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JUNE 2012


You’re invited!
From children’s parties to weddings – how airports are opening their doors to host a range of special events
The winning entries from the 2012 Design Challenge

The UK’s Southeast needs to increase capacity, but how?

Xi’an Xianyang International’s sophisticated approach to retail


In this issue…
18 Tour de force Airports are arranging tours, conferences, children’s parties and even weddings in a bid to improve their public image


We want to share the excitement of an airport and increase the community’s interest in the world of aviation




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4 Natural décor Edmonton International installs one of the largest living walls in Canada Golden opportunity Virgin Australia opens luxury lounge at Gold Coast Airport Mobility test World’s first near-field communication trial is taking place at Toulouse-Blagnac Airport



Talking shop Xi’an Xianyang’s new Terminal 3 offers one of the best commercial environments in China West side story How LAX’s US$4.11 billion Capital Improvement Program will bring the facility into the 21st century Room for improvement What options are available to increase capacity in Southeast UK? Design Challenge 2012 PTW announces the winner of this year’s seating competition






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Trendsetters A look at the latest influences affecting the airport seating industry Mixed bag How is the issue of mishandled baggage being tackled? Passenger Terminal Expo 2012 Key exhibitors from this year’s show talk about their latest products and solutions



JUNE 2012 | Passenger Terminal World

70 72

In this issue…
66 67 68 Now arriving New technologies, systems and projects Back chat Your views on holographic virtual assistants Baggage storage Vanderlande Industries Mobile obile printing solutions Vidtronix Billing software Damarel el Systems International Measuring capacity Aviation Research Corporation Automatic baggage drop-o Alstef Airport management systems Siemens


62 64 65


on the web
PTW discovers Incheon Airport’s secret to success after it was named the World’s Best Airport at the 2012 Skytrax World Airport Awards

Editor: Helen Norman ([email protected]) Assistant editor: Hazel Swain Chief sub editor: Alex Bradley Deputy chief sub editor: Nick Shepherd Proofreaders: Aubrey Jacobs-Tyson, Frank Millard Art director: Craig Marshall Assistant art editor: Nicola Turner Design team: Louise Adams, Andy Bass, Anna Davie, Andrew Locke, James Sutcliffe, Julie Welby, Ben White

Editor’s comment
London Gatwick Airport has impressed me greatly over the past few months. I have used the facility a number of times and I really don’t have a bad word to say about it. I may be a little biased – it is my local airport, after all – but its transformation since its ownership passed from BAA to Global Infrastructure Partners (GIP) in 2009 has been phenomenal. In October 2011, as part of a £1.2 billion investment programme, a £73 million extension was opened at Gatwick’s North Terminal in a bid to improve the passenger experience; while the South Terminal’s security area underwent a £45 million revamp, with the promise to process every passenger in under five minutes. The main aim of the investment programme is to “make the airport experience an easier, speedier and less stressful experience for our passengers”, according to chief executive Stewart Wingate. And from my experience, this is already being achieved. A couple of weeks ago, I landed at London Gatwick’s South Terminal on a flight from Turkey. The flight arrived at about 10:00pm and within half an hour I was in my car travelling home. I sailed straight through border control, collected my luggage (which had already been lifted off the carousel), and caught a waiting bus to the long-stay car park, which was only a five-minute journey away. While on the bus I overheard a passenger say that Gatwick was “an absolute dream” to fly from. The airport has also paid particular attention to detail. For example, the seating offered within the South Terminal caters for many different needs. In particular, the colourful ‘cocoon’ seating offers a place to escape from the busy terminal and adds colour and life to the space. Such seating is one of the major trends identified in our seating feature on page 46, as travellers continue to demand more private spaces in which to relax before a flight. “With so many ways to connect, more than ever we also need a way to escape, especially in stressful public environments like airports,” says Design Museum artist-in-residence Freyja Sewell on page 47. Meanwhile, this year’s Design Challenge unearthed some more exciting ideas yet to be implemented by the seating industry. See page 38 for the top six entries. Despite all of Gatwick’s improvements, I still wouldn’t describe it as my ‘dream’ wedding venue, but as our feature on page 18 highlights, more and more airports are seeing strong public interest in everything from tours to children’s parties – and even couples looking to tie the knot before jetting off on their honeymoon. Who ever said the ‘romance of flying’ was dead?! Helen Norman
Passenger Terminal World | JUNE 2012

Publication director: Jasmy Kesavan Associate publication director: Andrzej Smith Australasia business manager: Chris Richardson (tel: +61 4207 64110) Head of production & logistics: Ian Donovan Deputy production manager: Lewis Hopkins Production team: Carole Doran, Cassie Inns, Robyn Skalsky Circulation: Adam Frost Editorial director: Anthony James Managing director: Graham Johnson CEO: Tony Robinson The views expressed in the articles and papers are those of the authors and are not endorsed by the publishers. While every care has been taken during production, the publisher does not accept any liability for errors that may have occurred. Published by UKIP Media & Events Ltd, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK Tel: +44 1306 743744 Email: [email protected] Fax: +44 1306 742525 Editorial fax: +44 1306 887546 Join our group on at passengerterminaltoday.com
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Since ownership passed from BAA to Global Infrastructure Partners (GIP) in 2009, London Gatwick has gone from strength to strength

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The living wall was installed by Vancouver-based Green over Grey and features 8,000 plants

Edmonton International Airport is keeping things fresh with the world’s rst airport living wall

Passenger Terminal World | JUNE 2012


Canada’s Edmonton International Airport (EIA) has become the first airport in the world to install a living wall featuring more than 8,000 individual plants. The 1,420ft2 wall in the facility’s LEED-certified passenger terminal was installed by design firm Green over Grey, based in Vancouver, Canada, and is one of the largest living walls in Canada. It features 32 species of plant that will add tonnes of oxygen to the terminal each year, as well as absorb toxic indoor air pollutants, providing passengers with fresh air while travelling through the airport. Construction of the wall took place in two stages – the framing and infrastructure installation took one week and the actual planting three weeks – with eight members of staff involved in the process.

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The living wall is not only a stunning visual feature, but is an eloquent demonstration of EIA’s commitment to sustainability

The living wall was inspired by cloud formations and famous Canadian artists Emily Carr and Donald Flather

According to Green over Grey design consultant/principal Patrick Poiraud, “The average price for a fully designed and installed living wall ranges from C$150-250 (£93-155) per ft2 depending on the overall size, access and complexity of the project”, although he would not confirm the exact cost of the wall installed at EIA. Inspiration for the central 1,120ft2 wall came from the complex cloud formations often seen in the skies over Canada, and the company used a variety of small to medium-sized plants with four large specimen species to create the design: Octopus Tree from Papua New Guinea; Lacy Tree Philodendron from Brazil; Swiss Cheese Plant from Central America; and a Staghorn Fern from Indonesia. The left and right upper walls, measuring 160ft2 and 140ft2 respectively, reflect the work of famous Canadian artists Emily Carr and Donald Flather from the Group of Seven, who were well known for their paintings of Canadian landscapes, and feature small and medium-sized plants. Made from 100% recycled materials, the living wall will be watered via an automatic drip irrigation system for a few minutes each day, mimicking the natural environment and therefore increasing the lifespan of the wall. “The materials in the living wall will not deteriorate and therefore the system can live indefinitely as long as it is maintained – much the same as any traditional garden,” confirmed Poiraud. The living wall was integrated into the terminal’s design to provide a dramatic visual element for both arriving and departing passengers, said Stanis Smith, senior vice president for buildings at Stantec, which designed the terminal at EIA. “Stantec is proud to have incorporated a living wall into this project. The living wall is not only a stunning visual feature, but is an eloquent demonstration of EIA’s commitment to sustainability. It is the first living wall ever inside an airport terminal, and is an integral part of the airport authority’s strategy to be one of the first airports in the world to achieve LEED certification,” Smith added. n

© Merle Prosofsky

... news, views, jobs and exclusive features – online now!
JUNE 2012 | Passenger Terminal World



golden opportunity
Virgin Australia’s new luxury lounge is enhancing the passenger experience at Gold Coast Airport
Virgin Australia has opened its first passenger lounge at Gold Coast Airport, providing leisure and corporate guests with a luxury facility in which to wait before departure. Designed by renowned architect Tom Greer, the lounge is situated in the southern end of the airport’s domestic terminal, adjacent to gates 1 and 2, and features an entry-level reception area and mezzanine level with views of the tarmac and the surrounding Gold Coast landscape. “Our in-house product team worked closely with architect Tim Greer from Tonkin Zulaikha Greer to design the two-storey, 680m2 space, which seats around 140 guests,” said Christine O’Toole, Virgin Australia’s corporate communications advisor. “Inspired by our flagship Queensland lounge in Brisbane, it features organic wood elements in the reception area and has an open-plan format to create a deliberate flow from space to space, enhanced by the ‘leaf’ theme in the ceiling pattern.” The lounge has been designed to meet the needs of both business and leisure guests, offering a range of facilities including: desktop workstations with printing facilities; a dedicated meetingroom; all-day barista service and Luke Mangan designed buffet, which includes options for breakfast, lunch and dinner, and a range of all-day snacks; and entertainment options including free-to-air FOXTEL programming and a range of premium magazine and newspaper titles. Virgin Australia general manager of product, Alison Chalmer, said the Gold Coast is a renowned leisure destination and an increasingly important market for corporate travellers, and the lounge has been designed to appeal to both needs. “We are delighted to open our first-ever lounge at Gold Coast Airport, which will enable us to provide a first-rate airport experience for business and leisure guests,” Chalmer said. “Virgin Australia has been operating flights to the region for more than 10 years, and is the only airline to offer business class to the Gold Coast, with more than 150 domestic and international return flights each week. “The new lounge will be a welcome addition and enhancement to the travel experience for our frequent flyer and business guests,” she added. The lounge is available to: guests travelling with Virgin Australia (and codeshare partners) who are lounge members; lifetime lounge members; Silver Velocity members with entry passes on their membership; Gold and Platinum Velocity Members; and business-class fare holders. It is open seven days a week from 45 minutes prior to the first Virgin Australia departure, until the last Virgin Australia flight is called for boarding. n

The open and easy to navigate lounge offers zones for working, socialising and relaxing

Passenger Terminal World | JUNE 2012


Established as one of the most influential forums for the selection of suppliers to airport development schemes across the globe, the exhibition provides an unrivalled opportunity for visitors to see and experience the very latest innovations for the passenger terminal industry. From baggage handling and security to passenger check-in and seating solutions, visitors will find that the exhibition always has something new to discover, with many companies using the exhibition as a platform to launch new products, services and technologies for passenger terminals. Visit www.passengerterminal-expo.com for the latest updates on exhibitors and show development.




mobility test
ABOVE: The near-field communication trial began on 20 June at Toulouse-Blagnac Airport

The world’s first near-field communication trial is taking place at Toulouse-Blagnac Airport
no specific application to be loaded onto the phone and is not affected by scratched or dirty screens. “With NFC technology, the mobile phone simplifies a passenger’s journey through the airport,” said JeanMichel Vernhes, CEO of Toulouse-Blagnac Airport. “It now becomes a personalised tool displaying the right information at the right time. It also enables passengers to better manage their journeys, so they can choose how they spend their time at the airport. For Toulouse-Blagnac Airport, the approach is to give flyers access to leading-edge technologies that enhance and facilitate their experience at the airport in providing new premium services.” The use of NFC will also help the airport to reduce spending on passenger processing, Quentin Browell, SITA’s director PR and Corporate Communications explained. “NFC is a lower cost technology than 2D barcode technology for two key reasons. The capital cost of NFC readers is lower than optical barcode readers and NFC helps in the deployment of selfservice technologies, which reduces the overall cost of passenger processing,” he said. Following the trial, the airport plans to implement functionalities that will be displayed in the smartphone application, which is planned for 2013-2014. n

Toulouse-Blagnac Airport has become the first airport in the world to trial a near-field communication (NFC) system that will enable passengers to pass through the airport using only their mobile phones. The airport has teamed up with Research In Motion, Orange and SITA to test the SIM card-based protocol over a six-month trial period, and has recruited 50 randomly chosen frequent flyers to test the system on BlackBerry NFC smartphones. From 20 June, the volunteers can use their mobile devices to validate a flight ticket, pay for goods, or receive information about departure gates, flight changes and other relevant information. Upon arrival at Toulouse-Blagnac Airport, the passenger’s smartphone will act as a security pass for a dedicated priority path through the airport. Passengers will be able to access the P1 car park using their smartphones, which will hold details of the car park in the memory. They will then be granted access to Departures via the Premium Access Zone, all the while receiving real-time information. According to the airport, NFC technology is extremely secure and even works when the mobile phone is switched off. The technology also requires
2012 JUNE


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The Passenger Terminal Conference is the most highly regarded airport terminal conference in the world, renowned for providing comprehensive, innovative, diverse and leading-edge presentations and interactive discussions year-on-year to an international audience of some 750 to 1,000 conference delegates from over 80 countries. Each year more than 200 international expert speakers from the airport and airline industries provide new insights, share the latest developments, discuss solutions and focus on the industry’s key challenges and prospects, providing unique and unrivalled access to up-to-the-minute knowledge and know-how. CALL FOR SPEAKERS & PAPERS Contact us to share new insights, theoretical approaches, feasible solutions and practical examples. With your help we aim once again to produce the industry’s definitive programme of innovation, inspiration and information. To answer the call, visit the website.


For more information on the exhibition contact: Andrzej Smith - [email protected] For more information on the conference contact: Janine McEvilly - [email protected]




Xi’an Xianyang International Airport’s new Terminal 3 is setting standards in China as one of the rst airports in the country to embrace its commercial content into its overall design

PROJECT: Xi’an Xianyang International Airport, Terminal 3 LOCATION: Xi’an, Shaanxi Province, China COMPLETION DATE: April 2012 COST: US$1 billion

When one thinks of a new terminal, it is usually as an addition to the existing offering – an extra 20, 30 or maybe even 50%. But Xi’an Xianyang International Airport in the northwest of China has grown so rapidly that its new Terminal 3 dwarfs Terminal 2 and makes the original Terminal 1 appear entirely insignificant. This is a feature of the airport market in general in China, with rapid growth in passenger numbers, and Xi’an being one of the fastest growing, at around 17% a year. Last year, Terminal 2, initially designed to handle around eight million passengers a year, had to deal with 22 million (Terminal 1 had a capacity of just one million). So the new 230,000m2 terminal, which has a capacity of 22 million and plans for future expansion, was sorely needed. It is set at a right angle to the existing terminals, and only Terminal 2 and Terminal 3 now have a landside presence, although Terminal 1 will still be used airside. Standing out from the crowd As well as the spectacular increase in scale, there are two features that mark out the new terminal. One is the beginning of the development of a strategy for international traffic and, in particular, for dealing with transfers. The other is a sophisticated approach to retail that has not traditionally existed in Chinese airports, and which was not assigned sufficient space in the original design for the terminal. It will serve not just Chinese but also international passengers – despite the fact that few international flights land at Xi’an Xianyang, international passengers are numerous, arriving on domestic flights to make connections. These are both business travellers and tourists going to see the world-famous terracotta warriors.

MAIN IMAGE: The retail area within Xi’an Xianyang boasts specially designed chandeliers that are lit with colourchanging LEDs

Passenger Terminal World | JUNE 2012




JUNE 2012 | Passenger Terminal World

RIGHT: Terminal 3’s part-glazed roof allows for lots of natural light to enter the spacious building

Terminal envelope
The most dramatic element of the new terminal design is the check-in hall, which measures 324 x 108m. There are just 16 columns in the centre of the hall – of steel encased in concrete to comply with earthquake codes – from which steel ‘trees’ rise up to the roof. The enclosure is largely glass, and the check-in desks have been designed to be as visually permeable as possible. “Often in Chinese airports they look like fortresses, with a lot of utilities on top,” says Weil. “We convinced our designers to provide a different experience.” There are currently six check-in islands, with plans for a further four. The intention with this check-in hall, as with most well-designed contemporary ones, is to allow passengers to orientate themselves as easily as possible. All colours are neutral, with the aim of the only colour in the terminal coming from retail and advertisements – although Weil admitted that “this is something we have to work on” as a little extraneous colour sneaked in on the check-in desks and x-ray machines.

