator Fraport has been tracking bags for more than 20 years and uses a combination of laser scanners, imagery and RFID. Fraport is also testing Optical Character Recognition, with all readers linked into its baggage sortation, management and reconciliation systems. “If we handle a bag in our system environment and take responsibility for a bag, we scan it,” says Markus Mueller, Senior Manager, Baggage Infrastructure.

“We meet all requirements for Resolution 753 within the baggage infrastructure and we have already started roll-out with some airlines.

Just a few arrival carousels are currently still not equipped with integrated readers. We started roll-out on some arrival belts two years ago, but interrupted the roll-out to develop a new concept that will be smaller and provide a better read-rate. We will finalize the roll-out in 2018, the biggest challenge being the installation of additional readers within the existing arrivals infrastructure where there is not enough or no space. Until this has

the journey through wear and tear, making them more difficult to read, whereas RFID chips do not.

SITA and IATA believe this technology has the potential to save the industry more than US$3 billion over the next seven years by improving baggage management and operations. A sticking point has always been the cost of RFID tags, as these are based on volume and can be high for small-scale deployments. However, more widespread adoption will help drive down costs and the savings associated with RFID help to recover these costs quickly. In fact, SITA and IATA calculate that RFID capabilities can be deployed for as little as US$0.1 per passenger on average, while generating expected savings of more than US$0.2 per passenger.

Orlando International is the most recent airport to invest in RFID. Construction work is due to get under way later this year on the US$1.8 billion South Terminal Complex Phase 1 Terminal C, which will feature a state-of-the-art baggage handling system that will offer 100 percent baggage tracking thanks to RFID. The airport says the system will have faster than conventional baggage conveyors; it will have a lower lifecycle cost; and its modularity will allow for future expansion.

Vaclav Havel Airport in Prague has also taken part in a Hand-to-Hand RFID Baggage Tracking System Pilot organised by Longest Chance and overseen by IATA. According to ICT Airport Operations Systems manager Stanislav Lukás the pilot jointly involved Aeroflot and its flights from Moscow Sheremetyevo Airport to Prague, Bologna, and Tallinn Airports. The goal was to demonstrate the capabilities of RFID baggage tracking to improve the quality and read-rates in the baggage handling operations.

“The benefits of RFID were proven, the read-rate was sufficient, but we do not see other airlines, apart from Delta Air Lines, adopting RFID. And it is obvious that the support of airlines is a crucial factor for success, as this activity has to be driven by airlines and not by airports,” he says.

“Currently, we are planning to test automatic bag-tag readers. We want to verify the read-rate of the devices on arrival and test the back-end solutions for the data exchange.

“The challenge is to ensure that the provided solution is suitable for all operating carriers in terms of their requirements and from the data exchange perspective. The opportunity is to continue with baggage data sharing across the aviation industry. This may lead to further benefits for all parties involved in the process, and improve their services to passengers during the travel journey.”

There are also a number of innovations relating to baggage tracking technology that are set to come to the market. A company called Cognex Corporation is about to launch the world’s first image-based automatic tag reader that according to the developers overcomes the limitations of laser-based baggage IT systems. The developers say the system can accurately read tags after transfer when they are often damaged during the loading and unloading process from carrier to airport.

SITA Lab and SITA product managers are working on several initiatives that will allow the air transport community to scale up their

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COVER STORY

BAGGAGE TECHNOLOGY

been solved, we may use our own hand scanners as an interim solution.

“We have been sharing data with some of our partners for many years, not only for statistics, but also for operations, for example direct services for short connections. With Resolution 753 we hope to get more detailed information from airlines and origin stations that will help us to maintain and improve our common performance together with our customer.

“It is very important for us to provide an airport common- use infrastructure that fulfills the requirements of Resolution 753. The most unfavorable case for an airport like Frankfurt, or any ground handler, would be to use 20-50 or more different scanner devices from different airlines. That would be impossible to handle without deep impacts on performance and workload for our employees.

“As we already have many tracking points, we didn’t start at zero. The investment for additional readers and IT enhancements are depreciable over several years. Our airline customers will get a great service and will save a lot of money rather than invest in their own scanners.

“On the IT side, we have to do some customer-specific changes in our Message Generator. We participate in the IATA Baggage Working Group to upgrade the RP1745 standard for Resolution 753. We will have to modify our Message Generator again, if the standard is completed.

Also, we have to talk with each airline to assist their Resolution 753 rollout.

“Airports and ground handlers will become completely transparent.

We are not afraid of that transparency, but we know that each airport, ground handler and airline is different. This diversity of airports and processes around the globe and the mass of data will lead inevitably to more misinterpretation and misunderstandings. That has to be avoided. It will be a lot of work to make that new transparency understandable and useful worldwide.

“Tracking data is the basis for analyzing mishandling reasons...and only once you know the problem and the reason, can you change it.” (

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69.7% CUT IN MISHANDLED BAGS PER THOUSAND PASSENGERS SINCE 2007

THE SUPPLIER VIEW

ULTRA AIRPORT SYSTEMS identified, so the presence – or not – of the bag at a certain point is unambiguous. Once the bag has been recorded at that position, the semantics of that tracking point should be identified – tracking points can indicate acquisition, load, transfer or delivery. And finally, the data needs to be capable of exchange in some way; so providers need to be able to exchange that data as required by the airlines.

“Ultra are investing in cloud based systems which allow this exchange of data; and smart technology allows messages to be routed to the right place with ease, so transfer messages are automatically forwarded to the connecting airlines. In addition, new lightweight applications which run on a standard smartphone allow our customers to be able to acquire information about any bag from wherever they are on the network, and also log the location of that bag so staff downstream can identify where that bag is. API integration allows airline or airport applications to retrieve the current status of the bag, which can then be reported either to staff or passengers according to the customer’s wishes. All of these are tried and tested technologies, but when combined they become a powerful tool for tracking bags across an airport or airline network.

“Through the IATA strategic partnership program, Ultra are engaged with IATA and a number of airlines, airports and other providers [including Fraport] to agree how messaging can be modified in order to simplify compliance with 753. For instance, IATA’s RP1745 (the Recommended Practice that describes the format of Baggage Information Messages) is ambiguous on location in its messages, so the engagement there is to provide clarity by including zones which can indicate that a location is in a Check-in, Transfer or Arrivals, for instance, so the meaning of the message become clear.

“It is important that providers like Ultra are quick to respond to the recommendations issue by IATA in order to simplify the process for airlines and airport. Conversely, it is equally important for airlines to decide how they want to approach Resolution 753, and then talk to airports, ground handlers and providers to discover the most cost effective way of achieving compliance.

“Compliance is just a means to an end. IATA believe that in order for an airline to comply, they will have to improve how they track their bags. In doing this, they will reap the benefits described in the resolution: Reduction in mishandling; reduction in fraud; and ultimately, increased customer satisfaction. I, for one, tend to agree.” (

BACKGROUND IATA is an airline organisation, and Resolution 753 places an obligation on airlines, not airports. But the majority of airlines are not in a position to install their own tracking infrastructure at every station they fly to (and in some cases, the airport won’t let them), so there is an increasing reliance on airports to provide airlines the information they need in order to be compliant with IATA’s resolution.

Baggage Handling systems can already provide tracking information via industry standard BPMs; and automated Baggage Reconciliation systems can provide the same. That isn’t the whole story, though. Different airports, and different airlines within those airports, may have different opinions on whether a particular tracking point provides the information they need (for instance, is Load into ULD an adequate tracking point for ‘Bag Loaded’, or is Position ULD more appropriate). Airlines and airports need to work with their providers to decide exactly what should be recorded; and then that data needs to be exchanged.

To support the adoption of Resolution 753, IATA have published an Implementation Guide. The first issue was released in February following the IATA Baggage Working Group meeting in Dallas, and issue 2 will be released following the next meeting in Amsterdam in June. The guide aims to fill in some of the blanks left by the text of the resolution itself. It explains what ‘Baggage Tracking’ means, as this will mean different things to different organisations; it outlines ways in which that data can be exchanged between parties; it includes a Data Charter, which can form the basis of agreement between those parties; and it discusses how both tracking and exchange can begin to realise the benefits of the resolution that IATA are predicting. The guide is available from IATA’s Baggage Services website.

