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
New York LaGuardia (LGA)! Page 2
JFK International Airport, New York! Page 3
Istanbul Atatürk (IST) Airport! Page 4
Istanbul Atatürk (IST) Airport!
Rio de Janeiro/Galeão Antonio Carlos Jobim (GIG)
Rio de Janeiro/Galeão Antonio Carlos Jobim (GIG)
Dallas / Ft. Worth (DFW) Page 8
DFW Airport Page 9
Zurich International (ZRH)! Page 10
Boston/Logan: Proposed Airside Changes (2008)! Page 11
Boston Logan International Airport (BOS) Page 12
Sydney Kingsford-Smith Airport! Page 13
Singapore Changi Airport with Third Runway! Source: Wikipedia (2011) Page 14
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
30 Busiest Airports in the World (2013) (1) = pax (million); (2) = movements (thousand)! (1) (2) (1)/(2) (1) (2) (1)/(2) Atlanta ATL 94.4 911 104 Guangzhou CAN 52.5 394 133 Beijing PEK 83.7 568 147 Bangkok BKK 51.4 275* 187 London LHR 72.4 472 153 Istanbul Atatürk IST 51.2 406 126 Tokyo HND 68.9 401 172 New York JFK 50.4 406 124 Chicago ORD 66.9 883 76 Kuala Lumpur KUL 47.5 326 146 Los Angeles LAX 66.7 615 108 Shanghai PVG 47.2 381* 124 Dubai DXB 66.4 370 179 San Francisco SFO 44.9 421 107 Paris CDG 62.1 478 130 Charlotte CLT 43.5 558 78 Dallas DFW 60.4 678 89 Las Vegas LAS 41.9 521 80 Jakarta CGK 59.7 394 152 Seoul Incheon ICN 41.7 271 154 Hong Kong HKG 59.6 384 155 Miami MIA 40.6 399 102 Frankfurt FRA 58.0 473 123 Phoenix PHX 40.3 436 92 Singapore SIN 53.7 344 156 Houston IAH 39.9 506 79 Amsterdam AMS 52.6 440 120 Madrid MAD 39.7 333 119 Denver DEN 52.6 583 90 Munich MUC 38.7 382 101 Sources: ACI + Websites * Estimated Page 16
Evolution of 30 busiest airports by region! 1991 1999 2013 North America 21 19 12 Europe 4 6 7 Asia (+ Middle East + Oceania) 5 5 11 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
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 46.9 541 87 Europe 35.7 (-24%) 325 (-40%) 110 (+26%) Asia 42.9 (-9%) 296 (-45%) 145 (+67%) * Data: Airports Council International (2011) Page 18
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 53.1 642 83 Europe 37.2 (-30%) 348 (-46%) 107 (+29%) Asia 35.8 (-33%) 234 (-64%) 153 (+84%) *Data: Airports Council International (2008) Page 19
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
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: 56 279 16 of 35: IMC capacity > 100/hour; range: 48 193 12 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
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
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
Hong Kong (HKG)! Page 24
Example: Hong Kong International! Opened in 1998; two independent parallel runways Airport capacity: was forecast as 87 million to be reached in 2030-40 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
Hong Kong: Third Runway Project (March 2012)! Page 26
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
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
Questions? Comments?! Page 29