Inchon-airport-article

Building an International Airport on Information Management Dayton taught the world to fly.

South Korea s new Inchon International Airport pilots a world-class information revolution.

by M. K. Vander Werff

On the eve of the 100th anniversary of powered flight — far from the

Dubbed the airport for the “aero-age,” IIA and its facilities will encompass 5,618 hectares of land literally being brought from beneath the ocean by the creation of a sophisticated dike system. Far from the hearing distance of the mainland, this “airport at sea” will allow 24-hour operation.

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If the CMMS saves the airport just 1 percent in efficiency, it s paid for itself.

— Steve Morris, Vice President, Woolpert International

A i r p o r t s / C M M S

When IIA’s first phase is completed, it will provide two 4,000-meter runways allowing simultaneous take-offs and landings that annually will accommodate 170,000 aircraft movements, 27 million passengers, and 1.7 millions tons of air freight. In 2020 when the airport is fully built-out, IIA will provide up to five runways that annually will be able to handle 530,000 aircraft movements, 100 million passengers, and 7 million tons of air freight.

M. K. Vander Werff has reported on business, economic, and technology issues for Nation’s Business, Entrepreneur, and a variety of trade journals.

From the Collection of Marvin Christian.

Ohio town where the Wright Brothers first brainstormed one of the 20th century’s most profound inventions — another aviation milestone is taking place. Fifty kilometers west of Seoul, Republic of South Korea, the Inchon International Airport (IIA) is being constructed on reclaimed tidal land between the Yongjong and Yongyu islands in Kyung-Ki Bay. Scheduled to open in 2001, this high-tech, state-of-the-art entryway to Northeast Asia will easily accommodate future supersonic jumbo jets — airplanes that travel triple the speed of sound — eventually making most major cities worldwide within a 3.5-hour flight time of Seoul.

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Along with the airport’s two passenger terminals, four remote concourses, and 155 boarding gates, an international business center will be developed to include conference centers, hotels, exhibit halls, and other commercial facilities. The goal, according to a video created about IIA, is to make the airport the “political, cultural, and economic pivot of interchange — the ideal of a new age.”

Meanwhile, other airports are watching how IIA is using technology to streamline airport operations and maintenance issues.

At the core of the airport’s cutting-edge technology is the IMMS, which is being deployed in three phases. In the first phase, the IMMS is assisting in airport design, development, and construction.

In the second phase (once airport construction is complete), the IMMS will aid in facilities maintenance management. In the third phase, the IMMS also will support airport operations, airport safety, environmental management, and general administrative management.

But behind the ideal, beneath the dream, is the reality of running round-the-clock one of the world’s largest airports.

What of the thousands of pipes, scores of lights, mazes of wires and cables and The IMMS is an integration of The advantage that IIA enjoys is that it s constructing runways, terminals, and technology components centered on a conduit? What of the condition of the concrete, the status of sea walls, the running other facilities indeed, the entire relational database. These components airport around information of water, and even the flushing of toilets? management, as opposed to retrofitting include the GIS, which manages the spatial location of airport assets; the an information management system It will all have to be managed, and after the airport is built.

CMMS, which manages the activities IIA has already begun the process.

— Ron Butcher, Project Manager, Woolpert International and costs associated with these assets; Indeed, as buildings are being constructed and a document management system (DMS), which maintains the and runways are being poured, a geographic information system physical attributes of these assets.

(GIS) is being created from the ground up to let planners know the exact location of the thousands of components that will comprise the airport. But more than that, a comprehensive computerized maintenance management system (CMMS) is being created and integrated simultaneously with the GIS to track the condition of each component — even automatically order new parts when ones become worn or faulty. It’s a system that will be able to pump out work orders and schedule personnel. It’s a system that will aid in budgeting, forecasting, and emergency management. It’s a system, in short, that will provide airport management with real-time information and data-storage capabilities — revolutionizing airport operations for the 21st century.

The CMMS is the key data management application because it’s the backbone to all maintenance management procedures and historical record keeping. “More than any other application, the CMMS has the power to streamline airport maintenance operations, saving significant time and money,” Morris said. “In fact, if the CMMS saves the airport just 1 percent in efficiency, it’s paid for itself.”

