FEASIBILITY STUDY OF INTRODUCING SMART TECHNOLOGIES IN BARCELONA AIRPORT ANNEXES

Final project degree 22/06/2016

Anna Garcia Guiu - GRETA 4B Director of the project: Martnez Sevillano, Ruben

1 Contents

Contents ...... 1 Figures ...... 2 Tables ...... 3

1 Annex 1 4 1.1 Single European Sky (SES) ...... 4

2 Annex 2 6 2.1 Barcelona El Prat ...... 6 2.1.1 Airlines ...... 6 2.1.2 Destinations ...... 6

3 Annex 3 10 3.1 Definitions ...... 10 3.1.1 Automated Border Control ...... 10 3.1.2 Token ...... 10 3.1.3 eMRTD ...... 10 3.1.4 ICAO eMRTD ...... 10 3.1.5 EAC eMRTD ...... 11 3.1.6 Simplifying the Business (StB) ...... 11 3.1.7 BCBP (Bar Coded Boarding Pass) ...... 11

4 Annex 4 12

5 Annex 5 14 5.1 Time indicators ...... 14 5.1.1 Baggage Delivery time ...... 14 5.1.2 Security Check time ...... 16 5.1.3 Border Control Time ...... 18 5.1.4 Boarding to gate time ...... 18

6 Annex 6 20

1 List of Figures

1.1 Progress of SES implementation ...... 5

5.1 First configuration ...... 16 5.2 Second configuration ...... 16 5.3 Average of boarding times ...... 19

2 List of Tables

2.1 Airlines operating in El Prat ...... 7 2.2 Europe destinations from El Prat ...... 8 2.3 Non european destinations from El Prat ...... 9

4.1 Passenger flow/hour ...... 12 4.2 Passenger flow information ...... 13 4.3 Passengers realizing a connexion flight in Barcelona ...... 13

5.1 Key parameters definition ...... 14 5.2 Key parameters definition ...... 15

3 Chapter 1

Annex 1

1.1 Single European Sky (SES)

The Single European Sky (SES) is a program that is trying to modernize the European airspace and all the airports located in Europe. For the future is intended that all the air- ports including Barcelona will have the different technologies and will have implemented the changes proposed there.

The principal objective is clear: unify the European regulation and liberalize the air market in order to simplify all the processes involved and the existing disagreements. With that, huge benefits for the environment and the European economy are expected but also for the passengers and the airlines which will travel with better security, efficiency and less delays.

The key parameters in order to achieve the marked goals are:

•Creation of a mature performance system: there has to be an independent Euro- pean Economic Regulator for air navigation charges to define the targets to be achieved, control the progress and apply financial corrective action.

•Rationalization of ATM institutional structures: this reduction will consist on a centralization of the airspace control and FAB (Functional Airspace Blocks) with no more than 40 Air Traffic Control Centres (ATCC) across Europe and the centralization of operational management, training, procurement and support functions.

1) Reducing cost of services for the airspace users improving the flight efficiency. 2) Reducing support costs of Air Navigation Services. 3) Reducing the number of Air Traffic Control Centres. 4) Clarifying the role of EASA. 5) Expend the role of the Network Manager. 6) Reform of Eurocontrol.

• Modernizing the ATM System Modernization of airborne systems and ground infrastructure and procedures will ensure that the forecast of increased traffic can be safely managed through better situations and efficiency for both pilots and air traffic controllers. The objective is to have the same number of air traffic controllers but with the double traffic.

4 Figure 1.1: Progress of SES implementation

All the airports will have to face these changes in a near future and is important that all of them are under the established regulation. The implementation of Smart Technologies is essential for the expected traffic growth but they represent also a problem because they have to be in concordance with the high number of changes introduced and all the passengers have to understand the new procedures in order to assure a secure flight and a fast process. Thus, the process could be slow and complicated due to the high amount of changes and new normative but in the other hand, is strictly necessary for the evolution of the system.

