Category: Airport

Introduction

Bristol airport is one of the best performing airports in the United Kingdom. The airport carries out various operations. Such operations include air transport, noise monitoring, traffic, and public transport, utilities, and energy management, employee relations, community relations, and waste management. Bristol airport carries out tight scheduled operations management for various aircraft and turboprops. For example, various jets like Airbus A319, Airbus A320, Airbus A321, BAe 144-200, Boeing 757-200, and Fokker 70 operate on this airport. Turboprops such as BAe Jetstream 31 and Saab 2000 also operate in Bristol Airport. The airport also handles various types of passengers. This paper discusses the operations processes at the airport in an effort to evaluate the appropriateness in terms of their contributions to productivity, quality, and overall effectiveness.

Transport Control Operations

According to Bel and Fageda (2010, p. 143), the management officers in charge of public transport supervise chartered flights, transit passengers, and passengers on ordinary frights. Terminal passengers include international and domestic passengers. According to Robinson (2012, p. 155), public transport operations management involves itself in passenger screening and planning for both local and international flights. Passenger screening involves the use of sophisticated video surveillance equipments to ensure that the airplanes and the airport are secure. Employees in charge of security checks are also well trained on surveillance and passenger screening.

Transport operations management also ensures that airplanes are safe for pilots and the flight crew. The department has therefore strengthened cockpit doors in all aircraft that operate through this airport. Strengthening of the cockpit doors ensures that no unauthorized persons interfere with the co-pilot or the pilot when the airplane is airborne. The transport operations management has also made it impossible for forceful entry into the cockpit through recommendations that cockpit doors be made bulletproof. The transport operations department also uses air-marshals to ensure the security of airplanes and passengers when the plane is airborne.

Bel and Fageda (2010, p. 142) assert that the management also ensures that there is a thorough personal identity screening for all passengers right from their time of entry into the airport. For example, the transport officers ensure that the names on passengers’ tickets correspond with those on their identity cards. Passengers who do not carry original identification documents are subjected to more screening. According to Bel and Fageda (2010, p. 142), the operations department serves customers to various destinations. For instance, in 2011, Bristol Airport served 321,361 passengers to Dublin, 76,766 to Alicante, 287,327 to Amsterdam, 220,843 to Glasgow, 21,010 to Faro, and 284,780 to Edinburgh amongst others (Bristol Airport 2013). The department has been very successful in its management.

Noise Monitoring Operations Management

The other major operation in Bristol Airport is noise monitoring. The noise-monitoring department continually checks on the aircraft noise on both ends of the runway. Noise management is done near Felton, Winford, and at Congresbury. Bristol Airport has two runways: the 09 runway and the 27 runway. The management ensures that noise monitoring equipments are installed in strict adherence to ICAO noise monitoring standards. The noise monitoring management placed the Congresbury noise monitor at 6,500m from where the airplanes begin to roll. On the other side, the Felton noise monitor is positioned at 289m from where airplanes tough down. At the Littleton Hill, another noise monitor records the amount of noise coming out of the airplanes that depart through runway 09. For example, in 2011, the Congresbury noise monitor recorded 105.1 dB (A) (Bristol Airport 2013). The Littleton Hill monitor indicated that Ryanair Airline Boeing 737-800 recorded the highest noise on departure at 82.9 dB in 2011.

Noise monitoring operations have also put in place noise contours. Budd, Bell, and Adam (2011, p. 268) argue that it is a requirement of planning conditions 30 and 31 that noise contours that are more than 92 days spanning from mid-June and mid-September should be reported on 31^st July every year to the Local Planning Authority. The operations monitor 57dB (A) of between (0700 to 2300) contour, and for condition 31, which refers to 63dB (A) of between (0700-2300) (Bristol Airport 2013). The aircraft noise-monitoring department also checks on noise complaints. Bristol Airport uses this department to track noise complaints. The officers in charge have even put in place a website, telephone numbers, and a postal address for people to use in launching complaints. For example, in 2011, about 203 noise complaints came to the Airport through various channels.

Noise operation monitors also check the night noise quota usage. According to Robinson (2012, p. 155), the management of the department checks the operations that take place at Bristol Airport during the period stretching from 23.00 to 07.00. Management ensures that very noisy aircraft are not scheduled to land or take off during the ‘noise quota’ period. The administration also ensures that the quota count classification for night noise is implemented. Tilley (2010, p. 6) affirms that the department also plans and executes programs for late or early departures. Specialists in noise management are employed in this department to check efficiency and effectiveness.

Traffic Control and Public Transport

Various operations at Bristol Airport are aimed at controlling traffic and public transport. The traffic department has put in place traffic counting devices. This department was installed at the entry of the main airport to record movement of people and vehicles to and from the airport. For example, the traffic monitors from the traffic operations department indicate that the airport experiences the greatest traffic in September. The North Somerset Council is the management arm of transport operations in Bristol airport. Traffic monitors are at the peak of their duties during the morning hours at 5.00 hrs, as the employees come in and at 10.00 hrs when they get out. Traffic operations also increase during the month of September.

The traffic operations department also controls public transport. It controls the Bristol Flyer Airport Express, which is the main public transport in Bristol. The airport public transport service comprises A1 and A2 bus service. The service delivers passengers to and from the airport. In 2011, the Bristol Flyer Airport Express transported 626,340 passengers. The buses include National Express 404 and 406 coaches. The first bus service was by Somerset 121 and Avon. The airport employees pay very fair charges for transport around the airport. In fact, the buses made 96,500 journeys carrying employees in 2011.

Air Quality Control Operations

There is a need to control air pollution in the airports. Budd, Bell, and Adam (2011, 268) affirm that air quality control department in Bristol Airport regulates the amount of Nitrogen dioxide (NO2) in the air. The air quality operations control involves the use of diffusion tubes such as Perspex tubes with metal gauzes that are encrusted in reactive agents. When exposed, the diffusion tubes indicate the amount of nitrogen dioxide in the area to which it has been exposed. The department does nitrogen monitoring after every two weeks. According to Shiel (2009, p. 6), in the past ten years, air quality in and around the airport has been in line with the Air Quality Strategy. In fact, nitrogen dioxide levels in the airport have been below levels in most parts of England.

Employee Relations Operations

The Bristol Airport is a major employer in the Northern Somerset of the United Kingdom. Operations in this department include employee recruitment, induction, training, appraisal, and motivation. The department carries out regular survey researches on employment situations. In 2011, there were 2,206 fulltime and 715 part time employees in the airport. The employees’ operations department monitors employees in various segments of the airport. According to Booth (2010, p. 56), it monitors employees in charge of general aviation, airfield services, terminal building concessionaires, handling agents, airliners, onward travel, terminal services, and airport operations and administration. The department also carries out communications to the employees. It ensures that workers are well informed about the undertakings of the airport and their welfare. According to Gray (2010, p. 52), the management ensures that quality employees are hired, trained, and motivated for better service delivery. It is out of such close employee empowerment that Bristol Airport has emerged one of the top airports in the United Kingdom.

Evaluation of the appropriateness of the operation processes in Bristol Airport

The operation of air transport in Bristol Airport has greatly contributed to its productivity. There has been an increase in the quality of air transport over the years. Chesnut (2013, p. 56) affirms that reinforcement of airport security in Bristol Airport has led to increased number of flights and hence the increased returns for the airport. The operations have guaranteed passengers their security. Therefore, passengers have developed more trust on the airport. Booth (2010, p. 56) affirms that the effort by air transport management has also instilled confidence on the pilots and other persons who work in the aeroplanes. Pilots and the crew are assured that no one can break into the cockpit to hijack their aircraft when it is airborne since the doors are well fitted and are bulletproof to prevent forceful entry. Out of these security improvements, many pilots have applied for jobs in the airport. Security screenings in air transport are therefore appropriate.

The operation is also effective since there has been an increase in returns. It is out of the effectiveness of these operations that the number of flights increased in 2011 from 5,747,604 in 2010 to 5,780,746 in 2011. According to Gray (2010, p. 52), passengers in both chartered flights and ordinary flights gained more confidence in the airport. The number of domestic passengers using this airport also increased from 1,079,148 in 2010 to 1,082,170 in 2011. It implies that even the domestic market for the airport also increased. The quality of service in Bristol Airport has also improved. With the increased number of aircrafts landing and taking off at Bristol Airport, the quality of service to the passengers has gone up. Passengers can therefore fly in aircrafts of their choice. Proper passenger screening and surveillance have also improved on quality of services in that passengers can board and travel in any aircraft at Bristol Airport.

Pestana (2009, p. 475) asserts that noise monitoring operations management has also been an appropriate venture. There has been a lot of noise pollution in the world today. Control of noise levels in the airport improves the quality of the environment. Passengers, employees, and the community around the airport can therefore enjoy a quiet and conducive environment in and around the airport. Implementation of various noise monitoring gadgets has effectively ensured reduced noise pollution. According to Osborne (2013, p. 40), the fact that the noise complaint lines received very many complains in 2011 is an indication of the effectiveness of the measures taken by the department to control noise levels. Effectiveness of the noise control and management is also indicated by the low levels of noise recorded in Bristol Airport as aircrafts leave.

The fact that the management has also been able to regulate night noise quota usage is an indication of the effectiveness of the operation based on its ability to adhere to regulations during winter and summer. According to Meiburg (2012, p. 35652), Bristol airport has adhered to these regulations thus earning 10% noise quota in several seasons. Out of the effectiveness of the program, the airport has not been penalised for not adhering to the guidelines of the regulating authorities. Noise pollution can lead to loss of hearing, and psychological stress. However, there has been a lot of complains from various quotas concerning noise pollution from Bristol airport.

Traffic and Public Transport Control Operations

Control of traffic into and out of the airport has been effective based on the regular flow of human traffic at 05.00 hrs as they get into the airport and at 22.00 hrs as they leave the airport. Pestana (2009, p. 480) affirms that various security gadgets placed at certain strategic points around the airport gate also ensure easy monitoring of traffic into and out of the airport. Use of bus service to transport staff around the airport has also been effective. Bus service offered by Bristol Flyer Airport Express has also been very effective. The quality of services offered by this bus service has also been high. Chesnut (2013, p. 56) affirms that the bus service had increased number of passengers to carry out of the airport. For example, 9.3% of the passengers coming to the airport in 2011 used the bus service, which was an increase from 8.6% in 2010. One can induce that efforts to improve on public transport and to monitor traffic effectiveness in and around the airport have been productive. There were increased journeys that the buses made in 2011 to 96,500. The buses service operations were effective in transporting employees to and from work.

Air Quality Control

The process of air quality control at Bristol Airport has also been effective. Nitrogen dioxide, which is a poisonous gas to both human beings and animals, is greatly regulated at the airport. According to Osborne (2013, p. 40), the airport has successively used passive diffusion tubes to control nitrogen dioxide release into the environment. Meiburg (2012, p. 35652) asserts that the use of small sized Perspex tubes ensures that gases are easily detected. Hence, proper filtration is done before its release to the environment. The effectiveness of the program is indicated by the low levels of the gas in comparison with the surrounding towns whose levels of Nitrogen dioxide concentration is very high. In fact, the quality of the operation is demonstrated by the achievement of Air Quality Strategy (AQS) threshold over the years (Meiburg 2012, p. 35652). However, the actual levels of nitrogen dioxide may not be accurately measured in the airport since the standards set by AQS are for residential areas.

Conclusion

In conclusion, Bristol Airport has various management operations. Some of those operations include air transport operations, noise management, air quality management, traffic and public transport operations, and employee relations. The operations have been effectively managed, with most of them being productive in quality. However, complains have been raised for some operations such as noise control.

Recommendations

There is a need to maintain the status quo in operations management at Bristol Airport. Gray (2009) asserts that the current trends in operations have seen increased quality and quantity of returns. There has been an increase in the number of flights and airlines operating through the airport. There have been better air quality, improved employee relations, and remarkable control of traffic and public transport within and outside the airport. However, there is the need to improve noise control operations around the airport. Tilley (2010, p. 6) affirms that there should be policies to regulate the kind of airplanes that fly through the airport. Airplanes should be fitted with powerful silencers. The airport should also be fitted with sound discharge gadgets to reduce sound impacts around the airport. Shiel (2009, p. 6) affirms that the airport authorities should discourage people from residing close to the runway. Compensation policies should be enacted for the victims of noise pollution because of the airport noise.

References

Bel, G & Fageda, X 2010, ‘Privatisation, regulation and airport pricing: an empirical analysis for Europe’, Journal of Regulatory Economics, vol. 37 no. 2, pp. 142-161.

Booth, J 2010, ‘Cleared To Land’, Travel Weekly (UK), vol. 5 no. 2046, pp. 56-60.

Bristol Airport 2013, Arrivals & Departure, Web.

Budd, L, Bell, M, & Adam, W 2011, ‘Maintaining the sanitary border: air transport liberalisation and health security practices at UK regional airports’, Transactions of the Institute of British Geographers, vol. 36 no. 2, pp. 268-279.

Chesnut, M 2013, ‘Panama’s Travel and Tourism Boom’, Latin Trade, vol. 21 no. 1, pp. 56-58.

Gray, C 2009, ‘South-west shops blitzed by Bristol’, Travel Trade Gazette UK & Ireland, vol. 2892 no. 1, p. 24.

Gray, C 2010, ‘Bristol eyes the bigger picture’, Travel Trade Gazette UK & Ireland, vol. 2904 no. 1, p. 52.

Meiburg, S 2012, ‘Approval and Promulgation of Implementation Plans and Designations of Areas for Air Quality Planning Purposes; Tennessee: Bristol; Determination of Attainment for the 2008 Lead Standards’, Federal Register, vol. 77 no. 115, pp. 35652-35656.

Osborne, T 2013, ‘Devolving Powers’, Aviation Week & Space Technology, vol. 175 no. 1, p. 40.

Pestana, C 2009, ‘The Measurement of Efficiency of UK Airports, Using a Stochastic Latent Class Frontier Model’, Transport Reviews, vol. 29 no. 4, pp. 479-498.

Robinson, J 2012, ‘The regulation of airport charges: an important input into the price of travel’, Travel Law Quarterly, vol. 4 no. 2, pp. 155-159.

Shiel, V 2009, ‘Bristol seeks major air capacity growth’, Planning, vol. 1803 no. 1, p. 6.

Tilley, J 2010, ‘Committee passes Bristol airport build’, Planning, vol. 1859 no. 1, p. 6.

Introduction

Miami international airport, which is commonly referred to as MIA, is one of the busiest airports serving the area of south Florida. The airport has LAN airlines’, cargo operations and passengers. It has flights for cargo and passengers, which fly throughout America and Europe. The services are also extended to Canary Islands, along the African coast and also in Asia. The airport dates back to 1959 and has undergone a number of developments. To enhance its services, the North Terminal Development (NTD) Program was initiated, which was scheduled to be completed by December 2011. MIA is the largest US gateway to Latin America and Caribbean. It is among the leading international airports in the world. This report provides a brief description of MIA’s North Terminal Development (NTD).