“In Europe,” explains Wolfgang Weil, chief operating officer of Xi’an Xianyang, “when you plan an airport, you normally plan for transfer to happen airport-wide. It is not so easy in China yet.” He cites the example of Beijing where, he says, transfer between terminals typically takes two hours – and longer if it is an international transfer. At Shanghai Pudong it is, he says, “a little less”. So, he says, although “at present we don’t have very much transfer, it will come. And an airport layout that can accommodate transfer is an advantage. Our original masterplan would have had limitations for transfer, but now we have to take it into account.” Now, the masterplan, which extends to five terminals over 20 years, is being adapted to allow, in particular, better landside connections and to facilitate transfer. Changing tack That is for the future. What the airport has now is a new terminal with a sweeping roof, enough space for today’s passengers, and an attractive retail offering in a space that encourages passengers to linger, and that has some local character. It was not an easy process, though, as the original design did none of these things. The concept design was by Atkins, and was then taken over by the local design institute of the Chinese Civil Aviation Authority, a process that is common in China. “They are very good engineers,” says Weil, but their experience of the needs of modern airports was limited. “They are responsible for all the terminals in the northwest of China,” he explains. “But that meant that the largest terminal they had built was Xi’an Xianyang’s Terminal 2, 10 years ago. There is a huge difference of scale there.” Weil was appointed to his role as part of Fraport, which has taken a 24.5% stake in the Xi’an Xianyang facility. He rapidly became aware of the strengths and weaknesses of the local team. “The terminal was finished in three years,” he says. “They were very fast, but what was missing was an understanding of processes. Concrete, steel and glass are of a

LEFT: The sun sets on Terminal 3 during the construction process

Passenger Terminal World | JUNE 2012


very high standard, but the integration of different functions to allow growth in the future is just not done.” In particular, he says, “There was no airport in China that had its commercial content fully planned into the overall design – it was always done as an afterthought. We wanted to break from the mentality of ‘do it now and change it later’.” The aspiration for Xi’an Xianyang was that it should have a full commercial offering, at a similar level to Hong Kong International. Only Weil wanted something better than that. “There, the building looks very beautiful,” he says, “but the retail is not at the right location in the main passenger flow.” In order to achieve attractive, commercially effective retail, it was essential that sufficient space was allocated – and that it was in the right place. “We had said that what the designers had offered was not acceptable,” says Weil. “We needed a joint understanding, a clear logic to the design of the commercial space, of where it went, and how it split into the different categories.” To arrive at a clear and indisputable understanding, Weil appointed Londonbased retail analytical company Pragma to carry out an analysis. The consultants not only questioned existing passengers about what they bought at the airport and what they would be able to buy, but also came up with figures for how far a typical passenger was likely to detour to reach a particular type of outlet. Through this work, says Weil, “Our Chinese colleagues understood just how much space was needed.” The next step was to appoint another London-based consultancy, The Design Solution, to carry out the retail design.

LEFT & BELOW: Terminal 3 offers 11,000m2 of retail and food & beverage space

We needed a joint understanding, a clear logic to the design of the commercial space

ABOVE & LEFT: Xi’an Xianyang International’s Terminal 3 offers one of the best commercial environments in China


JUNE 2012 | Passenger Terminal World


Retail therapy “We saw the limitations of the design,” says Weil. “There was not enough space airside.” Part of the solution was not to approach the design in purely engineering terms. For example, technical support services were placed in the middle of what could have been prime retail space because doing this saved money by making the cabling that was needed shorter. “It’s not about saving on the cost of cables,” says Weil. “Commercial areas will pay back the additional expense in a year or so.” Working with the airport design team and with The Design Solution, says Weil, “We came up with 22 alternatives that did not work. Then we came up with a 23rd solution.” Even this Another unusual aspect of this airport for China is the creation of a ground transport centre – only the second to be built at a Chinese was a compromise. Just over half of the desired retail allocation airport, according to Weil. Designed as a late addition to the airport, has gone into the existing building, with an extension due for but already operational, this is a dedicated area that brings together completion within two years to accommodate the rest. With pick-up and put-down for all transport methods – private cars, taxis all the services already in place, this will not, says Weil, be and buses – along with access to underground car parks. In the complicated: “You just have to take off a wall, and extend a bay same way that the design of the terminal interior should enhance to the south.” wayfinding and provide a more pleasant and less stressful passenger experience, so the transport centre should do the same for Part of the thinking behind the design was to change the passengers arriving at or leaving the terminal. approach that, according to Robbie Gill, founder of The Design Solution, is common in developing economies, where passengers go straight to the pier. “We wanted to encourage organic form, and with a large ring, them to stay in the retail area,” he explains. around 3.5m across, encircling This means that while there are plentiful retail them at their central widest point – frontages, there are also varied spaces for sitting, almost like an idealised figure with a with WiFi and chargers for laptops and phones. hula hoop. These are lit with colour“It is treated like an airport lounge,” comments changing LEDs. Gill. This is also the area where a number of The chandeliers are just one of elements have been introduced to give a sense the elements that were designed of place, a specific identity relating to China in by the lighting consultant, Lighting general, and to Xi’an in particular. In addition to Design House. Gill believes that getting the lighting more conventional seating, there are outwardABOVE: External right is essential. “There are long dark winters, and facing U-shaped banquettes with an elevated view of Terminal 3 the shops open early and close late,” he comments. four-sided vitrine at their centres. These vitrines, BELOW: The “We want to give the same level of love to the framed in wood, contain Chinese artefacts, which spacious new airport interior as a hotel designer would give to are visible from two sides, with the other sides facility is capable of the reception area.” The idea is to have a number of containing embedded LCD screens. There are also handling 22 million lighting effects and a series of moods, rather than just rows of large, specially designed chandeliers in passengers a year flat, uniform lighting. the form of a coarse mesh enclosing a symmetrical Gill believes that although it is important to create atmosphere and give an identity to a retail space, this should not be at the expense of the individual identities of the retailers. While some architects are notorious for wanting to impose a degree of uniformity in design, which stifles the identity of the individual retailer, Gill takes a more pragmatic – and commercial – approach. “If you have a great brand, it should stand out and be recognised,” he says. The shop fronts therefore offer plenty of space for large signs and branding, but each is enclosed in a ‘frame’ of Chinese red with some gold ornamentation. This has been done to tie the space together and stamp it with the character of the airport. At present, the airport at Xi’an Xianyang stands out within China for the sophistication of its retail offering. But others will catch up in the next couple of years, and when they do, that individual identity will be even more important than it is now. n

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Passenger Terminal World | JUNE 2012


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RIGHT: Hamburg Airport’s children’s parties include apron tours and an airport model exhibition show

tour de force
Are we experiencing a return to the golden era of ying? That’s what some airports in Europe are promoting by holding tours and events, including weddings, that promise to uncover the exciting world of aviation
A busy international airport is the last place many business travellers want to spend their free time, yet many less frequent flyers still find the world of aviation fascinating and even glamorous. In what is so far a uniquely European phenomenon, an increasing number of the continent’s airports are opening up their doors to thousands of plane spotters, students, school children, OAPs and social clubs. Airports are arranging tours, conferences, children’s parties and, in some cases, even hosting weddings. At first glance this might seem a counterintuitive step, in light of the high level of security in place at airports in the post-9/11 era. Why overcome the logistical and security challenges of staging these events safely and efficiently, given the considerable amounts of time, resources and money needed to do the job properly? The airports PTW spoke to claimed their event programmes were above all an excellent PR and marketing tool, as well as a way to put something back into the local community. None claimed their event programme was there to make money; indeed, many airports stressed that they kept ticket prices as low as possible. “We break even. It’s not about the revenue,” says Jasmin Bodmer, senior media spokesperson at Zürich Airport, which throws about 155 parties for around 1,550 children each year in its newly opened Observation Deck B. “It’s all about the fascination of flying. We want to share the excitement of an airport and increase the community’s interest in the world of aviation and the magic of flying.” “We first tried offering our tours for free,” says Jan Van der Cruysse, media relations manager at Brussels Airport, whose regular tours pull in around 30,000 people annually. “However, some people didn’t turn up, so we started to charge, but we only aim to break even. We don’t make a cent out of doing them, I can guarantee that.” “The visitor’s service is the first place for visitors and our neighbours to get information about the airport and all its activities,” says Katrin Geier, head of visitor’s service at Hamburg International Airport, which has been running apron tours since the late 1950s, and which is set to attract 45,000 visitors this year, nearly a 10%

Passenger Terminal World | JUNE 2012



Karine Faou / Eyecandy.co.uk


JUNE 2012 | Passenger Terminal World


LEFT: Miniature model of Hamburg Airport RIGHT: Visitors enjoying the apron tour in Hamburg

BELOW: Children’s parties at Zurich Airport have nearly sold out for the whole of 2012

increase on 2011. “It is an important part in image building, and also for customer care and loyalty. “It’s necessary to cover the costs, but not to yield a big profit,” she adds. “The programme should be affordable for everyone. The visitors of today become the customers of tomorrow if we give a convincing performance in every respect.” Rising demand Rocketing demand for tours at Hamburg International has led the airport to improve a popular element of its traditional package – a faithfully recreated miniature model of the airport, in place since 1959. “We will have a new highlight this summer,” says Geier. “In order to make the presentation more realistic and to raise the sense of adventure, we have put interactive elements into the animated part of the show. We’ve put bass pumps on all the seats to let the audience feel the vibration of starting or landing an aircraft on our model airport. They can also hear radio messages between the captain and the aircraft.” Larger airports tend to arrange and run their tour and event programmes in-house, but the small, regional Liverpool John Lennon Airport in the UK has chosen a more cost-effective option. It relies on the support of its 400-member Friends of Liverpool Airport (FoLA) fan club to take 2,000 people on tours of the airport each year. The organisation, which is made up of airport enthusiasts and general supporters of the facility, provides a fully trained, eight-strong team of volunteers, who give up their time to do four or five two-hour tours of the airport each month. “The tour is divided into two parts,” explains Wynn Lloyd, vice chair of FoLA. “We spend the first hour in the cabin suite, talking about the past, present and future of the airport. Then we split into groups and go for a wander around different parts of the airport. We adapt the content depending on whom we are talking to. For instance, we get a lot of primary schools and they want to know about how the airport operates; we also get a lot of travel and tourism students from the local colleges and they tend to ask questions about customer service.” Closer to the action The logistical and bureaucratic issues surrounding taking groups of up to 30 people airside through
Passenger Terminal World | JUNE 2012 passengerterminaltoday.com


Of cial tourist attraction

It’s something that requires careful planning if it is not to prove disruptive to the airport’s principal activity
security screening is too much of a challenge for Liverpool John Lennon, which keeps its tours to landside areas. However, larger airports, in an effort to get tarmac tourists closer to the action, routinely take their tours airside. It’s something that requires careful planning if it is not to prove disruptive to the airport’s principal activity. “There are logistical and security challenges involved,” agrees a spokesperson for Düsseldorf International Airport, which runs around 1,500 tours of its premises each year, including excursions to the apron and airport fire brigade. “Firstly, tour guides have to be well educated. Furthermore, a good structured back-office coordinating all requests, and handling the administrative tasks, is as necessary as modern buses and technical support. We also have to fulfil regulations given by our local security authority, and all our guests have to pass a security check before entering the security area.” Zürich Airport provides a separate security screening area for those visitors attending parties and events in its new observation deck, as well as separate lockers for guests’ personal belongings. “Everyone – be they visitors, kids, passengers on a layover or employees who want to get to the observation deck – has to pass a security check point,” explains Bodmer. “Their reactions

Manchester Airport’s Runway Visitor Park offers visitors the chance to board the Concorde supersonic passenger airliner

Manchester Airport is unique among the UK’s larger airports in its efforts to actively target tourists and visitors, and dedicated viewing facilities have been in place for plane spotters since the 1970s. Since 1997, the airport’s Runway Visitor Park, which is located a few minutes’ drive from the main terminal buildings, has been drawing in ever-larger crowds of aviation enthusiasts. Around 300,000 visited in 2011, making it an ‘official tourist attraction’ in the eyes of tourist board, VisitEngland. The Runway Visitor Park is popular not only with aviation enthusiasts, but also with families and local schools, according to the park’s head Natalie Kelly. She says tours of a now grounded Concorde, which start from £13.50 (US$21.30) per person, are the park’s biggest money-spinner, but the conference centre, which can cater for corporate functions, gala dinners and meetings for up to 750 people, is also a popular feature. Kelly says it is hard to break out exactly how much revenue the Runway Visitor Park brings the airport, as the facility doesn’t classify it as a standalone business unit. Nonetheless, she says it is valuable enough to have warranted investment in recent years, including the introduction of an RAF Nimrod to the park’s aircraft collection in 2010, and the more recent development of a children’s’ play area. The park’s Concorde hangar is also licensed for civil weddings and civil partnerships, hosting around 20 ceremonies in 2011. “So far the majority are pilots, cabin crew, or aviation enthusiasts,” says Kelly. “But as more and more people seem to be seeking a unique wedding venue, we’re starting to see a much greater mix of people getting married on Concorde.”

JUNE 2012 | Passenger Terminal World


Düsseldorf Airport offers a two-hour tour of the apron with the latest information on events at the airport

are mostly positive, as people do understand the necessity for a security check. After all, they are getting very close to the aircraft.” Self-su cient Interestingly, several of the airports PTW interviewed said they made little effort to actively market their tours. “The tours almost market themselves,” says Robin Tudor, head of PR at Liverpool John Lennon. “A lot of it is word of mouth. You are on the circuit for many retired groups and rotary clubs. They all chat among themselves and compare notes about which trips they’ve been on. Besides, if we got much busier, it would start presenting a challenge, given that our tours are run by volunteers.” However, Hamburg Airport takes a more proactive approach to marketing its tour and activity programmes. “We try to use different channels of communications: advertisement, direct marketing, incentives and events, cooperation and cross marketing,” says Geier. “We researched which clients we have, which target groups we want to win, and which part [of the tour] was expandable. After that, we have done accurately targeted marketing. We are a typical day-trip destination. There are visitors from three up to 99 years old [drawn] from school classes, kindergartens, company outings, senior groups, bus tour operators, registered societies and clubs.” Wedding venues Several airports in Europe, such as Hamburg, have been laying on tours for tarmac tourists for decades, but marketing an airport as a possible wedding venue is something relatively new. Stockholm Arlanda Airport is a pioneer in this area, seeing as many as 450 couples tie the knot in a single year. Airport authority Swedavia offers religious and secular services; more recently couples have even been able to get married on the balcony of the airport’s control tower – a top-of-the-range SEK9,900 (US$1,386) package, which includes Bollinger Champagne, VIP transport and petit fours. The only proviso for lovebirds is that they hold a valid ticket to travel. People from all walks of life are attracted by the marriage service, according to Stockholm Arlanda public relations officer Klas Nilsson: “This is something we want to offer couples at the airport,” he says. “Of course, it doesn’t bring in much revenue, but it brings happy travellers.” In conclusion, every airport PTW contacted for this article thought tours and other on-airport events were worth the bother if done properly. “I’d recommend any airport to do tours,” says Liverpool airport’s Tudor. “They are incredibly valuable, but don’t underestimate the level of planning that needs to be done to do them properly, especially if you are charging people.” n

Five tips for airports wanting to run tours and parties
• Be transparent. “Make sure people know what they are getting, especially if you are charging for a tour. In our case, we ensure people know they are not going to be able to get on an aircraft or anything like that,” says Robin Tudor from Liverpool John Lennon Airport. • Proper facilities. “You need a solid infrastructure such as a meeting room large enough to hold parties and enough space to play,” says Jasmin Bodmer at Zürich Airport. • Personal touch. “Give your tour guides enough open space to enrich the tour with their own personality, experiences and anecdotes. That way, every tour will be a special tour,” according to a Düsseldorf International Airport spokesperson • Location, location, location. “Location is very important. Visitors need to be close enough to where the action happens, so ideally next to the runway, close to the touchdown or lift-off point,” says Natalie Kelly, head of Manchester Airport’s Runway Visitor Park. • Spice things up. “Every now and again, bring in guest speakers from the airport and other appropriate bodies to add extra interest,” says Wynn Lloyd from the Friends of Liverpool Airport

Several airports in Europe, such as Hamburg, have been laying on tours for tarmac tourists for decades

LEFT: Düsseldorf Airport tours include free entrance to the spectator terraces

Passenger Terminal World | JUNE 2012

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west side


Passenger Terminal World | JUNE 2012


MAIN IMAGE: The Bradley West terminal will open in 2013 and will double the size of the existing Tom Bradley International Terminal

Reinforcing Los Angeles International Airport’s role as the gateway to the Paci c Rim, the new Bradley West project, which has been designed to help meet increasing demand for international ights, is just a small part of a huge Capital Improvement Program set to transform LAX
Los Angeles International Airport has been one of the top seven busiest airports in the world for more than 10 years. In 2011 it was sixth with nearly 62 million passengers, up from 59 million in 2010 and 56.5 million in 2009. One factor spurring this growth is demand for international flights, which is continuing to grow. The increase in passenger numbers has highlighted the fact that overcrowding and ageing terminals at LAX present major problems for airport operator Los Angeles World Airports. However, these problems will soon be a thing of the past as a result of the airport’s US$4.11 billion Capital Improvement Program, which represents the first major developments at the airport in 20 years. As part of this programme, the new Bradley West world-class terminal will open by the end of 2013 and double the size of the existing Tom Bradley International Terminal (TBIT). Michael Doucette, chief airport planner at LAX Development Program, says, “We are undertaking a number of improvements on airside, landside and within the terminals. Bradley West is the largest of those, and is a US$1.7 billion programme.”