INNOVATION Ultra Airport Systems have been providing Airport IT solutions for more than 30 years, and were the first company to provide Baggage Reconciliation in the early 90s following the Lockerbie and Air India bombings. Shaun Penton, Product Manager for Baggage Solutions, Ultra Airport Systems told Airport Focus “Any automated Baggage Reconciliation system can record the information required for an airline to comply with resolution 753; but recording the data isn’t the whole story. Each of the tracking points required by the resolution must be

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NOTEBOOK COMPETITION A chance to win a unique airport longe experience at Munich in Bavaria 23

OPINION TEMPERATURE CONTROL Airports need to check their critical systems to make sure they are not overheating says industry specialist Rittal

25

AIRPORT RETAIL Forbes data sheds light on emerging airport retail trends and passenger preferences

26

COMPANY SPOTLIGHT ADB SAFEGATE ADB SAFEGATE is working to help airports integrate their operational processes to improve performance

28

EXPERT FORUM BAGGAGE Two leading suppliers describe their approach to helping airports reach sustainability targets with baggage systems

30

TRAINING & RECRUITMENT Understanding the airport ID lifecycle and how it impacts on recruitment policies

34

for more from this section visit:

www.airportfocusinternational.com/notebook/

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DF5400HD-DN/IR

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ULTRA HD RESOLUTION The high resolution of the sensor and the sophisticated image processing enable real-time recordings with UHD resolution at a frame rate up to 25/30 fps (2160p/30) with excellent quality. Thus, the camera is ideally suited when capturing the finest detail is required in real time.

AUTOMATIC SWITCHING OF PRESETS The camera is equipped with an ambient light sensor and a removable IR cut filter and can automatically switch between day and night mode. In addition, different day and night presets for the exposure settings can be defined and adjusted.

INTEGRATED HOMOGENEOUS IR ILLUMINATION The automatic Day/Night operation is supported by a uniform IR illumination by means of semi-covert 850 nm high power LEDs. In the IR mode at night, the camera provides excellent results due to the high infrared sensitivity and thus meets the most demanding requirements in a 24-hour operation.

MOTOR-DRIVEN VARIFOCAL LENS WITH P-IRIS The camera has a motor-driven megapixel varifocal lens that is perfectly tuned to the image sensor. The adjustment of zoom, focus and iris is made conveniently using a web browser. The manual lens setting directly at the installation site of the camera is not required.

The lens is equipped with a P-Iris control providing a precise and automatic adjustment of the optimum aperture. Thus, the camera achieves a much better depth of field than with conventional DC auto iris lenses under almost any lighting conditions.

DIGITAL IMAGE SHIFT The Digital Image Shift function allows a comfortable fine adjustment of the captured image section via a web browser ensuring a quick and easy installation of the camera. Depending on the selected resolution, the used area on the image sensor can be moved and adapted to the local conditions. The manual fine alignment of the camera directly at the installation site is not necessary.

EDGESTORAGE The camera is equipped with a RAM memory that is used by the EdgeStorage function for storing the video stream in case of a network failure. When the network is restored, the SmartBackfill function ensures a fast transmission to the SMAVIA recording system. This stores the video stream with high speed and then continues the recording of the live stream seamlessly.

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N I W

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023

NOTEBOOK

TEMPERATURE MEASUREMENT & CONTROL

CONTROLLING THE TEMPERATURE OF AIRPORTS’ ELECTRICAL EQUIPMENT IS

ESSENTIAL Airports need to check their critical systems to make sure they are able to cope with rising temperatures.

BY CHRISTIAN WESTWOOD, INDUSTRY MANAGER FOR INFRASTRUCTURE AT RITTAL

I

t’s no secret that airports around the world depend on electrical and electronic components to run their critical processes 24/7.

Everything from reservations, to check-in, baggage handling, air traffic

control (ATC) and control rooms, noise monitoring and apron navigation, and even systems such as airside lighting, are dependent on automation and IT equipment such as servers, UPS batteries, PLCs and inverter drives.

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Without the continued smooth and efficient operation of these processes, things would grind to a halt pretty quickly and not just at that airport, but also at other airports through the knockon effect of any disruption and delays.

Providing the optimum conditions for this equipment’s safe and continued operation should surely then be considered essential?

Let me take one critical element, which is the environment - in particular the temperature - inside the enclosure in which all the components are installed.

This kind of electrical equipment is very sensitive to heat and as we’re coming into summer and ambient temperatures are starting to rise, it’s a good time for airports to check their critical systems and processes and see what temperatures they are operating in. If the temperatures are too high, it could badly affect their operation. Even more worryingly, if they overheat, it will cause the components to trip and, ultimately, fail, which means the processes they control could stop without warning.

Not what you want on a busy day for departures on a hot August day.

Despite the obvious risk and the impact it would have on the airport, it is still, apparently, insufficient reason for some airports to run these checks and, where necessary, install cooling equipment to protect their systems. The cost of the equipment to cool a server, plus the energy required to operate it effectively, may simply be weighed up

Rittal_Ltd

against the prolonged service life of installed components. Viewed in this context, cooling is seen as unnecessary.

To me, that rather misses a more pressing point.

To base the decision whether or not to install climate control purely on the cost of component replacement ignores the far greater potential cost of systems’ downtime, and the huge reputational impact such failure could have for the airport – as well as the chaos that will ensue.

It’s a no-brainer, surely?

OPTIONS FOR COOLING A SYSTEM As a rule of thumb it’s accepted that a maximum temperature of 35 degrees Celsius inside a cabinet should prevent most electrical equipment tripping and extend its life expectancy.

Heat within an enclosure is produced by the installed equipment itself and also from the environment that it’s sited in. A drive with a rated output of 150kW can produce as much as 4.5kW of heat much (or even all) of which will be trapped within the enclosure. Similarly, if you put an enclosure in a hot location (say, in full sun), it’s going to warm up.

The effect of this can be reduced by using double-walled enclosures which, by their construction, simply reduce solar gains.

Where the equipment is located in relatively cool surroundings, ventilating systems such as fan-and-filter units (or air-to-air heat exchangers if the air isn’t particularly clean), can be used to lower the heat that, in this instance, is largely created by the equipment itself.

If the atmosphere outside the enclosure is particularly warm, dusty, oily or humid, then a refrigerant or waterbased cooling solution such as cooling units, air-to-water heat exchangers or Liquid Cooling Packages (LCPs), may be a better alternative.

DATACENTRE COOLING IT equipment has its own specialist cooling systems. The datacentres that house the equipment needed for ATC

christian-westwood-6287188

and support control room operations can be cooled through: á Evaporative cooling á Computer room air conditioning (CRAC) units or á LCPs LCPs are in-row cooling devices that are integrated between server racks and direct air through them more effectively than room-based schemes. They can remove up to 55 kW of heat and have been used to cool equipment for ATC applications that is being tested prior to it being installed in the main datacentre.

Cold and/or hot aisle containment may also be used to more effectively manage air flow and further improve the efficiency of datacentre cooling solutions.

UPDATING COOLING EQUIPMENT It’s also worth appreciating that the energy used to cool an electrical enclosure or server rack is almost always far less than that consumed by the equipment installed in it.

Recent innovations have dramatically improved the efficacy of enclosure cooling units.

The use of speed controlled components and heat pipe technology in the refrigerant circuit have had a significant impact on the financial argument whether or not to

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install enclosure cooling.

Theoretical energy savings of 70 per cent have been surpassed in practice, with 95 per cent being achieved at a manufacturer in the aerospace industry, lending weight to the argument for replacing conventional cooling units.

AUDIT YOUR SYSTEMS TO UNCOVER ISSUES The suggestion that ‘the system seems to be working fine’ so why change it, is one that I’ve heard many times, but it’s not a reason to do nothing. The effects of insufficient cooling are typically not apparent immediately so airport operators may be unknowingly storing problems for the future – although they might wonder why their components fail more often in the heat.

A sensible first step would be to get a specialist company to run checks on your systems, review the service requirements of any cooling solutions, recommend a solution if none is present, and undertake thermal surveys on enclosures.

Enclosure cooling might not eradicate equipment failures completely, but it makes them less frequent and allows a more managed approach around component replacement so that unplanned downtime is kept to a minimum. (

CASE STUDY:

FRANKFURT AIRPORT Fraport is responsible for oversight of noise monitoring equipment at Frankfurt Airport. Several years ago, the company concluded that enclosures alone would not supply sufficient cooling to the systems they house. They employ 30 mobile and fixed aluminium double-walled outdoor cabinets, each fitted with a refrigerantbased cooling unit, to form a circle of stations around the airport. The system plays an important role in the agreement between local residents and the airport to limit the noise level to a predefined maximum. An active cooling solution is necessary to ensure the scheme functions continuously, in ambient temperatures ranging from -20 to +40 degrees Celsius, with an anticipated service life of 10 years. This type of enclosure solution was also used for an apron navigation system at another airport. www.rittal.co.uk

025

NOTEBOOK

AIRPORT RETAIL

83% consider that shopping 83% consider is an that shopping important ispart an important part of their trips of their trips

96% of people

96% of people interviewed agreed interviewed agreed they enjoy that that they enjoy shopping shopping when when visiting a foreign city visiting a foreign city Travelers Travelers prefer prefer duty free shopping duty free shopping (76% buy in duty (76% buy inshops, duty with free free shops, with 78% shopping on their return 78% shopping on trip) their return trip)

RETAIL O GROWTH SET TO CONTINUE The significant growth in airport retail looks set to continue in the future, according the latest data from Forbes, Verdict Retail.