MIA’s North Terminal Development

This project is quickly nearing completion in 2012, and most of its phases are already in operation. The terminal has one concourse (D), which is 330000m² and a linear one, which is 1.9 km long. It has a 30 million passenger capacity every year. There is also a bus station in the terminal. In total, there are 50 gates which are nearly complete. The construction of the northern terminal began in 1998 and was scheduled to be completed by the end of 2005. However, the project was delayed by the coast overruns until 2012 when it was nearly fully operational. Initially, the project was manned by American Airlines but later, in 2005, the management was taken over by Miami-Dade County Aviation Department. The sections of the terminal opened in phases due the disruptions that occurred in the course of the project. Currently, a significant majority of the project is completed and fully operational. The evaluation carried out in July 2011 revealed that the project will be completed by early 2012.

Currently, the activities left are only the construction of customs and immigration area, which is very important in MIA. There is also a re-check inspection area which is under construction. This area is meant for international to international connections. Three out of the targeted 50 gates are also under construction. The project will be finally complete when a new checked baggage delivery system will be fully completed and operational. According to Miami International Airport, Twenty-three passenger gates are currently in operation and Phase 1 of the project, a 290,000-square-foot “front door” section that includes new areas for curbside check-in, ticket agent and self-service check-in and domestic baggage claim, opened for business on November 5, 2009 (Miami International Airport, 2011, 1).

There is a one mile long terminal and an automated people mover, which has four stations that are being constructed in order to facilitate the connections of passengers. There is also a concourse D sky train which is capable of transporting about nine thousand passengers every hour. As stated by Miami International Airport, “the four spacious, circular common areas in North Terminal will feature concessions, passenger lounges and modern architectural elements such as sky lights for natural lighting (Miami International Airport, 2011, 1). This shows that the services will be excellently delivered. The terminal will mostly be occupied by the American airlines. It will serve to integrate the American Eagle operations in the region. The 50-gate super concourse is meant to serve more than 20 million passengers every year. The super concourse is also expected to provide over 300 flights daily.

The North Terminal Improvements (NTI) Phase II project helps improve the front door of the terminal and increase its size by adding 150, 000 square feet of additional space. This space will also be used as ticket counters to facilitate tickets issuance. The space will also be enough for a fourth security check point in the north terminal and for loading and unloading of cargo and also the passengers when they arrive or when departing. These developments will also help re-connect the central and the northern terminals of the airport.

The North Terminal’s Phase I was already completed by early November 2009. At this point, there are 58 agent ticket positions to serve passengers and 66 check-in devices which are ‘self service’. There are also 14 curbside check-in positions already completed in the North Terminal’s Phase I. According to Miami International Airport, the “three security checkpoints located just 90 feet from the concourse area provide fast and easy access to North Terminal’s passenger gates, all counted as part of phase 1” (Miami International Airport, 2011, 1).

It is clear that the MIA North terminal Development project will give the passengers a taste of high quality in Miami International Airport. The project, scheduled for completion in 2012, will feature: “a 400,000-square-foot, 72-lane federal inspection area capable of serving 3,600 international passengers per hour upon their arrival to the U.S., an eight-lane, re-check inspection area for passengers connecting between international flights and a new international “greeter’s lobby” (Miami International Airport, 2011, 1). There is also a new baggage handling and delivery system that ensures safety of the passengers’ baggage. This is also expected to be completed in the course of 2012. The Terminal also has restaurants, more than sixty in number, and shops. More are expected to be built upon completion of the project.

Conclusion

The MIA’s North Terminal Development (NTD) project is one of the most innovative projects undertaken by MIA. It is based on the current needs in the market and is aimed at ensuring quality services to customers. Upon its completion, it will serve over 30 million passengers annually, which is a great improvement in the Airport.

Reference List

Miami International Airport (MIA). (2011). North Terminal Development (NTD) Program. 2012. Web.

Miami International Airport (MIA). (2011). North Terminal. 2012. Web.

CCTV

The closed-circuit television (CCTV) cameras should be positioned at the entry and exit points labeled A in the airport plan (Figure 1) to allow the monitoring of people. Given that entry points pose a lot of insecurity to the airport, CCTV cameras should be placed for critical surveillance of the landside where the public access freely. CCTV cameras are required at the landside because early identification and tracking of security threats are central to the prevention of assaults, thievery, robberies, kidnapping, hijacking, and terrorism (Szyliowicz and Zamparini 251).

CCTV at the landside should capture all cars that pick and drop travelers at the airport for security teams to track and trace them in case of insecurity incidences. Moreover, exit points need CCTV cameras to monitor what happens on the airside as people board and alight on planes (Szyliowicz and Zamparini 132). Beyond the boarding gates, the airside is prone to security threats, such as thievery, hijacking, and other acts of terrorism. CCTV would monitor passengers in the airside and allow security systems to flag potential security threats to both the airlines and people.

CCTV should also be positioned at the boarding areas of the airside, where passengers wait for their flights. The theft of luggage, jewelry, phones, and other valuables is common in the boarding areas. Since passengers usually spend some time in the boarding areas, some take drinks and eat snags, while others have a rest by napping, they are vulnerable to theft. In this view, concessionaries should have CCTV cameras for security to monitor travelers as they order, wait, and eat their food.

Hence, the presence of CCTV cameras would enable security officers to identify and arrest thieves, as well as restore stolen valuables to their owners. Queueing areas ought to have CCTV cameras to track the behaviors of passengers as they enter the airside of the airport. Robbery, thievery, and assault cases are common in this area due to the congestion of people. Corridors to restrooms should have CCTV cameras as thieves tend to hide and target their victims when they enter washrooms. CCTV cameras should also be placed in restricted areas to check the activities of authorized persons and alert security personnel in case of intrusions.

Check-in and ticket lobby should have CCTV cameras because it is a critical point of entry by passengers. A security flaw in check-in and ticketing systems would allow entry of untheorized people into the airside of the airport and cause major security incidences (Szyliowicz and Zamparini 129).

For instance, when cybercriminals access the check-in systems via unsecured links to customers, they can hack and enter their details as legitimate passengers. Also, during ticketing, criminals can impersonate passengers and gain entry into the airport where they undertake their criminal and terrorist activities. Baggage areas should also have CCTV cameras to ensure safety and accurate tracking and clearance of personal belongings at the airport. Often, thieves target the luggage of passengers and steal valuables before and during the screening process.

Access Control Points

Since the airport plan has restricted areas, it should have access control points to allow only authorized persons to enter. In the airport plan, access control points should be positioned in locations labeled B (Figure 1).

These positions are entry and exit points of the restricted area of cargo airlines. Merchandise in the cargo area requires protection from theft and destruction by arsonists and terrorists. Moreover, hazardous cargo needs careful handling and packaging to protect passengers and airport staff from undue harm. Access control points would allow authorized vehicles, cargo handling machines, and workers to undertake their work carefully without interference from intruders. In loading planes, an access control point at the airside is necessary to ensure that appropriate cargo exits stores to avert theft and misplacement.

Another vital section of the airport plan that requires access control points is the restricted area of the baggage. Screened baggage is normally stored in a restricted area awaiting their package into a plane. As the loss of luggage is common in airports, the use of access control points would prevent thieves and other unauthorized persons from interfering with arrangements. In case of the loss or misplacement of luggage, the authorized personnel would find it easy to trace and take responsibility for their duties. Owing to increasing cases of cybercrime, access control points are required in the ticket and check-in sections to prevent hackers from entering and accessing open systems. Employees of various airlines should ensure that their offices have access control points because they are vulnerable to cybercriminals. Therefore, access control points play a critical role in the safety of luggage and passengers in the airport.

Passenger Screening

Passenger screening should occur at check-in entry (C) to ensure that travelers do not go into the airside with weapons and arms (Figure 1). Criminals and terrorists usually attempt to sneak guns, missiles, grenades, and bombs into the airport through the check-in gates. Following the 9/11 attacks of 2001, it became evident that terrorism could use crude weapons to attack and hijack planes (Szyliowicz and Zamparini 238). Screening at the check-in points would enable the detection of any form of weapons and arms, which criminals and terrorists plan to use in their criminal activities. Overall, the safety of the airport is dependent on the effectiveness of passenger screening at the point of first entry into the airside.

Another level of passenger screening should be placed at the entrance to the boarding bay (C). Szyliowicz and Zamparini recommend pre-boarding screening, as well as random screening for passengers in airports (130). Screening of passengers for weapons and arms has proved ineffective because it does not detect smuggled goods, such as drugs and harmful chemicals, which comprise a security threat. Since drug traffickers and smugglers use their bodies to transport illegal products in and out of the country, passenger scanning should occur on entry and exit sites of the airside. Therefore, the double screening of passengers is necessary to guarantee the safety of airports and travelers.

Cargo Screening

Cargo screening should occur at entry and exit sites for cargo in the airport plan labeled D (Figure 1). These sites are critical because they allow vehicles and handling equipment to enter and exit the restricted area, a storage area for cargo. As cargo enters the restricted area, they should be screened for weapons and arms, such as grenades, missiles, bombs, bullets, and guns. Moreover, cargo should be screened for the presence of illegal and harmful products.

Given that cargo can stay for a long period in the airport awaiting custom clearance, they should be screened for the second time as they exit the airport to ensure that no illegal products are smuggled with them (Szyliowicz and Zamparini 94). Thus, additional screening is necessary for cargo handling to make sure that the status and conditions of goods for export or import do not change in the course of clearance by customs

Work Cited

Szyliowicz, Joseph, and Luca Zamparini. Air Transport Security: Issues, Challenges, and National Policies. Edward Elgar Publishing, 2018.

Abstract

Wildlife control in and around commercial airports is a major concern for civil aviation management authorities in the United States and various parts of the world. In this paper, the focus was to evaluate the magnitude of the problem and ways in which various airports are managing it. The goal was to find better ways of addressing the problem than what is currently in use. The study shows that terrestrial mammal incursion on the runways is a more dangerous threat to aircraft than bird-strike, but it is less likely occurrence. Many airports have developed security mechanisms to eliminate large objects on runways that may cause accidents. However, bird-strike is still a major concern. It is not easy to predict behavioral patterns of the bird or manage their movements. Some of them fly at planes cruise altitude, a fact that makes them dangerous even when an aircraft has safely taken off from airports. The study suggests structural changes on the design of some sensitive parts of the plane such as engines and windshield to make such impact less dangerous. The cabin crew, traffic controllers, security officers, and other relevant stakeholders should also be taken through regular training to learn how to deal with wildlife incursion using modern technologies.

Introduction

Managing the safety of the airports is one of the most important responsibilities of civil aviation authorities around the world. According to Stolzer and Goglia (2016), issues such as terrorism, criminal activities, and animal incursions pose serious threat to aviation security. The threat posed by wild animals has forced many airport authorities to find effective ways of dealing with the problem. Proper fencing has made it possible to keep off animals such as wild dogs, jackals, and other mammals from the runways. However, dealing with birds in the air has remained to be one of the major challenges in the aviation sector.

Desoky (2014) explains that it is not possible to predict the pattern of behavior of some birds. Given that they are airborne, it is not possible to control birds using physical barriers such as fences. Numerous cases of bird strikes during landings and takeoffs have been reported in this century for decades. Some of these strikes ended in fatalities. Other than the loss of life, such intrusions often cause major financial consequences, especially in cases of plane crash. Desoky (2014) report that animal incursion still remain to be a major problem in many airports in the United States and around the world. In this paper, the researcher will focus on evaluating wildlife controls in and around commercial airports.

Justification of the Study

Security in the aviation sector is the factors often given priority because of the magnitude of the consequences of accidents and incidents. An Airbus A380 can carry over 850 passengers. The plane costs US$375.3 million. When it is involved in a major crash, it can lead to loss of many lives. The company may also find it difficult to recover from the loss of such an expensive asset. A significant number of these accidents are often caused by wildlife incursion into the airports and the surrounding environments. Scheideman et al. (2017) say that “wildlife incidents with aircraft cost airports and operators worldwide an average of US $1.28 billion annually” (p. 408). The massive costs of associated with the problem it necessary to find a lasting solution. The paper focuses on finding ways of addressing the problem. As Desoky (2014) observes, addressing the threat posed by birds may not be easy. Leading airports around the world may not fully control the behavior of birds even when some of the latest technologies are used. One cannot know when a large bird will cross paths with a commercial plane when landing or taking off. However, various measures can be taken to deal with the problem. The paper will provide a guide to stakeholders in the aviation sector on how to deal with the problem.

Analysis and Discussion

Animal incursion at airports and surrounding environments has been a major concern in the aviation sector for decades, as Desoky (2014) observes. Mammals such as dogs, jackals, and even large domestic animals sometimes find their way into the runways, posing serious threats to aircrafts which are landing or taking off. Many large commercial airports have been able to address this problem by having proper fences that can keep off animals. However, dealing with the problem of birds in the surrounding environments is still a major issue. Desoky (2014) provides a historical account of some of the major incidences of bird strikes at various airports around the world. On April 13, 1912, a small aircraft collided with a bird at Long Beach, leading to the death of the pilot. On October 4, 1960, a bird strike on Eastern Air Lines Flight 375 led to engine failure. The plane crashed, killing 62 of the 72 people on board. On September 15, 1988, the engines of Ethiopian Airlines Flight 604 sucked a flock of pigeons, and crash-landed, killing 35 of the 104 people on board.

On April 29, 2007, Thomsonfly Boeing 757 suffered an engine failure after ingesting a heron bird soon after taking off at Manchester Airport (Kazda & Caves, 2015). The engine caught fire, but the crew were able to land safely back at the airport without any casualty. On April 1, 2016, Ryanair Flight FR3445 was forced to make an emergency landing at Manchester Airport soon after takeoff because its engines sucked a bird (Desoky, 2014). These cases demonstrate dangers of bird strike in the aviation sector. It also shows that proper measures are yet to be put in place to help deal with this problem. It is necessary to look at the statistical figures that demonstrate the magnitude of this problem.

Statistical Analysis of the Challenges Posed by Wildlife

According to Atwell, Hilterbrand, Kaffka, Lauber, and Shore (2015), every airport has a responsibility to ensure that there is safety of passengers, aircraft, and other relevant facilities. Most of the air accidents often lead to fatalities and massive destruction. As such, the civil aviation society often considers safety and security of passengers and aircrafts top priority. One of the factors that compromise aviation security is collision with wildlife. Terrestrial mammals and birds pose the greatest threat to the aircrafts. Based on data collected from various sources, the researcher compared aircrafts struck by wildlife in the United States from 1990 to 2014. Figure 1 below shows the findings.