IIA’s maintenance management challenge is being met by Woolpert International, a civil engineering and information-management solutions firm with headquarters in Dayton, Ohio. Ironically, Woolpert assisted in developing the land that is now Wright-Patterson Air Force Base — site of some of the Wright Brothers’ first flights.

Moreover, with GIS — unlike with other engineering applications, such as computer-aided design (CAD) — complex spatial analysis can occur because of the link to the database.

But to reach its fullest potential, the CMMS first requires creation of the GIS. In addition to managing the spatial location of assets, the GIS connects the mapped asset (such as an airport runway) to a related database (such as information about the runway itself, including its material, age, etc.).

Today, as part of an international technology consortium, Woolpert is designing for IIA the core CMMS technologies of a total integrated maintenance management system (IMMS). “The advantage that IIA enjoys is that it’s constructing runways, terminals, and other facilities — indeed, the entire airport — around information management, as opposed to retrofitting an information management system after the airport is built,” said Ron Butcher, Woolpert Project Manager for IIA. “This effort makes IIA a world leader in combining 21st century information technology with new airport development.”

“The benefit of integrating graphic data (GIS) with non-graphic data (CMMS) is that we can see and work with relationships between the assets,” Butcher said. “For example, an engineer could use the CMMS to see that a water line is due for repair, as well as create a work order for that maintenance project. Plus, the engineer could use the GIS to display not only the pipe section to be fixed but also any other graphic assets in the area that could be affected by the maintenance project.”

Designing an International Airport on Information Management

The GIS, in other words, enables better decision-making. Specifically, IIA personnel will be able to use their GIS to:

It isn’t every day an airport is built — especially an airport that’s

• view on a computer screen a three-dimensional image of the airport • rotate the view to any perspective • select an asset (such as a runway or any other mapped asset, for that matter) • view and print a map of the asset in relation to other assets

more an international trade and business zone, and one with the potential to change a global region. “Northeast Asia is closely watching IIA’s construction and pinning strong hopes on the airport’s ability to inject new economic development into the region,” said Steve Morris, Vice President of Woolpert International.

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Designing a State-of-the-Art GIS/CMMS

Ideally, x percent of time should be devoted to preventative maintenance and x percent of time should be devoted to corrective maintenance.

This action will have the effect of reducing to x percent the time needed for emergency maintenance.

Inchon International Airport (IIA) is using PSDI’s MAXIMO to manage its computerized maintenance management system (CMMS). MAXIMO is an integrated software package that uses a relational database to handle all aspects of maintenance operations, including work-order management, resource planning, and scheduling.

IIA is using Intergraph Modular GIS Environment (MGE) and GeoMedia to develop and integrate its graphic utility information database with the CMMS database.

Intergraph MGE is bundled with a set of mapping and geographic information analysis tools.

A Sampling of What IIA s GIS/CMMS Can Do A user is welcomed to IIA s GIS/CMMS. A second screen appears that offers the user a menu of options.

Next, on overview of IIA appears.

The user can zoom in on an asset, in this case, a runway.

Performing $10,000 in planned maintenance could in the long run save as much as $40,000.

This screen, depicting a runway s graphic and nongraphic data, shows how the user can extract data from the GIS and CMMS. Woolpert customized MAXIMO s CMMS product and Intergraph s GIS product to allow tables to appear at the same time as graphics.

A user can pull up daily, weekly, and monthly work-order reports, even color-code work-orders to prioritize them.

Here, the user selects an asset and initiates the work-order process.

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Using CMMS to Streamline Maintenance Management

Computer Maintenance Management System (CMMS)

Maintenance can demand between 35 percent and 55

percent of an airport’s total operating budget, according to Rick Elder, former Executive Director of Miami International Airport.

Relational Database

Geographic Information System (GIS)

Document Management System (DMS)

INTEGRATED MAINTENANCE MANAGEMENT SYSTEM (IMMS)

• zoom in on the asset • access and print from a database specific information about the asset • perform spatial analysis of graphic and nongraphic data The GIS is developed in several stages. During the first stage, digitized maps are created from the graphic data found in source documents (atlases, as-builts, strip maps, blueprints, etc.) and from graphic data-collection methods (orthophotography, in-the-field surveying, etc.). At this stage, the source documents may be scanned into the related DMS for storage, future retrieval, and review. Because IIA is creating its GIS/CMMS from the ground up, all source data used to design the airport is already in digital form.