JUNE 2012 | Passenger Terminal World

© Los Angeles World Airports | Fentress Architects


Tom Bradley International Terminal expansion TBIT was built between 1981 and 1984, and was developed leading up to the 1984 Olympic Games. “During this time we also built the upper level roadway and Terminal 1,” Doucette continues. “This was probably the last significant programme that was undertaken here.” The Capital Improvement Program began in 2006, and in 2010, as part of the project, LAWA completed the US$737 million renovation of the existing TBIT that upgraded the facility with a new baggage screening system and interior improvements to enhance service and convenience to passengers and tenants who use the international terminal. “Probably the most significant component of this project was the US$170 million in-line baggage screening facility,“ says Doucette. In May 2012, another US$23 million was invested into this baggage system as it was processing only half of the luggage it was designed to handle (Baggage System Redesign, p28). As the renovation project was nearing completion, LAWA began work on the expansion of TBIT, now commonly known as Bradley West. Once completed in 2013, this much-needed expansion will help deal with the increasing number of international passengers and flights travelling to the airport. “In order for this project to go ahead, we had to work closely with the local community and come to an agreement that meant we could meet the needs of our long-term expansion programme without detrimentally affecting the surrounding community.” Approximately 121,000m2 will be added to the existing building, doubling the size of the

ABOVE: Approximately 121,000m2 is being added to the current terminal building

We wanted the terminal to portray culture and personality – two things that are closely associated with Los Angeles

facility from its current size of 93,000m2. The new facility will be able to accommodate 4,000 passengers per hour, up 1,200 from the current 2,800. It will feature 18 new and larger boarding gates, nine of which will be able to accommodate new-generation aircraft, such as the Airbus A380 and the Boeing 787. In addition, the gates will feature dual passenger loading bridges to aid speedier boarding. “We are also adding two new concourses off the TBIT building and once those have been completed we are going to be demolishing the existing concourses. Those were designed back in the 1980s and were developed to meet the needs of a very early generation of aircraft.” Bradley West will also feature a Great Hall, which will have 13,000m2 of space for premier dining, shopping, amenities and club lounges. Designed to put the LA back into LAX, the food, beverage and retail concessions in the Great Hall will reflect the best of Los Angeles’ diverse cuisine, culture and lifestyle. There will also be upgraded customs and immigration areas for more efficient passenger processing. The first phase of Bradley West will open in Spring 2013 when both the Great Hall and the

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new west side boarding gates will open. By the end of 2013, phase two, the East Gates, will be completed. Doucette says, “By doing these improvements we are upgrading TBIT to make sure it meets the needs of our passengers in terms of amenities, concessions and premium lounges. In addition, for inbound passengers we have improved customs and border protection processes by doubling the amount of space for immigration counters, queuing and baggage claim devices to help us accommodate the A380 aircraft. All of these facilities were severely undersized in the existing building pretty much from the day it was built.” Contextual architecture The design of Bradley West was developed by Fentress Architects. “They undertook an extensive design process and looked closely at what we were trying to establish with the new building,” says Doucette. “We wanted it to portray culture and personality – two things that are closely associated with Los Angeles. It was decided to use what Curt Fentress [principal in charge of design at Fentress] refers to as contextual architecture, which ensures the building is representative of the city it is in.” One of the main themes the architects focused on was the environment in which the airport is located. “The airport is situated near to the Pacific Ocean, therefore the roof of the terminal was designed to reflect the waves of the sea.” The terminal also benefits from a MAIN IMAGE: considerable amount of natural The new facility will light due to the extensive use of include 18 new and glazing. “In the existing building, larger boarding gates when passengers disembarked from an aircraft they went down an escalator and walked through a very dark basement corridor to reach the arrivals area. Now, arriving international passengers travel through a glass elevated walkway, which gives views of the surrounding LA area. This provides a much more enjoyable arrival experience.” LAWA has also made sure that Bradley West incorporates a number of environmental initiatives. The terminal is being designed to meet a minimum certification of LEED Silver. In order to achieve this, a number of solutions have been implemented. “There is a significant amount of highperformance glass used in the building to reduce heat gain,” says Doucette. “We have used LED lighting within the facility to try to reduce our energy load, and we have facilities for reclaimed water use for some of the restrooms and the urinals. And we have an extensive recycling programme.” There are several other major airfield and facility projects under way that are part of the Capital Improvement Program (What else is new?, left). These include a new Central Utility Plant, new taxiways and taxi lanes, and renovations to other
JUNE 2012 | Passenger Terminal World

What else is new?
• Central Utility Plant replacement. This US$438 million project will replace the 50-year-old existing Central Utility Plant (CUP) with a modern energyefficient facility with state-of-the-art computerised management systems. • Elevator, escalator and moving walkway modernisation. This US$270 million project will replace or refurbish 212 outdated systems with new, modern units throughout the airport. The project is scheduled for completion in 2016. • In-line baggage handling and screening system programme. This will improve and automate the security screening of checked baggage and will make travel through LAX safer, faster and more convenient. The total cost of the programme covering all nine LAX terminals is estimated at US$613 million, with reimbursement expected to total US$460 million from the TSA. • Terminal 5 renovation. The US$229 million project will improve passenger service and security with a new in-line baggage screening system, expansion of the federal passenger screening checkpoints and international passenger processing facilities. Completion is scheduled for 2015. • Terminal 6 renovation. This US$271 million renovation/modernisation project will increase lobby space, replace traditional ticketing counters with new check-in kiosks, bag-check stations and a behind-the-scenes in-line baggage handling system. Completion is scheduled for summer 2012. • Runway status light project. The US$7 million, state-of-the-art system helps to increase airfield safety by using a series of lights embedded in the pavement to warn pilots if it is unsafe to cross or enter a runway, or to take off. A prototype system was installed in June 2009 with this full system scheduled for completion by 2015.



terminals, including Terminal 6, which Alaska Airlines is currently renovating at a cost of nearly US$300 million. Future shopping experience LAWA is also undertaking a major overhaul of its retail and concessions in all nine of its passenger terminals. The main aims of the overhaul are to improve passenger experience, provide more food offerings and draw more local brands to the airport. The first terminals to have a makeover are 4, 5, 7 and 8. Around 60 new dining and shopping locations throughout these terminals will open in 2012 as part of the Capital Improvement Program. This marks the first phase of a three-year concession revitalisation plan. “Due to space constraints in these terminals, the physical locations of the outlets will remain the same,” says David Arredondo, senior project ABOVE: The revamped terminals will feature manager, AECOM Airports Development Group. outlets reflecting the “The outlets have just been gutted and replaced diversity of Los Angeles with the new offerings.” Phase 2 of the programme will be overseen by Westfield Concession Management LLC, which won a 17-year Terminal Commercial Manager Concessions Agreement to develop, lease and manage food and beverage, retail, speciality retail and certain other passenger services at LAX in January 2012. Westfield and its concessionaires (which have not yet been announced) will be required to invest US$81.9 million in initial improvements and US$16.4 million in mid-term refurbishments to four facilities: the existing Tom Bradley International Terminal, Bradley West, Terminal 2 (LAX’s second busiest international terminal), and the airport’s iconic Theme Building, which houses a destination restaurant and a cafeteria. These new concepts will open between spring 2013 and 2014. A second terminal concession manager is also being sought to develop and operate food and beverage and retail concessions in Terminals 1, 3 and 6. These concessions also are expected to open within the next two years. Before the airport decided on what type of offerings would feature in each terminal, it carried out a number of customer

surveys to see what passengers wanted. “Everybody wants more food offerings,” says Arredondo. “They want more choice, and one of the goals of the board in terms of improving the passenger experience was not only finding high-quality vendors but also trying to bring more local brands to the airport. We wanted up-and-coming restaurateurs from LA, for example, so there was a big push for things like that.” All about passenger experience LAX hasn’t ranked highly in terms of passenger experience over the past few years. This is mainly due to its outdated facilities, restricted space and poor retail and concessions offering. This has led to poor passenger spending within the facility. “The average spend per passenger is below average compared with other airports of similar size,” says Arredondo. “In terms of our forecasted performance for the south side [phase one], I think once the entire programme is complete it will be at or just above our peer group in terms of spend per passenger. For Bradley West, based on the number of square footage that is available and the volume of international passengers, we expect that we will see a 20-30% increase in what we currently get. In the north terminals [phase two], depending on the proposals that come in, I suspect we will see upwards of a 30% increase in spend per passenger.” The US$4.11 billion Capital Improvement Program is transforming LAX into a modern and passenger-friendly airport. Despite the airport’s current size, LAWA still believes there is room to grow further. “Our masterplan outlines what we call the Midfield Satellite programme, which would see the relocation of a large hangar and the development of a large satellite terminal, which would feed back into the central terminal area,” says Doucette “No plans have been put in place for this at the moment, but it is likely that this will happen when we need the capacity.” Doucette concludes, “One of the main things that has been very positive about the Capital Improvement Program is that the airlines have seen that the people of LA have a great interest in improving LAX. The Bradley West programme has inspired a creative momentum – the carriers can see that we are investing in this airport and they are willing to invest in it as well. Strategically some of the carriers are looking at LAX as being a springboard to the growing Asian markets.” n

Baggage system redesign
An additional US$23 million was awarded to Fentress Architects in May 2012 to help redesign the in-line baggage screening system, which was installed in the Tom Bradley International Terminal during the renovation of the facility in 2010. The Los Angeles Board of Airport Commissioners awarded the contract because the system was only processing only half of the luggage it was designed to handle. It was expected to screen 3,240 bags per hour, but it currently processes only 1,500 to 1,800 per hour. LAX says the system has been experiencing operational issues, not mechanical problems. Fentress has been tasked with making changes to the system so it will meet the terminal’s growing demands.

Passenger Terminal World | JUNE 2012

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room for improvement
The debate on the long-term transport needs of the UK’s capacity-constrained Southeast has once again hit the headlines. PTW takes a look at some of the main options that could help to increase ight capacity in the region
Over the past few months, stories have appeared in the UK’s national newspapers that have shown the stark reality of problems inherent in airport capacity in the Southeast. Lengthy queues at immigration desks, with London Heathrow Airport the focal point, have highlighted an ongoing issue – and one that is particularly in the spotlight as the London 2012 Olympic Games approaches. Furthermore, stories that as many as one in 10 of the Games athletes are planning to depart the UK via Stansted Airport as opposed to Heathrow, the official host airport for the Olympic and Paralympic Games this summer, is cause for concern. Meanwhile, BAA chief executive Colin Matthews, who supports plans for a third runway at BAA’s Heathrow, warns that failure to tackle capacity issues at the UK’s hub will relegate it to the second division of international airports. He says, “We’ve only got about 15 years – we need to do something now. [Unless we act] the number of destinations served and frequency of flights will progressively decline. There will come a stage when that decline is such that what is left will not be sustainable as a hub.”

Jumping ship
A recent study from the Board of Airline Representatives in the UK has revealed that capacity constraints at Heathrow Airport are causing as many as 53% of scheduled airlines to base flights in other countries than the UK. The study also found that 86% of airlines said they would put on more flights to the UK if additional take-off and landing slots were available at the airport. The results of the study were released in April 2012 by Colin Matthews, chief executive of BAA, owner of Heathrow. Matthews believes that the study highlights the fact that if capacity constraints aren’t dealt with, then the UK will essentially be “handing economic growth to our competitors by turning away airlines who want to bring jobs, growth and trade to the UK”. Matthews also points out that it is a mistake to believe that flights displaced from Heathrow will automatically fly to Stansted, Gatwick or Birmingham instead. The UK government is currently exploring all of the options for increasing capacity in the Southeast, with the exception of a third runway at Heathrow, as it recognises the importance of the long-term transport needs of the region. The results of this will be revealed this summer.

ABOVE: A survey has revealed that world airlines are turning their backs on Heathrow Airport due to capacity constraints

Passenger Terminal World | JUNE 2012




JUNE 2012 | Passenger Terminal World



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Annual growth rates None of this makes for comforting reading. But are the problems real or imagined? Government figures revealed in the Department for Transport’s UK Aviation Forecasts report, published in August 2011, predict an annual growth rate of 2.2% per annum for the Southeast’s core five airports for the next decade, then 1.5% per annum the following decade if no new runways are built. This means London Heathrow Airport, which handled 65 million passengers in 2010, will process 80 million in 2020 and 85 million by 2030, while Gatwick Airport, handling 30 million in 2010, will have 35 million by 2020 and 40 million in 2030. Stansted Airport, with 20 million passengers in 2010, will rise to 25 million in 2020 and 35 million in 2030, and London Luton will rise from nine million two years ago, to 12 million then 15 million over the same period. London City Airport is expected to rise from three million in 2010, before plateauing at seven million in both 2020 and 2030. However, these figures lose their shine when compared with the government’s National Infrastructure Plan 2011, published in November 2011. While current forecasts show 180 million passengers using the five core airports in 2030, the plan states 205 million passengers would use them if growth was unconstrained by the region’s capacity issues. The National Infrastructure Plan adds, “Without new runways, the three largest London airports will be at capacity in 2030, and that in the longer term there will be an airport capacity challenge in the Southeast of England.” Instead, the government admits any further growth in the UK’s air passenger numbers will be driven by airports outside of the Southeast from 2030 onwards. However, British Air Transport Association chief executive Simon Buck believes capacity issues in the
RIGHT: Mark Souter, head of airline relations, Stansted Airport

Without new runways, the three largest London airports will be at capacity in 2030

Southeast will be a problem long before 2030. “We do not believe Southeast airports as they currently stand have the capacity to withstand this growth,” he says. “There’s not the capacity to accommodate the predicted growth the government is forecasting within the next 15 to 20 years.” His comments are backed by PricewaterhouseCoopers’ head of airports Colin Smith, who argues that capacity constraints are already impacting the industry. He adds, “There are significant capacity constraints on Heathrow, Gatwick and London City, and that’s reflected in the price of flight slots when they come up on the market.” Future plans Meanwhile, a Heathrow spokesman said although the airport is currently operating at 99.2% of its current flight-cap capacity of 480,000 flights per year, passenger growth is expected through the increase in the size of aircraft. The airport is capable of handling the predicted increase in passenger numbers by 2020, particularly when Terminal 2 opens during 2014. Similarly, Gatwick has no current plans to build a second runway before 2019, nor are there any plans to build additional infrastructure at the airport. Instead, a Gatwick spokeswoman said the airport could handle as many as 40 million passengers per annum through its North and South terminals.
ABOVE: Colin Smith, head of airports, PricewaterhouseCoopers LEFT: North Terminal, Gatwick Airport

Birmingham Airport: an alternative solution?

Birmingham Airport can immediately alleviate the capacity issues afflicting the Southeast, its head of government and industry affairs has claimed. John Morris says the airport has all the existing infrastructure and terminals required to double the nine million passengers it receives each year “today”. Further growth to 36 million passengers-a-year will be possible following the extension of the airport’s runway in 2014. He adds that the airport benefits from good road connections, while the completion of the high-speed rail link (HS2) from London to Birmingham in 2026 will also help as it will cut journey times to London to under an hour. Morris says, “Birmingham Airport can provide an immediate and cost-effective solution to the current aviation gap in the UK, as well as taking the strain away from overburdened airports in the Southeast.” However, British Air Transport Association chief executive Simon Buck said the HS2 rail link is just as likely to encourage travellers from the West Midlands to use airports in the Southeast, while more use of Birmingham would not solve flight interchange issues. He adds, “Birmingham serves a vital role in the West Midlands region, but I don’t see it as a proper substitute.” PricewaterhouseCoopers head of airports Colin Smith says it is unlikely that business travellers would travel from London to Birmingham to catch a flight.
JUNE 2012 | Passenger Terminal World



Stansted Airport offers some of the biggest opportunities for growth, potentially doubling current annual passenger numbers from 18 million to 35 million. The airport’s head of airline relations Mark Souter says growth can be achieved through attracting additional flights in quieter non-peak periods, making it attractive to long-haul flights. Although a planning application TRA for a second runway has been shelved following the coalition government’s election victory in 2010, Souter said the growth can be mostly handled by existing facilities. ON Stansted’s single runway and taxiways are big EC O enough to take the largest commercial aircraft, including the A380. The airport’s infrastructure, consisting of one terminal and three support satellites, can currently handle up to 27 million passengers. After that, Souter says a fourth satellite, for which planning permission has already been obtained, could be built with little fuss. “A lot of the foundations, the walkways, the tunnels and the tram train are already there – we just need to stick the fourth satellite on the existing infrastructure. We don’t have to make a huge amount of capital expenditure to deliver what we need.” However, Smith remains concerned about Stansted’s location east of London and said its lack of an express train connection to the capital will hamper growth. Souter denied this, arguing that the government’s £100 million (US$158 million) investment in new rolling stock last summer is improving the service. The airport is also working with local MPs to cut the train transit time to London from 45 minutes to 30 minutes.

A bold approach
Following his re-election in May, Mayor of London, Boris Johnson continues to back plans to build a new hub airport on a man-made island in the Thames Estuary. However, airport experts believe that while the plan has merits, it may create more problems than it solves. PricewaterhouseCoopers’ head of airports Colin Smith said the plan was worth considering and shows the government is beginning to take capacity constraints seriously. The Airport Operators Association’s Darren Caplan adds: “If you do have another Thames Estuary airport, then what does that mean for the other airports?” However, British Airport Transport Association chief executive Simon Buck said the estuary airport could take up to 25 years to plan and build, at a cost of about £60 billion (US$95 billion). He says, “We need a much quicker solution within the next 10 years if we are to make up and see a recovery in air traffic. There are some concerns that it could be too expensive and that airlines won’t want to fly there as landing charges would be so high. You can only really justify having one hub and you would have to close Heathrow Airport, with the loss of thousands of jobs in the region.”

