Glossary of Acronyms
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Injuries and Fatalities of Workers Struck by Vehicles on Airport Aprons
REPORT TO CONGRESS Injuries and Fatalities of Workers Struck by Vehicles on Airport Aprons Prepared by U.S. Department of Transportation Federal Aviation Administration Office of the Associate Administrator for Airports July 2002 I. Executive Summary Section 520 of the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (AIR-21) required the Federal Aviation Administration (FAA) to conduct the study described below and report the results to Congress by April 5, 2001: The Administrator shall conduct a study to determine the number of persons working at airports who are injured or killed as a result of being struck by a moving vehicle while on an airport tarmac, the seriousness of the injuries to such persons, and whether or not reflective safety vests or other actions should be required to enhance the safety of such workers. A review of the FAA, Occupational Safety and Health Administration (OSHA), and Bureau of Labor Statistics (BLS) of the U.S. Department of Labor (DOL) databases found that between 1985 and August 2000, 11 workers were fatally injured when struck by vehicles on airport aprons. Of the 11 fatalities, only two occurred between 1995 and 2000. Increased emphasis on ramp safety by the airline industry and airports could be a contributing factor to the decline in “struck by” injuries. The lack of comprehensive nonfatal injury data makes it impossible to determine accurately the number and severity of nonfatal struck by injuries. The data suggest that airline industry workers actually sustain significantly fewer struck by injuries than workers in most other industries. -
Wayfinding at Airports
WAYFINDING AT AIRPORTS – a LAirA Project Report - LAirA is financially supported by the European Union’s Interreg Central Europe programme, which is a European cohesion policy programme that encourages cooperation beyond borders. LAirA is a 30-months project (2017-2019), with a total budget of €2.3 million. LAirA PROJECT 2019 © All images courtesy of Transporting Cities Ltd. Printed on recycled paper Print and layout: Airport Regions Conference airportregions.org info@ airportregions.org TABLE OF CONTENTS 5 INTRODUCTION 5 LAirA Project in a nutshell 5 Executive summary 7 PART 1: WHAT IS WAYFINDING AT AIRPORTS 7 1.1 Airport passenger types 7 1.2 The context of wayfinding at airports 10 1.3 Wayfinding access to public transport around the world 10 1.4 Wayfinding to deliver an exemplary journey through the airport 11 1.4.1 First step: Orientating the passenger 11 1.4.2 Promoting public transport and introducing the iconography 12 1.4.3 Making the association to the transport destination 13 1.4.4 Avoiding the moment of doubt when emerging into the public area 13 1.4.5 Using icons to lead the way through the terminal 15 1.4.6 Providing reassurance along the way 15 1.4.7 Identifying the transport destination 16 1.4.8 Draw a picture for complicated transport connections 17 PART 2: PRINCIPLES OF WAYFINDING 17 2.1 The ideal journey to public transport 17 2.2 Identifying the principles of wayfinding 20 PART 3: WAYFINDING IN LAIRA REGIONS OR FUNCTIONAL URBAN AREAS 20 3.1 LAirA partners and the principles of wayfinding 20 3.2 Partner questionnaire 20 3.3 Analysis of questionnaire responses 22 PART 4: CONCLUSION 22 4.1 Capitalising on transport investment 22 4.2 Wayfinding and access to airports 23 4.3 Conclusion and recommendation INTRODUCTION LAirA project in a nutshell Executive summary LAirA (Landside Airport Accessibility) addresses the This report considers the theme of wayfinding at specific and significant challenge of the multimodal, airports. -
Airport Research and Innovation Facility Hamburg (ARIF) Airport Research and Innovation Facility Hamburg (ARIF)
Airport Research and Innovation Facility Hamburg (ARIF) Airport Research and Innovation Facility Hamburg (ARIF) Parallel to the installation of an operational A-SMGCS (Advanced Surface Movement Guidance and Control System) at Hamburg Airport, three partners agreed on the cooperation in installing and operating a unique field test platform for research and development in the field of air traffic manage- ment and airport operation. Trials to identify and evaluate improved ground processes The cooperation of DFS Deutsche Flugsicherung GmbH, Ham- burg Airport and the German Aerospace Center (DLR) enables a large variety of opportunities for both operational stakehold- ers and research/development. In 2006, the partners set up the Airport Research and Innovation Facility Hamburg (ARIF) as an operational environment. Thus, existing research infrastruc- tures such as apron, tower or airport control centre simulators could be extended with important operational input. The ARIF is a unique platform for the development, testing, evaluation