Meanwhile, a survey published in World Class Maintenance Management showed that a lot of maintenance time is being waisted. The average for “hands-on” maintenance time is 50 percent or less, according to the survey. In “reactionary” environments, time devoted to actual maintenance may be as low as 25 percent. The rest of the time is consumed trying to figure out what structures need maintenance, where the structures are located, where supplies are located, and who’s best able to handle the maintenance tasks. In other words, thousands of dollars of an airport’s operating budget potentially are being lost because of lack of prioritization and coordination processes.

“These statistics are unacceptable,” Elder said. “Ideally, x percent of time should be devoted to preventive maintenance and x percent of time to corrective maintenance. This action will have the effect of reducing to x percent the time needed for emergency maintenance.”

And it will save money. A survey showed that the cost to perform planned, preventive maintenance on a structure is up to five times less than the cost to perform the same procedure under unplanned, emergency conditions. In other words, an unplanned maintenance job costing $50,000 could cost only $10,000 if performed under planned conditions, saving as much as $40,000.

A CMMS helps achieve the “preventive-maintenance-first” mentality. Here’s how: •

Work-Order Management. Linked to the GIS, this computerized process includes managing past, present, and future work orders — in other words, digitally archiving completed work-orders and computer-generating present and future work-orders.

During the second stage (which can occur at the same time as the first stage), the GIS “fleshes out” with detailed information — information that also builds the CMMS, and ultimately, information that’s used in the subsequent GIS stages of modeling and even strategic planning. Using a mass-inputting tool, graphic and nongraphic information is digitized simultaneously. In other words, as the GIS is created, the nongraphic information about each asset is placed automatically in the CMMS. This detailed information can include but is not limited to an asset’s age, material, size, and maintenance history.

Because IIA chose to simultaneously create the CMMS with the GIS, IIA personnel will have the immediate ability to easily perform many maintenance management functions, including: • • • • • • •

“A worker can use the GIS to visually zoom in on a particular structure, then call up the linked CMMS database to review past work-orders generated for that structure. Or, the worker may start the day being prompted by the computer that a certain structure is due for maintenance,” explained Butcher.

“A GIS can even show the exact location of the ailing structure, create a work order, and print out a map of how to get to it.”

•

Work-Order Scheduling. Another survey featured in World Class Maintenance Management said that 40 percent of respondents found maintenance scheduling to be their biggest problem. With a CMMS, scheduling is simplified by programming work orders to generate based on time, condition, or usage. In other words, with the CMMS, preventive maintenance work orders can be scheduled based on specific policies or manufacturers’ recommendations, as opposed to being reactions to problems.

work-order management work-order scheduling emergency management procedures and personnel management inventory tracking, control, and purchasing contracts and warrantees management budgeting and forecasting

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Woolpert International s Specific Tasks For Inchon International Airport

By Ron Butcher Mr. Butcher is a Woolpert Project Manager specializing in airport information systems.

Woolpert is part of an international technology

consortium tasked with developing the key information management technologies of Inchon International Airport (IIA).

Woolpert’s role has involved: • inventorying existing source data • creating a maintenance organization structure • defining a hierarchy of assets and their features to be placed in the geographic information system (GIS) and computerized maintenance management system (CMMS) and defining how these assets and features should relate

Airports are watching how IIA is using technology to streamline airport operations and maintenance issues.

• defining maintenance policies and “triggers” for maintenance • identifying the technologies that would best serve IIA and determining how to integrate these technologies After accomplishing these tasks, Woolpert created a GIS/CMMS prototype of IIA’s outdoor water system. After successful implementation of this prototype, Woolpert created the full-scale GIS/CMMS of IIA’s outdoor water, gray water, sewer, and storm sewer systems.

(Gray water is recirculated treated wastewater that is used for non-potable purposes.)

Woolpert then expanded IIA’s GIS/CMMS to include: • • • • • • • • •

building facility management HVAC management sanitary water and sewer management (inside buildings) firefighting facility management electric power facility management indoor/outdoor lighting management airfield lighting systems management mechanical equipment management property management

A CMMS Helps Airports: • maximize production at lower cost, higher quality, and optimum safety standards • preserve and provide accurate maintenance records • maximize maintenance resources • enhance equipment life • reduce energy usage • reduce on-site inventory

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system. The CMMS, then, can provide lead-times for reordering equipment, parts, and supplies that are close to depletion — even automatically order these items. “The CMMS prevents last-minute purchasing, which helps ensure better prices,” Butcher said.

