A Baggage Handling System

7/31/2019 A Baggage Handling System

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A baggage handling system (BHS) is a type ofconveyorsystem installed inairportsthattransports checkedluggagefrom ticket counters to areas where the bags can be loaded ontoairplanes. A BHS also transports checked baggage coming from airplanes to baggage claims orto an area where the bag can be loaded onto another airplane.

Although the primary function of a BHS is the transportation of bags, a typical BHS will serveother functions involved in making sure that a bag gets to the correct location in the airport. Theprocess of identifying a bag, and the information associated with it, to make a decision on wherethe bag should be directed within the system is known as sortation.

In addition to sortation, a BHS may also perform the following functions:

Detection of bag jams Volume regulation (to ensure that input points are controlled to avoid overloading

system) Load balancing (to evenly distribute bag volume between conveyor sub-systems)

Bag counting Bag tracking Redirection of bags via pusher or diverter

There is an entire process that the BHS controls. From the moment the bag is set on the in-boundconveyor, to the gathering conveyor, through sorting until it arrives at the designated aircraft andonto the baggage carousel after the flight, the BHS has control over the bag.[1]

Many baggage handling systems offer software to better manage the system. There has also beena breakthrough with "mobile" BHS software where managers of the system can check andcorrect problems from their mobile phone.

Post September 11, 2001, majority of airports around the world began to implement baggagescreening directly into BHS. These systems are referred to as "Checked Baggage InspectionSystem" by the Transportation Security Administration (TSA) in the USA, where baggage arefed directly into Explosive Detection System (EDS) machines. A CBIS can sort baggage basedon each bag's security status assigned by an EDS machine or by a security screening operator.CBIS design standards and guidelines are issued by the TSA once every year since 2008. AllCBIS built in the USA must comply with the standard set forth by the TSA. The latest standardscan be downloaded from the TSA's website

The first part of the new baggage handling system at Edmonton International Airport (EIA) has been completed.

Vanderlande Industries is responsible for the installation of the system, which has been implemented in the recently

expanded US Departures area.

Henk de Groot, VP of Operations at Vanderlande Industries, said: Vanderlande Industries is proud that Edmonton

International Airport chose to use our BAXORTER technology which provides a reliable baggage tracking system

meeting the needs of both the airport and CATSA. It also supports Edmonton International Airports vision of being a

world-class airport.
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Edmonton Airport Authority has also opted for Vanderlande Industries GREENVEYOR technology, which reduces

energy consumption by up to 40%.

The ongoing Expansion 2012 project involves the extension of the terminal building to the south and the addition of

13 aircraft gates. The final phase, the implementation of a central hall, will be completed by December 2012.

The RFID baggage handling system that is now in place at Aalborg Airport is the first of its kindin any airport across the world. While the concept of RFID tagging is not new in itself, Aalborgboasts the first RFID tags that can store sortation information thanks to their 512-bit memory.

This is the first airport worldwide where you can find these tags, Svendsen explained. The

benefit is first of all for the airline as when you have a read rate close to 100%, the airlines havefar fewer cases of wrongly sorted baggage. Needless to say, this then benefits the passenger aswell. The system is also great for us at the airport because other airlines will see that this systemcan save them money and this makes them take a closer look at our airport.

Increased read rateThe RFID system, which has been developed and implemented by Lyngsoe Systems thecompany that has previously implemented RFID on Baggage systems at Lisbon and MilanMalpensa airportsis an alternative to the traditional barcode tagging and as the RFID readerdoesnt require the tag to be in its line of sight, this significantly increases the read rate.

Svendsen: "The first thing we wanted to use the RFID for was the baggage handling and we sawthat it had a much higher read rate than barcodes and that's what convinced us."

All information stored within the tag is also automatically passed on to the screening machine,eliminating the need for a separate system. However, a barcode tag is also printed for eachbaggage item to ensure that it can still be read at airports which only use the traditional barcodetechnology.

The decision to upgrade the baggage handling facilities at Aalborg Airport was taken on the backof unprecedented passenger growth. Having handled more than 1.1 million passengers in 2009,the first six months of this year saw traffic increase by +26.5%, while in July, this was followedby a year-on-year monthly rise of +22.9%. Over the last two years, the number of weeklydepartures has also doubled.