As shown in the figure above, over 133,940 aircrafts were struck by birds between 1990 and 2014. Most of these strikes take place during takeoffs and when the planes are landing. Some of them occur at the cruising altitude, especially among the small crafts. Birds were responsible for significant damage of various parts of 15,472 planes. Within the same period, 2,648 planes collided with terrestrial mammals. The collision takes place during landing and takeoff processes. They led to damage of 1,932 aircrafts. The statistics show that birds pose a greater danger to the aviation safety. Although collision with terrestrial mammals is a more dangerous encounter, it is a rare occurrence compared with bird strikes. The introduction of effective fences has also helped address the problem. However, it is still a challenge dealing with the threat posed by birds. Figure 2 below shows the increasing cases of bird strikes from 2009 to 2014.

As shown in the figure above, there has been a consistent increase in the number of bird strikes from 2009 to 2014. In 2009, 7,500 bird strikes were reported by the country’s aviation sector. It increased to 8,900, 10,100, and 12,000 in the three subsequent years. The number of bird strikes in 2014 was more than twice what it was in 2009. Desoky (2014) explains that the increasing number of bird strikes may be caused by the high number of planes taking to the skies. However, it is an indication that something needs to be done to address the problem as soon as possible. The more the cases of airstrike continue to be witnessed, the more lives of those who use the aircraft are put at risk. Figure 3 below an aircraft’s collision with a bird. Such collisions can be dangerous, especially if a large bird is sucked into an engine, causing a failure.

Relevant Training to Improve Efficiency and Safety in the Airports

According to Stolzer and Goglia (2016), pilots, crew members, traffic controllers, and emergency management team within various airports need to go through proper training on how to deal with the problem of wildlife incursion. On January 15, 2009, US Airways Flight 1549 left LaGuardia Airport in New York for Tacoma International Airport, Seattle. However, the plane struck a flock of geese and lost all engine power (Stolzer & Goglia. 2016). It was impossible to steer the plane back to the airport because of the distance involved. The pilot made a quick decision to safely ditch the plane into the nearby Hudson River, off Midtown Manhattan (Stolzer & Goglia. 2016). It was the first time such a large passenger plane was landed in a large water body.

Fortunately, all the 155 people on board the plane were rescued with no major injuries (Kazda & Caves, 2015). Figure 4 below shows passengers being rescued from the plane after it landed in the river. Many aviation experts had never thought that would be a possible occurrence. However, the expertise of the pilot and the crew members showed that with proper training and necessary skills, it is possible to save hundreds of lives of passengers even when faced with such a serious threat. It makes it necessary to find ways to have proper training for various officers responsible for the management of the aircraft and airport.

Pilots and crew members should be trained on how to deal with serious emergencies in cases where systems fail in the plane because of engine failure after striking a bad. The US Airways Flight 1549 landed in the river without any fatalities because of the unique skills of the crew members. New course should be introduced that will equip pilots with skills needed to overcome such extreme challenges. Advanced airport operation is an important course that offers a wide range of concepts needed by employees assigned different roles in the normal management of airports.

Safety management system for airport is one of the concepts which are relevant to airport employees, especially the emergency and rescue team and traffic controllers. It equips them with knowledge on how to deal with serious emergences such as cases where an aircraft has to make an emergency landing when in distress. Collaborative airport decision making is another important concept in this course that makes it possible to enhance security in the airports. When there is an emergency, different stakeholders can work as a unit to ensure that a plane lands safely. IATA has also introduced short courses for pilots, cabin crew members, traffic controllers, and other officers within an airport. Risk management implementation is a five-day course meant to equip cabin crew members with skills that can enable them deal effectively with emergencies. As Desoky (2014) suggests, trainings should evolve based on the changing technologies and threats that the sector is facing.

Radar Tracking Systems

Technology has become the prime solution to most of the challenges in the aviation sector. According to DeVault, Blackwell, and Belant (2013), Radar is one of the best solutions that have been developed to solve the problem of birds and other airborne objects that pose serious threats if they collide with planes. Radio detection and ranging (Radar) is defined by Stolzer and Goglia (2016) as “an electronic detector system that measures distance or velocity by sending a signal out and receiving its return” (p. 45). As explained above, airports have been unable to control the movement of birds in paths frequented by planes. Some of the migrating birds can cross such paths at any time. Desoky (2014) explains that many airports in the United States have reported cases of bird incursion at times when least expected. Birds such as Ruppell’s griffon vulture can fly at cruising altitude of commercial airplane, making them dangerous even when planes are away from airports. The emergence of this radar was meant to help address the problem of mid-air collision between airplanes and various objects on their path.

The detector can pierce through darkness and thick fog into the horizon. It shows landmass, clouds, and any other object that is on a plane’s path and its surrounding environment. It is designed to measure distance between the aircraft and the object and its position along the path that should be taken. When the detected object is on motion, the system can enable the pilot to understand the direction, speed, and altitude so that an appropriate decision can be made (Kazda & Caves, 2015). Some of the highest flying birds such as Ruppell’s griffon vulture and bar-headed goose are considerably large and when they collide with a plane, they may cause significant damage on the point of contact. A pilot can make a quick decision to lower or increase the cruise altitude or slightly change the direction to pass such an object before it can cause a serious damage to the plane. Most of the planes fitted with the system no longer have to worry about bird attack. However, Desoky (2014) warns that having the system is not a silver bullet that solves all problems related to bird strikes. It only makes it easy for pilots to see the birds while they are miles away so that the right decision can be made to deal with the problem. The pilot and first officer still have a responsibility of making the right decision on how to maneuver the aircraft away from potential threat.

Safety Programs, Control Measures, and Procedures

Pilots, cabin crew members, air traffic controllers, emergency management officers, and various other stakeholders go through rigorous training to ensure that accidents and incidents are eliminated. According to Desoky (2014), besides the standard training relevant to each officer based on the area of specialization, safety and security management are common courses that all the officers have to learn to respond to cases of emergency when they arise. Emerging threats and changes in the aviation sector defines the nature of course needed for these officers. The skills needed by the pilots and the cabin crew when in the airplane are different from that needed by the ground officers. It is necessary to look at the safety programs, control measures, and procedures needed by different officers in managing wildlife in airports.

Pilots and cabin crew

According to Kazda and Caves (2015), pilots and cabin crew may not have a major role to play in controlling wildlife within airports that they use. However, they have a responsibility to report their encounters so that control measures can be taken. As a standard procedure, pilots are expected to make reports about challenges they encounter with planes and airports. It is their responsibility to report when the presence of birds and other wild animals that they spot within the airports and surrounding environment even if they did not pose any significant threats to their flight. Desoky (2014) warns that assuming the airport management is aware of the presence of such wildlife can be dangerous. In some cases they may not be aware. Even if they know about these animals, making official reports puts pressure on the management to act on the issue so that it does not degenerate into a disaster.

A new standard procedure should be introduced to allow pilots to make such formal reports because it can help in preventing serious accidents within various airports around the world. In cases where the engine gets damaged after ingesting large birds, pilots should know what to do to save lives of passengers. Kazda and Caves (2015) argue that extreme pilot training may be necessary to make it possible to guide planes to safety even when all the power in the engines is lost. They should learn not to panic in such dangerous encounters to help ensure that they remain in control of their aircraft.

Air traffic controllers, emergency management team, and other ground officers

The ground officers have a major responsibility in controlling wildlife away from airports. According to Desoky (2014), security officers have to ensure that no wild terrestrial mammal has access to the airports, especially the runways. It is a standard practice for major commercial airports to have perimeter ways and other security fences to limit entry and exit into the airport. However, one of the control measures for the officers is to make regular rounds just to ensure that there is no breach in the fences. In case there is a breach, an immediate action must be taken to ensure that wildlife does not pose a threat to the planes landing and taking off. Some passengers often travel with pets such as dogs when they get permitted by the airline and relevant airports. The security officers should ensure that in case such animals escape from their owners, they are not let to wonder within the airports. Security officers may sometimes be required to destroy birds’ nests in the environment surrounding the airport as a means of driving them to other safer locations.

Officers responsible for cleaning the runways have a major role to play in fighting the problem having dangerous objects on the runways. Other than doing the normal cleaning of the runways, they have to ensure that any terrestrial mammals are eliminated from the airport, especially along the runways. When they notice presence of a bird or a flock of birds that was not there before, they need to make reports to relevant authorities so that appropriate actions can be taken. The air traffic controllers should work closely with other ground officers and the pilots to ensure that any form of threat is eliminated at a time when planes are taking off or landing at the airport. Kazda and Caves (2015) note that safety programs require air traffic controllers to warn pilots against landing or taking off when birds are flying dangerously within the airport. The emergency management team on the other hand should be ready to deal with incidences and accidents that happen because of animal incursion within the airports. Control measures are put in place to eliminate accidents. However, it does not mean incidents may not arise within the airport. Having a fully equipped and well-trained team of emergency management officers may help rescue passengers within the airport when an issue arises.

Structural Factors of Improving Safety

According to Desoky (2014), most of the bird-strikes often cause minimal damage and a pilot is able to land the plane safely without any emergency. However, some strikes may cause a major concern, as discussed above, especially when a large bird is sucked into the engine, causing a failure. As such, designers of modern planes are coming up with ways of making bird-strikes to be safe occurrences when the plane is off the ground. Identifying sensitive parts where such strikes occur is the first step in solving the problem from a structural perspective. Figure 5 below identifies parts of a plane which are often struck by birds. Each of these parts may need different structural design approaches to protect them from such incidences, as discussed below.

Engine

As shown in figure 5 above, the engine is the worst affected part of a plane with the problem of bird-strikes. It accounts for 44% of all strikes because of the size, location, and its suction effect. It is also one of the most sensitive parts of the plane to such strikes. If a large bird is sucked into the engine, it may result into a failure. As such, designers are coming up with new ways of protecting it. As shown in figure 6 below, a simple step of introducing turbojet engine protection grill can help in addressing the problem. This physical barrier is meant to prevent cases where large objects are sucked into the engine. It is designed in a way that makes it possible for the engine to have access to air as much as possible while at the same time remain protected from foreign objects. The functionality of the engine is not impaired in the process.

Windshield

As shown in figure 5 above, 13% of bird-strikes hit the windshield. Most of the commercial jets have strong windscreen that can withstand such an impact without any significant damage. According to Kazda and Caves (2015), light aircrafts have windshield that can withstand an impact of 1.8 kilograms while large commercial jets can withstand an impact of 3.6 kilograms. Incidents where an aircraft’s ability to land safely is affected by such bird-strikes are very rare (Scheideman et al., 2017). However, such occurrences often cause a scare among cabin crew and passengers, especially when the windshield is crashed because of the magnitude of the impact. On November 22, 2012, a Cape Air flight Cessna 402C was struck by a bird minutes after taking off from Barnstable Municipal Airport in Massachusetts (Sheridan et al., 2015). The pilots were forced to make emergency landing soon after the strike. The co-pilot was scratched by shards of glass, but no major injuries were reported because the pilots were able to land the aircraft safely after the strike. Figure 7 below shows the aftermath of the strike. Desoky (2014) believes that the solution to such strikes is to strengthen the windshield so that it can withstand greater force.

Nose, wing, and fuselage

Figure 5 above shows that the nose and wings are often receive significant hit by bird strikes, at 8% and 31% respectively. However, most of such strikes do not have major impact on the ability of the lane to land safely. Kazda and Caves (2015) believe that these parts should be strengthened to have greater capacity to withstand such impacts. The fuselage, which is the largest part of an aircraft, is rarely hit by birds because of the location. Only 4% of such strikes affect the fuselage. The impact of such strikes is often negligible and as such, it may not need major structural redesigning purposefully to address the problem of bird-strikes. However, it should be strong enough to withstand major impact when making emergency landing in extreme conditions. It should remain in one piece to enhance chances of survival of passengers.

Legal and Regulatory Factors

According to Graham, Papatheodorou, Forsyth (2016), sometimes it may be necessary to use legal and regulatory means to enhance safety of passengers, crew members, aircraft, and airport facilities. A significant number of accidents that happen in the aviation sector are caused by acts of negligence and lack of responsibility. It may be necessary to make everyone feel that they are responsible, both criminally and otherwise, of accidents that happen because of acts of negligence. Security officers have the responsibility of ensuring that perimeter walls and other fences are not breached by terrestrial mammals that pose great danger to airplanes when taking off or landing. When such errors occur, the management of the airport should be held responsible, especially if the report had been made and no action was taken. In case it is established that specific officers failed on their duties, Desoky (2014) suggests that dismissal should not only be the punitive measure, particularly if the act of negligence led to an accident or a major incident within the port. Having such strict regulatory policies minimizes cases of negligence when controlling wildlife incursion at airports.

Conclusion and Recommendations

Wildlife incursion poses serious threat to planes during takeoffs and when landing. High-flying birds may strike a plane’s engine even when it is at a cruising stage. The historic landing of US Airways Flight 1549 on Hudson River is a reminder of the danger that bird pose to planes. As such, stakeholders have come up with different ways of dealing with the problem. It is critical to improve security at airports to avoid incursion of wildlife, especially on the runways. Some scholars have suggested that it may be necessary to improve designs of the aircrafts to enhance their ability to withstand bird strikes. Using regulatory policies may eliminate acts of negligence at airports. The following recommendations should be taken into consideration:

• Airports should use new technologies to monitor movement of any unauthorized animals or persons within the airport, especially on the runways.
• Improving structural designs of the planes can make them capable of withstanding bird-strikes.
• Cabin crew, traffic controllers, security officers, the emergency management team, and other relevant officers should go through regular training to learn how to deal with crisis such.
• Having strict legal policies can also make all the stakeholders feel responsible for enhancing airport security.

References

Atwell, N., Hilterbrand, J., Kaffka, C., Lauber, A., & Shore, E. (2015). Hillsboro Airport wildlife hazard management plan. Portland, OR: Port of Portland.

Biondi, K. M., Belant, J. L., Martin, J. A., DeVault, T. L., & Wang, G. (2014). Integrating mammalian hazards with management at US civil airports: A case study. Human-Wildlife Interactions, 8(1), 31-38.

Desoky, A. S. S. (2014). A review of bird control methods at airports. Global Journal of Science Frontier Research: E Interdisciplinary, 14(2), 40-50.

DeVault, T.L., Blackwell, B.F., & Belant, J.L. (Eds.). (2013). Wildlife in airport environments: Preventing animal-aircraft collisions through science-based management. Baltimore, MD: The Johns Hopkins University Press.

Graham, A., Papatheodorou, A., Forsyth, P. (Eds.). (2016). Aviation and tourism: Implications for leisure travel. New York, NY: Routledge.

Kazda, A., & Caves, R. E. (2015). Airport design and operation. Bingley, England: Emerald.