Time-based work orders generate automatically based on the length of time a manufacturer recommends an apparatus be in service.

Condition-based work orders generate based on the condition of the apparatus: A worker can manually assess and input into the CMMS the apparatus’s condition; or, condition can be assessed based on the “intelligence” of the apparatus. For example, apparatus containing microchips may be able to “self-diagnose” deterioration, and, when connected to the CMMS, prompt a work-order for preventive or corrective maintenance.

Moreover, the CMMS helps save on warehouse space because it eliminates overstocking and enables “just in time” delivery of goods. A survey showed the savings gained by eliminating overstocking is as high as 15 percent.

•

Contracts and Warrantees Management. A CMMS can manage contracts and warrantees by automatically prompting users about expiration and renewal dates. Moreover, a CMMS can track certain systems and system components to verify the mean time between failures. These functions are particularly useful when airport maintenance staff must present manufacturers or vendors with warranty repair claims or when important decisions must be made about equipment replacement.

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Budgeting and Forecasting. Because a CMMS tracks and retains maintenance records — including costs for labor, materials, and equipment usage — quarterly adjustments to maintenance spending can be made. Then, at the end of the fiscal year, budget analysis, adjustments, and preparation of new budgets can be accomplished quickly and easily.

Usage-based work orders generate automatically based on how many times an apparatus has been used. Again, “intelligent” apparatus can log usage and automatically prompt the CMMS for a work order.

“These built-in triggers have the effect of prolonging a structure’s life and reducing downtime because preventive or corrective maintenance can be applied before significant deterioration or catastrophic failure occurs. Moreover, apparatus is replaced or repaired only when it needs to be — and that saves not only money, but also a maintenance worker’s time,” Butcher said.

•

•

Emergency Management. A CMMS — integrated with critical airport systems such as emergency power, runway lighting, security, and communications — can be programmed to react immediately to failure or damage. Real-time alarm notification can be sent to a central location and tied directly to a computer-generated quick-response checklist, ensuring immediate and correct response to the alarm. Depending on the CMMS’s level of sophistication and integration with facilities and equipment, a maintenance technician also can isolate the alarm notification to its lowest component and identify the actual part that failed.

Procedures and Personnel Management. A CMMS can be programmed to include procedures — indeed, online instruction manuals — of how equipment should be repaired or replaced; the number of hours estimated to complete a job; and the supplies needed to complete the job.

Moreover, the CMMS can be programmed to prompt the maintenance foreman of the personnel most qualified to handle specific tasks. “A CMMS takes the guesswork out of scheduling personnel and makes it a meaningful process,” Morris said.

Then, once tasks are completed, maintenance technicians can use pen-based computers to input into the CMMS how long each job took, as well as charge time to specific work orders.

•

Inventory Tracking, Control, and Purchasing. Because a CMMS is linked to a GIS, equipment is visually displayed and tracked. Moreover, warehoused items also can be logged in the database or barcoded and scanned into the

Applying CMMS to Future Needs

The usefulness of a CMMS does not stop with the maintenance

department. As it expands and more people become comfortable with its applications, the CMMS can and should cross over to other departments, including engineering, environmental, accounting, finance, marketing, passenger services, planning, projects development, property, retail, and security. In doing so, the CMMS will help the GIS build to advanced uses.

IIA’s CMMS ultimately will be connected with its Airport Integrated Communications Center, which will monitor, coordinate, and control overall airport operations. The CMMS is planned to be available to authorized users via IIA’s Integrated Information Control System, a computer-based fiber-optic network that will connect all airport departments and allow between them transfer of real-time data. This technology will expand the number of people who can tap into the CMMS’s wealth of information as well as speed up delivery of that information.

“An airport such as IIA is a huge investment,” said Butcher.

“IIA leaders know that widespread use of the CMMS will help protect this investment.”

A CMMS, in other words, becomes a strategic asset in itself. Like the dawn of powered flight, it’s an idea whose time has arrived.

Woolpert International 1.800.414.1045 http://www.woolpert.com Offices throughout the United States gis@woolpert.com

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