5 Chapter 2

Annex 2

2.1 Barcelona El Prat

2.1.1 Airlines The airlines operating in the airport of Barcelona are the airlines in the table [2.1].

• The list of the airlines spread by terminals is:

TERMINAL 1: Adria Airways, Aegean Airlines, Aeroflot, Aerolineas Argenti- nas, Air Algerie, Air Baltic, Air Berlin, Air Canada, Air Europa, Air France, Air Nostrum, Air One, Alitalia, American Airlines, Arkia Israel Airlines, Austrian Air- lines, Avianca, BA Cityflyer, British Airways, Brussels Airlines, CAI First, CAI Seconds, Croatia Airlines, Czech Airlines, Delta Airlines, Egyptair, EI Al Israel Airlines, Emirates, Finnair, Iberia,KLM, LOT Polish Airlines, Lufthansa, Niki Luft- fajrt, Orbest, Qatar Airways, Royal Air Maroc, Royal Jordanian, SAS Scandinavian Airlines, Singapore Airlines, Swiss International Airlines, TAP Portugal, Tarom, Tunisair, Turkish Airlines, Ukraine International Airlines, United Airlines, US Air- ways, and Vueling.

TERMINAL 2: Aer Lingus, Air Arabia Maroc, Air Transat, Belavia, Blue Air, Bulgaria Air, EasyJet, EasyJet Suiza, Euro Afrique Express, Freebird Airlines, Gam- bia Bird Airlines, Germanwings, I-Fly,Icelandair,Jet2.com, Jetairfly,Kolavia, Luxair, Monarch Airlines, Nordwind Airlines, Norwegian Air Shuttle, Onur Air, Pakistan In- ternational Airlines, Pegasus Airlines, Red Wings Airlines, Rossiya-Rusian Airlines, Ryanair, SkyWork Airlines, SmartWings, Transeo Airlines, Transavia, Tulfly, Ural Airlines, Vim Airlines and Wiss Air.

2.1.2 Destinations From the airport of Barcelona there are 159 possible destinations. The destinations in Europe are in the table [2.2] and the destinations outside Europe are in the table [2.3]:

All the information provided in 2.1.1 and 2.1.2 is form the year 2016.

6 Aegean Airlines T1 Air France T1 BA Cityflyer T1 Aer Lingus T2 Air Moldova T2 Belavia T2 Aeroflot T1 Air Nostrum T1 Blue Air T2 Aerol´ıneasArgentinas T1 Air Transat T2 British Airways T1 Air Algerie T1 Alba Star T2 Brussels Airlines T1 Air Arabia Maroc T2 Alitalia T1 Bulgaria Air T2 Corendon Air Baltic T1 American Airlines T1 T2 Airlines Air Berlin T1 Arkia Israeli Airlines T1 Croatia Airlines T1 Air Canada T1 Atlantic Airways T2 Czech Airlines T1 Air Europa T1 Austrian Airlines T1 Delta Air Lines T1 Avianca T1 Azur Air T2 Easyjet T2 El Al Israel Easyjet Switzerland T2 EgyptAir T1 T1 Airlines Emirates T1 Eurowings T2 Evelop T2 Finnair T1 Germanwings T2 I-Fly T2 Iberia T1 Icelandair T2 Ikar Airlines t2 Israir T1 Jet2.com T2 Jetairfly T2 KLM T1 Korean Air T1 LOT Polish Airlines T1 Lufthansa T1 Luxair T2 Monarch Airlines T2 Niki Luftfahrt T1 NordStar Airlines T2 Nordwind Airlines T2 Norwegian T2 Onur Air T2 Orenair Airlines T2 Pegasus Airlines T2 Primera Air T2 Qatar Airways T1 Rossiya-Russian Red Wings Airlines T2 T1 Royal Air Maroc T1 Airlines Royal Flight T2 Royal Jordanian T1 Ryanair T2 SAS Scandinavian Small Planet T1 Singapore Airlines T1 T2 Airlines Airlines Swiss International SmartWings T2 T1 TAM Airlines T1 Airlines TAP Portugal T1 Tarom T1 Transavia.com T2 Ukraine Tunisair T1 Turkish Airlines T1 T1 International United Airlines T1 Ural Airlines T2 UTair-Ukraine T2 Vim Airlines T2 Vueling T1 Windrose Airlines T2 Wizz Air T2 WOW air T2

