Category: Airport

Since 9/11, security has become a major issue in the United States of America. For the last ten years, security has become one of the top priorities of the US government. Airports, sea ports, government departments and even private institutions have planned and implemented security programs all over the country to ensure the protection of the citizens of the United States of America.

Airports are the main gates used by most of the travelers to enter a state from abroad or to travel from one city to another within a country. In this era of war, terrorism and retaliation, airports have to strictly monitor the individuals entering or leaving the country through air travel.

The attacks of 9/11 have increased pressure on the aviation authorities of almost all the countries in the world including the US to manage and monitor the flow of passengers using air travel. Managements of airports all over the United States have revamped and implemented tight security programs to tackle the problem of potential terrorists entering the US.

A few days after the 9/11 attacks, Congress passed the Aviation and Transport Security Act. Later, Transportation Security Administration (TSA) was established. In accordance with TSA, government employees were given the charge of airport security all over the country. The TSA has implemented programs for screening passengers and the baggage that they carry.

X-rays scanners, metal detectors, and bomb detectors were initially used for the screening. Later on, during 2010, full body scanner, pat downs and strip searches were also introduced by the TSA which led to much rage and criticism amongst the passengers (Bajoria).

Some questions were raised by experts over the effectiveness of such security programs which led to the introduction of profiling. Profiling uses the available information about the passengers to judge whether they are low risk or high risk.

Information such as behavior, criminal record, ethnicity, religion and travelling history is used to determine the level of risk of a passenger. High risk passengers are questioned and made to go through full body scans or pat downs. Low risk passengers usually face lesser problems during their journey from the entrance of the airport to the waiting lounge.

Profiling and security screening at the airports of the US as well as other western countries have become hot topics of debate all over the international media. This study aims to discuss some pros and cons of profiling and security screening at the US airports, but the main emphasis will be laid on the shortcomings of such programs.

It has been witnessed that the policies implemented by powerful governments are presented to the general public in a way which either keeps them from questioning it or convinces them to allow the authorities to discriminate a particular group of people. Well, its not enough to write a sentence and then expect the reader to understand and analyze the whole situation without providing strong arguments. So lets start with the most widely known issues related to profiling and security programs.

The first question raised on this issue is that whether profiling is effective or not. Well, we need strong arguments to agree or disagree. The advocates of the profiling and security screening programs argue that such security procedures are helpful in keeping the country safe. They insist that full body scans and pat downs can make it difficult for the terrorists to conduct their activities in the country and so it will be better to implement such programs.

While making such arguments, they tend to forget that the terrorist organizations are very capable of using other tactics to conduct terror attacks. Terrorists usually have a strong network of intelligence and so its not that easy to catch them. The terrorists are not foolish enough to walk through the airport gates knowing that the security programs implemented there are very much advanced and there are chances that they will be caught.

Many countries are profiling their citizens, including the US. The terrorists have another option of employing people from countries where profiling is not implemented yet, to conduct attacks. Profiling also includes noticing the general behavior of the individual while being interrogated. Terrorists can easily pretend to be someone else while such interrogations take place.

It would be better to discuss Umar Farouk (also called underwear bomber) who was caught in December 2009 carrying explosives attached to his under garments. Well, the US government report showed that there was confusion about whether x ray scanners were able to detect the bomb or not. Also, these machines cannot detect anything hidden inside the body; consider the example of drug traffickers making use of capsules to transport heroin / drugs.

Different people have different opinions about the effectiveness of such security programs. Some argue that profiling is more effective than pat downs and full body scans because checking the past records and asking some extra questions does not provoke the passenger as much as invading his or her privacy does.

There is another issue which adds more spice to the debate. Many people argue that, the manufacturers of those machines and technology have considerable influence on the government, and it is well known that in the capitalist system of the US, the big corporations have a major influence on the government, and so they force the government to ease their path to making big profits.

Well, billions of dollars were spent on the purchases and installation of these security screening machines. Who paid? The public obviously, who is angry at the new procedures? The public again, who made billions? The manufacturers.

Now its up to the readers to analyze the situation and then make their opinion (Debatepedia).

Next discussion involves the issue of privacy of individuals which is invaded by the security personnel at the airports who in the name of duty deprive the individuals of the most basic human rights of liberty and privacy.

During 2010, TSA introduced full body scanners at majority of the air ports of the country. Full body scanners enable the security staff to look through the passengers clothes and search for weapons or any other kind of dangerous apparatus which may threaten the safety of others on board.

Many passengers have expressed anger over such programs due to obvious reasons. Invasion of an individuals privacy is by no means acceptable to that individual even if it is legally implemented by the government. Passengers at many of the major airports of the country have complained about how humiliating such security procedures are.

It is, more or less, like some form of erotic photography. Supporters of such programs insist on the need for such security checks while ignoring the importance people give to privacy, values and respect. The advocates of such security programs claim that, implementing such programs will reduce the risk of terrorist attacks in the country. Some answers to this argument have already been given.

Another important issue related to this problem is the problem of discrimination in profiling. Majority of the Muslim and South Asian passengers expressed anger on the issue of discrimination on the basis of religion. It is not a coincidence that only Arab, Pakistani, Indian and African Muslims are singled out and interrogated.

The west may have lost all of its values and culture, but the majority of the Muslims today value religious obligations and culture. Full body scans, especially, proved to be the most provoking for the Muslims at the US airports. Screening and pat downs of Muslim women has enraged the Muslims all over the world.

Why is it that only the women wearing the Hijab are asked to stand out for extra interrogation only because she is wearing loose dress and a head cover while the rest of the women are only required to go through normal procedures? I consider this not as an accident. It is the practice of deliberately discriminating the Muslims. Its not racial profiling, but racial discrimination indeed (NPR).

The debate over the topic of profiling and security screening often excludes the opinion of the security staff working at the airports. Many security personnel have expressed disgust about their jobs of conducting pat downs, screenings, interrogations and even strip searches. They hate to touch other people while performing body searches and usually provide passengers the opportunity to abuse them. However, passengers also give the staff a hard time (Daily Mail Reporter).

Works Cited

Bajoria, Jayshree. The Debate Over Airport Security. Web.

Daily Mail Reporter. We hate obese passengers and people with personal hygiene issues: Now abused TSA staff vent their anger at patdown searches. Web.

Debatepedia. Airport security profiling.. Web.

NPR. Challenge: Airport Screening Without Discrimination.. Web.

Lin et al. (2008) sought to understand whether living close to airports raises the chances of being hospitalized from respiratory conditions as opposed to residing farther away. To realize this objective the authors conducted a cross-sectional study among residents who resided near Rochester, LaGuardia and MacArthur airports, all of which are in different cities in New York. The data comprised of hospital admissions of patients with respiratory conditions from the period between 1995 and 2000. The sample included children aged between 0-4 years among other members of the population. While the target population was to be located within 12 miles from the airports, the exposure to air pollutants was determined basing on whether individuals lived in areas within or beyond 5 miles. Moreover, Lin et al (2008) considered wind-flow patterns i.e. within or beyond 75 percentiles. The combined effect of wind-flow pattern and proximity to the airports was also determined.

After calculating for hospital admission rates related to respiratory illnesses putting into consideration the exposure indicators for each airport, the authors found out that there were higher admission rates for residents who lived no more than 5 miles from all the airports as opposed to those who lived farther. The rates were highest for residents who lived near LaGuardia and least for residents who lived near MacArthur airport. The authors also noted that there was no positive relationship between hospital admissions from respiratory conditions and wind-flow patterns. Lin et al. (2008) therefore came into a conclusion that closeness to certain airports can lead to increased respiratory conditions and hospitalizations thereof. This is due to exposure to air pollutants such as nitrogen oxides and volatile organic compounds. The authors were cautious to advise that further research should be conducted to expound on factors leading to respiratory conditions related to proximity to airports since many factors contribute to this.

Reference

Lin, S. J., Munsie, J. P., Losavio-Herdt, M., Hwang, S. A. and Civerolo, K. et al., (2008). Residential proximity to large airports and potential health impacts in New York State. International Archives of Occupational and Environmental Health, 81:797804.

The newspapers article on Time World Magazine Why Did Charles de Gaulle Take a Fall? (Crumley, May 30, 2004) is set to uncover the cause of the collapse of Charles de Gaulle airport in France. The article does not provide any details as to why the building came crumbling a few months after its completion. Suggestive pieces of writing need to begin with an informative history of an item and then proceed to possible causes and then narrow down to the highly probable ones. The quality issue is that the article fails to connect the reasons why the airport terminal crumbled. The first paragraph of the writer explores a brief construction history of the airport and paragraph two quickly switches to the consequences of the terminal collapse. This leaves a gap in what happened during the fall. Moreover, no substantive witness accounts and structural engineer reports are in use to give the piece depth of analysis.