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nce something of an afterthought, retail in airports is big business these days, driving significant revenues for airports across the globe. Travel retail has been growing at around 12% a year since 2009 and that growth is only likely to accelerate with a report by Verdict Retailing suggesting that the global airport retail market is set to reach $59.2bn in 2019 – a rise of 72.9% on 2013’s figures.

The fact that airports haven’t been slow to capitalise can be evidenced by the major refits and construction work being carried out at many airports of all shapes and sizes across the world as they attempt to better leverage the huge opportunity presented by slick, carefully planned retail operations.

According to the latest data published by Verdict Retail study, a massive 68% of passengers now choose their travel destination with one eye on the shoppoing opportunities and brands available at a specific airport location.

An even higher percentage - 83% - considered shopping to be “an important part of their trips” while almost ever one of the interviewees agreeing that they enjoy shopping when visiting a foreign city.

Perhaps unsurprisingly, duty free shopping is also a big hit with the majority of travellers. Some three quarters of those surveyed by Verdict prefer to buy in Duty Free shops while an even larger number 78% - said that they prefer to shop on their return trip. (

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NOTEBOOK

COMPANY SPOTLIGHT

ADB SAFEGATE

TOGETHER TO POWER YOUR AIRPORT PERFORMANCE

W

hat if all the different parts of your airport communicated and worked seamlessly together as one? Imagine one Phasellus accumsan purus integrated operational process from approach to departure. in turpis vehicula suscipit.

This would provide the necessary operational support for a Integer iaculis aliquet enimthat guides aircraft during seamless, optimized procedure tincidunt. approacha and landing,Vestibulum taxiing to the gate, and back out again, across theelit airfield the malesuada departure runway – tailored to maximize laoreet nectodui your airport’s throughput and safety. To turn this vision into reality molestie. will require a solution that integrates and intelligently supports or automates many different guidance and traffic control functions, including tower control systems, airfield lighting, docking control and gate management. Then, with aircraft time on the ground always at a minimum, airports can fully use their available capacity and safely handle more traffic with their existing facilities.

ADB SAFEGATE was formed in early 2016 by merging two leading players in airport operations – ADB and SAFEGATE – to create one organization combining the best of both “former” worlds. With our combined capabilities we are able to better serve our customers with a strengthened, integrated portfolio to offer innovative ways to improve airport operations far beyond what was previously possible.

We bring nearly 70 years of experience helping more than 2,000 airports worldwide with aircraft ground guidance systems.

We understand the demands on the tower, airfield and gate. We know that airports need to create intelligent, highly-integrated airport operations that continuously raise performance. And we recognize it is vital to support operational integration programs like Airport Collaborative Decision Making (A-CDM), Follow The Greens (FTG) and direct requirements such as the SESAR PCP initiative. With our expertise in integration, operational procedures and services and maintenance, we manage projects from start to end. This allows us to ensure the world’s busiest airports operate smoothly and in the most efficient way, all the way from approach to departure.

FOUNDATION FOR FULLY INTEGRATED SOLUTIONS – THE TOWER, GATE AND AIRFIELD PORTFOLIO ADB SAFEGATE offers one of the industry’s most extensive airport operations product and service portfolios as the foundation for fully integrated solutions to support airport development. We use our operational know-how to enable all parts of an airport to work together as one to increase airport performance.

GATE – MAKING TURNAROUNDS FASTER AND MORE PREDICTABLE Not only is it crucial to shorten the aircraft turnaround time, but airports and airlines must also strive to minimize the risk of accidents in the gate and apron area with its continuous flow of people, aircraft and ground vehicles. Our automated platforms for safe and efficient apron management and aircraft docking provide real-time

@ADBSAFEGATE

www.blog.adbsafegate.com

intelligence for stakeholders in the turnaround process to improve predictability and achieve the best sequencing for departure flow management.

ADB SAFEGATE is currently working with Groupe ADP to design, implement, maintain and support Safedock Advanced Visual Docking and Guidance Systems (A-VDGS) and SafeControl Apron Management at French airports Charles de Gaulle and Orly.

The systems are being implemented to improve communication and efficiency during the turnaround process and strengthen A-CDM programs already in place at both airports.

Calgary International Airport has installed ADB SAFEGATE’s automated gate solution on domestic gates and at its new international facility, which opened in October 2016. The airport chose Safedock A-VDGS and SafeControl Apron Management because the automated system could ensure the safe and efficient parking of aircraft during all operating conditions. The system also supports the common use operation on the airport’s new international gates with the flexibility to park any aircraft type at any available gate.

watch our video at www.airportfocusinternationa.com

AIRFIELD – KEEPING THE AIRFIELD OPERATIONAL AND SAFE Airfield lighting is vital for ATC to provide visual guidance for pilots to land, taxi and take-off safely and efficiently. Building intelligence into the airfield lighting fixture opens up new operational capabilities in terms of active guidance and monitoring for multiple stakeholders. Compliant and easily integrated with complementary systems, these intelligent solutions improve airfield availability, performance, safety and energy efficiency.

Abu Dhabi Airports Company recently selected ADB SAFEGATE as the main contractor for its Abu Dhabi International Airport expansion. The multi-year framework agreement is underway and includes the design and upgrade of AGL, control and monitoring systems, communication systems, integration of a solution to automate ground movement and maintenance services. ADB SAFEGATE will also ensure the infrastructure of the airport’s midfield terminal is integrated in this expansion.

www.adbsafegate.com

TOWER – RAISING SAFETY AND THROUGHOUT WITH SMARTER ATC SYSTEMS Air traffic controllers tackle complex considerations while controlling the operational process and workflow. ADB SAFEGATE solutions support air traffic controllers and other stakeholders to optimized airport throughput by finding the safest and fastest way from touchdown to take off. By considering the airport as one operational entity, and enabling supporting systems to operate as one, our solutions give air traffic controllers more control over aircraft and vehicle movement at all stages, and futureproof an airport’s traffic management.

Birmingham Airport recently installed ADB SAFEGATE’s Integrated Tower Solution to enable A-CDM and improve realtime information shared between its stakeholders and airlines, ground handlers and air traffic control. The integrated solution comprises ACEMAX Advanced Surface Movement Guidance and Control System, DIFLIS Electronic Flight Strips, DECLOS Digital Pre-Departure Clearance System and OPTAMOS Departure Management System, as well as third party radar systems for surface movement, aircraft and vehicle surveillance.

The ADB SAFEGATE solution systemizes the operational process and takes on non-critical tasks to reduce the air traffic controller workload, allowing the controller to concentrate on a safe and more efficient traffic flow.

ADB SAFEGATE is a leading provider of intelligent solutions SERVICE – DELIVERING THE RIGHT EXPERTISE TO that deliver superior airport performance and operations, BOOST AIRPORT OPERATIONS and jointly identify and solve bottlenecks. Our consultative approach enables airports to improve efficiency, enhance of ADB SAFEGATE understands that airports require a variety and environmental sustainability, asand well astraining. reduce technical support servicessafety including maintenance operational costs. Our portfolio and of Our portfolio is able to meet all airport needsincludes fromsolutions concept services that harmonize airportand performance, tackling operations, to Gate and AFL design, to audit survey, project every aspect of traffic packages, handling and guidance, from management and various maintenance including full approach, runway and taxiway lighting, to tower-based maintenance. ( traffic control systems and intelligent gate and docking automation. ADB SAFEGATE has 900+ employees in more WWW.ADBSAFEGATE.COM than 20 countries and serves some 2,000+ airports in more than 175 countries.

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NOTEBOOK

EXPERT FORUM

SUSTAINABLE INNOVATION Energy is a major operating cost for airports, which are also under increasing pressure to reduce emissions and reach sustainability targets. Given that power is a large proportion of the total operational cost of baggage handling systems, what is the industry doing in terms of innovation and new technology to improve efficiency? To answer this question Airport Focus asked two major baggage companies – Vanderlande and Leonardo - to provide their unique perspective on the issue.

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@Vanderlande

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vanderlande-industries

rom a sustainability perspective, we see more focus on energy use and CO2 emissions in airports compared to our other markets. I think the reason for this is that the airport industry is closely connected to fuel. However, modern society is demanding that airports become more sustainable.

