Airport Characteris.cs: Part 2 Prof. Amedeo Odoni

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1 Airport Characteris.cs: Part 2 Prof. Amedeo Odoni Istanbul Technical University Air Transporta.on Management M.Sc. Program Air Transporta.on Systems and Infrastructure Module 3 April 28, 2014

2 New York LaGuardia (LGA)! Page 2

3 JFK International Airport, New York! Page 3

4 Istanbul Atatürk (IST) Airport! Page 4

5 Istanbul Atatürk (IST) Airport!

6 Rio de Janeiro/Galeão Antonio Carlos Jobim (GIG)

7 Rio de Janeiro/Galeão Antonio Carlos Jobim (GIG)

8 Dallas / Ft. Worth (DFW) Page 8

9 DFW Airport Page 9

10 Zurich International (ZRH)! Page 10

11 Boston/Logan: Proposed Airside Changes (2008)! Page 11

12 Boston Logan International Airport (BOS) Page 12

13 Sydney Kingsford-Smith Airport! Page 13

14 Singapore Changi Airport with Third Runway! Source: Wikipedia (2011) Page 14

15 Factors Affecting Airport Area Requirements! Principal factors affecting airfield size are: Airside capacity requirements: number and configuration of runways and apron stands Weather: no. and configuration of runways Unused area: noise buffer or for future expansion Types of aircraft and operations: runway, taxiway, apron dimensions and separations Location of passenger terminals and landside facilities relative to runways Terminal facilities and related landside space typically take up only 5-20% of an airport s total area Page 15

16 30 Busiest Airports in the World (2013) (1) = pax (million); (2) = movements (thousand)! (1) (2) (1)/(2) (1) (2) (1)/(2) Atlanta ATL Guangzhou CAN Beijing PEK Bangkok BKK * 187 London LHR Istanbul Atatürk IST Tokyo HND New York JFK Chicago ORD Kuala Lumpur KUL Los Angeles LAX Shanghai PVG * 124 Dubai DXB San Francisco SFO Paris CDG Charlotte CLT Dallas DFW Las Vegas LAS Jakarta CGK Seoul Incheon ICN Hong Kong HKG Miami MIA Frankfurt FRA Phoenix PHX Singapore SIN Houston IAH Amsterdam AMS Madrid MAD Denver DEN Munich MUC Sources: ACI + Websites * Estimated Page 16

17 Evolution of 30 busiest airports by region! North America Europe Asia (+ Middle East + Oceania) Source: Center for Asian and Pacific Aviation (2011) Expect increasing future presence of Asian+ airports Several airports on list operating at their runway and/or apron capacity limit or close to it (e.g., PEK, ORD, LHR, DXB, HKG, IST, JFK, SFO, MUC) Page 17

18 Averages for 15 Busiest Airports (2010)! Busiest 15 Airports in North America Millions of Annual Passengers (average) Thousands of annual aircraft movements (average) Passengers per movement Europe 35.7 (-24%) 325 (-40%) 110 (+26%) Asia 42.9 (-9%) 296 (-45%) 145 (+67%) * Data: Airports Council International (2011) Page 18

19 Averages for 15 Busiest Airports (2007)! Busiest 15 Airports in North America Millions of Annual Passengers (average) Thousands of annual aircraft movements (average) Passengers per movement Europe 37.2 (-30%) 348 (-46%) 107 (+29%) Asia 35.8 (-33%) 234 (-64%) 153 (+84%) *Data: Airports Council International (2008) Page 19

20 The Influence of Low-Cost Carriers! Low-cost (or budget ) carriers are a product of airline deregulation Growing rapidly, especially over last decade Now a global phenomenon More than 20% of global traffic and rising Catalytic effect on airline industry Requirements of LCCs put additional pressures on airport operators and create difficult dilemmas Spartan, low-cost facilities O-D traffic, few or no connecting passengers Demanding heavy discounts on airport fees Very fast aircraft turn-around times Limited loyalty to airports and markets Page 20

21 Observations on US Airports! Heavy reliance on large capacities (as measured by aircraft movements); most airports have multiple runways (3 7) Practically no slot controls (airlines may add flights anywhere at any time of day) US FAA capacity benchmarks (2004): 35 busiest airports 26 of 35: VMC capacity > 100/hour; range: of 35: IMC capacity > 100/hour; range: of 35: Plan new runway by 2013 Only three (!) non-us airports currently have a declared capacity of more than 100/hour a few more within next 5-10 years Unexpected(?) consequences: Airlines compete on frequencies ( RJ phenomenon ) Small number of passengers per movement Large delays, unreliability of schedules Page 21

22 Average Delay Relative to Schedule by Time-of-Day: 34 Busiest US Airports (All Arrivals, 2007)! Delay increases during day in both VFR and IFR weather Estimated cost to US economy ~ $31 billion 22

23 Observations on Asian Airports! Relatively small number of runways per airport and thus smaller airport capacities, as measured by the number of aircraft movements Reliance in many Master Plans on expectation of large and increasing number of passengers per movement But this assumption is proving very wrong! Rapid growth in short-haul regional + domestic traffic Rapid growth of low-cost carriers (overwhelmingly using narrow-body aircraft) Increasing use of hubbing Several estimates of ultimate annual passenger capacity are proving over-optimistic due to lack of runway capacity Page 23

24 Hong Kong (HKG)! Page 24

25 Example: Hong Kong International! Opened in 1998; two independent parallel runways Airport capacity: was forecast as 87 million to be reached in based on forecast of 348 passengers per movement by 2040 BUT: average number of passengers per movement has declined steadily from 174 in 1999 to 155 in 2013 Reason: rapid growth of domestic traffic in China and of hubbing in Hong Kong Result: Capacity is now estimated as ~ 70 million! In 2013 the airport already served 59 million pax. (Will probably run out of capacity by 2018!) The newly-approved third runway is extremely expensive (US$17 billion!) and problematic. Page 25

26 Hong Kong: Third Runway Project (March 2012)! Page 26

27 Observations on European Airports! Persistently fast-growing demand since 1993 (until recently), exceeding predictions Limited increase in runway capacities of airports, despite airline behavior increasingly imitating the American model Heavy reliance on administrative slot allocation 17 major airports already receiving more slot requests per week than total weekly capacity Grandfather rights in slot allocation give strong advantage to former and current flag carriers at the most desirable airports Possibly world s most problematic region in terms of long-term ability to match capacity to demand, due to ambivalent government attitudes toward infrastructure expansion Page 27

28 Generalizations: Major Airports...! North America: Large volumes of pax and aircraft; overwhelmingly domestic; numerous regional jets, general aviation; small no. of pax/flight Europe: Growing passenger volumes at major airports; primarily international (but Schengen treaty); few g.a. flights; intermediate no. of pax/flight East Asia/Pacific Rim/Middle East: Fastest-growing passenger volumes; strongest presence of wide-body jets; very few g.a. flights; large no. of pax/flight, but not growing in East Asia; many new low-fare carriers South America: Rapid recent growth of traffic; no mega-airports yet; often hard to expand airside Diversity is enormous; understanding of local factors is essential. Page 28

29 Questions? Comments?! Page 29

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