Svendsen said: We have experienced heavy growth of around 20% per year for the last fewyears so we were looking for a new type of sorting system. We looked at barcode technologyfirst but then we were approached by Lyngsoe about RFID.The first thing we wanted to use the RFID for was the baggage handling and we saw that it hada much higher read rate than barcodes and thats what convinced us.


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Lyngsoe Systems RFID expertise

An overwhelming increase in travellers made it necessary for Aalborg Airport to grow thebaggage handling capacity. Until recently, the baggage sortation was handled manually, but inorder to accommodate the increase in routes, it became clear that it needed to be automated.

Aalborg Airport had two choices, either barcode or RFID technology.

Aalborg Airport chose RFID because of the immediate advantages, but also because thistechnological platform is able to offer entirely new passenger services. Furthermore, RFID issupported by IATA.

Lyngsoe Systems has developed and implemented RFID on Baggage in other airports, butAalborg Airport is the first airport in the world to have the sortation information stored in theRFID tag. Up till now, the RFID tag has only been able to store a unique number (license plate)due to memory capacity. With a larger memory capacity, all sortation information can nowfollow the bag and need not be forwarded in a separate system from airline booking to airport

sortation system. Consequently, the airport is more in control of its sortation system and notdependent on external message providers.

Having smoothed over the inevitable teething problems, Svendsen outlined that the baggagehandling system has performed very well since being introduced. With passenger growth

showing no signs of easing, this has been factored in to the design of the system and thefacilities are in place to cater for a doubling in capacity over the next four to five years.

Svendsen: "We have experienced heavy growth of around 20% per year for the last few years so

we were looking for a new type of sorting system."

Furthermore, thanks to the versatility of RFID technology, plans are also being explored toextend its use beyond baggage sortation. In the long-term we can also use it for lost and foundbaggage, Svendsen explained. For example, if Copenhagen Airport was to adopt RFID, wewould be able to create an automatic service. If a bag hadnt been loaded on to the aircraft, we

would be able to meet the passenger upon arrival at the airport to inform them as soon as theyarrive that they will need to go to the desk to report that their bag was not onboard.

With these future developments in mind, Svendsen also highlighted the importance of therelationship with Lyngsoe Systems, which is headquartered within relatively close proximity to

Aalborg Airport.

He said: This relationship has been a very important factor. In fact, I would go so far as to saythat if we hadnt had Lyngsoe so close, I dont think we could have managed this.

They have used their skill and ability in this project and as the company is based about 60kmfrom Aalborg Airport, this presented a great opportunity for both parties.


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While the RFID-based baggage handling systems that have been employed at a handful ofairports around the worldranging from Hong Kong to Las Vegas McCarranhave proved tobe very successful, one question has caused much debate and proved to be something of anobstacle to its widespread adoption: Who should bear the cost of the initial implementation?

At Aalborg Airport, however, Svendsen explained that this was never an issue. The main costfor this was covered by the airport but the main benefit is for the airline, he said. This is one ofthe main discussion points when you consider adopting RFID tagging but, for us, we takeresponsibility and ownership of all passengers who use Aalborg Airport.

Damarels SwiftBag Application

The idea of being able to save time by checking-in before you reach the airport and droppingyour baggage at a fast bag drop counter is appealing for passenger and airline alike. Handled

correctly, the bag drop desk can deliver huge benefits across the board, reducing queuing timesfor passengers, trimming staffing levels and freeing up terminal space.

The key to a well-run bag drop is to make sure that the agents focus is kept firmly on acceptingbaggage, and that other irregular operations do not affect the speed and efficiency of this process.

Damarels new SwiftBag application provides a much-needed middle ground, delivering a cost-effective alternative that makes use of the standard airline and CUTE equipment already in use.

It helps the agent process passengers and their bags as quickly as possible and the intuitivetouch-screen enabled interface provides a simple baggage registration screen that takes onlyseconds to become familiar with.

With support for document scanners built in, SwiftBag can also ensure you capture all thenecessary details for down line security checks, at what is often the first point of contact with thepassenger.

Fully integrated with L-DCS, Damarels popular Local Departure Control System for low costcarriers, SwiftBag can also support Web Services interfaces for traditional airline hosts,delivering a powerful all-in-one solution for your fast bag drop operation.

Arriving passengers please follow the simple steps below to complete the arrival procedures.

Immigration

Please have the following documents ready before proceeding to the Immigration Hall:


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A valid passport; and a completed arrival card, which is distributed by your airline before landing, or else,

please pick up the card in the Immigration Hall; or

Hong Kong Identity Card for Hong Kong citizens.