Scheideman, M., Rea, R., Hesse, G., Soong, L., Green, C., Sample, C., & Booth, A. (2017). Use of wildlife camera traps to aid in wildlife management planning at airports. Journal of Airport Management, 11(4), 408-419.

Sheridan, E., Randolet, J., DeVault, T. L., Seamans, T. W., Blackwell, B. F., & Fernández-Juricic, E. (2015). The effects of radar on avian behaviour: Implications for wildlife management at airports. Applied Animal Behaviour Science, 171, 241-252.

Stolzer, A.J. & Goglia, J.J. (2016). Safety management systems in aviation (2nd ed.). New York, NY: Routledge.

There are numerous methods and procedures for ensuring the safety of passengers and airport property when it comes to airport security. As a result, airport security needs to be on high alert. Therefore, there are essential directions like security audit, explosive and drugs detection canines, training of employees, creation of safety checks, and the expansion of cyber security measures addressed in this paper.

Before deciding which areas of an airport require development or updating, it is critical to inspect equipment and cross-check systems. A security audit will reveal what functions well and what does not. The audit process comes in handy in identifying specific dangers to airport security (Naji et al., 2018). As a result, management will become aware of potential hazards and therefore put in measures to curb these hazards. The vulnerability assessment will be discussed once it is completed. Inspections, assessments, and suggestions will generate actionable observations and recommendations. Protective steps will be implemented to ensure the property’s safety. Security audits can, however, be expensive and demanding for the airport. However, the benefits are more than the cost of conducting the audit and implementing the recommendations.

While conducting the audit, make a point of looking for security videotapes. Fewer conflicts occur as a result of increased border security. Customers and screening line employees have a history of getting into heated arguments. The first step in onboarding new employees is determining what causes security breaches. Security footage is frequently used in personal injury and insurance claims (Naji et al., 2018). Any other type of evidence is always preferable to video evidence. Regularly examining their employees’ daily routines will assist them in becoming familiar with the procedures of their respective departments.

A security breach at an airport may arise due to insufficient location monitoring. As a result, the building’s outside and inside should be guarded. The airport should, therefore, implement security inspections and patrols. The most significant disadvantage of this technique is the high expense of security inspections and patrols. While CCTV cameras are becoming more prevalent in many firms, they cannot compete with human personnel regarding service quality. There should be a random or predetermined timetable for security vehicle patrols around the perimeter of the facility in order to keep it safe. Mobile patrol units are a preferable solution in locations where full-time guards are not required. These persons must always be prepared to act due to their constant mobility. The security system’s inability to move freely may expose vulnerabilities in its defenses (Naji et al., 2018). To maintain an eye on the property, having someone drive around the perimeter in a car may be advantageous. When criminals flee, authorities are less likely to apprehend them, the armed guards will therefore be able to stop criminals from infiltrating the airport.

A security checkpoint should be placed before clients are allowed into the screening lanes. Aircraft facilities are not just at risk from passengers. Outsiders and coworkers alike should be viewed with caution. Security risks can be reduced by performing ID checks at multiple locations. The screening procedure can be sped up by increasing the number of pre-security checkpoints. Choosing a trustworthy security partner is critical. Airport security must be well-trained and well-prepared to handle the influx of passengers. With the proper security collaboration, one can ensure that customers have a positive experience while protecting the people and assets. It is critical to find a security partner who can adjust or adapt their strategies to airport security challenges within the shortest time possible.

Body scanners are commonly used in airport security, but they are slow, inaccurate, and may pose health risks. They could also endanger safety due to their inaccuracy in detecting foreign materials (Hunt et al., 2021). Many experts say pat-downs should be used only as a last resort in an emergency. Autonomous luggage lanes will help speed up the procedure and save time. Bags and other items are inspected for explosives in these new lanes before scanning by the X-ray machine. A separate line has been set up for loads that have been labeled as risky. Passing through the central street with baggage and clients takes less time. Improving the effectiveness of screening lanes increases the efficiency of security efforts and increases customer satisfaction. It expedites screening and makes passengers more comfortable.

A canine explosive and drug detection dog is the most effective method of detecting explosives and drugs smuggled into a country via airports. The dogs have been trained to recognize dangerous chemicals in a disaster. As a result, day-to-day activities at the facility will be minimally impacted due to their ability to perform under challenging settings. They have been known to board flights, albeit briefly. Dogs are generally recognized as the most reliable and adaptable solution for bomb detection (Farr et al., 2021). There is an increasing demand for highly competent explosives detection canines worldwide. When it comes to training and deployment, many puppies do not meet the stringent behavioral standards necessary to attain mission-specific skills. Regardless of the circumstance, these dogs are up to the task. They have a chance of success due to their interaction with the trainers. They can thus be used in conjunction with existing security measures that are already in place but are unable to identify bombs or illegal narcotics.

Improved cyber-resilience through implementing security measures in airports is vital in enhancing the airport’s security. Studies on the cyber security of these systems have been carried out by researchers, worldwide standard organizations, and regulatory bodies in recent years. To safeguard a system against cyberattacks, designers must first identify attack vectors. This knowledge is vital in helping system designers develop safe strategies. (Hunt et al., 2021). Therefore, it is critical to ensure that no loopholes can make the vulnerable systems hackers to gaining access to the servers.

One of the most common ways for hackers to access computers and networks is through an attack vector. Hackers employ attack vectors to exploit system flaws, including those caused by human error. Various attack methods, including code injection and other types of cyberattacks using networks, portable devices, and other media, can compromise airport security cameras (Hunt et al., 2021). Identifying attack vectors can be accomplished by examining the system’s design and potential cyber threats and thorough penetration testing. As a first step toward narrowing the scope of applicable cyber security requirements, the following tasks are undertaken in this research: They are used to assess attack vector elements. The cyber security model is used to determine the security level of an airport, a target system, and a system. Investigating known flaws in the cameras and performing penetration tests to look for suspicious activity

After the previous tests have been performed, the issue of technological security may be addressed. It may be performed by either repairing malfunctioning equipment and systems within the airport or resolving issues such as increasing the buffers in the security system firewall to keep hackers at bay, among other things. In order to improve the overall security of the airport, it was also required to acquire new equipment or collaborate with a more up-to-date security system.

Airport security systems have made it simpler to apprehend drug smugglers, but new methods of smuggling drugs aboard planes are continuously being developed. In addition to illegally smuggling drugs, airport security Employees play a critical role in the success of any given organization. Airport staff are no exception; it is, therefore, crucial for the management to ensure the staff is well versed with their duties and responsibilities. Personnel has been trained to look for other prohibited items on planes (Naji et al., 2018). Prior attempts to smuggle gold, antiquities and even exotic animals have been foiled by airport security. Airports have additional security procedures in place once a jet has landed in addition to the pre-flight inspections. It is becoming increasingly difficult to prevent unauthorized access to airports, airlines, and their information as hackers develop new and more sophisticated techniques of assaulting aviation networks and ATC systems. Cybersecurity has become a severe concern for the aviation sector because of its increasing reliance on digital technologies. Authorities and airlines are spending much money on cyber-security measures to secure the air transportation industry from cyber-attacks. In the case of a mass shooting at the airport, airport security protects passengers.

In the absence of security measures, criminals would have the ability to attack the airport. With the intention to deter criminals from conducting similar acts in the future, airport security measures have been implemented. The advancement of technology has led to an increase in the employment of sophisticated tools and technologies by airports to combat possible risks to passengers and make air travel more secure on some of the most powerful equipment available today.

References

Farr, B. D., Otto, C. M., & Szymczak, J. E. (2021). Expert perspectives on the performance of explosive detection canines: operational requirements. Animals, 11(7), 1976.

Hunt, K., Agarwal, P., & Zhuang, J. (2021). Technology adoption for airport security: Modeling public disclosure and secrecy in an attacker-defender game. Reliability Engineering & System Safety, 207, 107355.

Naji, M., Abdelhalim, S., Al-Ani, A., & Al-Kilidar, H. (2018). Airport security screening process: a review. CICTP 2017: Transportation Reform and Change—Equity, Inclusiveness, Sharing, and Innovation, 3978-3988.

Introduction

Each and every airport, irrespective of locale, dimension or even amenities, faces the actual likelihood of encountering an event which might demand urgent reaction as well as outcome control. Instances consist of serious weather conditions, robbery, vandalism, stolen asset, an accident, explosive device risk, hijacking, and so on. Acquiring a distinct, documented Airport Safety Strategy will probably assist an individual get ready for and also deal with any substantial occurrence which takes place at the airport. As soon as it is accomplished, this kind of Airport terminal Safety Plan ought to be handled as delicate information as well as is exempt from general public disclosure.

Planning and management of security are essential challenges to airport security. The swift development of airport security tools technological innovation also lends to airport -safety issues, which are tremendously increased by the launch of information technology. Airport-safety issues ought to be comprehended, and actions need to be undertaken to decrease them and enhance airport safety. Airport administration ought to establish order whenever approaching an issue; and semblance of that order must be maintained at all times (Fainberg, 2002). They need to be conscious of the human being -dimensions elements and make certain that the airport security personnel do not turn out to be complacent. It is important to note that most security challenges are a product of human errors rather than current technology. Various airport security errors have in the past been attributed to human errors.

Purpose

This security plan is based on the guidelines issued by USA aviation authority. The intent of this security plan is to help the airport commission, tenants, and local law enforcement enhance security of the airport grounds, facilities, buildings and procedures. The security plan will also identify procedures to use in an emergency and to report suspicious behavior.

A security committee consisting of the airport manager, a fixed base operator, the airport commission chair person, chief of police, fire chief, city manager, and a tenant was established to review security at the airport and establish procedures. The security committee will review this plan annually for needed additions or corrections.

Physical Airport Overview

The Airport is a General Aviation airport with a primary runway length of 14000 feet and width of 5000 feet. Secondary runways are 12000, Length and a width of 5000 feet. There are 50 single-engine aircraft, 32 multi-engine aircraft, and 28 jet aircraft based at the airport.

Approximately 10,000 total operations (take-offs and landings) take place at the airport in one year. Activities within the airport include flight instruction, Ag. Operations, aircraft rental, air ambulance, charter service, aircraft repair, cargo, as well as aircraft sales. A military based is located within 30 nm, Power Plants within 30 nm, as well as being highly Populated Areas (50,000 +) within 30 nm.

Access Control

The airport has (chain link) (wire) type perimeter fencing and (chain link) (wire) type security fencing. The perimeter wall is fully fenced off and the vehicle access to the airside area is controlled and restricted using guards with the help of security personnel as well as guard rails and perimeter fence. No unmaintained roads are allowed access to the airside area. Similarly, pedestrian access is controlled to the airport’s airside area. Additionally, key Law Enforcement and Emergency personnel have been provided a key or access code to all locked gates at the airport. There is a 24/7 camera surveillance equipment installed on the airport any persons accessing the area have a photo badge ID. The security cameras and CCTV are monitored from the main security control room within the airport premises. Additionally, all persons trying to access the key areas have to sign in and out; these include vendors, contractors as well as the pilot entering the airside area.

Hangars

The airport has 14 conventional hangar buildings and 45 T–hangar buildings with a total capacity of 150 aircraft. Each hangar is equipped with padlocks on pedestrian doors and a locking system for the main hangar doors. There is a policy to keep hangar doors shut and locked when tenants are not present and aircraft are in the hangar. Additionally, there are vehicle and pedestrian traffic to hangar control system.

Automatic Information Systems

Good results in security management across major airports are a result of not just technological advances but rather the innovative means of taking into consideration and merging readily available as well as new technological know-how as they apply to airport safety management. A number of these kinds of technology deal with dissemination as well as processing of information (Fainberg, 2002). For instance, telegraph, cell phone, radio, and currently the computer have redefined airport security paradigm.

As the airport security proceeds into the scientific era, an increased need to have comprehensive airport-security measures in place too is demanded. The hazards linked to computerized information systems are extensive due to the fact that computer systems are employed in doing literally everything (Bucella, 2004). Airport security standards sets out the needs that security chiefs as well as administrators need to process non-classified as well as classified information and also secure the same for media channels, software program, equipment, as well as various systems.

Airport-Security Concerns

The hazard to Airport information systems stability entails planned, overt, as well as concealed acts. These consist of the physical hazard to tangible asset, like robbery or even damage of pc hardware. Additionally incorporated is the menace of digital, electromagnetic-pulse -pulse, broadcast -frequency, or pc -based attacks on data or communication elements which regulate or constitute crucial Airport command as well as control infrastructure (Fainberg, 2002). In many instances, the threat’s concentrate on the information per se instead of the system through which the information is transmitted. The danger originates through variety of sources, such as (U.S. Department of Homeland Security, 2006):

• Illegal users (including cyber-terrorists) are usually the principal source of modern attacks, largely against pc -centered systems. The danger they present to Airport Information System (AIS) as well as the mainframe computer systems is increasing.
• Insiders are people who have legitimate entry to AIS. They present the major challenging danger to guard against. Regardless of whether they are recruited or personally -inspired, the AIS insider has entry to systems typically safeguarded by AIS against attacks.
• Terrorists at one time had to function within the immediate neighborhood of a particular target to get entry to or even gather intelligence regarding the particular target. The closeness to the particular target risked getting exposed as well as recognition. These days, a terrorist can easily execute the majority of target choice, intelligence assortment, as well as pre -implementation preparation through getting entry via a pc network. Terrorists can easily improve their likelihood of accomplishment by making use of pc systems to lessen their “period of target.” Terrorist gain access to AIS and also boosts the danger of crucial -information devastation or manipulation. Despite the fact that presence of cyber terrorists may be virtual, the prospective for damage to airport security systems might end up being equivalent or even higher than that which can be achieved through physical invasion, specifically whenever made use of as an effect multiplier along with conventional terror invasion. Consequently, whilst conventional deterring actions are still required to safeguard undesirable access to data, the information era has increased extra issues for the commander as well as completely new possibilities for individuals with dangerous intention.
• Non -state as well as state -backed organizations offer extra challenges.In lots of circumstances, it is challenging to validate state backed threat activity in opposition to AIS, regardless of how obvious the organization may appear. Activists of virtually all persuasions are progressively taking gain of information technological innovation and using it to their advantage (Bucella, 2004). The availableness of reduced -cost technological innovation as well as the expansion of AIS enhances the risks associated with potential threats.
• Foreign -intelligence agencies, both civil as well as military services, are continuously active and are an additional source of contention with regards to information systems.
• Political and also spiritual organizations are other prospective adversaries to AIS. The global politics environment is varied and complex. It embraces conventional popular political ideals, and also revolutionary spiritual fundamentalism as well as political extremism.