Table 2.1: Airlines operating in El Prat

7 EUROPE A Coru˜na Alborg Alghero Amsterdam Alicante Almeria Antwerp Asturias Athens Badajoz Bari Basel Belfast Belgrado Bergen Berlin Bilbao Billund Birminghan Bolonia Braunschweig Brest Brindisi Bristol Brussels Bucarest Budapest Burdeos Cagliari Cardiff Catania Chisinau Cluj Colonia Copenhague Cork Krakow Craiova Dresden Dublin Dubrovnik Dusseldorf Nottingham Edimbourgh Eindhoven Ekateringburg Stockholm Faro Florencia Frankfurt Fuerteventura Gdansk Genova Ginebra Glasgow Gothenburg Gran Canaria Granada Hamburg Hannover Helsinki Iasi Ibiza Faroe Islands Jerez de la Kaliningrado Katowice Reykjavik Frontera Kiev Krasnodar La Palma Lanzarote Leeds Leipzig Leon Lille Lisboa Liverpool Londres Luxembourg Lyon Maastricht Funchal Madrid Malaga Malta Manchester Marseille Mikonos Menorca Milan Minsk Moscou Munich Nantes Napoles Newcastle Nice Nuremberg Olbia Ostende Oporto Oslo Palermo Palma de Paris Florence Poznan Mallorca Prague Rennes Riga Roma Rostock Laage Rostov Rotterdam San Sebastian Santiago de Santander Thira Sevilla Compostela Skopje Sofia Southend Split Saint Petesbourg Stavanger Stuttgart Tenerife Timisoara Toulouse Venezia Trieste Trondheim Turin Valladolid Warsaw Venice Verona Viena Vigo Vilnius Zagreb Zurich

Table 2.2: Europe destinations from El Prat

8 NORTH SOUTH AFRICA ASIA AMERICA AMERICA Accra Atlanta Bogota Amman Argel Charlotte Buenos Aires Pekin Banjul Filadelfia Sao Paulo Dubai Casablanca Miami Istambul Constantine Montreal Doha Dakar Newark Izmir El Cairo New York Seul Fez Toronto Singapur Marrakech Washington Telaviv Yafo Nador Oran Tanger Tunez

Table 2.3: Non european destinations from El Prat

9 Chapter 3

Annex 3

3.1 Definitions

3.1.1 Automated Border Control Automated control system that authenticates travel documents and/or tokens and per- mits, or denies, admission to a traveller according to a pre-established specification. It verifies also the biometric data against the travel document and/or token or a pre-existing database containing biometric data. It may also register the entry or exit of the country.

3.1.2 Token A personalized secure credential that permits the authorized traveller to gain admission via automated border controls, subject to passing background checks and, in some instances, producing a valid travel document.

3.1.3 eMRTD An eMRTD (electronic Machine Readable Travel Document) is a travel document con- taining identification data that can be validated by reader terminals. For ensuring the interoperability between nations when identifying people at border controls, two main eMRTD standards have been defined: ICAO eMRTD [3.1.4] and EAC eMRTD [3.1.5].

3.1.4 ICAO eMRTD The International Civil Aviation Organization (ICAO) created an international standard for the first generation of ePassports. That eMRTD contains personal and basic biometric data on an RFID chip.

ICAO standard ensures both the authenticity and originality of eMRTDs. This is done by singing the personal and biometric data held on the eMRTD chip. All the personal and biometric data of the holder is signed by a national Document Signer (DS) using a certificate issued by the national Country Signing Certification Authority (CSCA). When that personal and biometric data are evaluated and certified as correct these is stored in the chip of the eMRTD.

Once all the information has issued, is necessary to read the personal data on an eM- RTD and verify it in order that the eMRTD can be used in the airports. An Inspection System (IS) must perform a set of security operations.

10 3.1.5 EAC eMRTD The EAC (Extended Access Control) is an established standard fpr the second generation of eMRTD. These MRTD offer improvised security mechanisms against the fraudulent use of the personal data stored on the eMRTD’s chip. The objective is to protect the authenticity, originality and confidentiality of biometric data stored in the chips. This is done adding the capability of authenticating by the Inspection System (IS).

This IS system verifies the document certificates through the Country Verifying CA and Country Verifying RA.