Alternative options Increased use of smaller airports, such as Southend and Manston, is not the solution, Buck says, because they lack the transport infrastructure and are poorly placed to serve major conurbations. Smith agrees, adding that linking up the smaller airports with additional transport links would not meet the aviation industry’s needs, which are ideally served by large modern hub airports, although he admits small regional airports could serve larger ones. Buck adds, “Given the length of both the planning process and construction, decisions need to be made now to reverse a trend that has seen Heathrow’s number of available routes drop from 220 in 1980 to around 180 now.” He adds that European airports such as Frankfurt and Schiphol are already benefiting from the UK’s inertia by picking up additional routes: “That means lost business opportunities for the UK. It is generally recognised in the
RIGHT: Darren Caplan, chief executive, Airport Operators Association

It is generally recognised in the industry that you are nine times more likely to do trade with a country with direct air links



industry that you are nine times more likely to do trade with a country with direct air links.” The threat of rival airports isn’t limited to Europe, Smith adds, with airports in Dubai and Qatar providing the infrastructure that tempts airlines to relocate their hub operations. Consultation time In the meantime, the government is working on two documents to be issued in the summer addressing the problem. During the budget, Chancellor George Osborne paid lip service to the negative impact on the economy caused by the lack of the capacity in the Southeast. His comments will be followed by the release of the coalition government’s draft aviation policy for consultation this summer. The policy release has been delayed since March 2012 so it can accompany a call for evidence by the government on how best the UK can most effectively maintain hub airport connectivity. The results of both consultations will then be added to the final strategy, which is expected to be in place by spring 2013. Darren Caplan, chief executive of the Airport Operators Association, has urged the government to ensure that the final strategy offers both decisions and solutions. He says, “This debate has been going on since the 1940s. A decision hasn’t been made for the past 65 years, and unless they give us a timescale and a deadline, there’ll be no decision for the next 65 years. “Credit should go to George Osborne after aviation was made part of the national infrastructure plan, and the next part of the progression is for the Prime Minister to get involved in the debate, with a decision made by March 2013. If he doesn’t put a deadline on it, it’s all pie in the sky.” Buck agrees, “We need the government to commit itself to take action; it might not be possible with the coalition, but I’d like to see some sort of deal putting aside party politics and local problems. It is such an important thing for both trade and jobs. The prospect out there at the moment is yet another consultation. We have suffered death by consultation for the past 20 to 30 years.” n

Passenger Terminal World | JUNE 2012

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P.O. Box 11 51 D-77863 Rheinau-Freistett T +49 (0) 78 44. 4 02-613 M +49 (0) 173. 93 63 197 [email protected] www. brunner-group.com


forward thinking
The 2012 Passenger Terminal World Design Challenge provided the perfect opportunity for tomorrow’s global design talent to present their visions for the future of airport seating to today’s leaders in this eld – helping to unlock innovation and highlight key trends
Up-and-coming furniture designers from around the globe entered this year’s Passenger Terminal World Design Challenge, which sought to find the most innovative and exciting airport seating concepts set to change the way the industry views airport seating in the future. Entrants were asked to design seating solutions that captured the spirit of the modern airport as well as to consider factors such as aesthetics, comfort, cost, durability and the use of environmentally friendly materials. We had an overwhelming response from students, architects and furniture designers, who came up with some truly inspiring designs that impressed our panel of judges (right) from some of the world’s leading seating design companies. After a thorough and challenging examination of all the entries, the following six (overleaf) were declared the best of a very good bunch. n

Judging panel
Pascal Berberat, head of Airport Division, Vitra
Berberat assumes overall responsibility for Vitra’s worldwide airport activities. Based in Switzerland he has been with the company for 20 years and is responsible for building and advancing the Airport Division’s overall strategy. He has a proven track record of success in serving the needs of large airport customers worldwide. His knowledge and experience allowed him to establish clear product value propositions, focusing on customer needs and translating them to product solutions and services.







Passenger Terminal World | JUNE 2012

Dr Marc Brunner, managing director, Brunner
Brunner studied business administration at the European Business School before completing the Corporate Sustainability Management research project at the IMD Business School in Lausanne, Switzerland in 2005. He graduated from his course of studies in strategic sustainability management in the automobile industry at Berlin Technical University. He has been CEO of Brunner GmbH since 2004 and is responsible for design and development, marketing, international sales and production.

Paul Williams, CEO, Zoeftig
Williams has been involved in the supply of contract furniture for over 25 years. He has personally signed contracts for projects on every continent and has a wealth of experience in the design, manufacture and supply to airports and buildings requiring public seating throughout the world. In 2009 he and his partner were invited to visit Buckingham Palace in London to receive Her Majesty Queen Elizabeth II award for Enterprise in International Trade in recognition of the company’s achievements. Williams is also a board member of the British Aviation Group (BAG), which is the leading representative body for UK companies involved in the airport and aviation development sector.

Guran Gokyay, managing partner, Nurus
Gokyay was born in 1967 in Ankara, Turkey. After completing his studies in TED Ankara College and Westhampton High School, he graduated from Hacettepe University, Faculty of Economics in 1988. He has been in Nurus management since 1989.

Massimo Grassi, president, Group Matteograssi
Grassi was born in Como, Italy in 1961. He began his career working with his father and became deeply involved in the production department of the company. He subsequently became responsible for foreign markets in his role as sales director. Following the death of his father in 2001, Grassi became company president and currently works with his four siblings – brother Stefano and sisters Grazia, Paola and Elena.

Frank Garavelli, president, Airport Seating Alliance
Garavelli is the president and founder of Garavelli Enterprises Inc, trading as Airport Seating Alliance, Garavelli Imports and Ergo Dontic Seating. Garavelli’s experience in the commercial global seating business spans over 40 years, primarily in transportation waiting area seating. Prior to founding Garavelli Enterprises Inc he was vice president of Grammer USA, a division of Grammer GmbH, managing the North American operations and licensing of vacuum moulding technology.

Lynn Gordon, vice president, Airport Solutions, Arconas
In 2000, Gordon created the dedicated Airport Solutions Team, a group specialised in the unique requirements of airports. In that time, she has worked on nearly 200 airport installations in North America and across the globe. Prior to joining Arconas, Gordon headed the Pacific Region of Airports Council International (ACI), served on the board of the YVR Art Foundation, and held a senior marketing management position with Ernst & Young. Lynn’s passion is aviation and airports. She serves on the associates board of directors of ACI-North America and is the official representative for Arconas to both ACI and the Association of American Airport Executives. passengerterminaltoday.com

Ingmar Krupp, head of Airport Seating Division, Kusch+Co, Germany
Krupp, 41, has more than 16 years’ experience in the furniture industry and more than 12 years’ experience in the airport seating industry.

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DESIGNER: Vincent Edwards, Herron School of Art and Design COUNTRY: USA DESIGN NAME: Bench The concept behind this entry was to create a flexible modular seating system in which the final design still has the continuity and flow of a single custom installation. The bench is built from modular components so it can be arranged in myriad combinations to meet building specifications. It is portable and can be moved by two people in sections, no matter the size of the unit, and then constructed on site, keeping costs low and enabling large public installations. The seat can also be made simply and efficiently as the jigs and techniques used to build the first model can be reused again and again. Bench was designed to provide comfort and functionality as well as being a sculptural art piece in its own right. The role of the bench in a public space is to provide a tangible way for travellers to connect with art and design in an inviting and intimate manner, and the piece is warm and personal to provide a calm and comfortable place Judges’ comments: for passengers to sit in the stressful and “At first sight the entry seems to be an homage to a Frank O. Gehry draft. hurried environment of the airport. n The product convinces from an ecological point of view. Its high visual
identity and organic shape combined with the warmth of the wood is a welcome counterbalance to airport interiors influenced by technology and efficiency. This entry is a perfect supplement to deliberately soften linear seating layouts that secure seat capacity and space efficiency. The suggested overall well-being factor compensates for potentially higher cleaning and maintenance efforts. Good job!” Pascal Berberat “This is the best conceptual idea. It is different to most current airport seating systems. It might be difficult to clean and I wonder about flammability, but the designer is welcome and invited to contact Kusch+Co.” Ingmar Krupp passengerterminaltoday.com

ABOVE: Bench is a functional seat and sculptural art piece BELOW: The seat can be configured to meet building specifications

Passenger Terminal World | JUNE 2012

BELOW: Alexios Charitakis used birds to inspire his Ikaros airport seating range BOTTOM: The seat is made from recylced aluminium

DESIGNER: Alexios Charitakis, architect COUNTRY: Jordan DES DESIGN NAME: Ikaros Ikaros is inspired by the architecture of the bird. LE The chair is designed to draw people’s attention N GE and welcome them into the fascinating world of flying, providing childhood memories for older passengers while provoking the imagination of younger travellers. DES The seat is made mainly from aluminium, with single die-cast RU NN of aluminium legs that have a hollow body to enable secret fixing E the spine and the concealed channelling of the power cables forR-UP accessory sockets. The spine of the chair is anodized or painted L extruded aluminium that can be cut to size for the requiredE length N GE for any seating arrangement, and the armrests or ‘tail’ are die-cast aluminium that can support a side table. The seat and backrest have been designed to flex and offer good upper and lower back support, helping the user to relax but without encouraging undesirable lazy postures. Polyurethane integral foam, veneered formed plywood, leather or any other material can be used for these parts. All the primary components are made of recycled aluminium and can be recycled at the end of the seat’s service. n







Judges’ comments:

“This seat has a modern concept, attractive appearance and futuristic design. The material choices are appropriate and it is functionally sophisticated. Overall it is a convincing concept and perfectly suitable for production.” Dr Marc Brunner

The QR code links directly to Seating Information


JUNE 2012 | Passenger Terminal World

Designed by Norman Foster London Heathrow T5
AIRPORT SEATING REFERENCES Abu Dhabi | Bangalore | Berlin-Tegel | Delhi | Dubai | Düsseldorf | Frankfurt | Geneva | Gothenburg | Hyderabad | Jeddah | Kuwait Wataniya Airways | Leipzig | London Heathrow T5 | Luxembourg | Malabo | Malmö | Oran | Singapore Changi | Swiss International Air Lines, Business & First Class Lounges | Toulouse | Tromsø | and many more. For more information about our product range please contact our airport division, phone +41 61 377 1577, Mr Michael Hochreutener, [email protected]

DESIGNER: Hakan Gürsu PhD for Designnobis COUNTRY: Turkey DESIGN NAME: Comport Comport is a cutting-edge seating unit for contemporary environments with an elegant look. The construction frame is made of aluminium material and the seating parts are produced from MDF-based extruded composite deck material. Comport is easily disassembled and fitted in a flatpack. The highly durable and lightweight seating unit is hygienic and comfortable with its non-slippery and dirt-repellent surface. Manufactured from 100% recyclable material, Comport also offers different length and colour options. n

BELOW: Comport offers a contemporary, elegant look RIGHT: The seat is easily disassembled and fitted in a flatpack

Judges’ comments:





“This is a clear, clean design with strong engineering features. Additional functions such as armrests and electrical sockets could be added to enhance it. The material use is strong and suitable for an airport environment.” Guran Gokyay “The product is technically very well resolved and the designer has a clear understanding of how the product would be constructed and manufactured. The idea of using an extruded MDF seat and back is very good, but I would be concerned about the long-term durability of the seating surface. The legs and arms have a very ‘engineered’ visual identity that would benefit from further aesthetic development. This product is a nice interpretation of what currently exists in the market but makes no consideration for what the future may hold.” Paul Williams



DESIGNER: Craig Shrewsbury, furniture designer COUNTRY: UK DESIGN NAME: T2 The T2 reception seat is constructed from softwood from sustainable forests. Its laminated oversized construction enables the seat to be manufactured in sheet form. A layer of coloured rubber is sandwiched between the wood, giving a comfortable seating area and allowing the design to be shaped, routed and folded into shape. The seat can be customised in order to create an array of angular planes. n








ABOVE: T2 uses sustainably-sourced softwood LEFT: A layer of coloured rubber provides a comforable seating area

Judges’ comments:

“This has a very strong aesthetic and visual impact, although it would probably be more suitable for smaller airports.” Massimo Grassi










JUNE 2012 | Passenger Terminal World

DESIGNER: Philip Pearce and
James Thomas, Plymouth University COUNTRY: UK DESIGN NAME: [Anti] Social









This seating concept enables multiple ways of sitting comfortably in a public environment; the idea came from the observation of people’s behaviour while waiting in airports. The chair enables users travelling alone to use the outer chairs to turn away from the person next to them if they do not to wish to interact, or to use the centre table/chair as a barrier providing them with their own personal space. For those travelling in a group, the seat allows passengers to connect, using the middle seat as a table to share lunch or an activity to kill the waiting time. The frame is manufactured from tubular steel and powder coated to finish; this way we can use as little material as possible and reduce manufacturing costs. The seats are made from polypropylene and are outer coated in silicon for improved comfort and hygiene. n




Judges’ comments:

“The concept is based on observations and traveller behaviours, which clearly sets it apart from the other contestants. Rotating seat units and the possibility to transform the middle seat into a small table are clever features. The fresh colours and moving parts will attract children and inevitably cause some jammed fingers. The use of proven materials is a plus, but not very innovative. The cost-conscious and therefore limited use of materials is wise, but might put the overall stability at risk. All in all an interesting approach that needs some finetuning in order to be used in public spaces.” Pascal Berberat

ABOVE: The centre chair can be adjusted to form a sharing table LEFT: [Anti] Social is coated in silicon for improved hygiene



Judges’ comments:
DESIGNER: Hakan Gürsu PhD for Designnobis COUNTRY: Turkey DESIGN NAME: Rest Point



This design is a personal seating unit for DES and public spaces. Inspired by airports UN for privacy in waiting areas, Rest the R need NE Point provides passengers with a private area RU to relax andPcarry out activities such as L E online getting a personal digital device or N G E via reading. Placed in a shifted order, passengers are not disturbed by the person behind or interrupted by person next to them, as the seating units are separate. The comfortable seating unit also provides a luggage area that keeps baggage safe. A collapsible armlet space also offers an advertisement area. n

“This is my favourite entry; it has a good concept for maximising privacy. The seat design could be improved by making it flat to reduce debris collection but I like the table concept as it could be modified for a power solution. I also like the space for advertising/sponsorship revenue. The whole concept addresses many of the trends we’re seeing right now: privacy, advertising, place for power, etc.” Lynn Gordon “This design is good. It is practical and clean and would suit an airport very well. I like it.” Frank Garavelli


Passenger Terminal World | JUNE 2012



ABOVE: Rest Point provides a private area for passengers to relax RIGHT: A collapsible armlet space offers an advertising area


8000 airport seating

Photography by Stephan Abry · Art Direction by Schober Design · www.kusch.com


PTW spoke to the Design Challenge 2012 judging panel to nd out what latest trends are affecting the airport seating industry. Here’s the top six

Passenger Terminal World | JUNE 2012

Multifunctional design
ABOVE: Brunner’s Plot is easily reconfigured LEFT: Kusch+Co’s seating at Paris Charles de Gaulle Airport BELOW: Nurus’ Caira seating range

A key trend identified by our panel of seating design experts is the desire for multifunctional, modular seating options that can be adapted to meet an airport’s changing needs. With passenger figures rising, airports need to be able to expand terminals e ciently to meet this demand and having seating that can be easily extended and moved is a great advantage. Paul Williams, CEO of Zoeftig, explains, “The modern airport environment is no longer static and often subject to change due to both physical and commercial factors. The large open space of a modern terminal building is divided up using temporary structures that can easily be moved or replaced. For example, a terminal has many retail concessions that are constantly changing, so the layout of the seating must always change to accommodate this.” Manufacturers such as Zoeftig, Brunner and Nurus are creating designs that can be repositioned and adapted to fit around the airport’s needs. Zoeftig’s multifunctional seating range inFINITE (see Infinite possibilities on page 50) is beamless and can therefore be reconfigured over its 15-year lifetime to respond to changes within the airport terminal. Similarly, Brunner’s Plot seating range o ers multilevel seating that can be rearranged to accommodate di erent seating positions and terminal areas. Plot is suitable for both communal areas where the modules can be positioned to face one another and encourage informal communication, and in retail areas where they can be arranged sparsely to allow passengers to easily roam between concessions. Nurus’ Caira seating range is a traditional-looking bench unit that has an innovative construction enabling it to be easily and quickly mounted and removed, therefore satisfying the airport’s need to expand and adapt to passenger needs. n


LEFT: The HUSH cocoon seat RIGHT: Vitra’s Alcove Highback Work is great for business passengers