When taking into consideration AIS, physical safety is far more than merely safeguarding the accessories (U.S. Department of Homeland Security, 2008). It consists of other elements including:

• Software program is designated for each and every system and also properly secured whenever it is not in use.
• Primary logon is security password -shielded.
• Security passwords make use of a combination of text letters as well as numbers.
• Gain access to AIS is permitted solely to certified as well as cleared staff.

Classified information is entered and also transmitted solely on authorized systems with the subsequent factors:

• Authorized classified equipment is managed within a properly secured surrounding.
• Classified gadgets are properly secured in suitable containers whenever not in usage.
• Safeguarded cell phone unit keys are properly secured whenever not being used.

Airport safety is described as that component of safety concerned with actions created to protect employees; to protect against equipments against unauthorized access, installations, components, as well as paperwork; and also protect against espionage, sabotage, destruction, as well as burglary. As a result, virtually all Airport procedures encounter new and sophisticated safety complications across the entire assortment of procedures (U.S. Department of Homeland Security, 2006). Difficulties in comparison to physical safety consist of the management of populations, data dominance, international as well as interagency connection, antiterrorism, as well as the usage of physical -safety resources as a flexible effect multiplier.

Physical safety ought to incorporate the numerous potential of combined, international, as well as interagency procedures in quest of a smooth link amongst the strategic, functional, as well as tactical stages of security management (Bucella, 2004). Physical safety need to additionally deal with a broadened assortment of dangers which embraces not merely conventional risk elements of security, but additionally non -typical dangers developed by criminals.

Integrated Safety System

Safety systems incorporate physical safety actions as well as safety processes to safeguard property in opposition to a design -based danger. The attributes of integrated systems consist of prevention, detection, safeguard, and taking control of.

Prevention

A prospective aggressor who perceives a threat of increasingly being captured might be deterred from targeting an asset (U.S. Department of Homeland Security, 2006). The efficiency of prevention differs with the aggressor’s sophistication, the asset’s appeal, as well as the aggressor’s goal. Despite the fact that prevention is not really regarded as a direct design and style goal, it might be an outcome of the design.

Detection

A detection measure senses an action of hostility, analyzes the validity of the detectors, and also conveys the relevant information and facts to a reaction force. A detection system ought to offer all of these abilities in order to be efficient.

Detection actions may identify an aggressor’s activity by means of IDS, or even they can detect weaponry and unwanted equipment by means of X-ray equipment or metallic substances as well as explosive sensors. Detection actions might additionally consist of access -control components which appraise the validity of identity credentials (U.S. Department of Homeland Security, 2006). Guards function as detection components, sensing intrusions as well as controlling entry. Nuclear, biological, as well as chemical substance detection techniques ought to be utilized to evaluate and verify acts of hostility concerning WMD (Bucella, 2004).

Protection

Protective steps safeguard a resource from hostility by stalling or even stopping an aggressor’s motion towards the resource or by protecting the resource from weaponry as well as explosives (U.S. Department of Homeland Security, 2008).

Protective actions include:

Prevention

A prospective aggressor who perceives a threat of increasingly being captured might be deterred from targeting an asset. The efficiency of prevention differs with the aggressor’s sophistication, the asset’s appeal, as well as the aggressor’s goal. Despite the fact that prevention is not really regarded as a direct design and style goal, it might be an outcome of the design.

Detection

A detection measure senses an action of hostility, analyzes the validity of the detectors, and also conveys the relevant information and facts to a reaction force. A detection system ought to offer all of these abilities in order to be efficient. Detection actions may identify an aggressor’s activity by means of IDS, or even they can detect weaponry and unwanted equipment by means of X-ray equipment or metallic substances as well as explosive sensors. Detection actions might additionally consist of access-control components which appraise the validity of identity credentials. These management components can offer a programmed reaction, or these people might relay information and facts to a reaction team. Guards function as detection components, sensing intrusions as well as controlling entry. Nuclear, biological, as well as chemical substance detection techniques ought to be utilized to evaluate and verify acts of hostility concerning WMD (U.S. Department of Homeland Security, 2008).

Protection

Protective steps safeguard a resource from hostility by stalling or even stopping an aggressor’s motion towards the resource or by protecting the resource from weaponry as well as explosives.

Protective actions include:

The Systems Strategy

• Hold off aggressors from getting entry by way of making use of resources in a compelled admittance. These types of actions consist of barriers along with a reaction security team.
• Avert an aggressor’s motion in the direction of a resource. These actions offer obstacles to motion and obscure lines of view to targeted assets.
• Safeguard the targeted asset from the outcomes from equipment, weaponry, as well as explosives.
• Protective actions might be active or even passive. Active protective steps are manually or perhaps automatically triggered in reaction to behaviors of hostility. Passive protective actions do not really rely on detection or a reaction. They consist of actions like blast-proof construction elements as well as fencing. Safeguards might additionally be regarded as a protective measure.

Defeat

Many protective techniques rely on reaction employees to defeat an aggressor. Despite the fact that defeat is not necessarily a design goal, protective and detection platforms ought to be specially designed to support reaction-force actions.

Security Risks

Safety risks are acts or even circumstances which might end up in compromise of delicate information and facts; decline of lifestyle; destruction, loss, or even damage of asset; or interruption of objective. Airport -security staff as well as design teams ought to comprehend the risk to the resources they are to secure to be able to create efficient protection applications or style protection systems. Traditional designs as well as developments in aggressor action reveal basic classes of aggressors as well as the typical techniques they make use of in opposition to airport security assets. Aggressor strategies as well as their linked resources, weaponry, and explosives are the foundation for the actual risk to resources.

Risk Sources

There are several potential sources of risk information and facts. Risk evaluation should be usually security-intelligence obligation.

Risk Classes

Safety threats are categorized as either human or even natural. Individual risks are carried out by means of an extensive range of aggressors who might have a single or more goals towards resources like tools, staff, as well as procedures. A number of key goals describe an aggressor’s conduct. Any kind of the initial 3 goals can be utilized to comprehend the 4th. The goals consist of:

• Imposing injuries or even death upon individuals.
• Wrecking or even harmful amenities, assets, tools, or resources.
• Robbing tools, materials, or data.
• Generating undesirable publicity.

Screening of Passengers

Within the United States, the airline carriers are accountable for screening travelers as well as their luggage with regard to safety issues. With the exception of small airfields, air carriers typically contract with security and safety organizations to carry out the screening procedure. Screening process is controlled by the Federal Aviation Administration. Furthermore, since 1997, the Federal Aviation Administration has had a plan to obtain specific safety equipment and utilize it in airfields for use by the air carriers as well as their security measure companies. Airline carriers continue to be liable with regard to the majority of the expense regarding protection screening process, nevertheless. Security measure screening process starts at check-in of passengers. Initially, PC-aided passenger pre-screening software makes use of classified requirements in order to determine specific passengers as for additional intensive scrutiny. In the past, various organizations have indicated concern that some regulations might consist of discriminatory factors like race, nationality, or even physical appearance.

Secondly, passengers are quizzed over a sequence of uncomplicated queries, for example, if they packed up their personal luggage. Frequently misinterpreted, the objective of these types of queries is to protect against “dupe” attacks, in which a terrorist convinces an unsuspecting passenger to carry a hazardous product unconsciously.

In the event that a passenger checks luggage, it might be screened with regard to bulk amounts of explosives making use of x-ray calculated tomography equipment comparable to the ones made use of with regard to medical CAT scans. The availableness as well as expense of this kind of tool, nonetheless, together with the actual time period it usually takes to screen a traveling bag, does not presently allow its usage in every airfield, on virtually all aircraft at international airports where it is utilized, or even on all of baggage on any airline (U.S. Department of Homeland Security, 2006). In order to safeguard against bombings by terror groups not willing to commit committing suicide, the positive traveler-bag matching process matches up individuals with their examined luggage, as well as handbags whose owners do not really get aboard the plane are taken out prior to takeoff. PPBM is utilized mainly on worldwide aircraft.

The most well-known component of the screening process may well be the security gate at which travelers as well as their carry-on handbags are screened in. Passengers are presently processed through security walk-through metallic sensors. If the detector sensors, screeners utilize metallic-sensing hand wands (U.S. Department of Homeland Security, Privacy Office, 2009). Non-metallic items, such as plastic and also ceramic weaponry, may typically not be discovered by means of either process. At the identical checkpoints, handbags are screened using equipment which shows an x-ray impression of the handbag items. An agent who views a dubious item in the graphic, or whose perspective is actually obstructed by a camouflaging object, might hand search the bag as a back-up process (U.S. Department of Homeland Security, 2006). Non-metallic items might be noticeable in the gate x-ray image, yet much less evidently compared to metallic objects, and agent coaching has up to currently been concentrated on determining metallic objects. hands-on luggage, particularly laptop computer as well as various other objects which are difficult to open up for assessment, might additionally be screened using tools which can easily sense the chemical substance signature associated with trace amounts of explosives.

Technological Innovation Alternatives

Technological innovation alternatives with regard to producing the safety screening process much more efficient consist of technology for screening process of passengers, their hand-carry luggage, as well as their inspected luggage. The price of putting into action new technological know-how as well as the query of what individuals will compensate for all of them are concerns of curiosity to policymakers.

Passenger Screening Process Technological Know-How

As explained previously, present technological know-how with regard to screening process of passengers are dependent on metallic detection. Tools are also readily available as well as under improvement in two additional areas: chemical substance trace sensors, which will be able to reveal whether or not a passenger has not too long ago dealt with explosives, and detectors of non-metallic risks, like ceramic blades as well as plastic firearms. Trace -sensing portals appear fairly comparable to walk-through metallic object sensors and gather vapors as well as debris from the vicinity of the traveler with regard to chemical substance investigation. Tools which are able to sense non-metallic risks is dependent on image resolution technologies which utilizes either backscattered X-rays or even millimeter waves.

With regard to airport usage on the overall public, nevertheless, there are general public approval concerns with virtually any of these types of choices. The graphics exhibited by the image resolution technology, and exhibiting probable risk merchandise, display the surface area of the passenger’s entire body without having clothes. In order to gather the necessary chemical substance samples, a number of traces -sensors technological know-how make use of wands which make one one-on-one contact along with the passenger and also air jets which can easily be experienced and might disrupt clothes. The capacity to sense obscured non-threat stuff which might present legitimate concerns with regards to unconstitutional search. Direct exposure of individuals to x-rays might increase health and fitness issues.

There is also technological know-how centered on finger prints, retina scans, video clip facial area recognition, as well as various other approaches which can turn out to be utilized to match passengers alongside databases of individuals who might present a risk. A number of such modern advances are currently utilized at additional kinds of amenities, as well as a facial area identification system has also been installed in various airports across the globe, however, this will be a completely new strategy with regard to safety in U.S. airfields.

Hands-on Luggage Screening Process Technological Innovation

The x-ray apparatus presently utilized in order to display hands-on luggage may present a messy graphic which makes the operator’s process hard. To aid the agent, a number of models take 2 images using x-rays involving diverse energies, which usually permit them to distinguish amongst components and also show a blended graphic which is color-coded from whether or not an item is metal, organic or natural, among others. A number of people make use of structure-identification computer software to describe areas of a handbag for deeper consideration by the agent. Various make use of risk-graphic projection in order to place a saved graphic of a risk item into an real image of a handbag, to be able to assist the agent remain alert. Regardless of these types of techniques, it is challenging to recognize non-metallic items with the tools presently utilized. Present technological innovation might be much more effective in this respect. 1st, a number of safe establishments currently make use of backscatter x-ray apparatus, that generates a constructive graphic via x-rays mirrored via an object’s surface area, instead a bad graphic from x-rays transmitted or even soaked up within an object’s inside. Secondly, the x-ray computed tomography apparatus presently utilized on a number of inspected luggages can easily sense explosives as well as particular different non-metallic elements. Each of those these types of technological innovation, specifically the computed tomography kind, are much more high-priced compared to existing apparatus, as well as computed tomography apparatus is additionally significantly sluggish, that would certainly be a logistical concern at a fast paced passenger gate.

Inspected Luggage Screening Process Technologies

The primary objective of screening inspected luggage is the sensors of bombs, given that prospective hijackers are not able to effortlessly get access to various other objects from the luggage held in the course of flight. As earlier noted, x-ray computed tomography is the principal technological know-how in present-day use. A number of strategies, like chemical substance trace sensors, are utilized to a less significant magnitude. A range of additional technologies have been investigated by the FAA, apparatus vendors, as well as others, however not one has nevertheless exceeded the FAA accreditation requirements, that set specifications for detectors capacity, optimum frequency of fictitious sensors, as well as throughput rate. Furthermore, a number of alternate technologies, especially those dependent on nuclear solutions, provide considerable functional difficulties for airport usage, like dimension, weight, as well as the radiation security.

References

Bucella, D. (2004). Terrorist Screening Center Director, Testimony before the National Commission on Terrorist Attacks upon the United States, p. 1.

Fainberg, A. (2002). Aviation Security in the United States: Current and Future Trends. Transportation Law Journal, 25, p. 200.

U.S. Department of Homeland Security, Privacy Office. (2009). Secure Flight Report: DHS Privacy Office Report to the Public on the Transportation Security Administration’s Secure Flight Program and Privacy Recommendations.

U.S. Department of Homeland Security. (2006). DHS Privacy Office Report on Assessing the Impact of the Automatic Selectee and No Fly Lists on Privacy and Civil Liberties, p. 17.

U.S. Department of Homeland Security. (2006). DHS Privacy Office Report on Assessing the Impact of the Automatic Selectee and No Fly Lists on Privacy and Civil Liberties, p. 17.

U.S. Department of Homeland Security. (2008). Transportation Security Administration, “Secure Flight Program; Final Rule,” 72 Federal Register, pp. 64018-64066.

U.S. Department of Justice, Office of the Inspector General. (2008). Review of the Terrorist Screening Center’s Efforts to Support the Secure Flight Program, Audit Report 05-34.

Project management remains a difficult and interesting subject of discussion, with a capacity to be completed differently. Construction projects, in particular, are designed with the goal of creating, changing, or improving existing spaces to make them better fulfill their roles. In this effort, it is vital to establish core goals and aims that contribute to the overall effort of advancing the project forward. In order to better understand project management, it is necessary to examine actual examples of construction/improvement projects and compare their practices to each other. For the purposes of this work, two airport improvement projects will be examined, concerning the Heathrow Airport and the Los Angeles Airport. These airport renovation/change projects are a sample of a typical plan, having such characteristic features as outlining specific and minor changes to an airport’s structure.

Project Management Approach

Heathrow Airport Expansion

The expansion of the Heathrow Airport is a project plan introduced around the period of 2019 to 2020. The pandemic has provided airport officials with strong incentives to change. The importance of the location in the UK’s trade routes, as well as expected future demand for air travel, have all been cited as reasons for project planning. Officially, the project has not been put into action yet, however, a number of consultation and discussion documents already exist. Pre-planning and initial construction phases have been initiated, warranting considerable costs and worrying local political forces (Simple Flying, 2019). Due to the effects of the pandemic, the project has been put on hold for 2 years, significantly hindering development.