Baggage reclaim

After immigration check, please proceed to the Baggage Reclaim Hall to pick up your bags. Please contact

yourairlinefor lost or damaged baggage.

Customs and Excise

You may proceed to Customs and Excise control after reclaiming your bags. Use the red channel if you have

items to declare, if not, use the green channel. For declaration guidelines, please go to thiswebsite.

Meet and greet

Big plasma TV panels installed in both Arrivals Hall A and B in Terminal 1 allow meeters and greeters to see

their arriving friends and relatives right as they enter the Buffer Halls. There is a good selection offood outlets

and shops, passengers and other airport visitors can easily get what they want in the halls

Passenger

Steve Wright was almost giddy as he made his way past grim-faced travelers schlepping -- inch-by-inch -- through the airport security gantlet.

"I'm happy as heck," the executive for eyeglass manufacturer and distributor Marchon said at aTransportation Security Administration checkpoint at San Francisco International Airport lastweek. Though he still had to endure the ritual strip-down -- the shedding of belts, shoes, jackets,laptops -- Wright was able to cut in front of scores of passengers with nary a thrown elbow.

He was one of many relieved travelers using a service that deploys fingerprint and iris-imagingbiometric technology to prescreen passengers, enabling them to skip long security lanes bydisplaying their Clear cards at designated entry points.

Clear is just one of several commercial and government programs aimed at making the trek fromticket counter to boarding gate a quicker and more dignified journey. But those efforts to ease thestress of passengers underscore the difficulties of ensuring terrorism-free travel because no oneknows if they will weaken security in the long run.

Richard Bloom, director of terrorism, espionage and security studies at Embry-RiddleAeronautical University in Daytona Beach, Fla., said trying to make flying more secure is acomplex equation. For example, travelers were required to remove shoes at airport securitycheckpoints after a terrorist tried to set off bombs in his shoe in late 2001 on

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a flight from Paris to Miami.

"The world is constantly changing," he said. "What looks like a risk at any point in time may not

be a risk at another point in time."

For frequent fliers like Wright, though, programs that shave time and reduce hassles at airportsare a welcome upgrade in the grueling experience of modern-day air travel.

"I travel a ton," said Wright, before catching a morning flight to New York City. "There aremany things that have gotten worse (with traveling). But this has gotten better. It makes travelingbearable again."

New York-based Clear recently restarted the card service at SFO as the summer travel season gotunder way. San Francisco expects a record-breaking year with some 41 million passengers

passing through the airport. Mineta San Jose International Airport anticipates the same numberof travelers it had last year, 8.3 million, while Oakland International Airport expects about a 5percent uptick to 9.7 million. For now, no expedited screening services are planned for San Joseor Oakland.

Prescreening services are created mostly for frequent fliers, elite travelers or those willing to pay-- a Clear card comes with a $179 fee.

"They are taking care of the people most likely to give (TSA) grief. These are the people whohave more power than Ma and Pa Kettle," Joe Brancatelli, who operatesJoeSentMe.com, awebsite for business travelers, said of the new prescreening services. "They know how to call

their Congress member."

In October, TSA rolled out PreCheck, a free but invitation-only program that allows frequentfliers on American, Delta and Alaska to pass through security without removing their belts,shoes, jackets or laptops. The program will be expanded this year to United Airlines and USAirways, said TSA spokeswoman Lorie Dankers, and will become available at SFO.

"They think it's time to ratchet things down for frequent fliers who go through this every day,"said Alan Bender, professor of aeronautics at Embry-Riddle.

For now, PreCheck is offered at 15 airports across the country and is expected to be at 35 by the

end of the year. "It's still a pilot program," Dankers said.

Each PreCheck traveler must be invited to join the program by his airline and is given a boardingpass embedded with a chip. The ticket-holder then enters a designated lane, where a securityofficer scans the boarding pass. Three beeps mean the traveler can proceed to expeditedscreening; one beep means he has been randomly selected to pass through the traditionalcheckpoint.
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"It keeps people from gaming the system," Dankers said.