This is a licence to grow for airports and I expect it to receive more attention over the coming years. The majority of highenergy consumers in airport terminals have already been optimised, such as lighting and air-conditioning. Now it will be the turn of the baggage handling system (BHS) itself.

It’s only through a combination of sustainable strategies that airports can reduce their energy consumption. They stand to gain the most through smart controls, i.e. intelligent software and data. This is an area in which Vanderlande continues to research and invest. Reuse – and temporary storage – of energy are also important considerations, including the use of ‘power caps’.

In terms of sustainable innovations, our TUBTRAX individual carrier system has the lightest tubs in the industry. By transporting less weight, significant energy savings can be made. In addition, our BLUEVEYOR solution uses less energy and is the world’s first Cradle-to-Cradle® conveyor.

We’re also inspired by techniques that aim to ‘close the loop’, but this is not something that we can achieve by ourselves.

Our aim is to create a global network on sustainable innovation that includes both our suppliers and customers.

Modularity and flexibility in the BHS will be crucial in the next five to ten years. If airports can make precise adjustments to the equipment at any time, they will be more energy efficient.

If we can realise a situation in which modular and flexible systems are combined with Cradle-to-Cradle® principles, that would be an optimal scenario.

At Vanderlande, these developments – in combination with the new circular business models they create – are going to be a game changer. This was one of the major themes at the recent Airports Going Green conference in Amsterdam, so we know there is a shared appetite

ESTHER KERSTEN SUSTAINABLE BUSINESS DEVELOPMENT VANDERLANDE

www.vanderlande.com

for these ideas.

We will keep on investing in energy-saving technologies, ergonomic solutions and life-cycle services. However, we want to distinguish ourselves for our application of Cradle-toCradle® and circular economy principles.

Over the coming years, airports won’t be looking for a baggage handling supplier, they’ll be looking for a partner. It’s not just products that make the difference, it’s all about how the different stakeholders can work together on these topics. For me, this is at the heart of saving energy, improving efficiencies and achieving a more sustainable future for airports. (

www.leonardocompany.com

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or over 50 years, Leonardo has been a leading international provider of sorting systems, with its product lines evolving to encompass handling baggage and parcels. By drawing on its knowledge and experience in the development of these systems, Leonardo has been able to deliver technological innovation for turn-key projects with a focus on cost efficiency, high system availability and low operating costs. The MultiSorting Baggage system (MBHS) represents the latest of these developments.

A series of innovations and improvements position the MBHS, which is based on proprietary cross-belt handling technology, as one of the most advanced, high-performance baggage handling systems on the market.

Some of the key benefits of the MBHS include its sorting throughput, which is high while maintaining precision, significant energy savings and high reliability, availability and configurability, all of which contribute to overall life cycle costs. Advanced technology allows the system to sort up to 10,600 baggage items per hour while benefitting from an operational flexibility that allows users to save on operational and maintenance costs.

To generate energy (and therefore cost) savings, one of the MBHS’s main design features is to reduce friction among the components wherever possible. Linear synchronous motors allow power to be transmitted to the sorter’s moving parts without any loss due to friction. Induction power transfer guarantees the availability “on board” power with a fully contactless mechanism while WiFi data transmission allows a continuous command and control channel. These technologies require close-to-zero maintenance throughout the entire life of the system.

These design elements also reduce the friction and subsequent wear and tear on the sorting system’s mechanical parts. To ensure precision and smooth baggage handling, the cross-belt technology guarantees that baggage cannot get stuck due to hanging straps or adhesive surfaces. All of these features together result in a remarkable decrease in

@leonardo_live

leonardo_company

maintenance requirements, eliminating operational stoppages due to preventive maintenance. At the same time, eliminating friction creates a further energy saving.

Moreover, by reducing maintenance requirements, eliminating costs relating to damaged or mishandled baggage and giving users the option to reduce the speed of the sorters in periods of low throughput demand, a considerable saving can be achieved in the sorting system’s operational and maintenance costs, including a reduction in power consumption. Independent studies evaluate these savings to be around 20%.

Leonardo has been exploiting these technological developments to provide value for customers and contribute to energy saving, which has led to significant success for the company’s solutions. Leonardo’s baggage handling systems are in operation in several European airports including Rome Fiumicino in Italy, Geneve in Switzerland, Euroairport (Basel CH, Mulhouse F, Freiburg D) and Paris Orly. (

RICCARDO MAJORANA AUTOMATION LINE OF BUSINESS, VP AIRPORT SALES LEONARDO’S SECURITY AND INFORMATION SYSTEMS DIVISION

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NOTEBOOK

RECRUITMENT

Airports are huge employers of people and with such large numbers and regular turnover of staff the issue of security clearance and access control to vulnerable areas is a major one. With airports across the world varying greatly in their use of biometric solutions, number of employee access portals, as well as which security measures are in place at employee access portals, how should airports and carriers implement enhanced security procedures that best suit their individual operating environments?

SOLVING THE IDENTITY CHALLENGE SAM SPRULES OF AEROPROFESSIONAL MAKES SOME SUGGESTIONS.

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s leaders in airport pass management solutions, we often manage airport ID applications for our contractors, most frequently pilots and cabin crew. This has led us to being on multiple airport ID schemes, requiring us to own every stage of the ID lifecycle. As such, understanding the regulatory requirements of the airport from an employer’s point of view and staying up to date on any changes to policy is key. Many of our clients choose us on the basis that our knowledge is both varied and extensive, enabling us to offer bespoke support, depending on the airport in question and therefore the applicable guidelines.

Getting the process right is critical

and can save a great deal of time. Here we tackle what can be quite a resource consuming exercise.

Firstly, don’t assume that the process will be similar from one airport to another, even if you are applying for what appears to be exactly the same thing (such as crew ID). Ensure that you understand the nuances of your chosen airports requirements for clearance, including the step by step application process, the paperwork needed to support it, acceptable formats of documentation, validity of criminal records, etc. Clear guidance information on an airports ID scheme will normally be freely available on their website, or a support number will be provided to help complete the process with ease and accuracy. Our sister company, IDGateway, is the market leader in airport ID solutions which gives us a significant advantage to understand the requirements to maintain an ID pass and how to support candidates through the process.

Consider what can be incorporated into a recruitment practice at the earlier stages.

This can highlight potential problems at

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the outset which can then be addressed accordingly. Creating an application registration process including thorough employment history will allow you to get a detailed picture of each candidates’ background, including any periods of unemployment that could prove difficult to source evidence for a security pass application. This also allows you to identify any countries the candidate has resided in that will require criminal record checks (in can take as long as 12 weeks to obtain criminal record checks in some countries).

At the interview, ask outright if a candidate has any convictions that could prohibit them from obtaining a security clearance from an airport ID centre. The ID scheme guidance notes will list all convictions that will exclude a candidate from being cleared and save you a lot of time and inconvenience further down the line.

Ensure that the candidate understands the gravity and severity of the application process. It is important that they take ownership and be as pro-active as they can in collating the necessary documents to the security clearance.

Work with the airport ID team as they are there to help and guide you throughout. They will be able to advise you on any areas of ambiguity and give you clear instruction on what needs to be done.

From start to finish this process can be very time consuming and therefore a considerable drain on valuable in-house resources. Working with an aviation people specialist, such as AeroProfessional, will allow the HR team within an organisation to focus their time on internal strategies, while having the assurance that the process is being handled by a team of dedicated specialists. (

TO HAVE YOUR VACANCY LISTED CONTACT raitken@55north.com

Welcome to the new (AFI) Recruitment and Training Section which will run in each issue of Airport Focus International magazine complemented by our Online Service.

To highlight your news, views, jobs and courses and get access to our audience of senior executives, please contact Robert Aitken on 0141 222 5302 or raitken@55north.com

TRAINING

EFFECTIVE AVIATION MARKETING AND NON-AERONAUTICAL REVENUES TRAINING The purpose of this course is to provide you with the skills to grow your business and to understand the role of new marketing models and in technologies in developing strategic plans.

RECRUITMENT

AVIONIC CHIEF ENGINEER

Duration á 28-30 June 2017

Working in a close-knit team environment, the Avionics Chief Engineer will provide support to both the design team as a whole, and to the Head of Design.

The Chief Engineer role demands a high level of integrity and you will have a strong sense of responsibility and pride in both your work and the work of the team.