With the lift of restrictions in the recent months, however, the plans have become relevant once again. The independent Airport Commission has determined that the location requires expansion in order to stay relevant in the global economy. The UK, in today’s world, fulfills the role of the world’s major aviation hub, a position that requires its airports to be sufficiently equipped. As a result, commission experts found it necessary to extend Heathrow’s runway capacity. Many criticize the expansion of the airport, citing its inability to pursue a cost-effective change plan, along with considering expansion to be unnecessary. However, the airport officials seem to be set on the goal of improving the airport infrastructure, a process that is set to be started in 2026 (Heathrow, 2019). According to the preferred master plan, the Heathrow airport has decided to make changes to its airfield, terminals, roads, active travel, water environment, airport supporting development, parking, displaced land, landscape, and utilities (Heathrow, 2019). The expansion is divided into 4 clear phases, from the opening to the successful expansion of the airport. The entire process is tightly controlled, allowing the organizers to better understand the potential costs and expansion process.

The strategic goal of the airport in the medium term is the development of a multimodal transport hub for transfer passenger and cargo transportation on the basis of the airport, integrating air traffic. At the moment, the airport is implementing a long-term development plan until 2020, which provides for the construction of runways and further expansion of the passenger terminal (Heathrow, 2019). Heathrow Airport is planning the reconstruction of the operated facilities and the construction of new ones with the development of a specially reserved territory. To display the production strategy of the airport, a set of goals was assembled. First of all, it is the retrofitting of the airfield complex with new equipment that ensures an improvement in the quality of maintenance of airfield coverings, fire and emergency flight support. Moreover, at Heathrow Airport, the development and implementation of progressive schemes for the operation of the airfield in the autumn-winter period will be carried out.

Automation of production processes in the field of navigation support of flights, monitoring of the condition of artificial airfield coverings are also important points of renovation. The expansion of the airport includes equipping with a modern hardware and software complex for automatic broadcasting of operational flight information in the area of the airfield (Santos, 2021). One of the leading criteria for the renovation of Heathrow Airport is the development of airport infrastructure. The airport infrastructure includes airfield facilities, as well as a set of other airport facilities that provide aircraft, passengers, cargo, baggage, mail and support services.

The Heathrow Airport airfield complex meets high international standards and is considered one of the best in the United States in terms of equipment and infrastructure development. In order to move to a new qualitative and quantitative level of production activity, the existing wireless infrastructure was modernized. This is done in order to provide mobile baggage handling using wireless data collection terminals (Heathrow, 2019). All works were performed taking into account the internal corporate requirements of the customer for the reliability and security of the Wi-Fi network. This technical solution made it possible to significantly increase signal levels and fully implement the principle of redundancy of coverage of working areas. It also guaranteed stable and fast roaming for mobile customers during their movement along the platform at the speed of a car. According to the results of the tests carried out, the system was found to meet the customer’s requirements and ready for commercial operation.

In addition, a major part of planning and project description is devoted to sustainability concerns. A number of potential expansion consequences are named and addressed, including air quality, noise levels, community inconvenience, and the effect on both the nearby and global environment (Heathrow, 2019). Convictions toward minimizing the potential impact on sustainability are made in order to reassure the local population of the project’s benefits. It should be noted, however, that the project attracted widespread attention from climate activists before being put on hold. The protesters remained concerned over the climate implications of increased air traffic, as well as the consequences of the airport’s expansion (Santos, 2021). The document likely seeks to address some concerns held by such groups, and advocate for sustainable development of airport facilities.

Los Angeles World Airports Redesign

The redesign is part of a 15$ billion program aimed at modernizing the airport. Starting at least a decade ago, the project has been in development ever since, slowly addressing the core concerns of the Los Angeles World Airports. It is expected that the project will be completed around 2028, in time for the Olympic Games. There are many individual construction and renovation projects within the redesign effort, each of which has to be approved manually and conducted at its own pace. Significant improvements have already been made on terminals 1 and 7/8, receiving investments of $980 and $546 million, respectively.

It is reported that the money went to changing both the interior and the exterior of the terminals, improving accessibility, and enforcing stricter security measures. Comparatively, the modernization of terminals 7 and 8 focuses more on customer convenience, giving people a more comfortable space to occupy. Screening systems, security systems, runways, and automatic people movers will all receive improvements as well, bringing improving the quality of customer experience at the airport. In order to introduce many of the desired changes, LAWA uses assistance from other companies. Organizations such as LRS program delivery help the airport in structuring the improvement process, developing relevant KPI, and developing necessary progress templates (LRS Program Delivery, Inc., 2022).

One of the most interesting innovations of Los Angeles World Airports was the opening of the ground floor and the entrance to it for public transport. The ground floor itself, a significant part of which is occupied by baggage services, is currently accessible to passengers only in part of toilets and storage rooms. Among other transport innovations is a change in the traffic pattern on the forecourt. In addition, the parking lot to the left of the terminal will be expanded by several thousand places. It is also planned to update the parking and ticket equipment.

The new machines will be protected from the possibility of failures due to bad weather, will be able to accept and issue more different bills and coins of different denominations. Closer to the peak of the season, it is planned to open about 50 more registration sections (LAWA, 2017a). A sector was allocated in the right pier for passengers who, under the terms of the Customs Union, pass only passport control, but not customs control. At the same time, the opening of such a sector means that there is only one opportunity left for passengers of domestic lines to get into the clean zone – through the lower level. There is no longer an option to bypass the queues at the upper level. Special attention in the company’s activities is paid to the formation of a single recognizable style in the interiors of the premises and the ensemble of buildings and structures of Los Angeles World Airports.

Los Angeles World Airports pays special attention to aviation security measures, the purpose of which is to protect the life and health of passengers and visitors to the airport, airport facilities. An important role is also assigned to the prevention and suppression of illegal trafficking in weapons, explosives and other dangerous items. To solve these problems, a special company Los Angeles World Airports Security was created during the redesign (Smith, 2021). The company’s activities are carried out in such areas as ensuring aviation security at the airport and inspection of aircraft, passengers, crew members of aircraft, service personnel, baggage and hand luggage.

Additional points have been opened for cargo, mail, on-board supplies, and access control, aircraft security, airport territory and civil aviation facilities located on it. To increase the level of aviation security, Los Angeles World Airports plans to introduce automation tools and specialized information systems, including equipping security control zones with scanners of transportation documents that allow them to automatically verify their authenticity (LRS Program Delivery, Inc., 2022). However, it is important to state that the improvement efforts were not supported universally, with some social groups expressing concerns over the proposed changes. Local residents of Los Angeles have expressed vocal concern over the project, and there have also been instances of protesting. Many people living in the area are worried about a change in traffic flow and increased pollution that will come from an expanded airport (Smith, 2021). The board of Airport Commissioners has approved the project regardless and actively ignored the public concern arising from the project. City officials, similarly, did not come forward to comment on the subject.

According to the airport’s sustainability documents, the buildings and renovations committed after 2017 have all been completed in accordance with the sustainability practices approved by LAWA. This includes recycling of demolition debris and a reduction in the use of natural resources such as water and electricity (LAWA, 2017b). It can be said that the construction efforts are proceeding with the best intention practices of security, safety, and sustainability. The project planning and completion process involves the work of many professionals, including construction companies, transportation companies, and other types of highly specialized organizations, all of whom work on their own parts of the modernization effort. The fragmented nature of the project allows the LAWA to engage each part of the entire modernization effort at a reasonable pace, divide funds depending on urgency and complete a variety of project goals.

Comparing Project Development

Both projects have been designed to expand and improve the functionality of airports. The convenience of the end-user and a desire to enhance public security remain among the top concerns. Additionally, both projects faced strong opposition from the public, including concerns about cost, sustainability, and social impact. In terms of project planning, the Los Angeles airport redesign program largely focuses on the various tasks that are included in its 15$ billion plan, while the Heathrow airport expansion provides a clear pathway toward change.

Between the two, Heathrow makes its intentions, timeframes, and specific operations more transparent, giving the public a better understanding of the change strategy. In concerns of change sustainability, Heathrow also seems to have a significant advantage by already using renewable energy, recycled material, and other practices in its work (Heathrow Airport, n.d.). Los Angeles, on the other hand, currently works toward this goal. The former also makes it clear that the concerns of the public are heard, offering residents of Heathrow explanations on how the expansion effort will work to counteract its potential environmental risks. To give credit to the Los Angeles airport improvement, it has clearly been able to meet most of its set goals at the present time, slowly moving toward a full overhaul of the airport since 2009. In comparison, many of the major plans for Heathrow still remain in a theoretical stage of planning and pre-construction, making it difficult to see the actual, real-world costs of the improvement effort.

Pros and Cons of Projects

Heathrow

Pros:

• Clear and transparent planning efforts, with a 4-step change process
• Existing sustainability measures decrease the environmental impact of change
• Sustainability concerns of all kinds are addressed further, displaying care for the needs of the public
• Consultation offers room for feedback and further improvement
• Small scale project is easier to manage and fund
• Likely to improve UK’S position as a trade hub nation

Cons:

• No tangible progress has been made thus far
• Estimated costs are expected to balloon and affect the wellness of local residents
• Likely to produce noise and pollution for the local community, despite compensatory efforts (Peters, 2022)

Los Angeles

Pros:

• Project has been in development since 2009, making steady progress and improving
• The planning is divided into separate smaller projects, each of which is managed separately
• Many different experts are employed to assist in the modernization
• Contributes to national security with new and emergent technology
• Provides better business opportunities and travel options

Cons:

• Does not currently include all of the potential sustainability concerns
• Improvement is stretched over a large period of time, draining the budget and requiring extensive coordination to keep separate parts of the project as a unified project with specific goals

Best Practices

By examining both projects critically, it is possible to understand the issues and successes of their organization and formulate best practices for airport improvement projects. First, it is necessary to address the issue both projects ran into – public backlash. Despite having a well-established structure and a justification for change, both initiatives have been largely criticized for their effect on the local community or their potential to waste the customer’s money. In order to avoid public controversy and potentially protest, it is vital to have a strong reason for change, one that can be demonstrated to the public and backed up by research. In addition, it is necessary to help people understand that the change strategy takes environmental concerns into account and provides a working solution toward enforcing sustainability.

Sustainability plays a vital role in construction, allowing organizations to address the core concerns connected with developing new areas or producing value for their companies, including their influence on the surrounding area (Stanitsas, Kirytopoulos and Leopoulos, 2021). Such actions are capable of addressing backlash and helping organizations establish a better relationship with the public. In addition, the value of a master plan and clear improvement strategy should not be understated. Large-scale improvement must be planned in advance in order to properly allocate funds, design approaches, and start pre-construction, leaving no room for agile methods of management. Similar to the approach of the Heathrow airport, it is necessary to separate improvement into distinct phases. In order to evaluate the success of the expansion, then, specific metrics must be developed, with their own KPIs and other mechanisms for evaluating change.

Reference List

Heathrow Airport. (n.d.). Addressing carbon on the ground | Heathrow. Web.

Heathrow. (2019). Heathrow Expansion Consultation Document. Web.

LAWA (2017a). Facts About Modernizing LAX. LAWA. Web.

LAWA. (2017b). Sustainable Design & Construction Requirements. Web.

LRS Program Delivery, Inc. (2022). Program/Project Management Support Services to Los Angeles World Airports (LAWA). Web.

Peters, L. (2022). What’s The Latest With London Heathrow Airport’s Third Runway? Simple Flying. Web.

Santos, E. (2021). Analysis | Climate activists held the largest anti-airport protest in British history. Expect more worldwide. Washington Post. Web.

Simple Flying. (2019). IAG Continues Strong Criticism Of Heathrow Expansion. Web.

Smith, K. (2021). Airport workers, residents rally against LAX modernization plan. Daily News. Web.

Stanitsas, M., Kirytopoulos, K. and Leopoulos, V. (2021). Integrating sustainability indicators into project management: The case of construction industry. Journal of Cleaner Production, 279, p.123774.

Introduction

Aviation is a core element of the modern globalized world. It provides people with an opportunity to reach distant destination areas and supports the development of international cooperation. Moreover, the demand for air travel grows every year, meaning that new airports are built to fulfill this need. At the same time, airport construction is a complex project requiring effective PM and strategies to ensure the necessary infrastructure elements are created and integrated to align the stable work of various units and facilities. The planning should consider the diversity of tasks and responsibilities and ensure the resources are used effectively to work within a timeline. Any big airport plays a vital role in the functioning of the state, communities, and their evolution.

Western Sydney Airport, Australia

Western Sydney Airport is a new construction created by the Department of Infrastructure and Regional Development (Western Sydney Airport, 2021). The project was initiated to meet the growing demand for air travel and ensure the region can handle the traffic, which increases every year (Western Sydney Airport, 2021). The new airport will have several development phases because of the extreme complexity and the need for various infrastructure objects necessary to support its stable work. It is planned to open the facility in 2026 as a large domestic and international hub with a capacity of 10 million passengers a year (Nilson, 2022). The estimated cost is about $3.5 billion necessary to accomplish the goal (Nilson, 2022). It underlines the significance of the construction for the regional economy and traffic.

Navi Mumbai International Airport

Adani Airport Holdings is responsible for constructing a new airport in Navi Mumbai, Maharashtra, India (Panvel | Navi Mumbai International Airport, 2022 ). The country continues its fast evolution, attracting millions of tourists and workers every year. The overall cost is $2.3 billion (Nilson, 2022). It is expected that the airport will be fully operational in 2024, allowing air transportation services to 60 million passengers per year (Panvel | Navi Mumbai International Airport, 2022). It is also one of the international state-of-the-art airports with a unique design and numerous world-class facilities (Nilson, 2022). The project is viewed as the symbol of India’s growing power, and a unique architectural style was created.

Why These Projects?

Western Sydney Airport and Navi Mumbai International Airport were selected for several reasons. First of all, they have unique designs, meaning they can be viewed as objects of art created by using engineering and effective project management methods. At the same time, both projects are critically important for their regions as they will meet the demand for air travel. Furthermore, airport construction requires considering infrastructure objects, local demands, and traffic to ensure they can function (Flouris & Lock, 2016). Moreover, both airports will offer high-class services to passengers, meaning that they can be viewed as a city within a city. It increases the complexity of the task and requires effective PM practices and strategies.