One of the quality tools that can be used to eliminate the problem is the Simple Measure of Gobbledygook. It calculates the number of years of education one needs to understand a piece of writing. This is an analysis tool that tests a journalists competence and also gauges the audiences comprehension of the written material. Through it, the article may be evaluated on the premise of whether it meets the intended readers expectation. Another tool of importance is the editorial excellence inventory which aids newspapers to monitor and measure news content. It works through a scorecard on performance objectives met by the editor over time. This creates a track of factors that improve or decrease readership. The combined use of the two tools encapsulates the entire process of journalism from information gathering to dissemination thereby analyzing every step of news production.

To deal with the problem identified in the article, first, it would be paramount to construct an apt title for the article, after which comparative paragraphs are written to relate the provided proof and the title of the writing.

The article on The Wall Street Journal Shanghai Building Collapses, Nearly intact (Canaves, June 29, 2009) is a concise article that recounts the event of the tragic collapse of the apartment block in China Shangai province. The article fails to register a chronology of the events that led to the plummeting of the structure despite its precise format. This distorts how the information consumption by the reader and breaks the flow of the story. The first paragraph mode of writing is in an analytical form instead of prose reporting that introduces the context of the story. The quality issue is the lack of flow in the storyline from the pre-events of the disaster to the aftermath of the accident.

To solve the above-stated problem, tools for evaluating information relevance are to be employed. Source data can be evaluated using Pareto analysis to produce a minimum set of facts that is essential in creating a concise story. Occurrences that have loads of source information can be cumbersome to process and present in a concise form.

Another means of monitoring the quality of news in this article is by use of cause-and-effect diagrams. The fishbone diagrams identify related information that can be used to make arguments. Solving the problem identified in this article will first require a gathering of related information that surrounds the collapse of the building in Shanghai. Then, using a grounded theory approach, make inferences from the data. Finally, pick a set of few conclusions to write up the story.

References

Canaves, Sky. (2012). Shanghai Building Collapses, Nearly Intact. The Wall Street Journal. Web.

Crumley, Bruce. (2004). Why Did Charles de Gaulle Take a Fall?. The Time World Magazine. Web.

Global economies can have a significant impact on various areas including airports and airlines. In Kelowna where we stay, YLW is not an exception. Cary Swoveland discussed the effects of the runway extension on the territorys economy and the social life of its citizens (Swoveland 157). This was after the first proposition in relation to the expansion was presented and examined. Swoveland focused on the cost-benefit analysis of the effects of the runway extension and the development of a system of the additional flights.

According to my research, the runway extensions were made in 2008 and that was when I arrived. The YLW was already being referred to as an international airport. The last time I checked, that airport was still under construction. People asked me why I decided to go there and I always answered that it was in order to facilitate the study and that the agents provided me with all kinds of information about the city. This meant that I had been provided with relevant information such as the fact that the availability of more international flights to the Okanagan facilitated tourism in the region.

It is possible to consider the development of the airport as insignificant for the other spheres and social communities of the region. However, the Kelowna International Airport (YLW) is a significant structure that has led to the development of the economy. This has also been influenced by the economies of different countries such as Great Britain, Germany and other Asians countries. The airports development can affect various aspects within the community. The development of the airport is important for the Thomson Okanagan region because its economy is connected not only with the airlines progress but also with the businesses of the whole community. The phenomenon can be explained by the fact that the airport enables various social interactions within the community. It also facilitates provision of services by the suppliers.

The Kelowna International Airport is a result of globalisation since globalisation leads to growth of some physical elements including transportation (airports). The airport has greatly influenced the Thomson Okanagan region and Canada as a whole. The impacts of the airport to the surrounding community may be described in three main levels. The first level is the direct impact. This may include the development of the companies or firms at the site where the airport is located. Examples of such amenities include restaurants and lounges.

Gift shops are also located within the airport and this has enhanced business and provided economic gains. The second level is the indirect impact. This may include some of the industries supported by YLW. An example includes the suppliers to the airport businesses. The last level is the induced level. This may be in terms of job creation as a result of the expenditures by the persons working for the airport directly or indirectly. For example, the employees in the airport may spend on home renovations.

The economic impact of the Kelowna International Airport may be assessed in different ways. One of the ways is assessing its impact on the dollar value of the products from the industries. Another way this could be done is by evaluating the number of years (working years) of employment generated due to the establishment of the airport. Another way of assessing the impact is by determining its impact on the GDP (value-added). Since the establishment of the Kelowna International Airport, at least 2730 jobs have been generated directly (by the year 2010). It also led to the increase in the gross domestic product and economic output. The average wages also increased significantly. Specifically, this number hit the $140 million mark.

The airport has also facilitated the growth of trade between the surrounding areas and the rest of the world. This may be described by how globalisation may affect the economy through facilitating the flow of goods and services. Tourism has also grown significantly courtesy of YLW. This is due to the provision of air links between Kelowna and other economies around the globe. The benefits have been experienced in Kelowna, the B.C. area and the entire Thomson Okanagan region. The daily commercial flights outside the country have facilitated transport across the borders. In 2010 alone, at over 1.3 million passengers were served by YLW. This explains how globalisation has a social effect in that it increases mobility or flow of people.

The growth plan (expansion) for the airport was deemed important due to the ever-increasing passenger number. This growth plan was put in place in order to meet this passenger traffic demand. The funds to facilitate this were channelled by the Western Economic Diversification Canada. This expansion plan was meant to facilitate the inclusion of the international long-haul passenger airplanes. This was to be achieved through the upgrading of the airside aprons. Due to this growth, there will be more economic growth and the effects of globalisation will continue to be experienced.

Works Cited

Swoveland, Cary. Benefit-Cost Analysis of a Proposed Runway Extension. Management Science 27.2 (1981): 155-173. Print.

Introduction

Kansai International Airport in Osaka, Japan is one of the largest airports in the world located on an artificial island in the middle of Osaka Bay. The airport serves over 13 million international passengers in one year and it handles over 100,000 flights in one year. The airport is managed by the Kansai International Airport Company which was established in 1994 to oversee the construction and maintenance of the airport.

The total amount used to construct the airport amounted to 15 billion dollars because of the various technicalities that had to be considered when constructing an international airport on an artificial island. The airports main designer was world-renowned architectural designer Renzo Piano from Genoa, Italy whose architectural design was viewed to be both transformational and unique (Mahwhinney 2001).

The concept of building an airport in the Kansai region of Osaka emerged when the area began losing a lot of its trade business to Tokyo and Yokohama. The planners in Kansai proposed the introduction of a new airport that would boost the trade levels in the region thereby improving the economy of Kansai. This idea was supported by the Japanese government and many investors as Osaka International Airport could not be expanded any further given that the location where it was based was densely populated.

The construction of Kansai Airport was also supported by a majority of the public as well as foreign investors who saw the airport as a gateway to improving the economic development of Osaka and Kansai. Because the residents of Kobe rejected the idea of having an airport built within their city, the investors of the project opted to build Kansai Airport on an artificial or manmade island that was located in the southern parts of Osaka (Dempsey 2000).

Architectural Design of the Airport

As identified in the introductory part of this essay, the main designer of Kansai International Airport was Renzo Piano who first visited the manmade island on a boat. He gained his inspiration when designing the airports terminal from the wings of a plane where the terminals corridors would resemble the stretched wings of an airplane. The whole design for the main building stretched out nearly 700 meters from either side of the main building which made the terminal to be the longest in the world.

While Piano had confidence in his design, several challenges presented themselves such as whether the project was feasible and buildable given that it was going to be constructed on an artificial island in a region of Japan that was prone to many earthquakes and typhoons (Edwards 2005). The picture below represents the boarding lobby at Kansai International Airport which has been noted to be the longest in the world.

The piano was however able to design a piece of architecture that would withstand any natural calamities and it proved to be feasible as well as buildable on the artificial island. His conviction that the project was feasible was further supported by the confidence various investors such as the European Union had in him when they awarded him the commission for building the airport. However, there was the challenge of getting approval for the construction of the airport from the Japanese government because the Japanese fire codes could not allow a building that large to be built on an artificial island. Piano and the rest of his design team had the challenge of basing their work on principles by minimizing the length and weight of materials that would be used in constructing the airport terminal and runways (Edwards 2005).

Various aspects had to be taken into consideration during the design engineering process of the Kansai main terminal building. These aspects included the practicality of the building where the amount of human traffic that a terminal could handle in a given day had to be considered, the economical cost that would be incurred for purchasing earthquake-resistant construction materials, and the technical knowhow that would be required to construct an earthquake-resistant airport on an artificial island.

The piano was able to take all these aspects into consideration which enabled him to create a building that had shifting joints that would provide much-needed support during an earthquake or typhoon. While considering the operational aspect of the terminal he also incorporated aesthetic aspects when he added an elegant and flowing design to the main terminal. Pianos design was created on the belief that the building had to reflect the movement of passengers from land to the air and vice versa by offering a visual connection that would link the two aspects. This belief drove the use of transparent glass panes that would offer passengers a glimpse of the runway and the surrounding regions of Osaka and Kansai (Edwards 2005).