Salary is negotiable depending on seniority and skill set for the role. These positions will lead to promotion for the right candidate into the role of Head of Design and/or Head of Office of Airworthiness

Location á Radisson Blu Hotel, 80 High Street, The Royal Mile, Edinburgh, EH1 1TH Cost á The training fee is £1500 per participant

Requirements á A minimum of five years’ experience within the relevant design engineering subject/discipline. á Relevant technical qualifications including an apprenticeship, further educational qualifications such as a degree, or specific training with appropriate discipline specific knowledge for example EASA Part 21J and MAA DAOS approval knowledge. á Strong background in avionics and electrical systems (experience with Interior lighting, IFE, flight and navigation systems is desirable) á Previous experience in a similar role as a CVE signatory for avionics and electrical systems. á Computer literate (conversant with MS Office software such as Word or Excel, and AutoCAD computer aided design software), and familiar with EASA, CAA and FAA websites. á Be able to provide evidence of previous active participation in design and design certification processes, and component or equipment development and qualification programmes.

Course Content á Catchment area, market size, segmentation and seasonality á Local economy, tourism and demographics á Data sources including MIDT and PAXIS á Competitor offerings, products á Exploiting your catchment area á The value of your market to airlines á What are airlines looking for in airports and how do they make new route decisions? á How to improve your forecasting capability á What constitutes a profitable opportunity? á Sectors covered: full service scheduled airlines, low cost carriers, tour operators, charter airlines and cargo carriers á Identify fleet requirements á Estimates of traffic and load factor á Estimates of fares, operating costs and potential route profitability á Securing the meeting with the airlines and presenting detailed proposals á Negotiation of charges and agreements á Commercial marketing knowledge; and á Airlines, airports and destination marketing

Apply at: www.aeroprofessional.com/job/967-Avionic-ChiefEngineer/

Register at: www.okcis.info/articles/effective-aviation-marketing-nonaeronautical-revenues-training

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SECURITY

US AIRPORTS

GROUND CLEARA A

irports are huge employers of people and with such large numbers and regular turnover of staff the issue of security clearance and access control to vulnerable areas is a major one.

The sheer diversity among airports in the US makes security standardisation a daunting task yet the country has one of the most federalized airport security set-ups around the globe. The costs and risks associated with potential disruptions to aviation operations by instituting new security protocols across the board therefore remains a constant worry for the airports and the regulators.

There is a vast network of approximately 450 airports in the United States that are under federal supervision and control.

In 2016, there were over 900 million domestic and international USbound air passengers, with that number expected to continue to grow significantly on an annual basis for the foreseeable future.

However, a report from the US Homeland Security Committee published last month said that many airport employees “are able to bypass traditional screening requirements that travelers visiting the airports must endure.”

After nearly two years of oversight efforts, the committee found that the majority of airports do not have full employee screening at secure access points. According to the report, these airports are unable to demonstrate the security effectiveness of their existing employee screening efforts, which consist largely of randomized screening by TSA officers or airport law enforcement personnel. There also remains room for improvement on how access to sensitive areas of the airport can be more effectively controlled by airport badging officials. In regard to employee vetting, the Subcommittee uncovered gaps in the types of data collected, as well as the data sets TSA is granted access to by government partners in the Intelligence Community. One airport security official noted that an individual’s mandatory ten-year criminal background check could conceivably come back clean, if the person had been serving a prison sentence during that entire ten-year period. Airport authorities expressed concern about their lack of insight into the vetting process conducted

by TSA and the FBI. This prevented them from making fully informed decisions when granting badge access to prospective employees, they told the DHS review team who visited them.

One of the recommendations from the report is that DHS and airports should work to identify advanced technologies for securing employee access and work to further reduce the number of employee access points.

A particular problem identified by the DHS is control and monitoring of Secure Identification Display Area (SIDA) badges which grant employees access to secure areas of an airport.

Federal regulation requires that airports issue new badges to the entire SIDA population if more than 5 percent of badges are lost or stolen. Alarmingly, an audit released on October 24, 2016, found that “some airports were misinterpreting guidance on how to determine

A US Government report on internal security at the country’s 450 airports has recommended better monitoring of staff access and accreditation protocols including the greater use of biometric identification of airside badge holders.

BY GARY MASON

“AIRPORTS VARY GREATLY IN THEIR USE OF BIOMETRIC SOLUTIONS, NUMBER OF EMPLOYEE ACCESS PORTALS, AS WELL AS WHICH SECURITY MEASURES ARE IN PLACE”

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WHAT ARE YOUR VIEWS? CALL +44 (0)141 222 5385 OR EMAIL GMASON@55NORTH.COM

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BIOMETRIC IDENTIFICATION TECHNOLOGY FOR AIRPORT SECURITY

the acceptable percentage of lost, stolen, or unaccounted for badges; as a result, some airports believed to be in compliance with TSA’s security directive had actually exceeded the 5 percent threshold.”

Morpho technology is being used at a number of airports including Sea-Tac, At one airport, 17 former employees were LaGuardia, Kennedy, Newark, McCarran and Charles De Gaulle. These are some of the largest and longest running airport biometric solutions in the world. still listed as having active badges. Another Systems being used include identity verification and access control systems for airport had an employee listed with active air travelers, airport employees, tenant employees, contractors and other frequent credentials almost a year after termination. visitors to airports using fingerprint, including contactless Finger-on-the Fly and a Three former employees at another airport fusion of fingerprint and finger vein called Finger VP. Morpho has also developed facial were still listed as having active badges. recognition and iris technologies.

The report concludes: “Some confusion Many airports maintain outdated employee identification systems with traditional appears to stem from individual employers access cards. These traditional cards present serious vulnerabilities at airports, within an airport environment failing to update particularly when they are lost or stolen. the badging office of employee turnover or By adding a simple biometric security layer to the existing security platform, fraud termination, meaning that the airport operator can be eliminated and security significantly improved. was unaware of a need to deactivate The use of biometric fingerprint technology allows airport to quickly confirm who is the individual’s access badge.22 In some allowed access to sensitive areas. This process eliminates the potential for counterfeit instances, an employee’s SIDA credential identity cards and PIN numbers.

Biometric enhanced access control ensures airport security policies are followed authorization exceeded the length of time and decreases staff access time to SIDA-controlled zones. Biometrics reduces the employee was legally permitted to be identity theft and the need to remember passwords or to carry documents. working in the United States. Credentials should only be authorized for a period of time commensurate to when an individual is legally permitted to work in the country, and social security numbers During the course of this investigation, the Subcommittee visited 18 should be required to be provided for vetting purposes of U.S. citizens airports of varying size, geographic location, and security standards to and legal permanent residents.” gauge overall efforts aimed at improving access controls and mitigating One airport has recently implemented a policy of random sampling the insider threat to aviation. The visits demonstrated a more coordinated, of employee SIDA information whereby it is re-vetted monthly, in order engaged aviation security community than had been witnessed in the to provide better insight into potential security risks between biannual past. background checks. Other airports have also developed penalties for TSA’s efforts to address insider threats at US airports have shown employees who fail to report misplaced credentials in a timely manner or encouraging results, the report concludes. From 2014 to 2015, TSA who continually lose security credentials. increased the total number of physical employee screenings from 2.1 The report also found that airports vary greatly in their use of biometric million to 12.9 million and 88 percent of domestic airports have reduced solutions, number of employee access portals, as well as which security their total number of access points. measures are in place at employee access portals. Biometrics, using The report concludes: “The Subcommittee did observe many either fingerprints or retina identification to match the SIDA badge being examples in which access points have been reduced, new perimeter swiped for access, add an additional layer of security to airport access security and badging enhancements have been implemented, and controls, the DHS concludes. While there still exists an insider threat airport operators and air carriers have gone above and beyond minimum posed by an individual using his or her own SIDA badge for nefarious required security standards. One airport has even developed behavior purposes, it would at least partially stem potential problems from the detection training for its employees, as well as an insider threat mitigation hundreds of badges that go missing each year. strategy. At least two major air carriers have also taken proactive steps to In the US the landscape is complicated by the role of the Transport enhance the screening operations of both employees and passengers Security Administration (TSA) and the unique makeup of American at major hub airports, and TSA has begun to engage airports and air aviation security, which is heavily federalized and presents challenges carriers on a more consistent basis. These e_orts are encouraging and when compared to most aviation security arrangements across the airports and air carriers should continue to implement enhanced security globe, particularly at the local level. procedures that best suit their individual operating environments. (

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SECURITY

TSA screens approximately 2 million passengers daily and over 700 million every year

US AIRPORTS

TSA screens1.3 million checked items for explosives and other dangerous items daily

TSA screens 4.9 million carry-on items for explosives and other prohibited items every day

Responsible for the security of over 20,000 domestic flights per day

TRAVELLING WITH WEAPONS In 2016, Transportation Security Administration (TSA) officers discovered 3,391 firearms in carry-on bags at checkpoints across the US, averaging nine firearms per day, approximately a 28% increase in firearm discoveries from the total of 2,653 in 2015. Astonishingly, 83% of the guns caught in 2016 were loaded. The top five airports where TSA officers detected guns at checkpoints in 2016 were: Hartsfield-Jackson Atlanta International with 198; Dallas/Fort Worth International with 192; George Bush Intercontinental at Houston with 128; Phoenix Sky Harbor International with 101; and Denver International with 98. These same airports were in the top five for guns at checkpoints in 2014 and 2015.