Aspects Worth Attention

The interest in the selected projects also comes from several essential aspects. First of all, both airports must consider existing environmental issues as they will take large areas and might influence flora, fauna, and communities living there. For instance, Navi Mumbai International Airport implied replacing about 3000 families to ensure they would not suffer from pollution (Panvel | Navi Mumbai International Airport, 2022 ). For this reason, these aviation projects are closely associated with biodiversity conservation and sustainability issues. Additionally, the flight path design requires specific attention because of its unique location (Western Sydney Airport, 2021). Finally, the new constructions should be integrated into the existing infrastructure and supply chains, meaning complex logistic tasks should be resolved.

Project Management Knowledge Areas

Airport construction is a complex process requiring cooperation between numerous stakeholders, significant resources, and control to ensure the timeline is observed. It requires effective communication management as the key to successful cooperation. Moreover, projects of this sort might contain numerous risks for workers, meaning they should be addressed. At the same time, safety issues play a fundamental role, as a new facility should ensure passengers are secured. For this reason, the following PM knowledge areas are applicable to the cases and should be investigated:

• Project integration management
• Project time management
• Project scope management
• Project quality management
• Project resource management
• Project risk management
• Project communication and stakeholder management (Project Management Institute, 2021).

Resources

Another critical factor justifying the choice of these projects is the availability of resources that can be used to speak about them. First of all, both airports have official websites describing their peculiarities and features. Second, numerous newspapers discuss the construction process and its major features. Other relevant websites might also offer information about the projects and their specification. Finally, governmental reports might be used to analyze the overall state of aviation and travel demand in the region and the projects’ impact on it.

Project Management Methods

The analyzed objects are characterized by using the Waterfall approach to project management. It is usually viewed as a typical method for construction projects because of several factors. First, it is a highly effective paradigm for tasks with established scope, schedule, budget, and necessary resources (Dykstra, 2018). Both Western Sydney Airport and Navi Mumbai International Airport have their plans, meaning the method is highly applicable. At the same time, the construction implies several stages, meaning it is necessary to move throughout and attain interim goals (Dykstra, 2018). Under these conditions, the Waterfall methodology is employed as the framework for aligning the work and ensuring successful results.

System Structure

The discussed approaches employ the functional project organizational structure as the best possible framework to meet existing needs. It implies that every department has its own functional manager responsible for staff and their work to attain the existing goals (Flouris & Lock, 2016). At the same time, they report to an executive officer who is in charge of the whole project and can distribute tasks and introduce necessary changes (Flouris & Lock, 2016). The given structure is used by both airport projects as it ensures better monitoring, cooperation, and firm control, which is vital for construction processes of this sort and scope.

Conclusion

Altogether, Western Sydney Airport and Navi Mumbai International Airport were selected for the discussion. They are unique construction projects characterized by increased complexity and sophistication. It is vital to consider numerous aspects to ensure they are integrated with the existing infrastructure and can meet the planned goals. The projects use the Waterfall project method to move from phase to phase and achieve interim purposes. Moreover, the functional system structure is employed to create the framework for better cooperation, coordination, and progress monitoring. Further investigation of these projects might help to understand the peculiarities of PM and how its main approaches can be used to attain success.

Reference List

Dykstra, A. (2018) Construction project management: a complete introduction. 2nd edn. New York, NY: Kirshner Books.

Flouris, T. and Lock, D. (2016) Managing aviation projects from concept to completion. London: Routledge.

Nilson, P. (2022) The most expensive airport projects in 2021. Web.

Panvel | Navi Mumbai International Airport – Status, Master Plan & Design (2022) Web.

Project Management Institute (2021) A guide to the project management body of knowledge and the standard for project management. 7th edn. New York, NY: PMI.

Western Sydney Airport (2021) Web.

Introduction

I have reviewed the financial statements of Seattle-Tacoma International Airport as of December 31, 2020, for the years concluded December 31, 2021, and 2019, as well as the associated summaries to the monetary reports, which together make up the Port’s fiscal report. The financial propositions fairly present the net positions of the Organization Investments and the Warehousemen’s Retirement Charitable Trust of Seattle-Tacoma International Airport as of December 31, 2021, and 2020, as well as the adjustments in cumulative status and earnings for the Corporate Financing and the variations in the remaining trust account for the previous years. From my viewpoint of the financial report, the revenue and expenses of Seattle-Tacoma International Airport have increased and decreased, respectively, after the COVID-19 pandemic.

Investment Fund

Overview of Financial Circumstances

The Enterprise Fund of the Port’s economic situation as of the conclusion of the fiscal year is shown in the Report on Disposable Situation. The Enterprise Fund’s resources, charges, and deferred inflows of resources are included in the statement (Brito et al., 2021). The variance concerning entire resources postponed resource expenses, and total charges in addition to deferred resource influxes or net position measure the organization’s present financial condition and long-term financial situation.

The most significant component of the Enterprise Fund’s net position for each year corresponds to its disposable asset in investment resources. These investment resources are not available for future expenditures since the Port uses them to deliver amenities to its occupants, travelers, and customers of the Flight, Nautical, and Fiscal Growth departments (Brito et al., 2021). Even though the Port’s disposable security in money resources is disclosed, the remaining associated liability should be clear. Since money resources cannot settle charges, the funds needed to retire this debt must be paid annually from operations (Brito et al., 2021). The remaining security in money resources was raised from 2020 to 2021 and 2019 to 2020 by $86.5 million and $53.6 million, correspondingly. The new asset additions and construction activity in significant Aviation initiatives were the main drivers of this category’s increase, net of cumulative depreciation, primarily offset by associated demolitions.

Report of Proceeds, Expenditures, and Fluctuations in Net Situation

The variation in the net situation shows whether the Enterprise Fund’s overall financial situation has improved or deteriorated over the year.

Financial Operations Highlights

Operating revenues rose from $510.8 million in 2020 to $622 million in 2021, a surge of $111.2 million or 21.8 percent. The COVID-19 Delta and Omicron variants delayed recovery, although the trend toward a steady reviving and easing constraints to travel increased operational income (Brito et al., 2021). In 2021, the Port resumed its aggressive cost-saving measures at the port level in reaction to the financial disturbance instigated by the epidemic (Port of Seattle, 2019). From $408.7 million in 2020 to $364.7 million in 2021, operational expenditures fell by $44 million, or 10.8%. Functional revenue after reduction rose by $155.2 million in 2021 and fell by $218.9 million in 2020. (Port of Seattle, 2020). In 2021 and 2020, depreciation costs climbed by $10.6 million and $5.1 million, respectively. Non-operating income—net for 2021 was $100.6 million, down $41.5 million from 2020. (Brito et al., 2021). The drop was mostly caused by a decrease in federal relief funding from the FAA of $46.8 million from 2020 to 2019.

Trust Fund for Warehousemen’s Pensions

The Fiduciary Trust manages the Warehousemen’s Annuity Reliance Reserve. This fund serves as the vehicle through which the Port, as trustee, accounts for the employee benefit plan’s assets (Brito et al., 2021). The total fiduciary net position increased by $0.8 million and $0.9 million, correspondingly, from December 31, 2021, and 2020, mostly due to increases in gathered gains on funds and the rational cost of reserves.

Investment Resources

As of December 31, 2021, the Port’s investment resources, net of accrued reduction, for its commercial operations were $7.1 billion. By way of a King County ad valorem duty charge, the Port received $78.3 million in property taxes during 2021. (Port of Seattle, 2021). The Port receives funding for its capital assets from various sources, such as operational revenue, ad valorem duty levies, PFCs, CFCs, national and public endowments, and bond incomes. The Enterprise Fund accounts for all capital assets.

Administration of Debt

As of December 31, 2021, the Port had $3.7 billion in outstanding tax securities and corporate debt, up to $312.3 million from the previous year. This increase was caused by the granting of fresh securities, mitigated by planned repayments and the repaying of current income securities (Port of Seattle, 2022). The Port approved $109.5 million in Series 2022 Constrained Duty GO and Repaying Securities in January 2022 to bankroll insured Port expenditures, like paying corporate debt approved to fund the shortfall, entirely reimburse the Port’s unsettled Series 2011 Constrained Duty GO Repaying Securities, and cover the price of granting the securities.

Airport Privatization and Complex Relationships

Privatization

The network of airports is a crucial component of air transportation. As a result, all industry participants are interested in the trend toward airport privatization. Although airport privatization is not new, its results have been mostly dismal (Leavitt et al., 2018). Customers should be included as essential stakeholders from the beginning and frequently through established processes. Through the transfer to private ownership, a great emphasis should be on obtaining a more effective administration of the airport assets. Good governance is crucial if the privatization is in the public interest. Effective economic regulation is necessary to incentivize efficiency increases (Port of Seattle, 2018). An inappropriate conflict of interest is automatically created when the government meddles in airport regulations.

Additionally, an independent competition body that airports and their customers can appeal to should oversee the economic regulator. Economic authorities have so far been more successful at maximizing the efficiency of existing assets than they have been at ensuring that new investments are made at a reasonable cost (Leavitt et al., 2018). Cost-saving incentives ought to be incorporated into the process from the beginning. Regulation must prevent monopolistic profits or inefficiencies from being maintained from the beginning. Controls must be present to prevent arbitrary asset revaluations or regulatory structure changes that impose hefty fee hikes on airlines and their customers. Customer input is crucial to guarantee that new investment is appropriate, economical, timely, and within the proposed budget. There should be no “gold plating” of investments.

Conclusion

Large infrastructures like airports frequently cooperate with multiple territorial administrations. An airport may be located in more than one local government, and its influence and impact, such as in terms of noise, may extend to many other local governments. When examining the operations at the local government level, the airport activities connect the departments such as public safety and transportation. Both large and small airports must adhere to certain fundamental standards (Witter, 2018). Our company has observed that when airport administrations collaborate closely with territorial administrations to create a sustainable shared vision, the territory and the airport thrive, and the economy becomes more competitive. The prospects for regional growth that an open discourse could bring are lost when the two parties cannot agree, sometimes even resorting to litigation (Witter, 2018). The two must collaborate and exchange data on governance, urban planning, mobility, the ecosystem, strategic plan, industrial progress and productivity, advertising, financing, inclusivity, and employment services.

References

Brito, I. R., Oliveira, A. V., & Dresner, M. E. (2021). An econometric study of the effects of airport privatization on airfares in Brazil. Transport Policy, 114, 338-349.

Leavitt, E., Meyn, S., Purcell, A., & Stanton, L. (2018). Moving toward sustainable aviation fuel at Seattle-Tacoma International Airport. Journal of Airport Management, 12(4), 391-398.

Port of Seattle (2018). Annual comprehensive report. Web.

Port of Seattle (2019). Annual comprehensive report. Web.

Port of Seattle (2020). Annual comprehensive report. Web.

Port of Seattle (2021). Annual comprehensive report. Web.

Port of Seattle (2022). Annual comprehensive report. Web.

Witter, I. (2018). Managing the complexity of risks and regulatory compliance: Looking at safety from both ways. Journal of Airport Management, 12(4), 330-338.

Introduction

The Seattle-Tacoma International Airport (SEA) ranks 8th in the United States in terms of passenger traffic, while its air cargo position is 21st (Leavitt, 2018). Regional aviation activity and economic powerhouse are centered in the city. SEA Airport serves as a hub for both domestic and international flights, with 31 airlines operating in and out of the airport. The airport is only a short distance from Seattle’s downtown and main distribution centers. Boeing Field and McCord Field were taken over by the military during World War II, but the airport has since grown to be the ninth busiest in the United States (Diana, 2018). As a whole, the airport occupies only about four square miles.

The principal commercial airport serving the Seattle metropolitan region in the US state of Washington, Sea-Tac is known as SEA Airport. Just south of Seattle’s downtown area, it is approximately 14 miles (23 kilometers) from SeaTac and 18 miles north of Tacoma’s downtown area (Manuela Jr, 2019). The Port of Seattle owns Seattle-Tacoma International Airport, the largest in the Pacific Northwest region of North America. It is situated midway between Portland, Oregon, and Vancouver, British Columbia.

Company Overview

History

After the US Army seized possession of Boeing Field in World War II, an airport was created near the Port of Seattle in 1944. Construction of the airport was funded in part by a $1 million grant from the Civil Aeronautics Administration and a $100,000 grant from the City of Tacoma (Chatterjee, 2021). Northwest and Trans-Canada were the first scheduled airlines to use Boeing Field in 1947; Western and United followed a few years later, and Pan Am followed in 1952–53; however, West Coast and its successors Air West and Hughes Airwest remained at Boeing Field until 1971 (Anderson, 2005). Herman A. Moldenhour was the architect behind the original terminal’s design. A gathering of 30,000 people attended the grand inauguration on July 9, 1947 (Anderson, 2005). This can be seen as the grand opening of the airport, and the starting point for all future development.

Considerable work has been put into the project, expanding the location and making it more suitable for its primary purposes. A total of four runways, each measuring between 1,500 and 1,900 feet (500 to 1,900 m) in length, had been constructed by June 1951, two of which crossed slightly west of the current Runway 34R, which ran northeast to southwest and northwest to southeast (Anderson, 2005). During the 1950s and 1960s, Runway 34 was extended to 7,500 ft, 8,500 ft, and 11,900 ft respectively (Diana, 2018). For South 188th Street, the addition necessitated the construction of an automobile tunnel, which opened in July 1961. In 1962, Runway 34L replaced Runway 9702, which had been in use since the 1940s (Greer, 2022). In 2000, (Bay, 2000), More than 200 weekly departures were listed in the OAG in April 1957 for United Airlines, 80 Northwest, 35 Western and 21 Trans-Canada flights. In late 1959, a Pan Am Boeing 707 flew from Portland (OR) to Honolulu (HNL) via Portland (OR) (Pan Am schedule for September 27 shows a weekly jet).

For the first time ever, Scandinavian Airlines flew directly from the airport to European countries in 1966 (non-stop Pan Am flights to London began around 1961). The first concourse was unveiled in July of that year. New wing 600 feet (180 meters) long and 30 feet (9.1 meters wide) were constructed to the North Concourse (later renamed Concourse D). 1961 saw the opening of the single-story South Concourse (today known as Concourse A), which added an additional 688 feet (210 m). In December 1964, the B Concourse’s 800-foot (240-meter) length was inaugurated (McNerney, 2020). International arrivals and offices for US Customs and Immigration, Public Health, and the Department of Agriculture now occupy 12,000 square feet (1,100 m2).

Ownership

Public airports like SEA are governed by FAA regulations and can apply for grants to help pay for aviation-related improvements like new runways. The FAA’s revenue usage policy mandates that all airport receipts be used there (Leavitt, 2018). The airport reinvests whatever money that is left over after annual expenses and debt obligations are satisfied. The port is a “special purpose government” that is authorized by the state of Washington to administer the airport and is responsible for the efficient financial administration of the facility for the benefit of the public, which is what the port is called. There are no stockholders or dividends for the Port because it is a government agency.