Piano also gained inspiration for the terminals design from the concept of flow where he created an internal environment that would be controlled by a single micro-climate to reduce the roof load. This was viewed to be one of the many safety precautions taken while designing the terminal to ensure that it was resistant to high magnitude earthquakes. The design team opted to install sculptural air supply nozzles that would supply air against the curved ceiling of the airports main terminal.

These sculptural air nozzles would circulate the air 80 meters within the terminal thereby creating a micro-climate for the various areas and sections within the main terminal. The use of these air supply nozzles was meant to make air conditioning indiscernible to the passengers, giving the airport a more natural and outdoors feel (Fairweather 2004). The diagram below represents a diagrammatic representation of the shape of the airport terminals roof which is determined by the flow of air within the terminal.

The huge wing-like structures of the airport terminal were designed to support the movement of international and domestic passengers to and from the airports departure and arrival gates. These structures would also be able to accommodate 41 airplane bays and passenger moving systems such as trolleys within the airport terminal. Piano wanted to incorporate a geometrical design for the terminals wings to provide a sightline for the control tower for the many planes that were taking off and landing in the airport. This explains why the wing-like structure was designed in a down and away from fashion from the main terminal of the airport (Fairweather 2004). The diagram below depicts a model of Pianos wing-like design for Kansai Airports terminal

Design Theories and Concepts

The architecture according to various design theories is the art that embodies the knowledge of space and form to create functional building designs. It is also defined as the theoretical framework that is used to support the design of a piece of architecture or building. There are various design theories and concepts that are currently in use to explain the meaning of architecture in the construction world and also the meaning of architectural styles and movements. The theories that are commonly used to explain architectural designs include modernist design theories, postmodernism design theories, and contemporary theories of architecture.

The modernist design theory of architecture was first introduced during the early 20^th century by works such as the Unite d Habitation which is found in Marseilles, France. The architectural design of modernist designs was mostly based on designing buildings that were spacious and had structures such as floors, walls, windows that incorporated the use of space. This theory involved designing a building in a simplistic format devoid of any decorations or ornaments to frame it in a natural world context while at the same time incorporating the contemporary contexts of architecture. Such a combination made the theory to be referred to as machine versus nature because it incorporated these contexts within its design (Salingaros and Mehaffy 2006).

The postmodernist theory of architecture on the other hand was introduced during the 1970s and it integrated the heavy use of ornamental, sculptural and decorative elements into the buildings. The theory had some elements of the modernist design theories but these were heavily influenced by decorative and inadvertent angular designs. As the theory advanced to a more modernist view, the buildings incorporated more sculptural designs which were a demonstration of the new lines of movement in the architectural world. The postmodernist theory evolved to incorporate more sculptural designs and ornaments which were evident in works such as the Guggenheim Museum in Spain.

The contemporary theory of architecture which was introduced during the last 20 years involved the use of conceptual thought processes and insights to create architectural designs that were both contemporary and modern. The contemporary theory of architecture is rooted in post-modernist design principles which mostly comprised of architectural designs that had ornaments and decorations. These three design theories of architecture have continued to evolve over the past decade, an aspect which can be attributed to the level of the discussion held amongst the various theorists, architects, and designers on the effectiveness of a buildings design (Hays 2000).

These design theories are subject to change based on the general reaction to a particular architectural design. These reactions are used to signal the evolving nature of design theories when it comes to architecture as newer and more elegant pieces of architecture continue to emerge around the world. The application of design theories into real architectural design is usually done on the aesthetic and practical aspects of the design. Hays (2000) uses an example of the straight lines and limited decorations that exist in todays modern buildings to represent the modernist theory of architecture. The spacious appearance and the floor plan of many of the buildings around the world reflect the theory of modernism in architectural designs.

About Kansai International Airport, the design theory that has been incorporated into the architecture is the modernist design theory. This is mostly attributed to the fact that the terminal building and the concourse corridor are made up of space and structural elements such as glass panes and extended floor plans which have added a touch of modernism to the buildings design. The lack of ornamental structures and decorations also means that the design of the building prescribes the modernist design theory.

Piano prescribed to the creation of a building that would have both aesthetic and practical characteristics. The use of curvaceous forms and two-dimensional geometry was meant to reduce the ecological impacts the architecture of the terminal would have on its surrounding environment. Piano focused more on creating a structure that had more natural imagery rather than ornamental designs and sculptures to capitalize on the modernist theory of design.

According to Edwards (2005), the use of space and light as the natural imagery and decoration of the airport was meant to infuse a tectonic experience in the architectural design of the main terminal. The use of structural elements such as columns, beams, lantern lights, and sculptural air ducts was meant to reflect the modernist view and theoretical application of modernism design theory.

Another aspect that demonstrated Piano and his designers incorporated modernist theories was the use of animated key routes throughout the airport terminal where different forms of structural elements were incorporated at every zone to demonstrate the use of hierarchical levels. The design plan for the main terminal incorporated the use of rationalistic structural thinking and also professional clarity which was vital in creating a building that would portray the modern view. Pianos creation of the axis of movement in the concourse was meant to signify the various stages of the international passengers journey which was at times interrupted by the public concourse, otherwise known as the canyon (footbridges used in the airport) which was present at the landside part of the terminal (Kuiper 2010).

Built Form and Typological Characteristics

Edwards (2005) in his evaluation of the structural design of the airport noted that the terminal offered a sense of direction to the more than 25 million passengers who used the airport in a year. This, according to him, was mostly attributed to the orderly nature of the design plan created by Piano and also how the various spaces within the airport had been developed in their own unique and distinctive way.

For example, Edwards noted that the public canyon within the terminal had been designed in a solid and earthy way to represent the natural qualities of the terminal. While the colors used in the canyon represented traditionally or postmodernist architecture, the departures lounge and the airside wing of the terminal represented lightweight aeronautical overtones and expressionist technology which was a general indicator of modernist design theories (Edwards 2005).

The clarity that existed in the airport was mostly derived from the undulating roof and glass-paned walls which reflected the importance of accommodation within the airports terminal. The wave-like profile of the roof provided a certain form of symbolism as it distinguished itself from the traditional patterns of separating the domestic and international flights within airports. The geometry of the roof as well as the four different floor levels within the terminal have ensured that the single building handles all flights in the airport whether domestic or international without resorting to any separation or divisions within the airport.

Pianos design for the terminal placed a lot of emphasis on the creation of a public concourse that would minimize the level of confusion that might have arisen through the use of a single multifunctional terminal (Edwards 2005).

The public concourse, also known as the canyon was designed as a four-story street that would be used by passengers as a crossing to the departure and arrival lounges within the KXI terminal. The canyon at the third level of the terminal was meant to serve international passengers who were departing from the airport while the first-floor crossing bridges were designed for passengers arriving on domestic flights. The ground-level canyons were designed for international arrivals which were a perfect structural design as they enabled the passengers to experience the magnificence of the airports space immediately after they landed.

The main idea behind Pianos design of the canyon was to create a sense of direction and movement within the airport as well as giving passengers a sense of belonging within an airport terminal thereby going against the general perception of terminals which is that of placelessness (Bachman 2003).

The general design of the departures lounge was wider and more rounded when compared to that of the canyon or public discourse which was mostly rectangular and vertical in structure. The lighting in the departures lounge was mostly from the curved windows which offered a view to the runway while that of the canyon came from the lights fitted on the roof of the terminal. The general ambiance in the departures lounge was private and reserved when compared to that of the main terminal as passengers prepared to depart from the airport which was mostly demonstrated by the spacious design of the waiting lounges (Edwards 2005).

The geometrical roof design was primarily determined by the line of sight that was needed by the control tower to spot airplanes when they were landing or taking off. The type of geometry that was used to develop the roof was toroidal geometry which involved placing a rotating two-dimensional object on a circle that was inclined to create a structural design that was curved. The toroidal geometrical design of the terminals roof was able to save the investors of the project a lot of money as it enabled the construction team to standardize all components of the ceiling and the roof so that they could form a repetitive pattern throughout the entire length of the building. This saw the shape of the terminals roof resembling an airfoil which would enhance the circulation of air within the building (Fairweather 2004).

The lighting used in the terminal was mostly reliant on daylight because of the transparent glass panes installed on the walls that made up the terminal. The use of natural lighting within the terminal ensured that the airport had a low energy requirement which would be maximized for nighttime operations. This was meant to allow the flow of natural light into the terminal to prevent the need of using electricity or other sources of illumination such as solar power within the airport. The use of crystal clear glass in the elevators and the various spaces in the main terminal was meant to provide passengers with a natural and elegant environment where the passengers could be able to see the runways and plane stands (Edwards 2005).

