Airport Systems: Planning, Design, and Management by Richard de Neufville & Amedeo R. Odoni

Author:Richard de Neufville & Amedeo R. Odoni
Language: eng
Format: epub, pdf
Publisher: Oxford University Press
Published: 2003-09-17T04:00:00+00:00

Specific implications

The differences in decision-making processes and criteria of performance translate into specific differences in how airport operators develop their facilities different countries. These concern

• artifacts—what they construct

• type of service—the features they stress

• operations—how they manage their properties

This section mentions some salient examples. Later chapters discuss these in detail.

In the United States, stakeholders in airport operations participate extensively in the decision-making process. The result is that the design of the airport reflects their concerns. For example, airlines like to minimize the time their aircraft have to taxi. As Chap. 14, on the configuration of airports, explains, efficient designs can save the airlines hundreds of millions of dollars a year. Therefore, when airlines have a strong voice in the design of airports, as they do in the United States, they insist on designs that facilitate easy movement. These stagger the runways, so that landings end and takeoffs start near the passenger buildings. They also pave over large areas and thus eliminate restrictive taxiways that require aircraft to make many turns. For example, U.S. airport operators typically pave over the entire space between finger piers. Elsewhere, at Amsterdam/Schiphol, for example, large portions of this space may be left unpaved or is set aside for lights and is otherwise unavailable for aircraft maneuvers. The comparison of Atlanta and Kuala Lumpur/International illustrates this phenomenon. Both airports feature parallel runways on either side of passenger buildings. However, the paths the aircraft follow are much more direct and operationally less expensive at Atlanta (see Figs. 2-5 and 2-6).

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