Cocoon seating
As part of their overall airport experience, passengers are now expecting terminal operators to provide comfortable, private seating areas where they can relax before departure, and not just in the exclusive airline passenger lounges. Seating designers are creating curved and clustered seating areas throughout the terminal that cocoon users and provide peace and quiet away from the crowds. Airports are now creating ‘recomposure’ zones, says Arconas’ vice president of airport solutions, Lynn Gordon, which are lounge-like areas that allow passengers to spread out and relax. “Incorporating ‘clusters’ or soft-seating in these areas also

gives terminal operators a great opportunity to experiment with colour and enables them to create exciting aesthetics within the often sterile terminal environment,” she adds. The newest cocoon seat on the market is HUSH, created by Design Museum artist-inresidence Freyja Sewell. Manufactured using 100% wool felt with cushion stuffed with recycled wool fibres, HUSH was recently selected for Grand Designs Live as one of Kevin McCloud’s ‘Green Heroes’. Users can pull up the sides of the seat to create an enclosed space that can be completely closed to provide total privacy. While the seat is yet to be installed in an airport, HUSH would provide


travellers with the ultimate place to relax and rest and is representative of the future of airport seating. “With so many ways to connect more than ever we also need a way to escape, especially in stressful public environments like airports,” Sewell explains. Business travellers are also demanding more secluded spots where they can work undisturbed and in private. Companies such as Vitra have created alcove seating that provides customers with ‘walled’ seating areas where they can relax or work. The company’s Alcove Highback Work uses three high walls to create a room within a room and offers acoustic properties that block out the noise of the airport. n

Providing passengers with a sense of the country’s social and cultural history and identity is important when designing an airport terminal, and seating plays an integral part in this process. “The airport is a country’s business card,” explains Vitra’s head of Airport Division, Pascal Berberat. “It gives travellers their first impression of the country upon arrival and their last impression on departure. In this world of globalisation and uniformity we sense that airports have a strong desire and wish for a unique identity. The seating chosen for an airport can contribute in achieving the desired identity.” Nurus has also embraced the need to represent a country’s heritage through its airport seating, explaining that while other areas of the airport such as retail and food and beverage outlets often reflect the culture of the country, airport seating can be forgotten. “We think that, in every place in the world, the airports should not only be international spaces but they should also reflect the culture of the country and should meet the needs and habits of the people using them,” adds Guran Gokyay, managing partner at Nurus. Many seating designers incorporate colours and materials that are specific to a country’s heritage, and others take inspiration from the surrounding landscape to design innovate seating areas that double up as artwork. One such example is a recent installation at Edmonton International Airport in Canada. Kopperscape by Karim Rashid is constructed from fibreglass and LuminOre copper, and represents the Canadian copper penny. It also plays tribute to the Canadian landscape of tall mountains, snowy peaks and rivers. n



Kopperscape at Edmonton International by Karim Rashid

Cultural identity
JUNE 2012 | Passenger Terminal World

Working with designers and architects from outside of the seating industry is proving to be a popular choice for seating companies, with many deciding to team up with big names from around the globe. By collaborating with outside designers, seating companies can gain a fresh perspective on all aspects of design, which ultimately helps the brand to stay competitive in a highly saturated market. “The experience of working with the old masters and some of today’s best designers is giving us the basis to design products that have the potential to become tomorrow’s classics,” comments Pascal Berberat, head of Airport Division at Vitra. The company has worked with Italian designer Alberto Meda to create its new sleek and elegant Meda Gate range. Another successful partnership is Kusch+Co and the Porsche Design Studio, which created the company’s


ABOVE & BELOW: inPower Bar is a plug & play seating solution from Arconas

Technology is also key to keeping customers satisfied, with an increasing amount of airport seating designs incorporating electrical charging outlets and inbuilt flight information display screens. According to Ingmar Krupp, head of Airport Seating Division at Kusch+Co Germany, airports are no longer thinking of seating as separate fittings but rather as an integrated fixture of the building’s architecture and so including an electricity supply into seating is becoming common practice. “It is possible to incorporate a wide assortment of technical installations into the construction, such as fresh air ducts, electrical wiring, or even flight information systems,” Krupp says. “The integration of advertisements is also an interesting train of thought.” Kusch+Co’s 7500 range was designed for such installations, and features air outlet ports for air conditioning, power cables and sockets for laptops, cables to connect loudspeakers, and monitors for acoustic and visual announcements. Seating design company Arconas has also embraced the new technology possibilities for seating in airports with the introduction if its inPower Bar design that features a plug & play system so that terminal operators do not have to hardwire the seats and they can be easily moved, while passengers have the power outlets they desire. “A major trend is the addition of recharging outlets for passengers in a more civilised fashion – for example within the seating or in convenient counter spaces – and generally more of it. Passengers are travelling with more gadgets than ever before so power is in high demand,” comments Lynn Gordon, vice president, Airport Solutions, Arconas. n

8000 seating range. “The cooperation has been of great avail to all parties involved,” says Ingmar Krupp, head of Airport Seating Division at Kusch+Co Germany. “On the one hand, apart from the exceptionally creative input by the creative heads of Porsche Design Studio and their automotive engineering know-how, we benefit from the internationally high-level name recognition of the Porsche brand. On the other hand, the design team had the opportunity to gain new experiences and knowledge in the field of contract seating. But in the end, what it comes down to is that our customers can enjoy the functionalities of an innovative, jointly designed product.” Italian firm Matteograssi has also embraced the collaboration trend, employing architect Rodolfo Dordoni to help create the Flyer range of seats. The two firms worked together to offer “comfort, flexibility, durability and prestigious materials to let the passengers feel important,” Massimo Grassi, president of Group Matterograssi, explains. n
FAR LEFT: The 8000 range from Kusch+Co LEFT: Vitra’s Meda Gate range

The Flyer seat from Matteograssi

JUNE 2012 | Passenger Terminal World



Increasingly airports and architects are focusing on creating environmentally friendly buildings that produce fewer emissions and installing seating that has been manufactured in a sustainable way is important when achieving these goals. “Sustainability and the use of environmentally friendly materials in seating is more important than ever,” explains Lynn Gordon, vice president, Airport Solutions, Arconas. “As architects and operators strive to achieve their environmental goals for new or existing facilities, whether it be the goal of LEED certification or just being a good environmental steward, the sustainable properties of all materials used within terminals, including seating, is increasingly relevant.” Along with a number of prominent seating designers, Arconas uses environmentallyfriendly materials and production processes in its ranges. The company uses CFC-free and low-VOC foam and upholstery, FSC certified sustainable wood products, recycled content in aluminum and steel, recyclable parts, environmentally friendly upholsteries, and creates seating that can be assembled on site to reduce shipping costs and labour. n

Cost is an important factor to both manufacturers and airport operators, especially during austere times. Remaining innovative as well as competitive is a challenge facing all seating designers as costs of raw materials rise and the global nature of the industry increases competition, but this can be a positive thing says Dr Marc Brunner, managing director of Brunner. “Increasing prices of raw materials, increasing labour cost, higher safety requirements and the international certification of the products will require higher efficiencies in production, but also creates a tough but hopefully healthy competition, especially with the high end projects,” he says. Zoeftig’s Paul Williams agrees, adding that rising fuel and labour costs not only affect design companies but may also influence terminal operators’ spending decisions. “As budgets continue to get tighter there is a growing trend for airports to purchase cheaper products as a short term cost saving solution, which aren’t developed and tested to the same rigorous standards. This often results in product failure often within two years.” Materials are also an important factor to consider when designing furniture for airport seats as they are used by millions of passengers each year and must be durable but cost effective. Massimo Grassi, president of Group Matteograssi, comments that the future of airport seating will be based on comfortable, flexible, durable and prestigious materials that make the passenger feel important while retaining longevity. “The main challenge is to offer competitive prices without reducing the quality of materials,” he adds.

Infinite possibilities
PTW speaks to Paul Williams, Zoeftig’s managing director, about the company’s inFINITE seating range
What was the inspiration behind the inFINITE range? inFINITE reflects and responds directly to the needs of the modern airport environment. The key insight that presented a real opportunity to innovate was that the modern airport environment is no longer static and often subject to change due to both physical and commercial factors. We designed out the traditional beam and developed a system of reconfigurable, totally modular elements that offer product flexibility and customer choice. The identification of an injection moulded advanced engineering metal replacement composite presented a solution that we believed met current market requirements and delivered a product that facilitates the true modularity we sought, was more cost-effective and faster to produce. Injection moulded parts also require no finishing, reducing a product’s harm to the environment and making it easier to recycle. What properties does it o er airport operators and users? Customers no longer face ever increasing compromises in layout and planning throughout the lifetime of the product. inFINITE facilitates continuous rows of an unlimited number, which is both lower cost and more visually harmonious because all legs and arms are evenly spaced. The visual purity of continuous rows and eradication of the low mounted beam is also key in facilitating airport authorities’ growing desire for a ‘visually transparent’ terminal. Under seat clearance makes inFINITE easy to see under and around, allowing security staff to spot suspicious or unattended baggage. The Zoeftig team designed every last shape, surface and component junction to avoid dirt traps and speed up cleaning. The small footprint and raised chassis means that it is easier to clean under and around. Where has the seat been installed and what future installation plans do you have? inFINITE is now winning some of the world’s largest airport seating contracts; just three months after the official inFINITE production launch, Zoeftig secured its largest single order with a 17,000 seat installation in Asia. We now have installations in Europe, North America and Asia, and orders that we are presently fulfilling for Australia, Saudi Arabia, China, Germany and the UK.

ABOVE: Zoeftig’s CEO Paul Williams BELOW: Zoeftig’s inFINITE range has been installed at Kunming Airport in China

Passenger Terminal World | JUNE 2012



Durable. Versatile. Comfortable.

Recomposure zones

Lounge Areas

Wider seat option

Designer Doug Ball

The latest collection of modular airport seating from Arconas. The design combines the elegance and comfort normally reserved for VIP lounges with the durability and flexibility required for high-traffic waiting areas. Customize Aerea in a way that suits your space best. Configure 22" & 30" wide seats, with arms or without, with free-standing or attached tables. Aerea – the perfect blend of comfort, flexibility, and durability.

+1-905-272-0727 +1-800-387-9496

[email protected] arconas.com

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mixed bag
Although the amount of mishandled baggage has reduced greatly over the past ve years, it is still a multi-billion-dollar problem. So how can airports and airlines ensure passenger con dence in receiving their bags on time and in the right location?
Mishandled baggage cost the aviation industry US$2.58 billion (£1.65 billion) in 2011, according to the SITA Baggage Report 2012. Approximately 25.8 million bags were either lost or mishandled. Although this figure is high, it still represents a significant improvement on 2010 numbers. There was a 20.3% decrease in mishandled bags in 2011 compared with 2010 (32.3 million mishandled bags in 2010), and a saving of US$650 million (£415 million) over the previous year. This is very encouraging considering the number of enplaned passengers increased from 2.68 billion in 2010 to 2.87 billion in 2011. And since 2007 the total number of mishandled bags has decreased by 45.1%. According to Francesco Violante, CEO of SITA, “The eighth annual Baggage Report shows the air transport industry recording its best ever year for baggage handling since our report first started. More than 99% of checked baggage was delivered on time to passengers in 2011.” However, the cost of mishandled baggage still represents 33% of the US$7.9 billion (£5 billion) profit achieved in the industry in 2011, and according to Ian Kennedy, managing director of British Consulting, “This is a huge amount and represents one of the major challenges in the industry at the moment.” Working together According to Violante, one of the major problems lies in transfer bags, which represent the largest contributor to mishandling, accounting for 53% of all delayed luggage. In order to overcome this, Violante believes that, “We need to come together as an industry to make
ABOVE: Ian Kennedy, managing director of British Consulting RIGHT: Vanderlande’s high capacity Traxorter, which offers controlled baggage orientation

More than 99% of checked baggage was delivered on time to passengers in 2011


JUNE 2012 | Passenger Terminal World

Innovative, efficient and sustainable solutions


Expert in Materials Handling


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CONRAC GmbH Lindenstrasse 8 D-97990 Weikersheim Tel.: +49 7934-101 201 [email protected] www.conrac.de DATA MODUL GROUP


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Madrid Airport has an almost uniform RFID implementation and an exceedingly e cient baggage operation

World’s largest

additional breakthroughs.” He also highlights the need to adopt a culture of openness and to bring about more proactive data sharing between all industry stakeholders: “Only then can we gain clear visibility of the bag’s journey, combining our insights to find new ways to prevent mishandling.” The IATA Baggage Improvement Program (BIP) is one such initiative that is helping the industry work together to improve efficiency. BIP aims to reduce the rate of mishandled baggage by improving handling processes to ensure passengers and their baggage are reunited at their final destination. It is achieving this by carrying out 80 diagnosis visits to 120 airports and offering them tools to improve baggage flow. As of June 2012, 71 diagnosis visits had been carried out. Once complete by the end of 2012, IATA claims that the BIP will help save up to US$1.9 billion (£1.2 billion) a year. Kennedy adds, “BIP has had significant success within the aviation sector by reviewing operations with small independent teams and providing a list of areas where productivity can be improved and error rates reduced. Cumulative effects of many such solutions can lead to significant efficiency savings overall.” This is one example of how the industry is embracing a collaborative approach by looking at technologies, business processes and people, and how they can be developed to improve baggage efficiency. After all, as Kennedy points out, “The overall result is only as good as the weakest link in this chain.” He also highlights that the industry “must be careful not to consider technology on its own as a ‘magic bullet’ to improving efficiency”. Is RFID the future? However, having the right technology in place is essential in order to develop processes and implement employee training around it. Suppliers to the industry are continually working hard to develop new systems that improve efficiency, reduce emissions and offer flexibility. One technology that is set to have a major impact is radio frequency identification (RFID). The general consensus among suppliers, consultants and airports within the industry is

Passenger numbers at New Doha International Airport, which is expected to open in December 2012, are predicted to reach 24 million per year, with an estimated 19,500 items of luggage passing through the baggage handling system each hour. In order to cope with this large number of bags, the airport has invested in one of the world’s largest state-of-the-art hybridtechnology RFID tunnels. The RFID tunnel was the first system to combine RFID and barcode technologies into a single unit. As a major breakthrough in scanner technology, the arrangement achieves nearperfect read and assignment rates of around 99.5%. A total of 12 hybrid RFID tunnels will be installed on the transfer lines at New Doha International, with a further 12 RFID units integrated into the early-storage baggage system. All the units feature dual controllers with full redundancy to ensure maximum availability. The hybrid scanners will help to increase security, while providing faster transfer times and minimising the number of lost or misrouted items. Kim Nyborg Carlsen, airport director at Crisplant, the main contractor for the baggage handling system at Doha, believes that this installation will make the airport “one of the most modern and advanced as well as one of the biggest airports in the world”.

that RFID won’t have a major impact on the baggage-handling sector for another five to 10 years. Vanderlande’s manager of systems, Vincent Kwaks, says, “We expect that over the next five years the penetration of RFID technology in the industry will be at such a level that it will be accepted by the industry as an alternative to the barcode.” RFID is considered the best solution to greatly improve operations and reduce costs for all operators involved in baggage handling. The main obstacle preventing the wide-scale use of the technology at the moment is industry uptake. Jan Zacho, manager of IT infrastructure, Copenhagen Airports, says that the facility hasn’t ventured into the use of RFID for baggage tracking yet: “If we have RFID for baggage in Copenhagen, and they don’t have it in the destination airport, then it doesn’t make much sense to invest in it. It would need the whole industry to invest for it to work.” However, an increasing number of airports are starting to embrace the technology. “Madrid Airport has an almost uniform RFID implementation and an exceedingly efficient baggage operation,” says Kennedy. Christoph Oftring, international sales manager at Crisplant, adds, “The technology is in place and works perfectly, but the processes and strategies of airlines must also change to make it a success. It is not enough for one airport to invest in RFID; the airports linked to the origin airport must also have RFID in order to reap the benefits.” Helsinki Airport provides a great example of a facility embracing RFID. The airport’s baggage handling system has a combined barcode and RFID scanner on one of its four baggage screening lines. This line is used for inbound baggage on flights from Hong Kong and Schiphol, which are already using RFID tags as part of their baggage handling procedures. Tests have shown that the
RIGHT: Vanderlande’s Traxorter has a capacity of up to 6,000 trays per hour

JUNE 2012 | Passenger Terminal World

Self-service bag-drop solution, BAG Xpress by Alstef


combination of the barcode and RFID technologies provides a 100% read rate, compared with a read rate of around 98% when either barcode or RFID technology is used in isolation. “Furthermore, when open, New Doha International Airport will own the world’s largest installation of hybrid RFID/ barcode scanners, which will secure the airport a position at the forefront of state-of-the-art baggage handling. The industry then needs more airports to follow suit,” Oftring adds. Space and flexibility Aside from technological challenges, one of the main issues currently faced by suppliers is space constraints. Oftring says, “We see a need for higher baggage throughput in airports’ defined space and using the existing infrastructure.” Vanderlande’s Kwaks agrees: “The industry needs to increase the effectiveness of baggage check-in and bag drop processes to be able to achieve more within the constrained terminal space. Passenger volumes are continuing to grow, but the terminal space does not.” Crisplant has developed the LS-4000econ baggage sorter to address this problem. The system combines an ultra-small footprint with an energy-efficient drive system. This allows the high-speed baggage handling system to be integrated into airports, which have the smallest available space, while cutting energy consumption by 75% compared with sorters driven by conventional motors. Kennedy also highlights how developing compressed build times, where bags are stored in central bag stores for the majority of the time that check-in is open and then sent down to the flight in a short burst of around an hour, can lead to increased efficiency and a reduced space requirement in the baggage hall. “Although this will require a change to system design, this has the opportunity to save costs overall, as a smaller building is needed to house the operation.”
RIGHT: Crisplant’s CrisBag tote-based baggage handling system was launched at this year’s Passenger Terminal Expo

The increased use of self-tagging and self-service bag-drop solutions is helping to improve how efficiently passengers can travel through airport terminals, and airports around the world are embracing this trend. In March 2012, the Transportation Security Administration approved self-tagging in the USA, and in Europe, Amsterdam Airport Schiphol has been using the self-service systems since it pioneered them in 2008. The SITA Baggage Report 2012 also highlighted a system introduced at Terminal Ouest at Paris-Orly Airport by Aéroports de Paris in November 2011. The system – called BAG Xpress and designed by Alstef – enables passengers to check in their baggage in just 15-30 seconds, and can process up to 180 passengers per hour. The machine can scan a boarding pass printed either at home or at a kiosk. It verifies the name of the passenger, weighs their bag when entered into the machine, then transmits the information to the airline and automatically delivers a baggage receipt to the passenger. Read more on page 67.