The new in-line screening system for passengers arriving at the Chhatrapati Shivaji International Airport has reducedthe waiting time by at least 20 minutes. These machines scan the baggage right on the conveyor belt instead ofcustoms officers having to physically check each bag.The in-line screening system, which was introduced by the authorities around a month ago, scans the baggage rightat the starting point of the conveyor belt. The passenger then just has to pick up his bag and walk through the greenchannel.Earlier, customs officials would manually check every bag for smuggled goods through the baggage screeningsystem. The waiting time would often extend to one or two hours during the evening peak hours, when there aremore international flights.The in-line screening now allows customs officials to directly scan bags while they are being transported on theconveyor belt and then track down the ones which they find suspicious. However, we may take some time whilechecking a bag, if we get a tip-off about a smuggled item being in the bag. Passengers will have to bear with usduring such instances, assistant customs commissioner Sameer Wankhede (Air Intelligence Unit) said.

NextBus to Provide Real-Time Passenger Information to CyRide05/30/2012 | 10:08am

NextBus to Provide Real-Time Passenger Information to CyRide

Vancouver, British Columbia - May 30, 2012 - Webtech Wireless Inc.(TSX:WEW), a leading provider ofvehicle fleet location-based services (LBS) and telematics technology, today announced that it has signeda three-year contract with CyRide of Ames, Iowa to implement a NextBus Real-Time PassengerInformation System (RTPIS) for all of its 80 buses.

CyRide will equip all buses on its 17 routes with Webtech Wireless Locators, and four 24-inch LED signsare being installed on campus where riders can view real-time bus information, (as well as importantupdates on routes, such as delays, rerouting, and other urgent alerts). The NextBus implementation alsoincludes Apple iPads enabling CyRide managers access to management-side NextBus informationwhile on the road themselves, and with a view to the near future, CyRide is purchasing XML data feeds toprovide the capability for building custom software applications (such as iPhone Apps).

Funded jointly by the City of Ames and Iowa State University, CyRide provides a "fare-free" service thatallows students to pay for ridership per semester. This system accounts for 40 percent of the bussystem's operating budget. "Implementing a real-time predictive transit solution is the most requestedtechnical upgrade from students, and as the project is funded in part by the student body, we're especiallyexcited to give them what they're asking for," said Barbara Neal, Operations Supervisor for CyRide. Thethree-year contract is expected to help CyRide's fleet continue to service its expanding ridership (alreadygrowing at a rate of 30 percent per year).

"We're very excited to be working with the CyRide on this important project, and applaud their vision to

implement the NextBus bus transit solution, which is increasingly popular on university campuses.Faculty, staff, and IU students are now within easy reach of real-time transit information," said ScottEdmonds, President and CEO of Webtech Wireless.

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customers of all sizes in the transport, government, service, insurance and OEM markets in over forty-onecountries, including Fortune 500 companies. Specialized products include: Quadrant commercial fleetsolutions, InterFleet solutions for government, and NextBus real-time passenger information servicesfor transit fleets. For more information, please visit webtechwireless.com or contact

Currently, there are four ongoing modernization projects for local airports, yet the Romanian authorities are ready tooffer red-carpet treatment to foreign investors. The Diplomat Bucharest asked the main airport officials, authoritiesand private companies involved in the sector about the businesss destination.May 9 was Henri Coanda International Airports busiest day in its over 40-year history, with 58 charter flights bringingto Bucharest over 12,000 passengers, supporters of the two Spanish teams contesting the UEFA Europa Leaguefinal. In two days, over 25,000 passengers passed through the airport. According to Tarom officials, the airport had noproblem in handling the flux and flight schedule, as Otopenis usual traffic is 10,000 passengers daily.However, with aviation infrastructure in Romania comprising 16 commercial airports, some say that this is sufficient tohandle Romanias incoming traffic, while others argue that airport developments should be effected according to theregion and business expectations.For instance, according to Gheorghe Racaru, group strategy and corporate planning manager at Infra Group, thecompany that is planning to build an airport south of Bucharest, Brasov doesnt need an airport, as western Romaniaalready has too many.Nor, he adds, does Henri Coanda have any reason to expand in northern Bucharest on the short term. The managertold The DiplomatBucharest he may advocate for the project at Adunatii Copaceni to pick up the low-cost trafficfrom the southern half of Bucharest. However, many players say that airport development infrastructure must reflect

the local supply and meet the incoming demand.Airports more urgent need is not an expansion of their number but firstly their modernization, starting with the mainairport in Bucharest. According to the Ministry of Transports Directorate for Civil Aviation, the exist ing airportinfrastructure in Romania meets the current traffic needs. Of the 16 hubs, 12 are officially ranked as internationalairports.