Piano designed the air ducts in the airport to also act as light-reflecting panels that would further enhance the experience of the passenger and also reduce the roof load of the main terminal. At the far side of the departures lounge, the huge glass wall offered passengers a view of the airport stands and also to the runway. Passengers could be able to view planes landing and taking off as they waited for their flights in the departures section of the airport (Fairweather 2004).

The topological characteristics that made this piece of architecture important were the scale, complexity, engineering prowess, and technological expertise that was used to create the building. All this combined with the fact that the airport was built on an artificial island made this marvel of architecture receive worldwide recognition. When considering the typological characteristics of the building, Piano envisioned a structure that would be easy to use and navigate for the many passengers that would use the airport and its facilities daily (Fairweather 2004).

Evaluation of the Scheme and Public Reactions

Kansai International Airport which was opened in 1994, was a structure designed to display the emergence of a new generation of airport architecture in the world. The actual construction of the airport began in 1987 with the construction of the main terminal commencing in the year 1991. Pianos design was brought to life by thousands of workers who brought the paper design of the terminal to life. This was after various adjustments to the manmade island had been done to ensure that it could withstand earthquakes, hurricanes, and typhoons which were common in Japan (Fairweather 2004).

The result of Pianos vision was a four-story building known as the KIX passenger terminal which extended over a whole length of 300 meters from the main terminal building of the airport. This was described by many architects and structural designers to be the longest airport terminal in the whole world. The two distinct experiences that passengers had in the airport were the canyon or public discourse and the departures lounge. This was mostly attributed to the fact that they did not resemble the conventional structures used by many airports around the world. The canyon and the departures lounge offered the millions of passengers to the airport with an undeniable experience where architectural design integrated natural aspects to create elegance and eccentricity (Edwards 2005).

To prevent the whole airport from collapsing due to seismic activities in the Pacific, the structural engineers from Arup as well as seismic experts from the Japanese government were incorporated into the project so that they could find a way of preventing the manmade island from sinking. The team proposed the use of a jack-up system that would raise and lower the individual column piles holding the island so that it would be able to handle billions of tonnes of weight from both the airplanes as well as the thousands of passengers that use the airport daily (Fairweather 2004).

After the construction of the airport was complete, seismic building regulators from the Japanese government checked to ensure that it had met all the requirements for building construction in Japan after which it was opened for operations.

During its first year, the airport experienced a major earthquake in January 1995 with a magnitude of 7.2 on the Ritcher scale. This was seen to be a major test for both the jack-up system supporting the island and the sliding joints used to prevent the terminal from collapsing. These two features were to prevent the artificial island and the terminal building from collapsing or sinking as a result of the earthquake. The main building was able to survive the earthquake without any form of destruction and the glass windows and ceiling remained intact during the whole duration of the earthquake (Fairweather 2004).

Three years later after the Kobe earthquake, the Osaka region faced another natural calamity this time in the form of a typhoon. The airport and its buildings were able to survive the typhoon which had violent wind speeds of up to 200 kilometers per hour. Its durability and stamina demonstrated that the design scheme used to construct the airport was reliable and relevant to the typological characteristics of the Kansai area. It is now a decade since the airport was opened up to the public and the major reaction from the general public is that Pianos design has proven to be a success both aesthetically and also operationally. The simple elegant design of the airport compliments the movement of passengers throughout the entire airport (Fairweather 2004).

With regards to public reaction, various passengers commented on the structural design and architecture of Kansai Airport. One passenger commented that the terminal building was beautifully designed and it never appeared to be crowded even when it was full of international passengers. Another passenger who was gauged on their reaction to the airports general design commented that it had a light airiness which was possible because of the sculptural air duct systems installed within the airport. Many passengers appreciated the practicality of the airport as it enhanced the smooth flow of passenger traffic from the airport while others noted that it had a full proof structure that would cushion them from any natural calamities as witnessed in 1995 and 1998 (Fairweather 2004).

Conclusion

This discussion has focused on the architectural design of the Kansai International Airport and the designer of the airport, Kenzo Piano by assessing his architectural ideas for one of the worlds largest airports. The research made an in-depth analysis of the various concepts and ideas that were used in designing the airport as well as the inspiration behind the design of Kansai Airport. The research also looked at the various design theories that are used in creating pieces of architecture and which scheme of design the Kansai Airport prescribed. The built form of the airport as well as the typological characteristics that had to be considered when designing the airport were also examined in depth during the discussion.

The final section involved evaluating the durability and practicality of the airport so far where it was ascertained that the airport and its terminal buildings were able to withstand earthquakes and typhoons which are a common occurrence in Japan. In summary, the Kansai International Airport is a piece of modern architecture that has embodied all aspects of elegance and practicality. Kansai Airport is a work of marvel created by one of the greatest architectural designers in the world, Kenzo Piano.

References

Bachman, L.R., (2003) Integrated buildings: the systems basis of architecture. Hoboken, New Jersey: John Wiley and Sons. Web.

Dempsey, P.S., (2000) Airport planning and development handbook: a global survey. New York: McGraw Hill Publishers. Web.

Edwards, B., (2005) The modern airport terminal: new approaches to airport architecture. Madison Avenue, New York: Spon Press. Web.

Fairweather, K., (2004) A timeless architectural vision: Kansai Airport. Arcade Journal, Vol. 26, No.1. Web.

Hays, M.K. (2000) Architecture theory since 1968. Massachusetts, US: Massachusetts Institute of Technology. Web.

Kuiper, K., (2010) The Britannica guide to theories and ideas that changed the modern world. New York: Britannica Educational Publishing. Web.

Mahwhinney, M., (2001) International construction. Oxford, UK: Blackwell Science Publishers Limited. Web.

Salingaros, N.A. and Mehaffy, M.W. (2006) A theory of architecture. Germany: Umbau-Verlag. Web.

Introduction

Chicago OHare International Airport is one of the leading international airports in the world. In 2001, a review by the management of this airport, in conjunction with FAA, established that cases of delays were increasingly becoming common at this airport. The management noted that the problem started over 30 years ago when the facility started receiving more visitors than it had been designed for, and this was causing a major concern (Burghouwt 45).

The airport had to remain efficient in its operations in the market in order to remain competitive. Market competition was getting stiff with the emergence of other international airports in the country. The city of Chicago realized that they had to restructure the OHare International Airport not only to maintain a stream of revenues from this airport but also to enhance ease of movement to and from this city as a way of boosting trade and tourism.

In 2004, the city developed a Master Plan that was meant to help restructure the systems at this firm. In this plan, which was structured in February of 2004, the management of this airport drafted changes that were needed in order to expand the capacity of the airport to meet the expanding demands.

The master plan explained in detail the issues to do with the airport budget needed to execute the plan, the capacity that was to be achieved from this new plan, provisions for packing, and job opportunities during and after completion of the project.

Also explained in this Master Plan were the landing and take-off roads as per the new plan, the size of the new airport after completion, and the services that will be offered. In this research, the focus was to evaluate this plan and determine if it has the capacity to address the current problems which affect the airport.

Analysis of the Report

Summary for the Chicago OHare International Airport Master Plan Report

The Chicago OHare International Airport Master Plan of 2004 gives a detailed report that outlines the changes that need to be implemented at this airport to improve its capacity and to help eliminate the current problem of constant delays that have been witnessed frequently at most of its terminals. These delays, averaged at 19.5 minutes per flight, are causing serious dissatisfaction among the clients who use this airport frequently.

The report identified the time needed to complete the project, the resources that will be necessary, and the benefits that will be achieved once the project is completed. The project was divided into two phases, with the first face scheduled to be completed in 2009, while the second phase was scheduled for completion in 2013. In order to review this plan appropriately, it will be necessary to focus on the specific items in the report.

Airport budget

This Master Plan was a major project that was expected to transform the Chicago OHare International Airport by increasing its capacity and efficiency in the operations. To do this, the management of the airport outlined the budget that was needed to finance the entire project. According to the report by Andolino (32), the budget for the plan was given in various phases based on the project that was to be addressed.

The decision to break the budget into individual activities within the larger project was meant to clarify how the expenditures will be made. In this plan, the management started by incorporating a $ 6.6 billion budget that was meant for OMP, as was proposed in 2001. The reason for incorporating this budget that was proposed in 2001 was that it had not been implemented despite its relevance to this master plan.

The proposal was, therefore, incorporated into the 2004 Master Plan. The runway resurfacing was estimated to cost $ 4.1 billion. The new program named World Gate that involved introducing additional terminals and gates on the east of OHare International Airport was estimated to cost $ 2.6 billion.

Other costs for parking facilities and other facilities within the airport were also defined in this plan. In total, the OHare Master Plan was estimated to cost $ 13.3 billion in a period of about 20 years. The city plans to receive a sizable Federal investment for this project. It expects to receive $ 1.45 billion from FAA Facility Charges and $ 594 million as a grant from the Airport Improvement Program.