Greater Rochester International Airport saw the most improvement as no travelers brought firearms to the airport’s checkpoint in 2016 compared to five that were brought to the checkpoint in 2015. On the other hand, Buffalo-Niagara International Airport saw an increase in the number of guns brought to the airport’s checkpoint, when six guns were detected in 2016 compared to just two in 2015. The Upstate New York region saw 10 firearms detected by TSA officers at checkpoints in 2015 and again in 2016. Examples of firearm detection cases include a man who was caught with a gun at Washington Dulles International Airport on January 15 after TSA officers apprehended him trying to carry a handgun past a security checkpoint. The handgun was not loaded, however his carry-on bag contained a magazine with five bullets along with five loose bullets.

Under TSA regulations, firearms, firearm parts and ammunition can be legally transported in checked bags if they are unloaded, properly packed and declared to the airline. Firearm possession laws also vary by state and locality in the US.

THE “INSIDER THREAT” The DHS report quotes a number of examples in which accredited airport staff have been involved in criminal activity.

The report concludes: “There are increasing concerns that insider threats to aviation security are on the rise. In all instances, the employees in question had access to secure areas of the airport. These insider threats, and the lack of adequate access controls at airports nationwide, are of particular concern given the rise of terrorist groups bent on penetrating US airport security to commit terrorist acts and “lone wolf” attacks being inspired by terrorist groups like ISIS.” In December 2013, 58-yearold Terry Lee Loewen from Wichita, Kansas, was arrested and charged with attempting to detonate a vehicle-bomb at Kansas Mid-Continent Airport.

Loewen had worked at the airport as an avionics technician and was able to acquire the

necessary wiring materials for the bomb from the airport. The FBI detected this plot before Loewen posed a serious danger.

In November 2014 three men from Minnesota who had previously worked at Minneapolis- St. Paul International Airport were recruited to fight for ISIS. One individual, Abdirahmaan Muhumed, had a Secure Identification Display Area badge, granting access to secure areas of the airport and to any plane that passed through the airport.

In January 2015, Ernest Abbott, a Federal Aviation Administration inspector was arrested at New York’s LaGuardia International Airport after a TSA screener found a firearm in the inspector’s carry-on baggage.

This inspector had already traveled to New York from Atlanta where he used his SIDA badge to bypass security screening. To make matters worse, the inspector flew in the cockpit with the pilots

from Atlanta to New York.

In June 2015, the DHS OIG released a report which found that 73 aviation workers who held sensitive jobs within US airports had possible ties to terrorism, which their background checks did not reveal. “Without a comprehensive background check for employees, TSA does not have the ability to vet those individuals who may harbor ill-will toward the US or have connections to individuals who do,” the report concluded.

TSA still only checks employee criminal records every two years. Only three US

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airports — Miami International Airport, Orlando International Airport, and Hartsfield Jackson Atlanta International Airport — have implemented full screening of employees and their property before granting access to secure areas of the airport. In addition, TSA is still working with the Federal Bureau of Investigation to deploy recurrent criminal background checks for all SIDA badge holders and vetted employees.

The report recommended airports should work to identify advanced technologies for securing employee access.

Q&A

Christoph Kreis

HORIZON SCANNING Airport Focus talks to Christoph Kreis, Sales Manager for Dallmeier about the newest trends in airport surveillance technology

range of systems, including the Panomera速 technology as well as high-performance cameras, enables customers to tackle all of their safety and security challenges and to comply fully with operational and regulatory requirements.

Additionally, Dallmeier supplies video management solutions that allow the video data to be analysed with a view to optimising business processes such as ground handling operations. In short, we are able to provide costefficient, scalable system solutions covering everything from landside and airside monitoring to business operations.

What do you see as the major security challenges for airports these days? The very nature of airports as places where large masses of people convene on a daily basis raises a range of safety and security issues, such as thefts in retail or people straying into restricted access areas. In light of recent terrorist attacks on airports and intrusions onto aprons close to parked aircraft, the prevention of unauthorised access as well as the early detection of suspicious activities are certainly the most pressing security challenges for airport operators. Meeting those challenges must be reconciled with operational requirements, such as time-efficient check-ins. The good news is that video technology can be of great assistance here. For example, suspicious objects or persons can be tracked and staff are alerted of sudden behavioural changes or access violations.

Do you see strong demand for integrating new systems into existing ones? And how much do financial margins affect airport security? Video information systems need to be able to operate in conjunction with other systems, including access control or building management systems.

It is very important to ensure a high degree of compatibility when offering comprehensive video solutions. 4By offering solutions that integrate seamlessly into existing systems, we help operators meet requirements, while keeping within budgets. That is particularly important for smaller airports who operate on a reduced scale yet face the same challenges as large airports.

What is your take on the technological evolution of security systems, and how can airports benefit from that? Video surveillance in general has changed dramatically over the past ten years or so. Even the term surveillance is becoming increasingly obsolete, as it appears too limited to capture what can be achieved by using video technology. We are answering the changing needs with our patented multifocal sensor technology Panomera速. It was specially developed for the allencompassing video surveillance of expansive areas.

Using Panomera速, it is possible to cover huge widths, as well as areas with large distances with a completely new resolution quality. One Panomera速 equipped with eight sensors is sufficient to replace up to 35 standard megapixel cameras.

How will airport security evolve and how is Dallmeier preparing for future demands? The volumes of data captured by video systems will continue to increase. One reason for that is the convergence of security applications and business intelligence. That is why Dallmeier has been developing video management as well as analysis software, which makes work easier for operators, and supplies specific information as it becomes relevant.

We believe that the switch from conventional passive surveillance to proactive video monitoring is the right way to enhance security everywhere, including airports. (

How does Dallmeier address the needs of airport operators? Dallmeier offers comprehensive security solutions for all areas of application around airports. A wide

Christoph Kreis Sales Manager, Dallmeier electronic GmbH & Co.KG

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SECURITY

CARRY ON BAGGAGE

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@AirportFocusmag

www.airportfocusinternational.com

F

ollowing the terrorist attempts to blow up several aircraft during flight using homemade explosives carried inside soft drink bottles at London-Heathrow Airport in 2006, the European Commission and many other countries adopted additional rules on aviation security to address this newly-identified threat.

As every regular air traveller knows, these new rules restricted passengers on carrying liquids, aerosols and gels (LAGs) of a certain size past screening points, whether on their person or in their hand luggage.

This ban was envisaged as a temporary restriction to be lifted when suitable technology to screen liquids for explosives became readily available. But it is still very much with us and when first introduced, was a cause of heavier workloads and bottlenecks in police operated and outsourced security checkpoints at airports.

There is evidence that the threat from liquids aerosols and gels has receded into the background and a far more topical threat is emerging with electronic devices. This was highlighted last month by the sudden ban on lap tops and tablets inside the cabin on flights from some Middle Eastern airports imposed by both the UK and US. These new threats are emerging at a time when authorities are still playing catch up with the need to upgrade existing screening technology to deal with historical threats. For example, all airports and airport operators need to comply with Hold Baggage Screening Standard 3, which comes into force in 2018. This framework, regulated by the ECAC (European Civil Aviation Conference), requires airports to achieve detection levels only provided by CAT (Computed Axial Tomography) type detectors.

The ECAC Common Process of Security Equipment applies to explosive detection systems (EDS), liquid explosive detection systems (LEDS) and security scanners. The Next Generation Standard 3 requirements are creating new challenges for busy airports impacting engineering, operations, budget, safety and security.

Standard 3 screening requires that the baggage handling system can guarantee complete tracking of all bags. If the screening decides that a bag is suspect and it needs to be recalled or re-routed for inspection, the system must be able to instantly trace where the bag is to deal with it speedily and effectively.

In a typical Standard 3 system, during screening, security operators have 60 seconds of variable decision time to determine the status of a bag without interfering with bag flow before the system clears the bag for the sorting system or sends a suspect bag for manual inspection.

The practicalities of upgrading hold baggage screening equipment can cause immense pressure on airport operators and their stakeholders.

The effect of such disruption, and the outcome of such changes on airport capacity and passenger flow through terminals is yet to be fully felt as the 2018 deadline approaches.