Flexibility is also a key aspect here. “Airports are looking to achieve greater flexibility in their existing environment, which calls for a modular design, and there is also a need to look at different technologies and systems for the storage of bags,” says Oftring. “Currently, many airports are discussing new storage scenarios, especially due to higher transfer rates faced by many airports.” Future trends Based on the results of the SITA Baggage Report over the past five years, it looks promising that the industry will continue to work towards reducing mishandled baggage. RFID looks set to have a major impact, and this, along with other systems and processes in the industry, need to be developed collaboratively in order for the whole sector to benefit. Oftring says, “Best practice sharing is becoming increasingly popular among airports. Although they are competitors, airports still understand how to help each other for the good of the airport business.” In addition, Kennedy outlines how more customer-friendly, end-to-end offerings will help improve service levels. “Offerings where bags are picked up from your car (at the airport car park) and delivered back to you as close to your onward journey point as possible will help improve customer service.” Kennedy’s British Consulting is also in the process of looking further into the future. “We have a concept under development that we call ‘Magic Baggage’. In this concept, bags have builtin processing and communication abilities, and can interrogate airport IT systems to work out where they need to be. They can then instruct airportpowered trolleys to take them there, i.e. through airport security screening and airside to the plane. “Although this may sound fanciful, the reality is that the technology is available now and we believe that it would be economically feasible.” n

Passenger Terminal World | JUNE 2012


Visit us at the 22nd ACI EUROPE Annual General Assembly, stand number 26


s s e n i s u b r o f open
po, Peter erminal Ex T r e g n e ss ess a At April’s P onal readin ti ra e p o f o r, head oke Mayerhofe , Austria, sp rt o p ir A a n Vien nk and its at Skylink, ing of Skyli n e p o e th t u to PTW abo s future plan
g? k progressin are almost How is Skylin 2012 and we ne Ju 5 on en ing on, but op shop outfit go Skylink will e th is e A er th the opening. e moment y in time for ad finished. At th re g is in be y ild el bu it ill defin cally the ade, but basi these shops w end m e be th to at t ns ye io s are ial operat tr e th h is few correction fin al nisation ation. We will er some orga ready for oper we will transf ay om trial fr M er ng ri ov du ch do the swit of April and en th ill w ent, and we e ylink. W live environm e th to t units into Sk en the nm the IT enviro nants. Then in operations of ning for the te ai ith tr w , al ve on ri ti ar di ill t ad ssengers w pa will carr y ou st fir e th of 5 June early morning am. ng around 3:00 ti ar st check-in local area? ort and the rp ai e th rience (PTX)? f o h clearer al Expo expe ect the rest in uc m a rm a it to Te ill ve r w ha ge w Ho ies will tes Passen e organisers existing facilit ow was your to convince th tes and bus ga H ga ng .I t yi so ac tr nt do en co to be d The airport’s s 12 I have decide ast will e West Pier ha It was great. y they finally on , while Pier E ti pp es bi ur ha hi rt ex am pa e I structure – th de th d k to Vienna an visitors and Skylin to Schengen of to , d t e es lo te m ur a d ca co rt d di an pa ha de a e de y clearl that w in Vienn ational welcome here the impression cated to intern t lt di fe go l de al y rl ey ea th . cl be rminal ce; I hope airport on ble transfer te and conferen its nt; fluence of the will be a flexi in ca ifi al facilities and ic selves. gn si om em e on th it e ec enjoyed r new Skylink the ou is already qu e to is t ot bi th In terms of th om a s, pr e ce it to in ely 1,000 and prov ea goes qu used PTX at ar e es t ti im W ci en ox g pr hm in ap tc lic nd e ca surrou rt h Repub rs there ar and as our Vienna Airpo and the Czec ion passenge opening day, ry, Slovakia l employed by ga al touch with for ever y mill t un in no H t e – w ge a ar ne d y e nn -site. The areas in th east of Vie the show an y at m t no en ro es st pr employees on 0 ga d y 30 to be e shopping an approximatel – it was good itself, but in th the e, there will be pl in ese countries. am th er ex oy om r pl fr fo , em le t al op in es pe gg rm bi te e k th in Skyl dustry? irport is the airport in ted. Vienna A in ea s on d. cr d n an bs e nl jo tr t ge w n ne d Bur t trend; it was e curre wer Austria an What are th most prominen e th in is e ff bl -o province of lo la op e dr ly avai ned? I think baggag once it was on will and you got plan PTX], where e g, t a CUSS basis in av [a on h nn ds s ff ru ct -o an d je st op t an ro dr os p e up r m k ag e in gg th yl o ba . Sk at d Wh s. to get e future Unattende isting facilitie industry in th rtant thing is Amsterdam. ons to the ex issues in the ti t The most impo the airlines’ d ta es by an ap gg k bi en ad in e iv e yl th dr m make so be one of e, mainly al 1 into Sk su in is r rm he Te ithin their ot of then we can t an e arding is ill move ou y out som rive to stay w bo w rr st lfes ca ey Se lin to th ir A us as , n g Austria rammes By rvice at 100% y, allowin rting system. then be empt -reduction prog irport already uses this se so st ill e co w 96 ag 1 gg al in ba e Term to th nna A there will be n and d adjustments st targets. Vie rminal, where into operatio co te ck w to ba ne e sy e m ea th co t g al renovations an n’ was 1 will cludin Termin start with, it 12, Terminal of its gates, in rminal 2 and d the end of 20 s available. To ound from Te te ar are quicker an s g ga rs te in ie ng rr av ga di le e ca ar , e es bo 1A th ov lfd m at se an ill th 1 w g nd e in al . Dur then w to Termin gers understa well accepted , the level of ry facility) in make passen ey have been ents. However th m pted; most w st 1A (a tempora ce ju no ac t ad l e bu el . m w e, 12 pty for so it was very easier to us autumn 20 l k ti in un yl sitive d Sk de a at ci Terminal 2 em de at ations ink this is po ork will not be the trial oper a third runway nes now. I th g hi in ce their ac ild du m re e bu adjustment w es l to be th ta only use vironmen es wanting er step will le ci en gg t op en bi ou pe , ag g xt ng yi ne lin rr The esently ca es and hand , which would rt. We are pr move by airlin ission to build Vienna Airpo om rm fr t pe t n ge s. ge e st w ill e input if we w staffing co pending on th checks to see de 5, 01 /2 14 in 20 most likely be ort. ound the airp ar es ti ci e all th

Vienna Airport isst the bigge in employer c e the provin of lower d Austria an Burgenland

Passenger Terminal World | JUNE 2012

out new s to PTW ab lk ta s, m e st les at T-Sy of airport sa d a e h , e n ems h Beh ement syst g a Jens-Dietric n a m rt nts in airpo developme
ems? iew of T-Syst us an overv ve d has around gi an u m yo ko le an C Deutsche Te of rt pa is its systems is s s T-System of T-System rt pa c ifi ec company ees. A sp is division the th 48,200 employ n hi it ide. w d an vision, rports worldw integration di systems to ai t we en y, em an ag m er an G ort m in Aachen, re nt provides airp s, ce e nc ba nal data se ort compete rport operatio ai From our airp d as an ch s, su em s ent syst t system urce managem develop airpor so re ny s, pa em m st co The ion sy ems and tools. flight informat agement syst stems that an sy m t ve en ti em ra ag r collabo ocess man pr t or rp efficiently stee d ai l an ta to smoothly focuses on to ty ili ab e th ts with provide airpor l processes. na io at er their op rking on? in currently wo u yo e ar and are now s ct dling market What produ an sh -h pu nd to ou t gr . We wan g at the We are lookin pilot customer a e ed ir ar e qu w ac d ving 3 an the stage of ha t from mid-201 into the marke t uc od pr ll fu the oup, which is ily in this. ACI ACRIS gr investing heav e th of een rt pa e are services betw In addition w hment of web is a Proof bl ed ta is es al e fin th ing ccessfully su d an currently driv ly nt the ACI World have just rece in Montreal at ed airports, and ot om pr hich will be of Concept w ting. mmittee mee Co ng IT Standi xperience? Expo (PTX) e al in rm om Te r rs, visitors fr ur Passenge d, among othe ha How was yo uss e sc W . di us to r e able essful fo groups we wer PTX was succ ese th th bo in h s it it w un d sia an l business ca lo s ha l s Brazil and Rus zi em ra cially in B rtfolio. T-Syst or push, espe aj m our solution po a a e ng it ni qu saw we are plan arket. We also countries and ing in that m l as from en el pp w ha as t t, lo a as e Middle E as there is th om fr ts ac cont Sweden. lot of business in Dublin and es lin d he is establ pany? for the com owth areas gr in China. We xt e g n in ir e th qu ing and ac What are st ve FIFA in ily av tly he st the football We are curren use it will ho e two ca ar be l e zi es ra th B d g an etin in 2016, cs pi are also targ m ly O e th airport 2014 and stments into World Cup in ire major inve qu is where our re is ill th w – at events th astr ucture fr in s es onal side. oc pr and ng on the regi si cu fo h e infrastr ucture ar e ommonwealt be required; w sia and CIS [C us R systems will e th t lo up a g also llowin cause there is We are also fo s] markets be there are te as ta e S t ng le en al nd of Indepe e biggest ch th is a lfil, and in fu Ch to ere. be difficult ill w happening th at th s comes to from client ecific when it sp e huge requests it ts qu is t ent investmen ese marke tr y’s governm also the Chin un co e th n betwee relationships siness. bu e at iv and pr

g ng-standin lo a e v a h , e ts n which W e li c r u o h it to hip w relationsw en looking in h w t h ig e carries new markets
ccess? T-Systems’ su to t e cr r clients – for se e What is th onship with ou ti ars la re g in nd -sta port for 30 ye We have a long worked with Frankfurt Air w have looking into ne example, we t when you’re ed gh is ei al w ri s st ie du rr provide in – and this ca ed by big e are able to w us , ly be n nd ca co d Se markets. ally secure an be way that is re scalability to software in a the necessar y s or g in up id cc ov hi pr y ts an or ses without es and small airp oc pr r ei at th e at w ntly steer ally, I think th able to efficie other ations. And fin er om op fr ng ct ri fe ef du problems e synergetic th e us siness but to bu le t e ab the airpor h it w d T-Systems ar ke lin such as e not directly ions services, areas that ar l communicat ra general ne a ge as e d th pe tly develo are linked to en rr cu e and ar at ices th are successful the cloud serv ason why we re We n . ai re m tu e fu th is ul in the platform. This more successf wer be po n t ca en e ci w ffi l and has su na the reason why io at rn te in .n that is ss in that way are a company ational busine rn te in s it h is to establ

t n e m e g a n a m w e n r e d n u
JUNE 2012 | Passenger Terminal World



e c i v r e self-s
de Helmut an ’s A N R E T A les M Augustin, sa PTW talks to rd a h in e R O, and siness unit Meulen, CE ation in bu rt o sp n a tr f ’s new dir ector o e company th t u o b a s, ation re of the communic nd the futu a m e st sy p self-bag-dro stry airport indu
ATERNA? verview of M o an s u tablished in ve TERNA was es Can you gi A M s ): M (H n Meule e company ha Helmut an de d, Germany. Th un r tm ou or d D an in – ation are based ns and Inform 1980 and we Communicatio – e s th it of un rt ss pa ne PS) are two busi in Europe and ger Services (I s en ie ss tr Pa un co ed at 25 gustin Integr erate in Reinhard Au ns unit. We op ard [Augustin] io Meulen and nh at ei ic de R un an t. m ut as m E lm Co iddle L-R: He with the siness in the M siness in 1984 we also do bu d as bu ke e or th w of ailable for as A rt N R pa rline at should be av when MATE th s em r st em started the ai fo st sy sy es TE A operat e will be 24 of the first CU in this project. 00, MATERN facilities. Ther development e to participate ens. Since 20 th t em h an it Si w w r as fo ng r ti es to star many airlin a subcontrac own account, the IPS dustry on its s extended to ay ad ? w no the aviation in s s, on d solution y customers X experience of CUSS soluti was your PT ith high-qualit fer fully-fledge w of w o d e t H w an development st S, d IP r de offer d we had a lo ry crow As part of ou t, and we also at counts – an : We had a ve th en M H ty in ym ti product suite. e e pa an th at f d ip of qu ic ee an rt stem d to pa ity not th sis for a on the check-in sy ve been invite – it’s the qual on a license ba ers include stems. We ha rvices, such as sy se om r and there are e st , ou ar cu nd w in la or ft st aj so Po of intere managed , rland and nsa. Our m gs ze ha in it ft W Lu Sw r an up. We also in fo m s er er em syst le of tend mirates, G we will chase E up at a, co th a ns X self-bag-drop ha PT ft d Lu om llinn an rt Systems at leads fr as Air Berlin, ing Vienna, Ta ith Ultra Airpo any promising ud w m t cl e airlines such in en th ts d em or re an rp ag le 0 peop d MATERNA nership es, and ai signed a part more than 1,30 at the Ultra an Austrian Airlin s th oy d pl un fo em . A ve n) N e ha ATER 2 millio the show, as w her very well. Nuremberg. M 2 million (£12 ement each ot 2011 was €15 pl r m fo co e s nu lio ve fo re port total Expo (PTX)? industry? ger Terminal en em ss st Pa sy in airports. f the airport at op o dr ch re gn tu u ba la fu lfu e se r th drop systems gou is d ba at se e h us ca W What did yo ow on m e sh the home re will be com ustin (RA): W It is based on rriers in their HM: The futu Reinhard Aug y e premium ca for Lufthansa. ad m d re so h, or te al ic ve en ve un ha em ha M s t pl im kfurt and the airpor You will alway that we have plication, hansa in Fran who come to d terminals, ft ap rs te Lu ile ge ca e di ob en lik m de ss – a t n pa fice, using ve their ow environmen of ha concept that e ng ni th ill ai w in agent e, ho co gg m w ubai – er at ho ems and ba arding pass Emirates in D checked in eith e is conveyor syst have their bo y od in airport, rc ad e ts re ba th en e al m by th st ey , e so th ents mad these inve e bag drop m as th st t t ve A bu in se in e. or at a kiosk, klly od ec ca rc s are typi d as common-u enger’s ch ion in a 2D ba e implemente ndling system trieve the pass ar ha re ey their informat to at th r, th at e t ge in th ge en y airl and to ill insist fy the pass available to an pass is valid, the airports w read to identi ked in any can be made the boarding ec ey at ch th th y at fy ad th ri re ve al so s systems records, to ssenger ha will be nveyor them. whether the pa ed approach r bag on the co ei th wants to use es information on to ac in pl at an integrat d th en fe cation to y th is lo r sa n e ge io so on en at al to ss rm ld pa d the info able to go RA: I wou an be , e luggage. The ld ed is th ou gh at ei sh w th rs d ssenge age, an that to verify the bag is off their bagg important – pa ere are checks e system, where op d Th W dr an . t. d ce em ke an st an ar g w sy m ta l contro rs in the weight allo r baggage he d ei ot an th t om ze fr ge si e e the departure em at th ri for tiates our syst hin the approp e it convenient what differen luggage is wit ocess, to mak d of their pr d. ri e te t th in ge te pr to ra is t le g ta ort and wan want to acce rp ai then the bag e ng to th to ha e ho com oid them vi next? passengers w his should av em T . st d then le sy an d ib is g, ss an th t ta po g ur u take quickly as get the ba both Frankf as to at gs st s ba fir em at – Where will yo st s th sy s e system rate location installed thre for additional n go to two sepa RA: We have rt we are ived an order ce po ir re A r labelled bag. ve o ion. ov ha th e ed get rid of ei w Domod more informat to co r Munich and w os fo g M in m t A nd co . s. te ar ex -ip ye na en is er be th at s ed .m ha oy w Visit ww will be depl nderlande, who -off our partner Va of self-bag-drop n io is ov working with pr e ea including th the check-in ar