Four investments taxiing for position

According to the General Directorate of Civil Aviation within the Ministry of Transport in Romania, there are fourongoing modernizing and development projects involving airport infrastructure in Romania. Dan Machita, superiorcounselor within the directorate, told The Diplomat Bucharest that the infrastructure development project at HenriCoanda Airport in Bucharest will be completed in 2013, following an investment of around EUR 175 million.

According to the official, the money is coming from the ministrys budget and loans. The ministry also has on itsagenda a larger development project for Henri Coanda, over 2007-2022, totaling EUR 500 million, which is currentlyin the feasibility stage.

The third project targets the renovation of the stationary platform for aircraft at Mihail Kogalniceanu Airport inConstanta. The project will cost around EUR 40 million and will be completed in 2013. The money will come fromEuropean financing through the POS-T operational program for transport and ministry funds.Meanwhile, modernization works will be accomplished at Suceava Airport, also financed through POS-T and the statebudget, with the completion time estimated for 2015 and a similar total value to Kogalniceanu. Currently, the ministryhas several other modernization and expansion projects on its to-do list, also financed through POS-T cash, targetingairports in Delta Dunarii Tulcea, Baia Mare, Oradea, Arad and Craiova.As the directorate official stated, the man impediment to developing more projects is identifying the financing sources,as the European funds available though POS-T 2007-2013 have been spent. There is the possibility of reassigningfunds for POS-T or the postponing of projects to be financed through POS-T 2014-2020, said Dan Machita. InRomania, currently, there are 16 airports with concrete runways.

Thinking beyond the numbers

Werner Weihs-Raabl, head of infrastructure finance at Erste Group, told The Diplomat Bucharest that a EUR 150

million modernization project at Henri Coanda Airport was recently completed. BCR financing contributed EUR 50million of the amount, while BRD-Societe Generale, the other participating bank for this project, financed other EUR50 million. The agreements were signed in 2010, as the third-stage modernization project at Henri Coanda Airport bythe National Company Aeroporturi Bucuresti.According to Weihs-Raabl, because airport development is mainly driven by local counties and authorities due to thelack of private investors, the local authorities should think beyond business plans and numbers when developingairport projects and consider the connected benefits.Legal eagles swoop into aviationLaw firm Bostina & Asociatii has delivered legal services for two large modernization projects at airports in Bacau andOradea, and its lawyers detailed for The Diplomat Bucharest some key aspects. For the airport at Bacau, the


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minimum investment assumed by BlueAero (e.n: part of Infra Group) following the concession contract was EUR 45.5million, but the lawyers estimate that the investment might exceed this amount.Regarding the airport at Oradea, the county council at Bihor and the airport management targeted the extension andrevamping of airport infrastructure, as well as the construction of a new terminal meant to process 300 passengersper hour. According to the two feasibility studies which have been approved by the county council, the value for theseinvestments is EUR 69 million.BlueAero was set up at the beginning of 2009, following the conclusion of the first public-private partnership formed in

Romania in this domain, targeting the modernization, management and operation of the international airport in Bacau.The contract was concluded between the BlueAero air transport company and the George Enescu InternationalAirport public corporation in Bacau, as the initial contract stipulated the setting up of a company in charge of carryingout the project. As a consequence, BlueAero and Blue Air are part of the same group of companies, Infra Group,which will modernize and operate the George Enescu International Airport in Bacau for the next 34 years, with a totalinvestment amounting to EUR 45 million, according to official group data.According to these data, the modernization process of the George Enescu International Airport in Bacau will becarried out in three steps over the next 30 months, maintaining the airports full operability. The project consists of theconstruction of a new terminal of 7,000 sqm and a minimum capacity of 450 passengers/hour; the modernization ofthe runway and the taxiing course, with a bearing capacity of 65 PCN; implementing a CAT II lighting system, meantto facilitate the future development of air traffic and secure optimum safety operation conditions; and the extension ofthe overall platform so as to enhance the parking conditions and the ground operation of 10 class C aircraft.Currently, the airport is the home base for three aircraft with 400-passenger capacity, which make inland andinternational flights to Timisoara, Bologna, Milan, Turin, Rome, Paris, London, Dublin, Larnaca, Brussels andBarcelona.