Capacity analysis

The main aim of this project is to enhance the capacity of OHare International Airport to reduce congestions and constant delays. As of 2006, there was an average delay of 19.2 minutes for every flight that came to this airport. This was a clear indication that an urgent measure needed to be implemented to eliminate this problem. In the new plan, this delay was expected to be reduced to 5.0 minutes per flight by 2013.

This would not only help increase the capacity of the airfield but also reduce the cases of client dissatisfaction. In the plan, it was suggested that the airfield capacity be increased to 3169 flights per day by 2013, from the capacity of 2712 in 2004. This was about a 15% increase in the capacity of the airfield that was expected to be achieved by the end of 2013. Other than the airfield capacity, the plan also proposed major changes at the terminals and gates of this airport.

In the plan, new gates and terminals were to be established east of this airport at the cost of about $ 2.6 billion. This was expected to increase the processing capacity at these facilities by over 25%. The increase in the capacity at the terminals was also boosted by the new technologies that helped speed up the processes such as inspections and luggage movements.

Provision of parking facilities

The new plan has a comprehensive focus on the provision of parking facilities at this airport. The Master Plan proposes for the construction of the new Terminal 6 Complex. The complex plan has a detailed explanation of the parking facilities, landing and take-off roads.

In terms of the packing facilities, the complex has plans for circulation roads and curbs fronts, a parking structure, realignment terminals, and access roadways. These facilities are meant to accommodate both private and public transport facilities.

As of 2004, the packing facilities had a limited capacity, and sometimes the public and some private cars could only access them on a limited basis. This was expected to come to an end after the completion of Terminal 2s interior upgrade. The new Terminal 4 that is scheduled to be constructed under this Master Plan is also expected to expand the packing facilities.

Landing and takeoff roads

The landing and takeoff roads are integral parts within the Master Plan 2004, which were scheduled for a major improvement to increase their capacity. In this report, the management of the airport clearly demonstrated their desire to ensure that the capacities of the runways are increased to meet the rising demand. The figure below shows the proposed designed of the primary departure, overflow departure, primary arrival, and overflow arrival runways that were to be implemented in the plan.

The landing and takeoff roads were to be upgraded in two phases. The first phase involved re-carpeting the existing roads to improve their conditions. As per the plan, this was expected to take the first two years from the time the report was adopted by the FAA. The second phase was more involving and very costly because it entailed introducing new runways to expand the capacity of this firm.

Size of airport

The Chicago OHare International Airport Master Plan 2004 was meant to expand the current size of the airport by constructing new facilities and upgrading the existing ones in order to improve their efficiency. According to this report, this airport has been experiencing massive growth over the years; this makes it necessary to expand its size in order to reduce congestions and eliminate delays. The figure below shows the existing airspace with all the arrival and departure corridors, which were active as at the time the report was written.

As noted in the report, Chicago OHare International Airport is the second largest airport in this region in terms of passenger and cargo handling capacity and the physical size. However, the strategic importance of the city has seen pressure mounted on the facility resulting in congestion, which the plan seeks to address. By the time this Master Plan will be completed, the size of the capacity of the runways, parking facilities, gates, and terminals will be increased. This means that the airport will be able to handle more flights per given hour.

Job opportunities

Other than the physical structures that this Master Plan sought to change, another impact that it was expected to create was increased job opportunities at the Chicago OHare International Airport. The new facility would increase job opportunities to many residents of this city and people from other regions, either directly or indirectly. The new terminals will need to be managed by a new set of employees because the old terminals will still be active.

The new gates in the east will need additional officers. The increased capacity of the airport will require more pilots and cabin crew members as more planes are expected to land. More security agents will be hired, and so will the traffic controllers. Other than the people who were to be employed directly at the airport and in the airplanes, the increased capacity was also expected to create more jobs in this city indirectly.

More arrivals of visitors at the airport would create more jobs for taxi drivers and other agents in the transport sector (Bradley 121). This will also be expected to boost tourism in the city, which will further employ more people. The report emphasized the fact that there will be a positive ripple effect once the airport is completed.

Kinds of services in the airport for different kinds of people

The port will be open to various services for its clients. From charted planes to business and economy class services, the airport will be receiving visitors in various classes. The airport will also be able to handle a higher capacity of cargo once the upgrading is completed, as presented in the Master Plan 2004.

In the plan, the Duty-Free shops were to be expanded in order to accommodate more goods due to the increasing demand. Given the cosmopolitan nature of Chicago city and its strategic importance in the world, people from all over the world who were already using the facility by the time the report was written, will find the port very important when planning their travels.

Evaluation of the Report

A critical review of the report shows that the management of Chicago OHare International Airport did great work when coming up with the Master Plan 2004. Although the plan was very comprehensive and the report itself very calumnious, it is evident that the experts involved in drawing the report did thorough research before coming to conclusions. The sections discussed above clearly demonstrate how well their report was structured.

The management made an effort to make the complex calculations and construction designs simple in this report in order to make its consumption easy for those with limited financial, architectural, and engineering knowledge. The budget was broken down into individual tasks so that the officials at the FAA can determine the justification for every amount that this firm was requesting.

The Master Plan 2004 has categorically demonstrated the current capacity of the airport and the expected expansion of the facility that is to be achieved through this plan. This has been stated in a clear and conscious manner.

In this report, there is a clear demonstration in words and diagrammatically, the current situation of the parking facilities. This way, it becomes easy to determine what already exists, and the proposed changes that shall be achieved through the plan. It allows the FAA and other authorities to understand the deficits in the current facilities, and how the problem can be solved through the new strategy.

The diagrams show the current parking facilities, terminals, and gates that are actively used, and their capacities as compared to the needs of the airport. Also demonstrated clearly in the report are the landing and takeoff roads.

The report has an explanation of the current runways accompanied by the appropriate diagrams. This is accompanied by a detailed explanation that identifies the current deficits (Wells and Young 56). The report identifies jobs that will be created through this program, both directly through employments and indirectly in terms of job creation. However, it is important to note that the report has not gone into detail in discussing various services that the new airport will offer in addition to the current products.

The only explanations that are very clear are that the products offered by the firm will increase if the Master Plan 2004 is implemented effectively. However, this does not hurt the Master Plan 2004 much in terms of its value. The plan is satisfactory, and when implemented properly, it has the potential of expanding the capacity of Chicago OHare International Airport.

Review of the Comments of FAA on Chicago OHare International Airport Master Plan

Upon the receipt of the Chicago OHare International Airport Master Plan, the Federal Aviation Authority critically analyzed the document and gave their views on various components of the report. The comment on the facility boundary shows that the FAA is satisfied with the plan, only that small detail about boundary was left out, which should be included.

The researcher agrees with this comment. On planning activities and schedules, FAA notes that the process was successful, and so was the section on facility refinement, the fact that the researcher agrees with. FAA feels that the issue about airfield refinement has not been done satisfactorily. The researcher disagrees with this point because the report has a detailed explanation of this issue, both diagrammatically and a written explanation.

About stormwater management and utility planning, FAA notes that there should be a further analysis and data that needs to be presented in order to meet the expectation. It is a fact that the analysis was not completed (Cooper, 21). FAA feels that the Airfield simulation model experiments and models are still a work in progress, and the same comment is also given on the Roadway simulation model. This is a fact that is clearly demonstrated in the report.

FAA is satisfied with the composite concepts, and the researcher shares this view because it is clearly articulated in the report. However, this authority feels that the evaluation of the composite alternatives and the preferred composite concept selection has not been done satisfactorily in this Master Plan. The researcher has a contrary opinion about this based on the details provided in the plan.

This authority is also not satisfied with the Airport Layout Plan given by Chicago OHare International Airport, a comment that the researcher strongly disagrees with. The report has been comprehensive about the design and layout of the airport. Finally, the FAA feels that the issue about agency coordination and public participation has not been presented properly in the report. The researcher agrees with this comment (Cooper, 26).

Conclusion

The Chicago OHare International Airport Master Plan 2004 is a report that outlines the major developmental projects that would help improve the capacity and quality of services offered at the airport. The plan that is estimated to cost about $ billion will be divided into three main phases. The first phase is expected to be completed by 2009, while the second phase was scheduled to be completed by the end of 2013.

The expansion plan involves re-carpeting and construction of new runways, development of new terminals and gates, expanding the parking facilities, and redesigning the existing airport layout to reflect the new market demands.

Based on the review of the report done above, it is apparent that the report has successfully defined what is to be achieved, how to achieve it, and the resources needed in a clear and conscious manner. The Master Plan is practical and can be implemented as it is to help improve the capacity of this airport. The FAA also appreciates this fact, although it notes that some minor details are missing and should be included.

Inference

This report can be very beneficial to future researchers who may be interested in conducting a study in this field. The report will provide them with a rich background on airport planning, budgeting, expansion strategies, the relevance of including the public in such plans, and much more information about airport development.

Works Cited

Andolino, R. OHare International Airport. Chicago: Federal Aviation Authority, 2004. Print.