The future will be e us commono bag-dr p systems in airports

Passenger Terminal World | JUNE 2012

tion, and r transporta e g a stems, n a m t men Security Sy p lo M e 3 v r, e e d g ss a e ment man ridge, busin et develop rk Peter Small a m l a industry ic ards, techn port security ir a e th in Roger Edw s ation latest innov discuss the

ems? Security Syst verview of 3M logies o no an ch s te u s’ ve ty System ri Can you gi cu Se 3M : liver ge (PS) Peter Smallrid e world and de ies around th es and tr ss un ne co si 0 bu 12 solutions to are used in ty ri cu ence and se ve pe novati ledge, ex ri ow kn r ou end-to-end, in ng si ray of worldwide. U tions to an ar governments e provide solu w t e, uc is od rt pr pe , ex on l protecti technologica ssport cluding brand pa in d , an es ng ID le re al eck-in, secu security ch ch r ge en em ss st are sy ient pa are and softw security, effic ce, and hardw an su is t en m docu ement. border manag solutions for experience? rminal Expo Te r ge r Terminal en ss r Pa d at Passenge te bi hi ex How was you ve an ds (RE): We ha nna busier th Roger Edwar and found Vie 00 e cutting back 20 ar e lly nc si ra tors gene bi Expo (PTX) hi ex g on at th allridge t I suspec d concentratin s and Peter Sm Copenhagen. al can afford, an ob Roger Edward ey gl a th s s ha ow d sh d an r of on the numbe well-establishe e . PTX is both to meet airlin es od on y go plans? ke as w w fe It . rs the to bi at n of Cogent pany’s future hi th m ex ed r co fo nt e t oi th us pp e m the acquisitio sa ar a di ed at is e h et it er pl W w so m e co ll, w t pu e, bu t this in law ber 2010, 3M outside Europ r specialising es were presen PS: In Decem visitors from etrics supplie uropean airlin to E om s bring bi ea om g to id fr in t s an ad ea ve pl le ti ta to have gr lutions. We Systems, a ue so in t nt to en s fewer represen co m et rn es dg ve in d go strial scale in at IT bu uropean airl enforcement an en on an indu ope dictates th ov the ur pr E to year. While E en in on be ti is is ve bu cr ri financial rics that ha , 3M’s cont et w om no bi . il ls nt ia U a nt s. innovate, the esse cially in ine processe d to the bare reading, espe everyday airl are constraine nd document ou er ar th en ge be to s g ? can brin industry ha ent. Now we CR/ nched at PTX of the O u nm la st on ro ti e te vi la ca er en ti w e ’s s en ic ct self-serv launch of 3M and the auth n What produ d on ea le rs op orts become pe ab ur e sp en E th s as e saw th nology ha fication of er when eP ti ch th en te ge id to ew e N . m PS: PTX 2012 co 0M for e two will ader, the CR10 cument reader document. Th e passenger. MSR swipe re standalone do ss is le th to s of required by th n rd ze ke ca si r e to ye th ly -fl on ce nt e du th ue re us to s and freq ort industry? Thompson from passport ds in the airp its Rochford of en data capture e tr t m lu en this industry. vo rr e cu e ter of th nd that drives re at What are th eg of m e than one quar th remains usive flavour SR TE6700). : Self-service see a less obtr grated OCR/M PS te to t in g or in to rp predecessor (R e t go ai iv e or at ar rp up joins cs we on at ai is an altern the same time Using biometri andard soluti st at a The CR100M , at e st as th Th co re ed r. is tu us ge t fu rs the . Fi passen have been self-service in es are two-fold visible to the rs keyboards that ciple advantag ay that is less By having in w . % of passenge a pr ry s 60 in st It s d du s. se un in sk es ro on A oc ti . pr ia re av he . We e le ar check-in de th ro ye n in critical rline ca 10% per s a key driver assport has a e airport or ai set to rise by eP th is , two is ne lo ly Th which is alway . da on ) ts e an or th TS to be ePassp helf (CO reader as a st globally hold ssenger’s face lable off-the-s pa ai e on av th the document ti ly d na al an bi ci t m er or sp this co ture. lar comm expect an ePas hase costs of gers in the fu a now use a regu d the costs airline passen e that the purc an r at fo money we see rd m s ti oa of ve es yb ck e ha ke la tW a . us ed m to at e gr du te d in keyboard . om an fr ss an that 5% le d away ss than that of ance, are 30-4 RE: Apart from lf products an ed are 25-40% le flyer uding mainten ds off-the-she nt cl ar ue in w , eq as the integrat to od Fr d ch ri . en su pe ce tr s ar general e IT device g ed performan in in ov rl over a five-ye ar pr ai u sh e im e os yo is th if rp fit d d tipu bene ols an esses an specialist mul es and protoc RE: The second fferent thickn but cy technologi pages are ga pages have di rt on that trend, Le rt e . po po rd ss ak ss oa br pa pa a yb at d t ke th pu is ve lt they ha cards an su r re ts ve e wn th at airpor ts where k for both, the which slows do COTS produc of IT systems s, ng ad si he oo design one trac ad ch d re e an ar ines errors the magnetic innovative airl creating read .n squeezed past rt, potentially acks, giving er their own IT po tr ov ss o l pa tw ro e nt th ith co w of ve ed ha gn si de movement is 0M ce. on. The CR10 cing maintenan causing abrasi ates and redu -r ad re e im -t st remarkable fir

We plan to bring at s th biometric e have b en proven on ial an industr scale intoay d the every airline processes

y t i r u c e s e t e l comp


JUNE 2012 | Passenger Terminal World


smart storage
Choosing a short-term baggage storing system that suits the individual needs of an airport can greatly improve the overall baggage handling process
It is widely accepted that some form of short-term storage or buffering of baggage makes an essential contribution to an efficient baggage handling process, but there’s no universal, one-size-fits-all solution. Many factors need to be taken into account, including the available space, the size of peak loads during the working day, the numbers of transfer passengers and their connection times, and the availability and cost of labour. Airports can choose from a wide range of solutions meeting different capacity requirements. These range from fully automated systems offering fast, random access to stored bags, right through to costeffective solutions in which bags are grouped by flight departure times or destinations for semiautomated retrieval when needed. “At major international hubs there’s usually going to be a need for some kind of automated storage system to efficiently handle the high baggage volumes and deal with peak capacity demands,” says Gijs Bartelet, senior systems engineer for baggage handling at Vanderlande Industries. “That’s where systems like our Bagstore prove their value. The system offers a high storage density with fast, individual access whenever required. So even if bags are checked in over a wide time period, possibly many hours before departure or even the day before, they can all be called forward together when needed for flight make-up, which can then take place efficiently within a relatively short time window. That enables optimum use of the available resources – operators are not standing by idly waiting for bags to arrive, and there’s no need for ad hoc solutions such as space-consuming buffering of bags in laterals or chutes for several hours.”

ABOVE: Vanderlande’s Bagstore system ensures an efficient baggage handling process

A bag storage system also increases passenger convenience by enabling them to check in early, and boosts airport retail revenues as passengers can spend more time shopping. Batch loading Vanderlande has recently completed a Bagstore implementation at a major international hub, where it is used in combination with labour-saving robot loading. The system was awarded the interTERMINAL Award 2011 for innovation at last year’s inter airport Europe exhibition in Munich, Germany. Here, bag storage is an essential part of the concept. Bags are ‘pulled’ out of storage in batches exactly when they are needed in

the right sequence for loading into containers and carts. In fact this is the only way to provide the robots with the required constant, rapid flow of bags that they are capable of handling. Equally important is the system’s compact footprint. The multilevel store with fast bag access by cranes travelling across the racks achieves a high storage density with the most efficient use of space. In many cases, this is an essential requirement for installation in existing terminal buildings. Most of the bags can be stored by the cranes at lower rack heights, which adds to storage efficiency as not all levels in the bag storage need to be dimensioned for the maximum bag height. The storage of bags in racks is also a very energy-efficient solution, as

Passenger Terminal World | JUNE 2012


LEFT: Multilevel storage of baggage is an efficient use of space BELOW: Vanderlande’s Bagstore can be used in combination with robot loading

bags are not moved within the store until their final release moment. “These fully automated systems are the ideal choice for larger airports, but our simpler systems also do the job effectively where lower baggage volumes have to be handled,” Bartelet explains. “In many cases, these semi-automated or even manual systems are an excellent choice for smaller and mid-size airports. And of course they represent a much lower investment level.” Decoupling These systems can, for example, include the use of dedicated conveyor lanes in which bags for individual flights or groups of flights with the same departure time are buffered together. With careful

design and layout, solutions like these can be effective ways to maximise the efficiency of manual flight make-up processes. Like all buffering systems, they also allow peak-shaving, so operators are not faced with impossible workloads at the busiest times of the day. Instead, bags are released from the store at a steady rate, thereby effectively decoupling the flight make-up process from the rate at which bags are checked in. That means operators can work efficiently at a steady rate, instead of having to deal with constantly varying bag flows. This cuts the number of operators required, and can reduce labour costs by as much as 30%. The baggage buffer also enables flight make-up positions to be opened later than

the check-in opening times. This significantly increases productivity per square metre, as the same make-up positions can be used for larger numbers of flights. The important thing is that every situation is different, so it’s essential to work closely with the airport and to understand exactly what the challenges and limitations are in each case. That makes it important for system suppliers to have access to the full range of technologies and system solutions, so they are not limited to a single concept, but instead can come up with the optimum answer in each case – from a simple lane buffer right up to a ‘smart’ random access bag storage. “And of course experience with solutions of this kind is essential,” Bartelet concludes. “Systems, and where applicable the supporting IT, must be proved in practice, so a good reference list covering the full range of capacities – from small regional airports to international hubs – is an important asset.”

Tel: +31 413 49 49 49 Web: www.vanderlande.com Email: [email protected]



JUNE 2012 | Passenger Terminal World


printing on the run
A mobile printing solution is making temporary and remote check in simple and efficient
In addition to being a leading manufacturer and supplier of thermal printers for the aviation and travel industries, VidTroniX offers a full line of check-in and security-related products, including face recognition and iris scan technology. The goal of VidTroniX is to work directly with its clients to develop products that fit the needs of their company. Worldwide, VidTroniX has supplied over 70,000 boarding pass and baggage tag printers, including 6,000 printers to American Airlines, 1,500 to Southwest Airlines and 1,000 to JetBlue Airlines over the past three years. Currently, VidTroniX printers are approved for use with AirIT, Arinc, Navitaire, Sabre, SITA, Ultra, IBM and many others. Self-service VidTroniX supplies a variety of printers, including the ATP3 boarding pass/baggage tag printer, which has three optional connections and can be equipped with a display and/or a burster. The ATP3 printer’s paper path is designed to print either a boarding pass or a baggage tag depending on the stock that is fed into it, which allows for more flexibility in its application. Another innovative feature of the ATP3 printer is that all parts for the new printer are backward compatible with the earlier versions of the printer, enabling users to upgrade an older ATP printer by adding only the motherboard. Recently VidTroniX has introduced a mobile printing solution; the printers, scanners, cables and laptop are all housed in a portable wheeled container for use in remote, temporary and possibly unsecured facilities. Multiple printing The MAP printer has three separate paper paths that enable two boarding pass and one bag tag stocks to be printed using the same machine and therein effectively eliminating the need for two additional machines. This reduces not only the space required, but also the maintenance costs by twothirds, as many service companies typically charge by the physical count of actual printers. In addition to standalone printers, VidTroniX supplies kiosk printers to Southwest, Alaskan and American Airlines, Arinc, IBM, SITA and others. To date, every major carrier in the USA and Canada (with the exception of one) benefits from the use of VidTroniX products. Biometric security Although VidTroniX was initially defined as a printer company, it has in recent years broadened its product base to include iris scan technology, face recognition,
LEFT: VidTroniX provides portable printing solutions for use in remote or temporary facilities

keyboards, gate readers, monitors, FIDS, baggage scale systems and paper stock. Biometric security is one of the most secure forms of authentication, but too often it slows down any process that it is trying to replace. VidTroniX and its partners have developed a process to authenticate and check a passenger in with just a simple glance at the kiosk using the latest iris scan technology. In addition, VidTroniX and its partners offer a system that is able to detect and scan a person’s iris from 3m away while in motion. This allows for secure, effortless, non-contact authentication on the move. The system delivers the security of iris recognition in a convenient, high-throughput system for access control. This portal configuration has a processing speed of 30 people per minute with subjects simply walking through at a comfortable pace – making it ideal for hightraffic locations such as airports, mass transit, security checkpoints and other applications that require positive identity verification for large numbers of registered people.

Tel: +1 913 441 9777 Web: www.vidtronix.com Email: [email protected]



Passenger Terminal World | JUNE 2012



topping the bill
Using a computer-based billing software system will ensure that ground-handling agents provide accurate invoices every time
“Our handler wants to renegotiate the contract – they wouldn’t need to if they just charged what they are supposed to charge.” This is a common complaint from airlines when discussing issues around ground handling, and highlights one of the major problems in the industry. Too many ground-handling agents (GHAs) are still reliant on manual systems to record and bill for turn activities, leading to costly under-billing errors, expensively over-staffed accounts departments and protracted cashflow cycles. Paul Bruton, senior consultant at Damarel Systems, believes that all this can be avoided if GHAs adopt a more automated approach to billing. “We are seeing a growing recognition of the drawbacks of the traditional billing approach, and a rapidly increasing demand for automated systems that comprehensively address this issue,” he says. As an aviation software company, Damarel has been providing operational database tools for ground handlers for more than 20 years, and Bruton has seen the benefits of automated billing first hand. Not only do these systems ensure that the GHA invoices accurately against the handling agreement, but direct costs are reduced dramatically. Bruton says, “We see the same results whenever we introduce our billing system – accounts production becomes almost a turnkey affair, requiring far fewer people to process the data and generate accurate invoices. Most intervention is reduced to exception handling, with even the upload into the corporate accounts system handled automatically.” The latest generation of FiNDnet Billing recently released by Damarel provides automated billing that is more than just number crunching.
LEFT: Automated billing software reduces time and money spent on invoicing

The time taken to deliver invoices is significantly reduced by incorporating advanced electronic billing interfaces for the major industry systems, including IATA InvoiceWorks and OB10. By supplying invoices electronically, the handler has the advantages of guaranteed delivery as well as reduced stationery and mailing costs – benefitting the environment together with the invoice cycle. Revenue forecasting has similarly benefitted from a brand new release of the FiNDnet Billing and Revenues modules from Damarel, which deliver enhanced contract and engagement standards management, while adding a sophisticated revenue forecasting module. As it is based on a copy of the flight schedule, revenue

forecasting can use the recorded contract and rates to predict future revenues accurately – thus giving ground handlers real insight into the financial position of an operation. More than that, FiNDnet Revenues supports cutting-edge flight schedule and contract/ charge modelling, allowing multiple ‘what-if’ scenarios to be run to determine the impact of any changes. Unlike traditional revenue and budget forecasting, which usually takes place every quarter due to the manually intensive nature of the exercise, FiNDnet Revenues can be run as often as required, giving improved accuracy and up-to-date projections whenever they are needed. Historical data can also be used to model more accurately the all too frequent deviation from published schedules and contracted services – a fact of life for busy stations. Bruton is very enthusiastic about the potential competitive edge this new feature gives handlers.

“With FiNDnet Revenues, as well as seeing how they are performing financially against targets, clients can also model the financial impact of any threats or opportunities to ensure they are best positioned to take advantage,” he says. “Coupled with our Business Intelligence dashboards, these modules give finance directors and CFOs complete visibility into the financial performance of operations at a department, station, or group level.” Finally, there is an ever-growing awareness of the enormously positive impact of automation within the industry. Ground handlers are becoming more and more proactive in driving system development to increase the type of electronic information to be exchanged. A classic example is the feed of fuelling information from rigs directly into the billing system, removing the need for any manual intervention in the process. This trend towards automation is definitely set to continue.