With two other airport projects announced, Alexeni Airport and the public-private partnership project for GuraHumorului Airport, the lawyers from Bostina & Asociatii say that they are waiting for the results of the feasibilitystudies. If we are asked to provide services for these projects, our expertise and background in similar projectsrepresents a good business card, and not only for these projects, but any other developed in this infrastructuresegment, Cristian Costea, partner at Bostina & Asociatii, told The Diplomat Bucharest.Lack of financing is the main impediment to developing stronger local airport infrastructure, a statement echoed bymost consultants, authorities and private companies. In Romania, most of the airports are developed under theauthority of county councils that have yearly strategic investments to make for certain objectives to be sustained.Because the airport infrastructure in Romania has constantly deteriorated, the revamping process needs significantsums, said Costea.An alternative to the lack of or limited access to financing through the European program POS-Transportation isprivate investors and public-private partnerships. But Bostina & Asociatii lawyers say Romanian legislationconcerning leases for public works (according to GO 34/2006) is tricky and hard to put into practice for such projects.Preparation for a lease contract and meeting the formalities and legal procedures to make a project attractive aretime-consuming. PPP legislation has been adopted recently, and has been amended in different stages. Add to that

the lack of practice in applying this legislation in Romania and we can understand the reluctance coming fromauthorities, and not only them, in running and participating in such projects, said Costea.According to public data, the two airports in Alexeni and Gura Humorului feature among plans for private-publicpartnerships. The airport at Alexeni is being handled by the Ministry of Regional Development and Tourism (MDRT),it was announced by the former minister in 2011. According to data released by the MDRT at the end of last year, theairport at Alexeni will be developed as a private-public partnership, starting with an initial stage involving a EUR 300million investment from a total estimated EUR 1 billion.

Undercutting Otopeni

The airport project to be developed by the group of companies controlled by Romanian businessman Nelu Iordache,comprising Blue Air, Romstrade and Infra Group, will be similar to airports in Budapest, Bratislava, Marseille andBrussels South Charleroi Airport. Gheorghe Racaru, group strategy and corporate planning manager at Infra Group,told The Diplomat Bucharest that the project is currently awaiting the issuing of a feasibility study. In the meantime,the company has been looking for investors for the estimated EUR 220 million funding. The manager says they maybe foreign financial institutions and even hedge funds, some of them with no local office or operations in Romania.According to Racaru, the feasibility study is estimated to cost several hundred thousand Euros, having beendeveloped by Lufthansa Consulting. A call for offers was launched by the Romanian company in July-August lastyear, when it received 15 consultancy offers in the first stage. After the second selection stage, which involved sevencompanies, the firm chose to work with Lufthansa Consulting on the Bucharest South International Airport project. Innorthern Bucharest, there is no space to develop an extension of Otopeni airport and even less a new airport. Forlow-cost airlines, most of the traffic, 70 percent, comes from Southern and Eastern Bucharest, said Racaru.

According to him, Brasov doesnt need a new airport, and expectations of higher numbers of tourists are notreasonable. There are five airports in western Romania and aside from one or two, they are registering very lowtraffic, especially those that are not backed up by military operations, said Racaru.


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For the new airport south of Bucharest, Racaru said that, besides Blue Air, the company is in talks with other airlinesand the airport fees will be lower than at Otopeni.The project at Adunatii Copaceni will comprise up to 45,000 sqm of flight attendance space, a projected capacity of 2million passengers yearly and a flight track of 3,200 meters, similar to the one at Baneasa Airport. It will have 10boarding gates, parking spaces and a commercial area. The investment in this project is estimated at EUR 220million. So far the investors have not identified a definite financing source but feasibility studies are currently beingcarried out.

EBRD representatives told The Diplomat Bucharest that talks have been held between Infra Group and EBRD but,so far, no agreement has been reached. The construction works at the new airport are estimated to last 30 monthsfrom the issuing of the zonal urban planning (PUZ) permit. The airport will predominantly serve Europe, North Africaand the Middle East.