and validation of future support systems in an operational en- vironment, aiming at midsize airports. Thus, ARIF provides essential advantages, such as: - Use of real-time data during development phases - Short cycles between implementation of innovative ideas and operators’ feedback - Direct evaluation of existing system components - (Pre-) testing of new concepts and future technology without operational limitations - Optimal infrastructure for shadow mode trials Research Areas Besides focusing on higher levels of A-SMGCS (e.g. planning and guidance), the ARIF at Hamburg Airport is also designed to allow research in the context of Total Airport Management (TAM) and Performance Based Airport Management (PBAM). All partners have identified the need for the development and implementation of an integrated airport management with a common set of operational data. -
EQUINIX INTERNATIONAL BUSINESS EXCHANGE™ (IBX®) and Xscale™ DATA CENTER QUICK REFERENCE GUIDE
EQUINIX INTERNATIONAL BUSINESS EXCHANGE™ (IBX®) AND xSCALE™ DATA CENTER QUICK REFERENCE GUIDE Updated July 2021 NORTH AMERICA IBX ADDRESS LOCATION OWNERSHIP COLO SQ M COLO SQ FT BUILDING TYPE AT1 Atlanta 180 Peachtree Street NW • 11 mi (18 km) from Hartsfield-Jackson Atlanta Intl Leased 7,469 80,397 6-story, reinforced steel and concrete with 2nd, 3rd and 6th Floors Airport (ATL) brick face Atlanta, GA 30303 AT2 Atlanta 56 Marietta Street NW • 11 mi (18 km) from Hartsfield-Jackson Atlanta Intl Leased 602 6,475 10-story, concrete steel structure, glass 5th Floor Airport (ATL) face Atlanta, GA 30303 AT3 Atlanta 56 Marietta Street NW • 11 mi (18 km) from Hartsfield-Jackson Atlanta Intl Leased 872 9,390 10-story, concrete steel structure, glass 6th Floor Airport (ATL) face Atlanta, GA 30303 AT4 Atlanta 450 Interstate North Parkway • 21 mi (34 km) from Hartsfield-Jackson Atlanta Intl Owned 6,204 66,774 2-story, steel-framed building with Atlanta, GA 30339 Airport (ATL) concrete block over steel frame AT5 Atlanta 2836 Peterson Place NW • 28 mi (45 km) from Hartsfield-Jackson Atlanta Intl Leased 1,982 21,337 1-story, steel-framed building with Norcross, GA 30071 Airport (ATL) concrete block and brick veneer BO2 Boston 41 Alexander Road • 21 mi (33 km) from Logan Intl Airport (BOS) Owned 7,036 75,734 1-story, tilt-up concrete panels over steel Billerica, MA 01821 CH1 Chicago 350 East Cermak Road • 10 mi (17 km) from Midway Intl Airport (MDW) Leased 4,737 50,992 9-story (main section), two-way flat slab 5th Floor concrete construction (existing -
Glossary of Terms
Appendix A Glossary of Terms ABOVE GROUND LEVEL (AGL): An elevation datum given in feet above ground level. AIR CARRIER: A person who undertakes directly by lease, or other arrangement, to engage in air transportation. (FAR 1) (Also see Certificated Air Carrier) AIR CARRIERS: The commercial system of air transportation, consisting of the certificated air carriers, air taxis (including commuters), supplemental air carriers, commercial operators of large aircraft, and air travel clubs. (FAA Census) AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC): A facility established to provide air traffic control service to aircraft operating on IFR flight plans within controlled airspace, principally during the en route phase of flight. When equipment capabilities and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft. (AIM) AIR TAXI: A classification of air carriers which directly engage in the air transportation of persons, property, mail, or in any combination of such transportation and which do not directly or indirectly utilize large aircraft (over 30 seats or a maximum payload capacity of more than 7,500 pounds) and do not hold a Certificate of Public Convenience and Necessity or economic authority issued by the Department of Transportation. (Also see commuter air carrier and demand air taxi.) (FAA Census) AIR TRAFFIC CONTROL (ATC): A service operated by appropriate authority to promote the safe, orderly, and expeditious flow of air traffic. (FAR 1) AIRCRAFT ACCIDENT: An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage. -
Aircraft Push-Back Prediction and Turnaround Monitoring by Vision-Based Object Detection and Activity Identification