Bradley, A. The independent airport planning manual. Oxford: Woodhead Publishing, 2010. Print.

Burghouwt, G. (2007). Airline network development in Europe and its implications for airport planning. Hampshire: Ashgate, 2007. Print.

Cooper, B. OHare International Airport Master Plan. Chicago: Federal Aviation Authority, 2004. Print.

Wells, A., and Young, S. Airport planning & management. New York: McGraw-Hill, 2004. Print.

Proposal Summary

Airports can be viewed as the venues that contribute to a direct contact between various businesses all over the world (Derudder et al. 91). Whether airports are used as the tools for transporting people or products, they create the link between organizations that would have not otherwise existed, and the Dubai Airports company is one of those organizations. However, the firm has recently been experiencing significant issues as far as its operational and manpower-related cost are concerned.

Moreover, in the contemporary world, airports are powered by a set of complex operations, which must be carried out so that the services provided to the target denizen of the population could be of the highest quality. Going into details, one must mention the need for companies to meet the increasingly high service expectations from individuals and legal persons alike, the necessity to provide constraints on aeronautical charges, and the significance of maintaining quality at every level, including the local, the national, and the municipal ones.

Herein the necessity to invest in the areas of the Dubai Airports development such as its operations and human resources lies. Specifically, it is imperative to provide financial support or the areas such as HRM and the essential operational processes so that the costs for the areas in question could be reduced significantly and that the financial resources retrieved in the process could be used for improving the customer services.

Topic Literature Review

The significance of the strategies used for managing human resources and operations in the context of the airport environment can hardly be overrated (Federal Aviation Administration 1). Because of the need to process an increasingly large number of demands on a daily basis, an airport must function in accordance with a set of rigid regularity requirements, ICAO being the guidelines to use as the criteria. The personnel licensing and certification is especially crucial for the Dubai Airports operations at present because of the need to uphold the standards of efficient staff performance and the reduction of costs spent on operations maintenance (Safety Oversight Manual 2-3).

A closer look at the subject matter will reveal that the process of reducing manpower-related costs will require the redesign of the current HR approach. Particularly, the adoption of the tools allowing for a more efficient process of internal communications should be viewed as a necessity (Sun and Lai 54). The given strategy will permit increasing the funding for quality assurance, which aligns with the current vision of the company aimed at expansion and quality improvement: We are driven to change the course of aviation history and to achieve our vision to be the worlds leading airport company (Dubai Airports par. 1).

In addition, the interests of the target stakeholders will also have to be taken into account. Studies show that the costs of the Dubai Airports operations hinge on meeting the needs of the stakeholders such as the airline, the police, the customs service, and the immigrations (Basu 16). The promotion of the communication tools mentioned above helps coordinate the actions of the people involved, thus, making the work of the staff members from different departments organized.

When defining the strategy for assessing the quality of the Dubai Airport performance, one must give credit to the device known as the ACI Ranking system. Traditionally defined as the tool for locating the International passenger traffic monthly ranking (ACI Monthly Ranking par. 1), the specified system creates prerequisites for carrying out an analysis of an airports performance based on the number of requests processed, the passengers transported, and the comparison with the indices identified to the performances of similar firms worldwide.

According to the current ACI rankings, the Dubai Airports organization could use a significant improvement as far as its operations are concerned, as the entrepreneurship is currently ranked as the top airport company, its passenger traffic is getting increasingly high (from 6,400,70 in 2014 to 6,895,668 in 2015 (ACI Dubai Airports par. 1)). Therefore, the introduction of a sustainable strategy for managing the current HRM issues is critical to maintaining the firms position in the global ranking and creating premises for its successful development.

Objectives

• Carrying out financial analysis of the airports activities and defining the current issues in the entrepreneurial strategies for cost management;
• Evaluating the efficacy of the Dubai Airport as far as the provision of the suggested services is concerned;
• Identifying the role of manpower in the companys success or the lack thereof;
• Locating the means of reducing the manpower-related costs by reconsidering the current HRM strategy;
• Analyzing the current operational issues in the company by comparing the vision thereof to the process of tasks execution;
• Suggesting the means of bringing the rates of operational costs down by addressing the staffs efficacy;
• Defining the strategy for addressing the above issues by applying the ACI Ranking comparison tool (ACI Monthly Ranking par. 1) to the analysis;
• Considering the role of the HRM initiatives as the crucial tool for improving the companys performance and promoting its sustainability in the global economy.

Project Outcomes

It is expected that the project should return the following results:

• The capabilities of the Dubai Airport are identified and incorporated in the analysis for improving its current cost management approach and the HRM strategy;
• An HRM initiative is designed so that the Dubai Airports operations could be enhanced;
• An assessment of the companys cost efficacy is carried out;
• He existing loopholes in the cost management approach related to the usage of manpower and carrying out operations are identified;
• The initiatives that will presumably help introduce a sustainable use of the companys manpower and resources in relation to improving its foundational operations are suggested;
• The new HRM strategy and the tools for reducing the operational costs are linked directly to the entrepreneurships current vision statement.

Reasons for Being Interested in the Project

Being a member of the Dubai Airports organization and representing its HRM department, I am concerned about the current state of affairs regarding the reasonability of the manpower strategy, and I have several suggestions that I believe will improve the firms performance considerably.

Questions to Be Answered

• How can manpower costs be reduced by shaping the existing HRM strategy?
• How can the operational costs be reduced by changing the HRM strategy adopted in the organization?
• In what way can the HRM approach and the manpower cost management be linked to the companys vision?

Research Methods

To carry out a full overview of the entrepreneurships operations and the existing issues in the HRM department, a mixed approach is strongly suggested. The qualitative assessment will serve as the foundation for identifying the connection between the companys vision and the current HRM and operational strategies used by the managers. The qualitative method, in its turn, will help quantify the results and define the existence of a positive correlation between the suggested strategies and the possible improvements in the airports performance.

Questionnaires will be used as the main tool for data collection, open-ended questions being used for retrieving qualitative data, and closed-ended ones being the means of acquiring quantitative information. A matrix analysis will be incorporated into the qualitative study setting so that the essential outcomes of the suggested cost-reducing strategies could be identified. A Pearson correlation tool will serve as the foundation for the quantitative analysis since it helps locate the connection or the absence thereof between two or more variables, i.e., the suggested strategies the companys vision, and its costs (manpower- and operations-related ones). In other words, the quantitative part of the study will prove the significance of the methods and tools designed in the course of the qualitative research.

Primary and Secondary Data Sources

The responses to questionnaires retrieved will serve as the primary data source for the analysis. The secondary data sources will include reports on the subject matter. Particularly, it is suggested that the performance reports issued by the Dubai Airports Company should be used for the purposes of the analysis. It is recommended that the 20102016 time slot should be embraced when studying the reports in question.

Works Cited

ACI 2016, Dubai Airports. Web.

ACI 2016, Monthly Ranking. Web.

Basu, Gautam. Combating Illicit Trade and Transnational Smuggling: Key Challenges for Customs and Border Control Agencies. World Customs Journal 8.2 (2014): 1527. Print.

Derudder, Ben, James Faulconbridge, Frank Witlox, and Jonathan V. Beaverstock. International Business Travel in the Global Economy. Burlington, VT: Ashgate Publishing, Ltd., 2012. Print.

Dubai Airports 2016, Our Vision. Web.

Federal Aviation Administration 2010, Airport energy efficiency and cost reduction. Web.

Safety Oversight Manual 2006. Web.

Sun, Kai, and Weng Chio Lai. Integrated Passenger Service System for Ideal Process Flow in Airports. Electrical Review 8.3 (2012): 54-59. Print.

Issues

The three major issues presented by the DIA case were:

• Financial  reduce DIAs bond debt ($5.3 billion).
• Strategic  Attract passenger and cargo traffic as a means to achieve 100% fixed assets utilization.
• Technology  Correct malfunctioning ABS (automated baggage system). Use of technology in cost control.

I will be taking a much more in-depth look at each of these issues in section four  alternatives, in terms of the development of a system. I will also go into greater detail in section three, problems and opportunities, where I have focused most of this case study analysis.

Environmental Analysis

The event that leads to the need for a new airport in Denver was simply  Denver had outgrown SIA (Stapleton International Airport). SIA was established in 1929; although periodic expansion over the years seemed to satisfy air traffic demands, by the 1970s SIA was one of the ten largest airports in the world and was not capable of handling its current or future projected air traffic. An option to expand SIA onto U.S. Army arsenal property was pursued  the property was highly contaminated, and clean-up costs were estimated at $6 billion in 1982  proving this to be an unfeasible option for the city of Denver.

The other option, and the eventual result, was to construct a new airport. With the local endorsement and $500 million in federal funding, the construction of DIA would begin on September 28, 1989. Due to the delays with the automated baggage system, DIA did not open until February 28, 1995  sixteen months later than the scheduled date.