3.1.6 Simplifying the Business (StB) StB is an industry initiative that aims to transform the entire journey experience through the implementation of innovative solutions. The principal goal of that program is improv- ing the customer experience and reducing industry costs and doing also the industry easier to do business for both customers and partners. The phases of a project under the StB program are based in four principles: -Conceptualization: illustrate and sketch the concept -Exploration: assess feasibility and develop an industry business -Development: develop the product -Implementation: implement de project

3.1.7 BCBP (Bar Coded Boarding Pass) Bar Coded Boarding Pass (BCBP) is the standard used and defined by 2 dimensional (2D) bar code printed on a boarding pass or sent to a mobile phone for electronic board- ing passes. That boarding passes can be issued by agents at a check-in counter, self-service kiosk, or by airline web check-in site. Then, the BCBP had to be printed at the airport, at home or had to be sent into a mobile phone in order to have access to the boarding zone of the airport. The bar code is based on the PDF417 format.

IATA established all their airline members had to be capable of issuing BCBP by the end of 2008 and all boarding passes would contain the 2D bar code by the end of 2010.

11 Chapter 4

Annex 4

Flow passengers /hour TERMINAL 1 TERMINAL 2 Departures Arrivals Departures Arrivals August May August May August May August May Hours 2015 2016 2015 2016 2016 2016 2015 2016 12:00-1:00 189 162 226 176 87 86 145 149 1:00-2:00 29 25 12 9 13 13 7 8 2:00-3:00 0 0 4 3 0 0 2 3 3:00-4:00 29 25 0 0 13 13 0 0 4:00-5:00 29 25 19 15 13 13 12 13 5:00-6:00 0 0 136 106 0 0 87 90 6:00-7:00 3.060 2.630 873 681 1.406 1.393 558 576 7:00-8:00 4.307 3.703 495 386 1.979 1.960 316 327 8:00-9:00 1.900 1.633 905 705 873 865 578 597 9:00-10:00 3.161 2.718 870 678 1.452 1.439 556 574 10:00-11:00 4.437 3.815 1.037 808 2.039 2.020 663 684 11:00-12:00 3.712 3.191 1.104 860 1.706 1.690 705 728 12:00-1:00 3.582 3.079 585 456 1.646 1.630 374 386 1:00-2:00 3.654 3.142 562 438 1.679 1.663 359 370 2:00-3:00 2.016 1.733 714 556 926 917 456 471 3:00-4:00 2.233 1.920 620 483 1.026 1.016 396 409 4:00-5:00 2.001 1.720 834 650 919 911 533 550 5:00-6:00 2.422 2.082 858 669 1.113 1.102 548 566 6:00-7:00 3.466 2.979 667 520 1.529 1.577 426 440 7:00-8:00 2.639 2.269 920 717 1.213 1.201 588 607 8:00-9:00 2.915 2.506 885 690 1.339 1.327 566 584 9:00-10:00 1.769 1.521 542 422 813 805 346 358 10:00-11:00 957 823 928 723 440 436 593 612 11:00-12:00 305 262 604 471 140 139 386 399 MAXIMUM 4.437 3.815 1.104 860 2.2039 2.202 705 728

Table 4.1: Passenger flow/hour

12 Total number of passengers TERMINAL 1 TERMINAL 2 Departures Arrivals Departures Arrivals August May August May August May August May 2015 2016 2015 2016 2015 2016 2015 2016 1.513.926 1.301.599 446.307 347.823 695.608 689.077 285.164 294.380 Average passengers/day 48.836 41.987 14.397 11.220 22.439 22.228 9.199 9.496

Table 4.2: Passenger flow information

Connexion Passengers (Arrivals) Type National International August 2015 153 1.188 May 2016 - 752

Table 4.3: Passengers realizing a connexion flight in Barcelona

13 Chapter 5

Annex 5

5.1 Time indicators

5.1.1 Baggage Delivery time GENERAL HYPOTHESIS AND CALCULATIONS • GENERAL HYPOTHESIS

Baggage delivery time (tB1)

The methodology to obtain the result for the tB1 will consist on the estimation of the arriving order and then, compute the total time involved for the last passenger and check if this time is less than the needed before the check in counter closes. tB1

Definitions Value tB1 Total baggage check in time Variable Document check time for tdoc/pax 1 min passenger Drop off baggage time for tdrop/pax 0,5 min passenger tq Queuing time for passenger Variable Nt Minutes of each timing Variable Np Number of passengers Variable

Table 5.1: Key parameters definition

• For each airline only two check-in counters are opened and one of them is available for the fast travellers also.