But this also impacts on the police and security personnel charged

CARRY ON BAGGAGE:

A SCREENING MYSTERY? After noticing an alarming drop in throughput in its domestic passengers security zones Zurich Airport conducted a detailed review of passenger behavior and carry on baggage screening to find out the cause.

The results showed that liquids are no longer a problem but there has been a significant change in the contents of passenger bags due to cheaper fares being introduced by domestic carriers which are directly linked to baggage policy.

BY GARY MASON

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SECURITY

CARRY ON BAGGAGE

“As we started 2016 we noticed a massive drop in the throughput by more than 10 per cent,” he says. “We knew that 2016 would see a significant growth in passenger numbers so we were a little worried about the effect that would have on throughput which was already declining.

“We know that the security process itself is a complex system - mostly when there are problems with a reduction in throughput it is not caused by a single factor but multiple factors that together impact upon the process.”

So the airport decided to expand their review to not just include the security process itself but the services and products provided by domestic carriers and how this had impacted on the working environment of staff at security control.

The first thing the airport noticed was the general reduction in the amount of baggage being carried by domestic passengers. Most remarkable of all was a massive drop in the third quarter of 2015 of between 5 and 7 per cent in the amount of baggage per domestic passenger coming through the airport.

However, this downward spike was not a major surprise as it coincided with the airport’s main domestic carrier - which flies 60 per cent of passengers coming through the airport - introducing a new “light fare.” This is the lowest price offered to passengers who agree to travel without hold baggage.

“So we knew we would see this big drop in hold baggage around that time,” says Kolatorski. “But the question was where has that volume gone given that our throughput numbers were significantly down? Was it in the carry on baggage or did the passenger really change their behavior due to the price?”

In order to find out the answer to this question the researchers decided to take a forensic look at the security process – specifically focusing on the IPPs (images per passenger in terms of the screening of baggage at the security control checkpoints.)

Analysis of the IPPs for the last three years showed no change at all in

with making sure the screening process is both thorough and not leading to bottlenecks and huge queues of disgruntled passengers during peak periods.

Zurich Airport has conducted a study on baggage screening technology and processes and passenger behavior after noticing an alarming drop in throughput in their security control areas over the last four years.

Security staff at Zurich process 28 million passengers who come through the airport each year and passenger numbers have been rising steadily. At the same time, as is the trend with other airports, hold baggage has been decreasing, given that many airlines now charge up to €50 for each additional bag brought on to the aircraft but stored in the hold.

Pawel Kolatorski is a senior project leader at Zurich Airport. He points out that new products from airlines encourage passengers to put all their belongings into their carry on baggage. This is in addition to other changes in passenger behaviour over the last 20 years which has increased the complexity of carry on baggage content and its impact on the security process.

In 2016 the airport noticed a 10 per cent drop in passenger throughput through the 46 checkpoints it operates. Was this down to passengers bringing more LAGs in their on board bags or was it due to other types of suspect items being screened and rejected by the police operators?

As a consequence of this significant drop in throughput the airport conducted a major study of passenger behavior with regard to carry on baggage and how that impacts on the security screening process. “The main focus was the passenger at security control,” he says. “The findings cover the baggage in terms of the amount, the changing content and the ergonomics of the security control as well as the workload.”

A significant aspect of the research focused on domestic passengers - approximately 10 million from Zurich each year. There are 26 security checkpoints that deal with this domestic traffic.

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the downward trend. “We could actually see that the passengers were taking less with them because there were less pictures per passenger,” he says. “So the throughput should have gone up but unfortunately that was not the case.”

He said that a lot of people had argued that the introduction of light fares by the airport’s biggest domestic carrier had to be the main reason for the throughput drop. But none of the statistical evidence on the screening process backed this up.

There was also a theory that all the liquids aerosols and gels (LAGs) that passengers used to take in their hold baggage was now being placed in the carry on baggage and this is what was causing the drag on throughput.

Again the statistical evidence fails to back this up. “The only way we could analyse this was by tracking our disposed LAGs waste,” says Kolatorski. Disposed LAGs in terms of weight was averaging daily at around 600kgs. This is the amount of LAGs taken from passengers’ on board baggage by security staff who intercept in the screening process.

But despite the increase in the numbers of passengers using the airport there was no change in LAGs waste between 2012 and 2014. And after the predicted increase in 2015 it dropped again in 2016. “Once again, when the amount of LAGs waste is dropping we should expect a higher throughput because there is less for security staff to do,” he adds.

Dr Signe Waechter Ghelfi, a psychologist with Zurich Airport Police led the research. She says that if anything the research shows that passengers are bringing less liquids aerosols and gels with them through the checkpoints but there is evidence that on board baggage is being packed more densely and screeners are finding it more difficult to “clarify” potentially dangerous objects that are in the on board bags.

The trial involved a random sample of items that would be regularly carried in hand luggage in 2008 after the liquids ban and more recent items from 2016. The researchers measured the police screeners’ reaction times in clarifying the objects. They found that many were taking up to 15 times longer to screen the modern bags.

“There are two significant findings in the research,” she says. “One is that the more densely packed bags contain more electronic items that are more difficult to screen.”

She says that the second finding is evidence that screeners may be applying “rational cognitive shortcuts” in screening what they think are familiar items carried in hand luggage. “This could pose a potentially significant security risk because screeners are making snap judgements quicker and could be screening items less thoroughly than they require,” she says.

Although the research was a snapshot sample she says it may have useful applications to additional cognitive training and decision making for screeners. (

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“WHEN THERE ARE PROBLEMS WITH A REDUCTION IN THROUGHPUT IT IS NOT CAUSED BY A SINGLE FACTOR”

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HEATHROW AIRPORT TERMINAL 5 PROJECT OVERVIEW

With an average of 200,000 passengers arriving and departing per day, Heathrow Airport is one of the busiest airports in Europe. The focus of the project was to provide a high quality energy efficient LED scheme specific to the requirements of Heathrow Airport, with minimal disruption to the airport’s meticulous schedule.

All the FL800R fittings were manufactured in Ware, Hertfordshire on a strict schedule. The advantage to producing the lanterns ‘in house’ meant CU Phosco Lighting could react quickly to operative feedback on site and alter production to improve the installation process. For example the use a plug and socket system was included in the lantern design. As a result the majority of the wiring was completed in the control environment of the factory, minimising time on site.

RESULTS AND BENEFITS

The difference in light quality from Sodium to LED is evident across Terminal 5. The FL800R provides exceptional control minimising obtrusive light, glare and upward light without compromising the lighting performance. This means the conversion has not only created an improved environment on the stands, it has provided a substantial energy saving.

It became apparent from the start of the project that CU Phosco Lighting had to deliver a flexible and streamlined system to operate efficiently in the strict working window given each night when flights stopped. Therefore CU Phosco Lighting adapted the FL800R product to reduce the installation time. Each procedure was rigorously scrutinised so that all activities were completed on time.

The outcome of the project and a subsequent tender process has resulted in CU Phosco Lighting being appointed by Mitie Facilities Management on behalf of Heathrow Airport Ltd to carry out LED replacements on the remaining stands at Terminals 1, 2, 3 and 4.

FACTS AND FIGURES

Complies with CAP168 Over 55% Energy Saving

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Winner of HEA Awards Luminaire Manufacturer of the Year 2013, 2014, 2015 and 2016

LIGHTING FOR AIRPORTS DESIGN | MANUFACTURE | INSTALL | MAINTAIN CU Phosco Lighting are the market leaders in the design, manufacture, installation and maintenance of high mast lighting, specialising in Airport Lighting. CU Phosco Lighting undertakes contracts at airports worldwide, working closely with numerous large facilities including Heathrow, Manchester, Stansted, Dubai, Abu Dhabi, Dublin and Beijing.

FEATURES & BENEFITS

Lighting Design Mast and Floodlight Manufacturer Installation Comissioning Inspection & Maintenance Award Winning LED Floodlights Energy Saving Solution LED Upgrade Packages for Existing Projects Bespoke Capilities Environmental Management System ISO 14001:2004 ASLEC and NICEIC Certified Personnel

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ATC/ATM

BREXIT AND EURO CONTROL

“OUR SYSTEMS MUST BE BOTH FLEXIBLE AND ABLE TO HANDLE HEAVY WORKLOADS”

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BLUE

SKY THINKING Brexit may have cast a shadow over the UK’s future participation in the EU-based aviation initiatives, yet NATS is still at the heart of driving the type of airspace mordernisation envisaged in the Single European Sky.

BY GARY MASON

T The UK-Ireland FAB acts as Europe’s North Atlantic gateway, with around 90% of North Atlantic traffic passing through Irish or UK airspace.

he wider issue of aviation policy following the Brexit vote has a significant potential impact on the UK’s ability to remain a vibrant and competitive player in the global commercial aviation market.