Aircraft Push-back Prediction and Turnaround Monitoring by Vision-based Object Detection and Activity Identification Thai Van Phat∗, Sameer Alam∗, Nimrod Lilith∗, Phu N. Tran† and Binh T. Nguyen‡ ∗Saab-NTU Joint Lab, Nanyang Technological University, Singapore †Air Traffic Management Research Institute, Nanyang Technological University, Singapore ‡AISIA Research Lab, University of Science, Vietnam National University, Ho Chi Minh City, Vietnam Abstract—An accurate prediction of aircraft readiness for departure can help Air Traffic Control (ATC) plan an optimal pre-departure sequence at which aircraft are dispatched from the parking stands. This dynamic mechanism between predicting when all ground handling activities end (Target Off Block Time) and the pre-departure sequencing (Target Start-up Approval time) is the core of Airport Collaborative Decision Making. This turnaround process consists of several activities (fueling, board- ing/deboarding, loading/unloading, etc.) and involves several ground support types of equipment and vehicles. In this research, we propose a visual-analytic approach for detection, tracking such activities to predict the Target Off Block Time (push-back time). This research introduces a Convolutional Neural Networks based video-analytic framework that can monitor the aircraft turnaround processes, including object detection, object tracking, activity detection, and push-back prediction. It recognizes an aircraft type and retrieves turnaround process/activities from its Aircraft Performance Manual and then detects and tracks various activities to estimate their completion time with high accuracy. Live Gate Cam video data was collected from the Gate 3 at Tokachi-Obihiro airport, in Hokkaido, Japan. We used 16 videos with the corresponding lengths varying from 40 to 60 minutes for training and five videos for testing. -
Public Infrastructure Project Planning in Germany: the Case of the BER Airport in Berlin-Brandenburg
Large Infrastructure Projects in Germany Between Ambition and Realities Working Paper 3 Public Infrastructure Project Planning in Germany: The Case of the BER Airport in Berlin-Brandenburg Registration I will attend: By Jobst Fiedler and Alexander Wendler This working paper is part of the research project by the Hertie School of Governance Name on Large Infrastructure Projects in Germany – Between Ambition and Realities. For further information:Position www.hertie-school.org/infrastructure The study was made possible by theInstitution friendly support of the Karl Schlecht Foundation Email Hertie School of Governance | May 2015 Accompanied by Contents 1. Introduction………………………………………………………….... 1 1.1 High-profile failure in large infrastructure projects…………………... 1 1.2 Research Question and Limitations………………………………….. 3 1.3 Hypothesis…………………………………………………………….... 4 1.4 Methods of Inquiry and Sources…………………………………….... 6 2. Megaprojects and their Inherent Problems………………………. 8 2.1 Large-scale Infrastructure Projects – an Introduction………………. 8 2.2 Empirical Performance of Large-scale Infrastructure Projects…….. 8 2.3 Drivers of Project Performance……………………………………….. 9 2.3.1 National Research Council (US Department of Energy) …………... 9 2.3.2 Miller and Lessard (IMEC Study) …………………………………….. 10 2.3.3 Flyvbjerg et al…………………………………………………………... 11 2.3.4 Mott MacDonald………………………………………………………... 14 2.3.5 Institute for Government / 2012 London Olympics………………….. 15 2.3.6 Eggers and O’Leary (If We Can Put A Man On The Moon) ………… 17 2.4 Analytical Framework for Review of BER Project…………………… 18 3. The BER Project………………………………………………………. 20 3.1 Background: The Long Road Towards a New Airport in Berlin…….. 20 3.2 BER Governance and Project Set-Up………………………………... 21 3.2.1 Against better knowledge: failure to appoint a general contractor and consequences for risk allocation………………………………… 21 3.2.2 Project Supervision and Control: deficiencies in structure and expertise levels………………………………………………………… 26 3.2.3 Financing and the Role of Banks…………………………………….. -
Boston to Dublin Direct Flights
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Managing Passenger Handling at Airport Terminals Individual-Based Approach for Modeling the Stochastic Passenger Behavior
Ninth USA/Europe Air Traffic Management Research and Development Seminar (ATM2011) Managing Passenger Handling at Airport Terminals Individual-based Approach for Modeling the Stochastic Passenger Behavior Michael Schultz and Hartmut Fricke Chair of Air Transport Technology and Logistics Technische Universität Dresden 01062 Dresden, Germany {schultz, fricke}@ifl.tu-dresden.de Abstract—An efficient handling of passengers is essential for actions. Therefore, appropriate agent models have to be devel- reliable terminal processes. Since the entire progress of terminal oped and calibrated with empirical data. A calibration is man- handling depends on the individual behavior of the passengers, a datory to legitimate the application of the individual model valid and calibrated agent-based model allows for a detailed characteristics and allows for developing efficient system de- evaluation of system performance and for identifying optimiza- sign. tion capabilities. Our model is based on a stochastic approach for passenger movements including the capability of individual tacti- In turnaround procedures the behavior of individual pas- cal decision making and route choice, and on stochastic model of sengers is crucial for the handling efficiency, since both de- handling processes. Each component of the model was calibrated boarding and boarding are part of the critical path. Datasets with a comprehensive, scientifically reliable empirical data set; a from Airbus A380 ground handling at Emirates indicate a sig- virtual terminal environment was developed and real airport nificant level of impact of passenger handling at hub structures, conditions were evaluated. Our detailed stochastic modeling caused by a high transfer passenger volume [1]. The hub struc- approach points out the need for a significant change of the ture is a directly coupled transport system, which not only common flow-oriented design methods to illuminate the still possess intermodal traffic change (landside arrivals) but as well undiscovered terminal black box. -