• The maximum number of passengers of each flight considering the most common airplanes operating in Barcelona is around 189 passengers (without the trip).

• The number of passengers that would have to check the baggage is going to be around 40% of the total number of passengers.

• The time involved in all the process is going to be divided in three parts: the queue time, the time for checking the documentation of the flight and the time involved in print the ticket and drop off the bag.

14 • The check-in counter opens two hours before the departure of the flight and closes 45 minutes before.

• Two cases are going to be treated following two different models of queue modelling. tB2

Definitions Value Total baggage check-in tB2 Variable time Processing time for passenger tproc/pax 35 sec (baggage token from home) Processing time for passenger tproc/pax 45 sec (baggage token printed at airport) tq Queuing time for passenger Variable Nt Minutes of each timing Variable Np Number of passengers Variable

Table 5.2: Key parameters definition

• Any self-service baggage drop off kiosk could be used for any airlines. However, for this study the consideration is that for each flight maximum three of them are going to be occupied.

• The maximum number of passengers of each flight considering the most common airplanes operating in Barcelona is around 189 passengers (without the trip).

• The number of passengers that would have to check the baggage is going to be around 40% of the total number of passengers.

• For using this kind of device all the passengers have to have the check-in previously done. They could present the boarding pass in the mobile phone, at paper or using alternative tokens. The main difference will be if they have printed or not at home the baggage check-in document.

• The time involved in all the process is going to be divided in two parts: the queuing time and the processing time. The average time for the second one is established between 25-35 seconds and the first one is variable. The total time estimated for all the process rounds the 75 seconds.

• If the passengers have to print the baggage tag at the kiosk, the processing time will be 0,45 minutes.If the bag tag is printed at home, the time will be 0,35 minutes.

• The self-service kiosk can be used until 30 minutes before the flight starts.

• The two cases treated in the tB1 and another limit case are going to be studied following also the two different models for the arrival rate.

15 Figure 5.1: First configuration Figure 5.2: Second configuration

5.1.2 Security Check time GENERAL HYPOTHESIS AND CALCULATIONS • HYPOTHESIS

The security check time depends directly on the flux of passengers calculated before (sec- tion ??) and table [??], but also on the configuration of the security checks in both terminals is important.

• The terminal T1 of Barcelona has four security checks. One security check is for the flights between Barcelona-Madrid.T here is another that gives direct acces to zone C (regional flights) and finally the biggest one for the rest of the cases and another for the connexion flights.

• The terminal T2 has one security check located in the first floor and another security check for the connexion flights.

Considering the configuration of the terminals T1 and T2,is important to identify the % of passengers that are doing a connexion flight in the airport(table 4.3).

The flux of passengers (arrival distribution) is going to be estimated with an analytic model. The number of passengers arriving each minute is not a constant so because of that, a good choice is the Poisson probability distribution. This law is determined by some conditions that in this case, fit with the characteristics of the passenger arrival to the security check. The arrivals each period of time are independent, the probability of two or more arrivals in the same period of time is nearly zero and the number of arrivals do not depend of the origin of the interval.

To define the probability of one arrival in the fixed period of time, the following law and its parameters are defined:

λx · e−λ P (x) = for x =⇒ 0, 1, 2... (5.1) x! The x is the number of arrivals in the chosen specific period of time and λ is defined as the average number of arrivals for this same period of time.

The modelling of the waiting line and in consequence the total time involved on the security check is going to be done following this assumption of the Poisson law. The

16 queue is a single line and then, at the end, different servers (X-Ray and metal detectors) are located in order to make the passengers pass trough it. The following hypotheses have to be assumed for this analytic model:

-The arrivals follow a Poisson distribution with a mean arrival rate of λ. - The different servers are identical and they follow an exponential distribution.

f(t) = µ · e−µ·t for t ≥ 0 (5.2)

-The mean service rate µ is the same for each server. -Is supposed that no passengers are going to leave the line because the pass through the security check is mandatory. -The mean service rate, so the mean time involved on it, is defined as k · µ , where k is the number of channels opened.