Tel: +44 1252 783 787 Web: www.damarel.com Email: [email protected]


JUNE 2012 | Passenger Terminal World


passenger experience
Can understanding how to calculate airport capacity effectively enhance the passenger experience?
Measurement of capacity or the provision of infrastructure that provides a targeted capacity are the buzz words of the airport industry when passenger, baggage, cargo and flight volumes are increasing or are forecast to increase. But is the concept of capacity really understood and is it really useful as a metric of airport performance? Consider the example of a simple 80 x 100m terminal with the usual processes and one floor for all departure and arrival processes, except for an arrival corridor where passengers go up one floor and come down into immigration, as illustrated in the diagram (right). From observations, suppose we know the maximum achieved throughput 95% of the time at each major process. Example throughputs are noted on the diagram in numbers/hour. We could now ask, what is the capacity of this terminal? One answer could be derived as follows: we have 8,000m2 of space. We want to give everyone 4m2, which is our desired ‘spatial level of service’, so we can accommodate approximately 2,000 passengers. That is the static capacity of the terminal and it is the number that is used to define the capacity of facilities such as sports arenas, department stores and other places frequented by the masses. If we lower our targeted level of service, we can claim to have a terminal with a higher capacity. Another answer, which is clear from the diagram, is 300/ hour departing and 500/hour arriving, defined by the lowest throughput/hour process. Now, we could annualise this number by assuming we operate this terminal 18 hours per day for 365 days per year, giving us 1,971,000/year
Passenger Terminal World | JUNE 2012

ABOVE: The diagram gives a basic idea of passenger capacity in an 80 x 100m terminal

departing. So, now we can claim to have a two million passengers per annum terminal capacity. Are these answers correct and are they useful? The first answer, static capacity, is clearly subjective, but is easy to calculate and provides a sense of size and one aspect of the passenger experience, for example personal space. The second answer, the throughput capacity, is objective, but it says nothing about the passenger experience. We could have 1,000 or 300 passengers trying to depart in one hour, but the throughput would still be around 300/hr. However, the ‘temporal level of service’ (waiting time in queues) would be lower, with a demand of 1,000/ hr and the space required for

queuing would be larger, possibly exceeding the space allocated to some processes. Furthermore, if the 300 passengers were for four Canadair Regional Jets, with 75 passengers each departing 15 minutes apart, versus for a single A340 in one hour, the passenger experience in terms of queue lengths and waiting times would be quite different. Therefore a more meaningful question than that of capacity is, “what level of service can we offer to satisfy a given demand?”, described by a specific flight schedule rather than millions of passengers per year or peak hour flow. This is the scientific basis for development of facilities and operations to provide a targeted passenger experience.

Tel: +1 360 945 2962 Web: www.arc-us-ca.com Email: [email protected]




drop and go
Automatic baggage drop-off machines speed up the check-in process and improve the passenger’s journey through the airport
As part of the evolution of airport check-in systems towards more fluidity and speed, Alstef has introduced BAG Xpress, an automatic baggage drop-off machine. The design is based on a patented, innovative concept defined by Aéroports de Paris (ADP) with the intention of offering better service to passengers. Alstef manufactured and installed the first BAG Xpress in Terminal Ouest at Paris-Orly Airport in November 2011. The company was again selected by ADP to manufacture and commission additional automatic baggage drop-off machines for Paris-Orly and Roissy-Charles de Gaulle. BAG Xpress is able to process a high number of passengers per hour, requiring only a short time to process each bag. The machine can process up to 180 passengers per hour, with an average of 15 seconds per bag checked in, and a delay of only five seconds between two bags. Two-step process BAG Xpress’s basic principle makes it possible to decrease the check-in time for each passenger. This is done in two steps. Step one – passengers print their boarding pass at the self-service check-in station using the reservation information, if not already completed via the internet. The number of bags to check in is declared and the correct number of bag tags issued for attachment to the baggage. Step two – passengers go to the automatic baggage drop-off machine, scan their boarding pass to identify themselves, and place their baggage inside. The door closes automatically and the machine weighs the bag and reads its size. The bag is then automatically inserted into the traditional circuit

ABOVE: BAG Xpress can process 180 passengers an hour RIGHT: The first bag-drop system was installed at Paris-Orly Airport

and a baggage receipt is delivered. Passengers can normally register baggage within 30 seconds – even less for frequent flyers. BAG Xpress was designed to process the maximum number of passengers possible, thanks to a number of special features. It has numerous barcode readers scanning 360° so that a bag tag can be scanned no matter what its position. The machine also has a specially designed interior, making sure that practically all types of bags can be put in any position. Bags are laid down during the automatic process to ensure that they are handled without problem. The machine door closes automatically and cannot be opened by any passenger. A passenger who might be tempted to retrieve his bag during the cycle cannot interrupt the process. BAG Xpress can process a bag in almost every position possible thanks to its control devices. The

processing time is decreased because there is less chance that a bag tag is incorrectly scanned or a bag gets trapped, or that the process is involuntarily interrupted. Surveys show that passengers are very satisfied with BAG Xpress.

They appreciate this simple-to-use machine thanks to its ergonomic and modern design, and most of all they like the fact that it is very fast. Alstef is looking forward to installing BAG Xpress in airports throughout the world.

Tel: +33 238 78 42 00 Web: www.alstef.com Email: [email protected]


JUNE 2012 | Passenger Terminal World


efficiency drive
A comprehensive IT solution that integrates electronic information ensures sustainable and efficient processes in terminals and helps airports to avoid costly delays
“The only thing constant in life is change,” said 17th century French noble and writer François de la Rochefoucauld. The same can be said for airports, where operations are complex due to the large number of processes, constraints and dependencies, as well as stakeholder interests and responsibilities. Ever-changing variables such as weather add to the complications. “Each airport – and even each flight – has to be seen in the context of a worldwide system,” says Christoph Meier, head of Siemens Aviation IT. Taking into account all these factors, it should come as no surprise that on any given day, events often take a much different direction to what was originally planned. Delays are usually the result. In fact, in Europe alone, delays cost some €1.5 billion (£1.2 billion) each year, according to the Performance Review report from Eurocontrol, the European Organisation for the Safety of Air Navigation.
LEFT: Total Airport Management System (TAMS) integrates electronic information within an airport

While the first impulse might be to try to gain more leeway through expansion, adding a new runway is usually prohibitively expensive and extending night-time flight schedules is never popular with people living near an airport. So, operators need to make efficient use of existing resources. One useful holistic solution is the Total Airport Management System

(TAMS). “The TAMS acts as an interface that integrates electronic information within an airport. And the more information operators have, the better their decisions,” says Meier. A true integrator With TAMS, both land and airside operations can be coordinated, which in turn increases efficiency and sustainability. TAMS is a valuable tool for helping operators to maintain situational awareness, proactively anticipate the impact of constraints in due time, and collaboratively find joint solution strategies on the fly. Different visualisation technologies – from smartphones and desktop monitors, to large display walls – are supported to deliver relevant information to the parties involved. Furthermore, TAMS covers ‘what-if’ scenarios throughout all phases of flight handling and

airport operations. The system also aids seasonal flight planning as well as daily flight-plan deployment and execution during the day of operations. Post-operation statistical analysis helps operators to refine their reactions for the future. The decision support offered by TAMS has great potential to provide significant reductions in delays, fuel consumption and the resulting emissions. For example, with the help of this system, operators can keep planes at their gates with landside energy supply until it is time for take-off. Thus, engines are not left running idly, so costly kerosene is not wasted and less CO2 is emitted. Siemens, together with its partners, can demonstrate how all these different TAMS subsystems can be integrated into an airport control centre to benefit the smooth and efficient running of day-to-day airport operations.

ABOVE: Siamos offers a process integration platform

Tel: +49 911 654 7062 Web: www.siemens.com/airports Email: [email protected]


Passenger Terminal World | JUNE 2012


16-18 October 2012
Discover the latest measurement, prediction and analysis tools, technologies, techniques and services! Over 160 exhibitors will be exhibiting
With a a t t end free-to- ce ! c o n fer en





16-18 October 2012
Hosting the 2012 CIMO Technical Conference (TECO 2012)



Hubs vote for totes
What do Munich, Fuerteventura, Helsinki, Montréal, Changi, Brussels, Düsseldorf and Calgary airports have in common? They all use the Crisplant CrisBag tote-based conveyor system to provide fast and precise handling and transfer of baggage as the focal point for efficient operations and enhanced passenger satisfaction. Designed for maximum simplicity and scalability, CrisBag can continue to meet the demands of a growing hub operation, while maintaining the simple concept of ‘one bag in one tote’ and ‘one tote on one section’. First installed at Munich Airport, Germany, CrisBag features in-tote screening that enables 100% track-and-trace at all times, and helps airports to comply with the new EU Standard 3 for screening. It also serves to increase baggage-handling flexibility and deliver a shorter connection time for transit passengers. Each of the short, independently controlled CrisBag conveyor sections has an innovative start/stop function that intelligently cuts power when a section is not transporting a tote – a feature that keeps the system’s energy consumption considerably lower than that of any other tote system. The latest innovation in CrisBag technology is an adaptive tilt mechanism, which provides both static and dynamic tilt for baggage discharge. By checking baggage flows upstream and downstream, the control system can determine the required throughput; it automatically switches between dynamic tilt to discharge bags on-the-fly at a rate of 3,000 bags per hour, and static tilt for lower throughput and operating costs during quiet periods. This technology is being installed at Düsseldorf International Airport in Germany. As at Munich, the CrisBag system will enable the airport to comply with the EU Standard 3 for screening and will also provide a shorter connection time for transit passengers, in addition to providing greater flexibility in baggage handling and more space for early bag storage.
Tel: +45 87 41 41 41 Email: [email protected] Web: www.beumer.com



Energy ef ciency
According to recent research at the Lawrence Berkeley National Laboratory in the USA, the benefits of white cool roof coatings, especially in warmer regions of the world, can potentially cancel the heating effect of as many as two years of worldwide CO2 emissions. Berkley’s findings, coupled with the fact that energy costs are rising, provide considerable impetus for airport management to search out significant cost savings, which also contribute to a reduction in CO2 emissions. A major component of a terminal’s energy demand is air conditioning, which is vital for maintaining passenger and staff comfort. In times of clear weather, resulting in high solar loads, power generators and the delivery networks may be stretched to capacity, and many air conditioning plants simply fail to cope with the heat. With some 40-60% of a warm region airport terminal’s electrical energy expended on maintaining a cool, safe interior, the rising cost of power is becoming a critical budget element. In conjunction with this need is the move to greener cities. In this demanding environment SkyCool claims to offer possibly the world’s only patented thermal roof coating. Extensive multiyear trials have been conducted by Australia’s largest property owners using SkyCool, including Melbourne Airport and numerous other commercial and government operators of air conditioned properties, which have audited energy savings of between 30% and 50%. The ability of SkyCool to bring down internal temperatures to below that of the surrounding air and greatly reduce the energy demands of air conditioning plants is described in the recent authoritative publication, Green Nanotechnology by Smith & Granqvist (CRC Press). The publication claims: “The practical energy savings of a coating with high solar reflectance and thermal emittance can be very large. [SkyCool] demonstrates that the power for air conditioning can be decreased to a fraction of what it demanded with standard roofing, and that the average roof temperature can be decreased by 15°C to 20°C or more.” Smith & Graqvist continue, “When the standard finish was used, the power reached 40-45MW hours per month during several months. A “cool” paint [identified as SkyCool] has a dramatic effect and limited the power to between 15-22MW hours per month.

Further research by Smith and a leading engineering firm has concluded that when a building’s roof is protected by a SkyCool coating, a cool ‘microclimate’ is created, which envelops the entire building. Thus, they found that large SkyCool-coated roofs create a cool oasis in the urban heat islands. Central to this benefit is the fact that although SkyCool will reflect away about 90% of solar thermal energy, it also pumps internal heat out of the building into space, often rendering the building cooler than external shade temperatures. SkyCool can be applied at any time without disrupting the normal function of the terminal building. It was thoroughly tested at Melbourne Airport to ensure that aircraft, ground transport and all normal operations remained completely safe during application.
Tel: +612 9477 4095 Email: [email protected] Web: www.skycool.com.au



3M Security Systems ............Inside Front Cover Airport Seating Alliance.................................... 41 ALSTEF Automation SA ..................................... 54 Arconas ............................................................... 51 Aviation Research Corporation.........................Inside Back Cover Aviavox ............................................................... 52 AVSEC World 2012 ..............................................71 BEUMER Group GmbH & Co KG .................... 23 Passenger Terminal World | JUNE 2012 Brunner GmbH ................................................. 36 Conrac GmbH .................................................. 54 Fraport AG .......................... Outside Back Cover Kusch & Co GmbH & Co KG ........................... 45 Materna Gmbh ...................................................17 Matteograssi SpA .............................................. 48 Meteorological Technology World Expo 2012 ............................................ 69 Nurus .................................................................. 48 Passenger Terminal Expo 2013 ................ 7, 9, 10 Passenger Terminal World Online Reader Enquiry Service..................... 8 Siemens AG....................................................... 35 SkyCool Pty Ltd ................................................. 32 T-Systems International GmbH ...................... 29 Vanderlande Industries BV ..............................57 Vitra AG.............................................................. 42 Zoeftig & Co .........................................................3 passengerterminaltoday.com

Take a giant bite out of the Big Apple

AVSEC World 2012 Risk & Regulation – Striking the Right Balance 30 October - 1 November New York, USA

It is crunch time for aviation security – AVSEC World 2012.
AVSEC World 2012 focuses on striking the right balance between risk and regulation to help both industry and regulators meet the challenges of a constantly changing aviation security environment. AVSEC World gathers global leaders and decision makers to discuss solutions for the future. The opportunities for networking, learning and exchanging ideas are second to none, with more than 500 high-level representatives from airlines, airports, governments, academic organizations, security agencies, manufacturers and suppliers in attendance.




virtual reality?
This is the first in our new regular slot that looks at a popular discussion posted on the Passenger Terminal World LinkedIn page. This issue: holographic virtual assistants
Helen Law, from queue management solutions company Tensator, posted a story about the introduction of the USA’s first airport virtual assistant, which was installed at Washington Dulles International Airport at the end of May. Speaking to PTW later, Law says, “Located in many airports around the world, the Tensator Virtual Assistant has received a high level of press coverage recently and we at Tensator were interested to see how many members of the Passenger Terminal World LinkedIn group had also seen a virtual assistant on their travels.” The virtual assistant at Dulles Airport, who has been named Paige, will be on trial for three months and if successful more holograms will be installed throughout the airport. She has already proved useful to passengers at the airport, according to Dennis Hazell, executive staff at Dulles: “Paige provides our international arriving customers with a warm welcome message, essential customs and border protection information, additional wayfinding guidance, and historical information about Dulles. She delivers her message consistently, ensuring customers have all the information they need to improve their airport experience.” As this issue went to press, the Tensator Virtual Assistant was due to be unveiled at Boston Logan International Airport by the end of June, and, Law says, the company’s first interactive virtual assistant will be on trial at Dubai International Airport this summer. Other virtual assistants have been in place at London Luton, Birmingham International, Edinburgh and East Midlands airports in the UK since 2011. n

‘Paige’ is the first virtual assistant to be installed in a US airport

your feedback
Lars Thøgersen, founder, CPH Design Holding and design consultant, commented on Helen Law’s LinkedIn post, “I saw the same concept in Istanbul about six months ago. I find it wrong to call it a hologram. It’s just a ‘person like’ cut out backlit screen. It still makes the ‘service’ stationary, as there is no two-way communication and ‘she’ will often be standing some place where I’m not – meaning I have to search for answers to my questions the old fashion way – or by my smartphone.” interaction, it is an absolute step forward in enhancing and differentiating the customer service experience at airports, as it will interactively address the needs of future travellers.” to save cost, one of the things that is first to go is customer service. At first blush it seems that ‘Paige’ the holographic helper may provide just that, a pleasant airport ambassador providing information to passengers. Upgrades to provide multiple languages and the ability to answer basic questions can only make this technology better.”

Tony Wijntuin, managing director of WYNE Strategy & Innovation, thinks virtual assistants can enhance the passenger experience, “Even though the deployment of holographic virtual assistants will not match real-life human

Steve Wolff, security technology consultant, commented on the LinkedIn post, “I don’t see how this would work for non-native language speakers at an airport unless it’s somehow tied into a passport reader. Given that they’re likely to be the most confused, slow and challenging passengers, it would seem to be a fundamental challenge to widespread use.”

Roddy Boggus, senior vice president/national aviation director, Parsons Brinckerhoff, said, “As airports and airlines continue to reduce staff in order

Brian Engle, station manager at Southwest Airlines, wrote on LinkedIn, “One of the companies that sells these virtual assistants was at Passenger Terminal Expo 2012. The virtual assistant speaking with us was located in Brussels. I had a conversation with this assistant just as if she was sitting in front of me. It was kind of eerie quite honestly. The image of her was very life like and three-dimentional. I can see these assistants coming to more airports soon.”

your comments
What do you think? Are virtual assistants the new way forward in passenger communication? Or is face-to-face contact with a real human being the best way to help people travelling through the terminal? We’d love to hear your thoughts on this or any other topic affecting the airport industry, so visit www.linkedin.com and search for Passenger Terminal World to join in with the debate.


Passenger Terminal World | JUNE 2012


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We are the developers of ARCport, the most comprehensive, easy to use, strategic decision making system for managing and planning airports and airspace. In-step with industry needs since inception, we are proud to offer the most advanced, well tested product on the market. With the addition of the cargo, environment and enhanced financial components, no other product comes close to the capabilities of ARCport and its user friendliness with an extensive user group of over 500 trained users from more than seventy organizations globally, including major airports such as Atlanta, Las Vegas, New York, Seattle, London Luton, Manchester, Rome, Geneva, Sydney, Toronto, Delhi, Stockholm, Oslo, Beijing, Incheon, Hong Kong, Manila, Singapore, Kuala Lumpur, Auckland, Istanbul, Bogota; airlines such as Lufthansa, STAR Alliance, Air New Zealand, Alaska Airlines, Continental Airlines; and consultants such as AirBiz Aviation Strategies, The Halcrow Group, Landrum & Brown, NACO BV Netherlands Airport Consultants, and industry technology companies such as SITA, SAGEM and Analogic Corporation.

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