Lisbon to Mumbai Direct Flights
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Airport Apron Lighting Musco’S Industry-Leading Total Light Control — TLC for LED® Technology Leading the Way in Apron Lighting
Airport Apron Lighting Musco’s Industry-Leading Total Light Control — TLC for LED® Technology Leading the Way in Apron Lighting There’s a lot to consider with airport apron lighting. Will glare affect pilots or air traffic controllers? What about maintenance? Will it improve operations? Is it energy efficient? As the use of LED continues to emerge, it’s important to understand that different LED lighting produces vastly different results. Musco has applied its more than 40 years of research and experience to take advantage of the LED light source in ways no other manufacturer can. The result is an LED system that’s created new possibilities for airport lighting. Improved Visibility TOTAL LIGHT CONTROL — PRIOR HPS LIGHT SOURCE Custom optics provide greater light uniformity, TLC FOR LED® improving visibility and efficiency of ground crews. Reduced Glare Patented glare reduction technology eliminates glare from impacting pilots and air traffic controllers. Total Light Control Superior light control preserves darkness in areas where light isn’t intended. Camera settings for both photos 1s at f/4, ISO 100, WB 4300 Streamlined Maintenance Remote electrical enclosures eliminate the need for lifts to service and removes weight from the poletop. Longer Reliability System solution with lighting, electrical, and structural components designed to work together for long-term reliability. System Adaptability Interfaces with new or existing facility management systems, along with adaptive controls based on gate usage. No Maintenance Costs A comprehensive 10-year parts and labor warranty eliminates maintenance costs and headaches for the next decade. An Ideal New or Retrofit Foundation to Poletop Solution Retrofit Solution Light-Structure System™ System Solution Whether installed as a retrofit or foundation to poletop solution, Musco’s LED apron system is factory aimed, wired, and tested for easy installation and trouble-free operation. -
Airmail Connections Template
Variation Safe 1 – Time Table Summer 2016 From / To Amsterdam SPL Secure Time Table From/To Amsterdam MB/PvH issued March 10 2015 Valid from March 27, 2016 until October 29th, 2016 Validity Days Dep. Arr. Flight Op | Transfer (first) | Transfer (second) period time time number by | City time Flight Op | City time flight Op | number by | number by +1 = one day later +2 = two days later +3 = three days later +4 = four days later 2 Validity Days Dep. Arr. Flight Op | Transfer (first) | Transfer (second) period time time number by | City time Flight Op | City time flight Op | number by | number by AMSTERDAM - SCHIPHOL AIRPORT (AMS) - ABU DHABI - INTERNATIONAL AIRPORT (AUH) - 1234567 11:40 20:10 KL449 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - ACCRA - KOTOKA INTERNATIONAL AIRPORT (ACC) - 1234567 15:25 20:05 KL589 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - ALMATY - AIRPORT (ALA) 27Mar -01May -23---7 15:25 02:00+1 KL409 04May -26Oct --3---7 15:10 01:40+1 KL405 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - ARUBA - REINA BEATRIX AIRPORT (AUA) - 1-3--6- 12:25 16:30 KL765 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - ATHENS - ELEFTHERIOS VENIZELOS AIRPORT (ATH) - 12345-- 12:05 16:20 KL1575 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - BAHRAIN - INTERNATIONAL AIRPORT (BAH) - 1-345-7 11:40 20:40 KL435 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - BANGKOK - SUVARNABHUMI INTERNATIONAL AIRPORT (BKK) - 1234567 17:45 09:45+1 KL875 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - BARCELONA - AIRPORT (BCN) - 12345-- 14:15 16:25 KL1673 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - BEIJING - CAPITAL INTERNATIONAL AIRPORT (PEK) - 1234567 17:35 08:55+1 KL897 AMSTERDAM - SCHIPHOL AIRPORT (AMS) - BONAIRE - FLAMINGO INTERNATIONAL AIRPORT (BON) ---4--- 12:25 16:20 KL771 AMSTERDAM - SCHIPHOL AIRPORT (AMS) – BOMBAY/MUMBAI – CHHATRAPATI SHIVAJI (BOM) - ------- xx:xx xx:xx NO FLIGHTS 3 Validity Days Dep.