After this initial assumptions, the equations for express the time involved and the princi- pal parameters in the security check are:

1.Probability of zero units in the system: 1 P0 = (5.3) ( λ )n ( λ )k Pk−1 µ µ µ n=0 n! + + (k−1)! · (k·µ−λ)

2. Probability of n units in the system:

λ n ( µ ) Pn = · P0 for n > k (5.4) k! · kn−k

λ n ( µ ) Pn = · P0 for 0 ≤ n ≤ k (5.5) n! 3. Average number of units waiting for service:

λ k ( µ ) · λµ Lq = · P0 (5.6) (k − 1)!(kµ − λ)2 4.The average number of units in the system: λ L = L + (5.7) q µ 5.Average time a unit spends waiting for service:

Lq W = (5.8) q λ 6.Average time a unit spends in the system: 1 W = W + (5.9) q µ 7.Probability that an arriving unit must wait for service:

1 λ k kµ Pw = · ( ) · · P0 (5.10) k! µ kµ − λ

17 According to all the things explained before, the time analysis of the Security Check pass time is going to be computed following the continuous hypothesis:

-The service rate time is defined for the set of two X-Ray machines and one metal de- tector. The channels (K) are referred to the X-Ray detectors (K=2,4,6. . . ). -The period of time in which the parameters are defined is 5 minutes. (service rate, lambda). -The flow of passengers that has been choose is the corresponding to the maximum % of flights in the rush hour in order to ensure that this is the most difficult and crowded situation that could appear in the airport facilities. -All the passengers independently from the flight that they take have to pass through the security check. The international transit passengers are taken into consideration also. -The rate K •µ > λ in order that the system will be able to absorb all the incoming inflow -The security check of the T1 has at least 10 metal detectors and in T2, the number is fixed at 6 of them.

5.1.3 Border Control Time GENERAL HYPOTHESIS AND CALCULATIONS The border control time depends directly on the flux of passengers calculated before (sec- tion ??) and table [??]. However, in that case only the international departure flux is going to be considered because these passengers are those who have to check the passport and the documentation before the flight.

The departures distribution of the passengers to the border passport control depends also on considerable number of parameters and because of that, the treatment is going to be the same as the security check, following an estimation of the arrivals with the Poisson law and then, computing the indicators with the equations showed in section 5.1.2.

5.1.4 Boarding to gate time GENERAL HYPOTHESIS AND CALCULATIONS The process of boarding the plane is the last step before the flight could start. Normally this process depend on several factors: the airline that tries to reduce considerably the time the airplanes stays at ground, the number of arriving passengers, the time when it is announced, the order that the passengers enter the airplane, the validation of the docu- ments before entering, the size and positioning of the cabin baggage, the kind of boarding (direct, by bus, walking. . . ). . .

The consequence of this high dependence with so many parameters makes difficult to establish a concrete boarding time. However, is possible to make an estimation having a look on different measures from flights done from Barcelona to another destinations. In fact, if the “traditional” or common method is followed, the time involved on boarding certain airplanes is the same for similar models. To start the study, the estimation of the average time is done from these hypotheses:

-The times that appear in the graph [fig: 5.3 are taken from the boarding of airplane models Boeing 737-800 and A320. Both models have a passenger capacity around 189 passengers and are the principal airplanes of the fleet of the most low cost important air- lines in Barcelona (Ryanair and Vueling). -The total of the boarding processes have been done through gateways or “fingers”.

18 -The passengers didn’t follow a logical order, they simply made a queue and then when the boarding started they entered the airplane. -In all the flights the airplane was near to its full capacity (189 passengers). -No automatic boarding gates were used. The boarding was announced between half an hour and twenty minutes before the flight started. The averaged total time for boarding one airplane of the characteristics presented is fixed in 25 minutes.

Figure 5.3: Average of boarding times

19 Chapter 6

Annex 6

Excel files attached where the computing of the calculations can be seen.

20