The environmental analysis of this case presented a very good opportunity to demonstrate the effects that technology has on society. Technology for the most part is designed to make our lives easier. But, as can be seen in the case of the ABS  design needs to constantly assess  and changed if the analysis indicates change is needed. While technology does indeed offer long-term benefits  something quite contrary can be claimed when technology doesnt work, as in the case of the ABS  hardship was the result of malfunctioning technology in this instance.

Problems and Opportunities

Some of the major problems that the Denver International Airport case presented could potentially have been avoided and detected through the various levels of analysis performed by implementing an SDLC (systems development life cycle)methodology, in originally designing Denver International Airport s information systems.

Along the same vein of logic that, with every end, theres a new beginning  I would like to state with every problem theres a new opportunity.

This section is outlined in the context of presenting some of the specific opportunities that the problems that were analyzed in this case study created.

Problem

Sixteen-month delay in the opening; this rather significant delay was due in most part to Denver International Airport malfunctioning automated baggage system. The financial ramifications of the delay were quite significant, as the Denver International Airport bond rating dropped several levels.

Opportunity

When creating Denver International Airport information systems, this problem most likely would have never occurred had it been addressed using an SDLC methodology from the onset. I would put forth the proposition that during the pre-construction phase of the project, the ABS systems problems would most likely have been detected during a Feasibility Study.

Problem

Project Mismanagement; DIA management is where the ultimate blame for the delay in opening DIA lies. Again, had the management at DIA implemented an SDLC methodology in their systems design, the pitfalls that the project faced could have been predicted, and in many situations, avoided altogether. Not only would the delayed opening have possibly been avoided  but the cost overruns (much of it, directly associated with the delayed opening) that plagued the DIA project would have been addressed as well.

Opportunity

Implementing edge technologies; considering the scope and total cost of this mammoth project  this was certainly an opportunity for DIA to implement edge, spatial mapping technologies throughout this state of the art facility. The systems development approach to a spatial mapping system might have been implemented as a prototype. A small-scale working model of the system that could be rather quickly designed and implemented. Or perhaps even better yet  the systems development approach that DIA management may have considered, might be best taken as a gradual phase-in of the system, starting with Continentals and United Airlines main concourses, and then eventually phased in throughout the rest of the massive 53 square miles (34,000 acres) facility.

Opportunity

Implement GDSS (Group Decision Support System); with the new construction of DIA, the opportunities for implementing a state-of-the-art decision support system were logically presented. United Airlines utilizes a DSS in maintaining its flight schedule. A DSS could also be used, similar to the one American Airlines uses in making decisions on supply costs, as well as route selection.

Another set of problems and opportunities regarding the financial issues that were shown through the risk analysis of this case were; that DIA had established strategic conditions for financial success based on two, rather unstable factors.

Problem

The traffic from Continental and United Airlines had to not only maintained their current levels but also needed to continue to grow at projected estimates. This type of unstable contingency situation is flagrantly risky in its very nature. The problem: to achieve 100% fixed assets utilization

Opportunity

Implement a DSS in projecting business risks, and in determining DIAs strategic, and financial directives. Possible Solution: Add, long-term major airline contracts to DIA, such as Southwest or Air Canada.

Problem

Denver remains a popular business/tourist attraction.

Opportunity

Utilize a DSS/ES to analyze and model successful large-scale coordinated tourism/business attraction campaigns. Solution: By using a model that has proven successful, DIA management and the city of Denver are presented with an opportunity to bring growth and revenues to their region of the country. An example of a successful model such as Branford Missouri should be analyzed and used as a framework in designing Denvers particular model via Denver International Airport.

Alternatives

Some next-step alternatives that the management at DIA could have utilized to help foresee some of the problems regarding the technical issues that they faced were:

DIA management could have taken a more formalized approach in the development of their information systems. DIA management might have considered implementing an SDLC (Systems Development Life Cycle) methodology in the development of such complex systems as Denver International Airport, AGTS (Automated Guideway Transit System), and ABS (Automated Baggage System).

The Software Development Life Cycle feasibility study could have pointed out the shifting directions the Acrylonitrile butadiene styrene project was taking  initially, the Acrylonitrile butadiene styrene was to be used exclusively by United Airlines, who believed that the Acrylonitrile butadiene styrene could reduce plane turnaround time to 35 minutes  then the city of Denver decided that the ABS should be extended throughout the entire airport. A more formalized development approach to the Acrylonitrile butadiene styrene system development project could have possibly prevented the eventual delay in opening DIA and saved them millions of dollars in cost overruns.

In the context of technologys effects on our society, other ethical questions are tacitly raised. In light of the events that took place on September 11, 2001, and within the context of a present-day alternative that DIA is presented, individuals start to raise serious questions regarding the ethical issues involved in passenger profiling.

The decision to implement a DSS in maintaining a customer profile database  used to screen airline passengers, can certainly cause a firestorm of debate. Where the arguments for personal rights, privacy, and civil liberties, are met with equally compelling arguments for personal safety and national security.

The societal concerns that these issues raise need to be addressed. Although controversial, a DSS used for passenger screening must be seriously considered by all of the major Airlines. Of course, the use of information in this manner is in direct conflict with U.S. Fair Information Practices, which were established in 1973. These practices are the principles involved in the collection and use of information about individuals. Before the decision to implement this type of Information System can be made, and Ethical Analysis of the situation needs to be performed.

A systematic approach that DIA management should take, regarding performing an ethical analysis of any ethical issue that they face would be to:

• identify and describe the facts.
• Define the conflict or dilemma  and identify the higher order of values involved.
• Identify the stakeholders.
• Identify all reasonable options.
• Identify all potential consequences and ramifications of the options.

This approach should greatly assist DIA management in making appropriate ethics-based business decisions.

Another alternative that DIA management needs to earnestly consider is the use of Expert Systems in assisting them in trying to coordinate and assess all of the business decisions that DIA management faces, and help to define the multitude of logistical considerations for the various projects, which a facility of this proportion would generate. A centralized database  shared by the entire airport community, would greatly assist in the coordination of the many facets of operations for DIA, and needs to be considered as well.

DIA needs Web-ready mapping software because many of those end users, particularly facilities engineers, also need to pull maps on their own from a browser-based interface. Some general users also read maps on the airports Web-based intranet, which serves 1,000 people. Because AutoCAD Map and Map Guide embrace several kinds of map data and quickly serve maps out into Web formats, they function better in such a situation than many less flexible GIS programs in the marketplace, which can take hours to convert files.

The airports utility engineers need detailed GIS charts and schematics to maintain systems such as HVAC (heating, ventilation, and air conditioning), electric wires and fixtures, and escalators. If a water line breaks, engineers want to pull up a plan.

References

Paul Stephen Dempsey Airport Planning and Development Handbook: A Global Survey  Page 480.

What values are going to guide the airport business? The most successful strategies are those consistent with the airport culture that exists.

It is obvious that the airport business has great perspectives for its further development. The existence of these perspectives is conditioned by several major concerns that regulate the functioning of the whole sphere and have a significant impact on its further development. These concerns also give rise to a number of values that guide the business. First, the security of flights should be the greatest value of any airport as it conditions the level of trust, the companys image, and a number of other important factors. Moreover, the focus on the satisfaction of the main customers needs is another value as passengers should be sure that they are the main element that determines the success of the whole business (Rankin para. 5). For these reasons, the strategy that is based on a high level of security and provides the best services to customers could be taken as the most efficient one.

How far down the road should the airport look?

One realizes the fact that the airport could not be placed within the city as planes and other facilities will pose a great threat to the security of people. Additionally, high buildings could make the airports functioning dangerous. In this regard, there is a tendency to build them outside the city. At the same time, this pattern introduces the problem of airport accessibility as passengers have to reach it. To solve this problem, public service vehicles and other means of transport should be used (Halpern and Graham 26). However, the airport should be placed not far from the road for vehicles to be able to deliver passengers and their luggage. That is why the creation of the airport should rest on the peculiarities of local traffic.

What assumptions about the external environment underpin the airports strategy (regulation, the economy, resource availability, technology, competition, and the market)?.

The external factors will obviously have a great impact on the functioning of the airport and its profitability. For this reason, it is crucial to create a strategic approach to the organization of the new business. Yet, it is possible to predict that the economy of the region will have a great impact on the functioning of the airport (Susman, Warren, and Ding 98). The prosperity of society conditions customers purchasing power and determines the profitability of the new airport. Additionally, the resources available for the organizers of a new business and the technologies used to align its functioning might also impact the image and determine the efficiency of the whole project. Finally, the market should also be analyzed to highlight the main competitors and create a strategy to struggle with them.

What existing and new products and services will/should the airport offer or not offer?