Management Staff

With the expansion of the airport, and the changes that came with it, the airport required both capable leadership and a considerable workforce to keep it in operation. In the time since its initial construction, many more workers have been hired to keep it in operation. (Oja, 2021). Phrase airport service worker is a broad description for a wide variety of workers that are working in support vocations at airports. Many of these individuals contact directly with the public in sales- and service-based industries. Others offer behind-the-scenes maintenance and cleaning services to keep public and private portions of airports clean and working smoothly.

Budget

Maintaining new airport infrastructure, developing customer service programs, and promoting economic development and sustainability are all included in the 2022 operating budget. After depreciation: $267.7 million; $74.1 million, whereby, the total operating revenues for the year were $766.9 million; $44.8 million, while the total operating expenses for the year were $499 (Afzalzada, 2020). Since the Metruck executive launched it in October, a number of new initiatives have been added to the operating budget, including Funding for the Youth Opportunity Initiative is set at $1 million through 2022, with an additional $1 million in support expected from additional partners in 2019 (Afzalzada, 2020). These investments make it possible for the location to be further improved and maintained, in addition to funding all of the future initiatives.

For the purpose of implementing the Workforce Development Strategic Plan, the Office of Equity, Diversity and Inclusion has received an additional $250,000 to help fund four internal apprenticeship positions, new initiatives, and additional assistance for airport job recruitment from local nonprofits and community groups. Maritime High School: $250,000 for programs that expose young people to the ocean, establish curricula, and raise awareness of maritime jobs (McNerney M. T., 2021). The South King County Fund is providing $200,000 in economic development help for small businesses in the region.

Additional funding for Human Trafficking Training has been added to the Aviation Division’s annual budget of $100,000. The scope and design of a planned permanent exhibit in New Ocean Pavilion on how the Port’s past, present and projected projects and programs encourage sustainability and conservation in our environment (Mahseredjian, 2021). The port would sign a five-year agreement with the aquarium, pledging $5 million. The Marine Environment and Sustainability budget has been increased by $70,000 to support kelp restoration, carbon sequestration, and green jobs. It is $50,000 for a collaborative study with the Port of Tacoma, contingent on matching funding from the Port.

Financial Status

The Seattle–Tacoma International Airport can be considered financially viable and profitable, similar to many other large airports. Together with work profits and investments from its partners, the location is capable of sustaining itself and continuously introducing change. Its annual revenue for 2018 was $548 million, which indicates a stable financial status as the airport can effectively pay its debts (Diana, 2018). There are 19,100 employments at the airport and a total of 151,400 jobs directly or indirectly supported by the airport’s $22.5 billion in economic activity (Diana, 2018). The overall number of on-site jobs at Sea-Tac Airport makes it King County’s fifth largest employer when all 350 airport employers are included.

Airside Operations

To accommodate all planes, the airport is equipped with three parallel runways: 16L/34R is 11,900 feet (3,627 m) long, followed by 16C/34C at 9,425 feet (2,873 m) and 16R/34L at 8,500 feet (2,591 m). Last but not least, the $1.1 billion 16R/34L runway was inaugurated on November 20, 2008. Superior support is provided to FBOs by the Seattle team, which has a wealth of experience in this area (Shekhar, 2022). The safety of customers and their private jets is always the top priority, so passengers can expect a warm and welcoming customer care experience from the airport. Towing and parking, 24-hour security and a team of professionals who can anticipate your needs are just a few of the Boeing Field FBO services you’ll have access to when passengers use the facility. You’ll have a great time and feel safe all the time because of the high-quality amenities, three-person towing, and round-the-clock security. No surprise we’re frequently rated as the top FBO in the Pacific Northwest.

The passenger terminal is located west of three parallel runways, each measuring between 2,600 and 3,600 meters in length. At the end of 2018, the airport handled a total of 1,233 planes a day, 99 percent of which were commercial flights and 1% of which were air taxis. Starting in 2001, construction began on a new control tower that opened in November 2004 at a total cost of $26 million. With antennas, the new tower rises to 269 feet, with the floor of the control cabin rising to a height of 233 feet (71 meters) (82 m). There is a total of 850 square feet (79 m2) of space in the cabin, which was meant to accommodate ten control units, with the possibility of expanding to 15.

In order to enhance the visibility and performance of the radar systems, the position and construction method of the tower were carefully considered. In 2001, the 2001 Nisqually earthquake damaged the airport’s original control tower, which was erected in the 1950s and currently serves as a ramp control tower within the passenger terminal. Companies and airlines that offer air cargo services to Seattle-Tacoma International Airport can be found all over the world (SEA). Concourse A and the terminal extension were finished in June 2004. During the airport’s ten-year construction plan, a whopping US$4.2 billion was invested.

Terminal Operations

Four concourses and two satellite buildings in Seattle-airport Tacoma’s house 103 gates. The SEA Underground, a three-lane automated people-moving system, connects the satellite terminal’s two buildings, the North and South Satellites, to four concourses in the main terminal. The four concourses of the central terminal and the two satellite terminals can be quickly accessed by an underground transit system. Regardless of the boarding location or destination, all international passengers arriving without an advance boarding pass must check in at the South Satellite Terminal. There are 16 gates in Hall A; 17 in Hall B; 27 in Hall C; 17 in Hall D; 20 in the North Satellite; and 14 in the South Satellite.

The airport’s layout has an “X” shape, making it visually striking and unique. With the main terminal in the middle and four departure halls extending out from it. In between the concourses and the airport’s road system, the two satellite terminals and parking are situated on the east side of the main terminal. Passengers can only access the departure halls and the Satellite Transit System after passing through the main terminal’s security checkpoints” (STS). At the southern end of the semi-circle-shaped ticketing area of the central terminal, international airlines can be found. On the ticketing level, there are five security checkpoints. Passengers can pass through any security checkpoint if they have a valid boarding pass, despite the fact that each checkpoint provides convenient access to a specific hall or departure area.

Landside Operations

SEATAC’s International Arrivals Facility is getting a covered walkway as part of the airport’s ongoing expansion. An 85-foot vertical clearance above the tarmac is provided by a pedestrian bridge that connects two airport buildings. Because Sea-Tac is one of the top ten busiest airports in the United States, significant consideration was given to the construction process during the development. Terminal Direct parking is located on the garage’s fourth floor. In keeping with its name, the fourth-floor bridges provide direct access to the main terminal (Greer, 2022). Passengers can store their cars here for as little as one day or as long as passengers need. There are seven floors in the SEA garage that can be used for general parking: floors 1to 6 Short and long-term parking is available at General Parking.

Both Terminal Direct Parking on the fourth floor and General Parking on the fifth floor have parking places dedicated for people with disabilities. Those who have a valid disability parking permit can park in these spots. Standard and direct parking at the terminal are both subject to the prices indicated above. In order to enter the airport garage, cars must be no taller than 6’10”. A car park for over-height vehicles is available for those who exceed this restriction. A limited number of spaces are made available for Over-Height Parking on a first come, first served basis (Chatterjee, 2021). Only 78 parking spaces are available at any given time in this parking lot (4 stalls designated for ADA use only). If a passenger is coming from the north or south, passengers can access this parking lot through Highway 99 / International Blvd. To get to the airport from the highway, look for “Over-Height Parking” signs. Take a ticket from the machine at the entrance square and utilize the open lane to the right. Passengers can drive in and park in one of the outside parking spaces after the gate is opened. Walking distance from the terminal, the property is accessible.

General and Terminal Direct parking charges motorcycles the same fees as vehicles for hourly, daily, and weekly parking. All 48 EV parking places are first come, first served, and customers can charge their electric vehicles at no charge. With a green bar denoting “Electric car charging only,” the spots can be identified. Electricity at 120 volts is compatible with our stands. Because there isn’t one in the garage, customers are required to bring their own charging cables.

Economic, Political, and Social Role

Seattle-Tacoma International Airport is one of the region’s most important sources of economic activity. Nearby residents, cherry producers in Central Washington, and businesses in tourist areas like Pike Place Market and Microsoft and Boeing all benefit from Sea-economic Tac’s impact. As the owner and operator of Sea-Tac Airport, the Port of Seattle hired Martin Associates to assess the airport’s economic impact using information gleaned from commercial activities in 2013. The findings suggest that Sea-Tac has a significant impact on the long-term prosperity of the region. As a result of Sea-Tac visitors’ purchases, the following things happen around the state and at the airport: $16.3 billion in company income; $6.1 billion in household income; $565 million in taxes paid by the government; and 109,924 direct jobs (Afzalzada, 2020). The most essential social contribution of the airport is the connectivity it provides, which allows the European economy and society to thrive. Air transport gives the accessibility required in a contemporary economy and culture. Globalization of the international economy is a primary driver of air traffic increase. The airport has been crucial to the rise of politics as most politicians use its environs as a set mode of travel.

Capacity Status

Capacity is an important consideration for airports, as they must be capable of supporting large populations of people at once. Servicing individuals in a timely manner, ensuring that every person has enough space to be comfortable in their stay and promoting good standards of customer service are all vital to a thriving airport.

In high-demand periods, the airport’s capacity is shown as the difference between the model’s estimated capacity and the ATC facility’s reported rate of throughput (the so-called rate). Capacity estimations for each weather scenario are based on information provided by ATC, such as arrival and departure rates, for each weather condition. This profile excludes the Marginal North Flow configuration because it is rarely utilized. Aircraft arrivals can be improved by using TBFM (Time Based Flow Management). For runways with a centerline spacing of more than 2,500 feet, a reduction in the diagonal approach distance of 1 NM increases arrival capacity. The new arrivals area provides more than terminal space, more than doubling existing processing capacity, and as part of a revitalized arrivals experience, customers will travel along a 780-foot skywalk that provides scenic views of Mount Rainer and across the airport complex.

Innovation and Improvement

For the first time ever, Seattle-Tacoma International Airport will allow travelers to pick up their luggage from claim belts before going through Customs and Border Protection processing, a first for a major U.S. airport. A reduction of 75 minutes in the airport’s international connecting flight transfer time was made possible by the installation of the new equipment. SEA has received a 4-star rating due to numerous improvements. Enhancing client information, changing seating and furniture, offering in-seat power, and dramatically improving the dining experience are some of the most important aspects of a new dining experience.

It launched the Sensory Room, a quiet place designed to lessen the stress of travel for persons with neurological or developmental problems, to provide a tranquil atmosphere for those who may feel overwhelmed and overstimulated by the airport’s variety of sights and sounds. SEA’s customer service team collaborated with ARC of King County and the Washington Autism Alliance and Advocacy to create a social tale and resource guide for neurodivergent travelers ahead of COVID-19.

The continuous expansion of Seattle Tacoma International Airport is failing to keep up with the demand for aviation freight and passenger traffic, and a 2019 Puget Sound Regional Council (PRSC) study estimates that demand would quadruple by 2050, exceeding the capacity of SeaTac’s three runways. While the Seattle Times editorial board has picked up the pace of SeaTac’s development, a large potential for the development of URT systems presents itself in locations like the Seattle Tacoma International Airport, which can be effective in addressing some of the location’s issues (Liu, 2018). Countries around the world are striving to tackle carbon emissions from flying. Similarly, the Seattle Tacoma International Airport is working tirelessly to introduce the much-needed changes and become more capable at fulfilling its objectives.

Conclusion

The Seattle Tacoma International Airport is a location with considerable history, capability and potential. Starting out during the Second World War, the location has managed to continue its sustained development into the modern age, accepting passengers from all around the world. Its management and leadership have proved themselves capable of handling the need for improvement, as the airport has considerable support from outside sources, keeping it afloat and growing. In the present day, there is a considerable need for change at the location, as it is becoming unable to house the needed amount of people. However, managers, directors and architects are all working together to resolve this issue and allow Seattle Tacoma International Airport to continue its operation into the distant future.

References

Afzalzada, N. &. (2020). Streamlining Sea-Tac Airport via passenger simulation: Using complex simulation and modeling techniques, designers were able to understand the flow of passengers through the future international arrivals facility at Seattle-Tacoma International Airport.Consulting Specifying Engineer, 57(3), 34-39. Web.

Anderson, C. &. (2005). Raptor strike avoidance at Seattle-Tacoma International Airport: a biological approach. Web.

Bay, J. A. (2000). Evaluating runway pavements at Seattle-Tacoma international airport: Continuous deflection profiles measured with the rolling dynamic deflectometer.Transportation research record, 1716(1), 1-9. Web.

Chatterjee, N. A. (2021). Incidence, Mechanism, and Outcomes of On‐Plane Versus Off‐Plane Cardiac Arrest in Air Travelers.Journal of the American Heart Association, 10(11), e0211360. Web.

Diana, T. (2018). Can machines learn how to forecast taxi-out time? A comparison of predictive models applied to the case of Seattle/Tacoma International Airport. Transportation Research Part E: Logistics and Transportation Review, 119, 149-164. Web.

Greer, F. H. (2022). Life-Cycle Approach to Healthy Airport Terminal Buildings: Spatial-Temporal Analysis of Mitigation Strategies for Addressing the Pollutants that Affect Climate Change and Human Health.Transportation Research Record. Web.

Guevara, N., & SeattlePI. (2019). In history: Sea-TAC airport was once home to model of plane that dropped the A-bombs. seattlepi.com. Web.

Leavitt, E. M. (2018). Moving toward sustainable aviation fuel at Seattle-Tacoma International Airport.Journal of Airport Management, 12(4), 391-398. Web.

Liu, M. B. (2018). A case study on the underground rapid transport system (URTS) for the international airport hubs: Planning, application and lessons learnt.Tunnelling and Underground Space Technology, 80, 114-122. Web.

Mahseredjian, A. T. (2021). Advanced procedure noise model validation using airport noise monitor networks.In International Congress and Exposition on Noise Control Engineering. Web.

Manuela Jr, W. S. (2019). Market power at the seattle-tacoma international airport: the case of Alaska airlines.Transport Policy, 76, 90-99. Web.

McNerney, M. T. (2020). Rapid-Setting Belitic Calcium Sulfoaluminate Concrete Pavement at Seattle-Tacoma International Airport: A 25-Year History.In International Conference on Transportation and Development 2020, 158-169. Web.

McNerney, M. T. (2021). Drying behavior of a quadruple-sized belitic calcium sulfoaluminate airfield concrete slab. In airfield and highway pavements 2021. Web.

Oja, K. S. (2021). Underground utility exploration, depiction, and planning at Seattle-Tacoma international airport.In Aorth American tunneling, 20(2), 335-359. Web.

Shekhar, A. C. (2022). Sudden cardiac arrest in commercial airports: Incidence, responses, and implications.The American Journal of Emergency Medicine, 59(1), 118-120. Web.

Stuedlein, A. W. (2007). Instrumentation and performance of the third runway north MSE wall at Seattle-Tacoma International Airport. In 7th FMGM 2007: Field Measurements in Geomechanics, 1-4. Web.