The UK, as a member of the EU, is party to the European Common Aviation Area (ECAA) and the European Single Aviation Market.

The ECAA includes the 27 EU States as well as Iceland, Norway, Switzerland and several Balkan countries.

The EU created the legal framework for a single market for aviation in 1992. Until then, the industry was dominated by national carriers and state-owned airports. Since that single market came in air fares (excluding local taxes) have dropped by 40 per cent on the back of the rise of low cost carriers who are able to base their aircraft in any EU country without restrictions on routing or draconian charges.

The International Air Transport Association (IATA) has suggested that possible options for UK-EU aviation cooperation, post Brexit, could include Britain retaining ECAA membership even though it will no longer be a member of the EU. If this happens membership will be likely to require

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ATC/ATM

BREXIT AND EURO CONTROL

In the first four years of operation it delivered over €70m of enabled savings to customers, including 232,000 tonnes of CO2 and 73,000 tonnes of fuel

ATM technology has so far been ground-based but satellite navigation is now becoming more widely used. This offers more precise tracking of an aircraft’s location and the potential to integrate information in the cockpit with other ground-based systems.

Of course, unlike other state owned European ANSPs, NATS is a profit making commercial company which is already expanding the market for its services in Europe and other countries. As such, it does not need to wait for the result of the Brexit process to make key strategic decisions about its future or indeed participate in SESAR initiatives. For example NATS is currently in the middle of a “Deploying SESAR” transformation programme. Within the framework of the Single European Sky (SES) initiative, NATS will modernise its entire air traffic management (ATM) infrastructure over the next few years.

Part of this is a big improvement is resilience to software and technical glitches. NATS operates out of two control centres one at Swanwick in Hampshire and the other at Prestwick in Ayrshire. If a systems failure were to occur in Swanwick, Prestwick would be able to take over and operate Swanwick’s airspace, because the tools and techniques will be identical and work off the same infrastructure. In fact, iTEC is already up and running in Prestwick, having had its first test-drive in January 2016, when it was used to control planes on a trial run in order to evaluate the data.

It’s expected to be in full service controlling Scottish airspace by June.

Thereafter, it will be rolled out into the NATS technology platform so that Swanwick – currently split between two separate operations rooms that are to be merged into one joint facility by 2019 – can use it. Thereafter, all UK airports will gradually hook up to the new air traffic management system in a staggered progression.

Also as part of the SESAR initiative NATS has selected the R&S VCS4G IP-based voice communications system from Rohde & Schwarz as its second voice system for its air traffic control (ATC) communications in UK airspace.

The voice over IP (VoIP) COTS solution from the Munich-based electronics firm will create a single platform across NATS’ Swanwick and Prestwick control centers. In addition, the company has agreed to an accelerated delivery schedule to support NATS in their SESAR push.

Tim Bullock, Director Supply Chain Management at NATS, explains: “NATS controls more than 2.4 million flights every year. Our systems must be both flexible and able to handle heavy workloads in order to ensure efficient operations for airlines and passengers alike.”

Rohde & Schwarz will begin the implementation of the second voice system in 2017. It will provide enhanced resilience for voice based radio communications in UK airspace. The air traffic control centers in Swanwick and Prestwick as well as the NATS corporate and technical centre in Whiteley will all be equipped in a phased deployment that will be completed by 2020. The order includes the delivery, implementation and through-life support of more than 450 R&S VCS-4G controller working positions (CWP). Up to 1700 radios and various ground-ground lines will be connected to the system. (

acceptance of EU aviation law, including EU local air quality rules which are seen as a strong legal impediment to airport expansion and, it could be argued, have held up the government’s decision on whether to give congested Heathrow the green light for that third runway.

In a wider context there has been a nervousness among carriers that Brexit will increase costs for them in the short term. Michael O’Leary, chief executive of Ryanair has said that if the UK leaves the single market, it will be forced out of the Open Skies regime, which will mean that air fares will rise sharply.

But this danger does not just relate to air fares - NATS the UK’s privatised air navigation service provider (ANSP) has played a central role in the development of the Single European Sky (SES) and has issued a number of strong warnings if the modernization of the UK’s and Europe’s crowded airspace is not achieved more quickly. Where will NATS and the UK aviation landscape sit in the wake of a hard Brexit if a deal on funding and processes for SES and its many technological offshoots cannot be achieved?

SESAR is the technological pillar of the Single European Sky (SES) initiative, which aims to modernise ATM technology in order to improve the capacity, safety and efficiency of European airspace. NATS is a full member of the SESAR Joint Undertaking and chairs the A6 Alliance, which was formed to provide a coordinated voice for the Air Navigation Service Provider members of SESAR. NATS has pointed out that If each European ANSP were to upgrade to state-of-the-art technology, airspace designs that get the best out of that technology and create a unified air traffic management system, it would shorten journey times, lower fuel burn, and improve punctuality and safety. It was calculated that these efficiencies would reduce CO2 emissions by 18 million tonnes and benefit the European economy to the tune of 320,000 extra jobs and €419 billion additional GDP. Moreover, instead of every country designing, building and maintaining its own individual technology, the development costs of new systems would be shared across many countries and air traffic control providers, making it more efficient for everyone. Manufacturers would also gain by being able to focus R&D on integrated equipment for a single central system; and with standardised technology, all air traffic controllers could be trained in exactly the same way.

Once fully implemented, SES will treble Europe’s current capacity, with improved routing efficiency, timekeeping, minimum disruption, and a reduced cost of air traffic management. Right now, the travelling public pays significantly more for flights across Europe than they need to pay according to NATS. Until recently Air Traffic Management (ATM) technology has been modernised incrementally – small changes as and when technology advances. However the industry is moving towards a step change in technology with the European joint undertaking, SESAR (Single European Sky ATM Research) and the American equivalent, Next Generation (NextGen).

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INSIDER

WHAT ARE YOUR VIEWS? EMAIL gmason@55north.com

PLANE SPOTTING – THE GLAMOUROUS END OF “GEEKDOM”

PHOTO CREDIT: Airlines.net/Jet Visuals

Plane-spotting geeks get chic. Allegedly.

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DONT FORGET TO FOLLOW US @airportfocusmag

o a survey by London City Airport has done for plane spotting what Carol Vorderman did for mental arithmetic. They have somehow made it glamorous. Not that Insider had any doubts that these aeronautical “twitchers” were at the racier end of the world’s hobbyist community.

And that isn’t because, as the survey found out, that plane spotters tended to be youngish, in a meaningful adult relationship outside their hobby and not adverse to putting away the anorak and heading for the world’s beaches in their bathing suits.

Far from being geekish, the undeniable truth is that plane spotting can be dangerous and may well land you in prison. Sure, there are spotters who tend to stay on home soil and visit their local airport in order to pursue their pastime. Most airports in the UK are highly amenable to these hobbyists granting them special car parking privileges, designated “spotting” areas and so on.

But as the LCY survey points out a lot of spotters are keen to travel to far off and exotic locations to get the best view of their beloved Iron Birds. And this is when they can fall foul of the law.

In 2015 three British plane spotters were held in prison in the United Arab Emirates for eight weeks accused of spying - even though plane spotting is perfectly legal in that country. They

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were eventually released without charge but they had been warned they faced a life sentence or even the death penalty.

In 2002 a group of 12 spotters from the UK and the Netherlands were convicted of aiding and abetting espionage by a Greek court. Their convictions were eventually overturned on appeal but provoked what is commonly known as “an international incident” between Britain and Greece. There were even mutterings about the Elgin Marbles.

Which proves what Insider has longed believed

“FAR FROM BEING GEEKISH, THE UNDENIABLE TRUTH IS THAT PLANE SPOTTING CAN BE DANGEROUS AND MAY WELL LAND YOU IN PRISON.” - too many nation states take themselves far too seriously and lack a sense of humour about their critical national infrastructure – regardless of whether they put a military badge on it or not.

After all, major hardware is designed to be impressive.

People are fascinated by planes and airports – a sensibility that harks back to the days when air travel was a luxury enjoyed by the few and venturing abroad was considered to be bohemian and exotic.

My father travelled with his work a lot and as children a real treat for us would be a trip in the car to Heathrow (we just called it “London Airport” back then) to pick him up. It was always the same ride in – very little traffic, easy parking at the front of the terminal and the sun shone through the plate glass window as my face was pressed against it, watching the inbound BOAC flight from Geneva or Frankfurt taxi to the gate.

There was no danger of me becoming a plane spotter but for a kid born at the start of the 1960s it really did feel an exotic place to be. A feeling I try to remember at airports around the world now when I am being manhandled and barked at in the security line. (