The blistering development of technologies introduces a number of new devices and services that could be used to improve the functioning of a certain company and make it more efficient. First, the newest Internet technologies should be used to make the services more available. Customers should have the possibility to book a ticket and choose the services needed for them. Moreover, in terms of the great terrorist threat, it is crucial to implement the newest security tools to provide the monitoring of passengers actions and luggage. It will help to increase the image of the airport and avoid accidents. Finally, the airport should also offer transportation to the hotel or some other places to attain success and improve its image.

What criteria will the airport use to evaluate a new product or service opportunity?

Implementing the new technology, the airport should obviously create the procedure that will help to determine its efficiency and general impact on the state of the business. For this reason, there are two main practices. First, it is vital to compare the state of the key showings before and after the usage of new services. It could highlight the character of changes and accept their positive or negative impact. Second, the customers of the airport should be reviewed to acquire their vision of new services and consider whether they are satisfied with the new practices or not. The usage of the given approach will also help to trace the slightest challenges in the image of the company and implement the new strategies to improve it.

In addition to identifying new customers, what existing and new customer groups will the airport serve or not serve? Social responsibility plays a part here. This may include charitable contributions, community service, sponsorships, etc. These actions demonstrate appreciation for the benefit an airport gains from utilizing the resources of the community and infrastructure.

Being focused on the entry into a new market, the airport should work with various groups of customers to guarantee the increase of its popularity and creation of a positive image. Yet, it is also vital to be able to preserve the balance between different customer groups (Identifying Market Opportunities Through Marketing Information Systems And Research para. 9). The airport should provide some community services to obtain governmental support and help people from the local community. Additionally, they should be provided with all services needed for a comfortable flight. Moreover, the airport should also work with charitable contributions to promote the further improvement of its image and the local community. Finally, it should act as a sponsor as the evolution of local resources and infrastructure will also have a great positive impact on the company.

What criteria will the airport use to evaluate a new market opportunity? You should identify the criteria by choosing activities that are crucial to an airports competitive advantage and the need to operate efficiently as possible within the constraints of its location.

There are several points that should be considered while planning the entry to the new market. First, the airports officials should analyze the existing demand for air carriage and its urgency. In case people need it right now, a great competitive advantage could be achieved. Furthermore, the investigation of the market size and pricing potential will also help to evaluate the new market opportunity and create the strategy that would guarantee the best outcomes (Cabbage para. 5). If the above-mentioned factors could be considered acceptable, the airport should choose the activities that could help to conquer the market and create a great competitive advantage to win the rivalry and operate efficiently. Moreover, it is also crucial to organize the functioning of the airport in accordance with the peculiarities of the local infrastructure to guarantee beneficial cooperation with it.

What factors (price and/or the various dimensions of quality) are meaningful to the airports customers? Airport professionals should identify specific programs and practices to adapt and customize the practice, service, or product to the airport. For example, many airports now require street pricing in concession management programs.

Traditionally, the correlation between the price and quality has always been one of the main factors impacting the customers attitude to a certain service of a company. However, the problem is complicated by the high price which makes a ticket unavailable for a common person. With this in mind, it is important to find the ideal balance between the price and service to attract customers and create a positive image. Low cost and full-service carriers provide opposite services for their passengers to satisfy their needs. However, the choice of the companys type should be determined by the targeted audience and promote the further companys development. Finally, it is possible to recommend the approach that implies the provision of several services at a comparatively low price. It will contribute to the appearance of new customers.

Which factors will represent an airports competitive advantage? Identify internal strengths such as location, existing tenants, capabilities, and services already provided at the airport.

The analysis of the airports functioning will be needed to reveal its strengths and weaknesses and determine the areas of change. Yet, one realizes that economically advantageous location will contribute to the significant improvement of the airports functioning and condition its further development and evolution. Moreover, the location could also impact the airport accessibility and result in an increase in the number of customers. Therefore, the airport could also benefit from the usage of the newest technologies to provide passengers with outstanding services. The possibility to book a ticket and transportation might be considered the great competitive advantage of the airport. Finally, the capabilities of the airport and the number of directions could also serve as the factors that condition the further improvement of the projects profitableness.

In which of our current product or market areas will the airport place its greatest emphasis (resources and attention)? Airport professionals should examine, analyze and validate the airports SWOT and place the emphasis on what resources need the most attention.

It is obvious that the success of any business is determined by the available resources that could be used to attain success and guarantee the stable evolution of the project. If to speak about the airport, there are several areas that should be given special attention. First, it is crucial to increase the number of available planes to condition the appearance of new directions and new flights. Furthermore, the appearance of the new vehicles will introduce the necessity of the creation of new facilities which will obviously have a great positive impact on the development of the airport business. Moreover, human resources should also be given great attention as the professionalism of the staff impacts the image of any company.

In what new product or market areas will the airport place its greatest emphasis? New products or markets could include possibilities such as establishing another industrial park, development of air cargo, or expansion of services offered by the general aviation industry.

The airport business could be considered the great basis for the development of some other projects. It provides numerous opportunities as there is a number of facilities that could be used to introduce a new product or service. Revolving around the airport activity, it is possible to suggest the further development of air cargo as the environment is beneficial for its evolution. Moreover, there is a tendency towards the increase in demand for air cargo. This fact results in the appearance of the opportunity to obtain some extra benefits while organizing transportation of various goods and cargo. Finally, the existing demand also guarantees the success of the project.

What financial and non-financial measures will the airport use to assess the viability of the strategy? Financial ratios can be used for detecting trends in financial success.

For example:

1. liquidity ratios,
2. leverage ratios,
3. activity ratios,
4. profitability (performance) ratios.

Non-financial measures may include such measures as aircraft operations, based aircraft, noise complaints, etc.

The financial aspect of the companys functioning is another major concern that conditions the final result and impacts the level of performance. For this reason, an efficient financial strategy is crucial for the projects evolution. Yet, the airport could use financial ratios to monitor the state of the sector and introduce some regulations if they are needed. For instance, the analysis of the profitability ratios could help to determine the possible incomes and outline the further perspectives related to the financial side of the project (Commercial Aviation Policy 2015 on incremental international traffic para. 8). Furthermore, it is crucial to control the aircraft operations and investigate the amount of money needed to guarantee the stable functioning of the company.

What strategy should the airport implement to ensure that departmental goals, process goals, organizational design, and management support the mission of an airport? Given the SWOT, airport professionals should recommend the appropriate strategies for an airport.

Finally, the airports functioning should be aimed at the achievement of certain goals that will promote the further evolution of the company and help it to become more powerful. Analyzing the SWOT and the basic airports characteristics, the strategy that takes into account the strong and weak companys aspects should be introduced. It is crucial to organize the functioning according to the pattern that guarantees the accomplishment of the most important tasks resulting in the improvement of performance. That is why all members of the staff should be informed about the airports main focus and work to contribute to its development. Additionally, it is possible to implement the practice of constant training to get rid of weak points and increase workers professionalism.

Works Cited

Cabbage, Neal. A Framework For Evaluating Market Opportunity. 2013. Web.

Commercial Aviation Policy 2015 on incremental international traffic. 2015. Web.

Halpern, Nigel and Anne Graham. Airport Marketing. New York: Routledge. 2013. Print.

Identifying Market Opportunities Through Marketing Information Systems And Research. n.d. Web.

Susman, Gerald, Anthony Warren and Min Ding. Product and Service Innovation in Small and Medium-Sized Enterprises. 2006. Web.

Rankin, William.King County: A Case Study Model for Strategic Marketing Planning for Airport Managers. n.d. Web.

Denver International Airport (DIA) is the largest airport in the US that was visited by almost 70 million passengers per year in the pre-pandemic times. DIA is located in the Denver airspace, i.e., class B airspace. In this airspace, there could be long haul flights en route (e.g. from Los Angeles to Chicago) traveling at very high altitudes as well as military and commercial flights (Denver International Airport, para. 2). Overall, class B airspace is situated near the critical airport traffic areas.

Class B airspace begins closely to DIA, and its shelves of a greater radius spread at higher altitudes from it. For this reason, this airspace resembles an inverted cone-shaped pyramid. However, this type of airspace rarely takes the shape of concentric circles because the shelves from the major airport have cutouts with the shelves of smaller airports located nearby. In the case of DIA, its shelves intersect with the ones of Colorado Air and Space Port, Stevens Village Airport, and Malcolm McKinnon St. Simons Island Airport.

The administration of an airport has no authority to manage aircraft routing, belonging of an airport to this or that class of airspace, and separation of airspace. That is because all decisions are made by the Air Traffic Control (ATC) specialists. Concerning Class B airspace, there is a rule that a pilot cannot enter this airspace without the permission of ATC and a transponder squawk code. Besides, flying in this airspace is available only for the pilots who acquired the Private Pilots License. These measures and strict separation of responsibilities are needed to prevent the possibility of aircrafts collision in the air and during takeoff or landing. Additionally, it is necessary to have three statute miles of visibility for this airspace.

Reference

Denver International Airport. Why are planes flying over this area, were not under a flight path? Web.