Ghimbav project takes flight

Another much-discussed project on the aviation infrastructure development agenda is the airport project at Ghimbav,7 km from Brasov. The area was in the news last year after Premium Aerotec, a division of the French-German groupEADS, opened a new production facility in Ghimbav, a EUR 40 million investment creating some 500 jobs.Since 2006, when the company International Airport Brasov Ghimbav (SC Aeroportul International BrasovGhimbav) was established, with the county council in Brasov as majority shareholder, the project has suffered upsand downs, with canceled auctions, postponements and even a shareholders call to dissolve the company in 2011.SC Aeroportul International Brasov Ghimbav was founded to negotiate and sign the contract with the Canadiancompany Intelcan, but in 2011 negotiations between Intelcan and Brasov county council broke down. According to

Erste group officials, the Romanian Commercial Bank granted EUR 14 million of financing to Brasov county councilfour years ago, and the contract continues accordingly.In fact, BCR has built a strong local portfolio of financing granted for the development of infrastructure, includingairports. Most recently, the bank financed the extension of Henri Coanda International Airport at Otopeni; the totalproject volume amounted to EUR 150 million, of which BCR financed EUR 50 million.Werner Weihs-Raabl, head of infrastructure finance at Erste Group, said, Successful airport projects can only bedriven by public regional or central authorities which can look beyond the economics of the project company andconsider the multiple benefits which are connected with airport development. Envisaged private investments in airportprojects are in different stages of development, but none of these projects has managed so far to ensure finance.In May, the county council in Brasov announced a call for offers within an auction for building the runway track at theairport at Ghimbav, an investment estimated at EUR 20 million. According to the Electronic System for PublicProcurement (SEAP), the deadline for submitting offers is June 14, and the contract covers the planning andconstruction execution for the runway at Ghimbav Airport. The contract is due to run for 48 months from the finalprocurement decision.The runaway is 2,820 meters long and 45 meters wide, with 7.5 meter-wide footways on each side. This is the

second auction to be announced by the county council in Brasov, after the last one, announced in April, wascanceled. According to the previous auction details, the price constitutes 80 percent of the awarding criteria, andduration of works the other 20 percent.The yearly traffic at Ghimbav is estimated at 800,000 passengers. But since last year, estimations regarding theairport have fluctuated. Initially, the total airport investment was put at EUR 100 million, which then dropped to EUR60 million. The draft project developed by companies including Mott Macdonald, then reviewed by Dornier Consulting,put the number of yearly passengers at 1 million passengers, then 500,000. Either way, the capitalization of theairport at Ghimbav is confirmed, according to public statements by the local authorities from Brasov county council.They compared the numbers with similar airports, such as Cluj for instance, which has a yearly passenger volume ofalmost 1 million. Still, skeptical voices from Bucharest, such as Gheorghe Racaru of Infra Group, claim that not allairports in western Romania are profitable, and some of them have got lucky because of their connected function asmilitary airports, such as at Timisoara, and Constanta, in southern Romania.

Far from fares

According to the findings of AT Kearney, communicated to The Diplomat Bucharest by Michael Weiss, partnerwithin the company, Romania has to speed up its progress in terms of airport infrastructure, in order to bridge the gapwith other countries in the region. In the next phase it will be key to enhance the business model of the airport in twomain directions: exploring new opportunities to generate non-ticket fee related revenues and excellence in groundoperations, said Weiss.He added, On the non-ticket fee related revenues side, other European airports have been able to transform theairport into a strong economic cluster with retail and service activities beyond the traditional check-in, wait and arrivalprocess. Weiss offers the example of the so-called airport cities, which have been able to generate their own veryprofitable business dynamics. This is an economic move that goes beyond the recently renovated duty-free retailersand fast-food places that have recently opened.


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On the excellence in operations front we are talking about the need for a significant enhancement of the current end -to-end process quality, further investment in information technology, and an improvement in the operational businessmodel between airlines, airport and other service providers, said Weiss. The airport infrastructure, as included inRomanias long-term intermodal strategy, is a common denominator of development needs in Romania whenever theeconomic attractiveness for existing and future investors is discussed. While we have seen progress in selectedareas of infrastructure enhancement and modernization, intermodal infrastructure remains for Romania a long-termvision that is not yet implemented on a sufficient level, he argued.

New flight paths

Others are also calling for improvements. For instance, the management of Baia Mare Airport believes that theRomanian authorities should find solutions, especially in terms of financing resources, to expand the remit of localairports which currently focus only on commercial flights over medium-large distance and capacities. Currently, theother flight activities present in all European countries, such as light and ultra-light flights, private charters, utility andentertainment fights for proximity tourism activities, are being neglected, said Baia Mare representatives, quoted bythe Airports Association in Romania. Legislation should be updated to this end, they added.The airport at Baia Mare has submitted a financing request for expansion and modernization works on the airportplatforms, likely to cost RON 45.3 million (around EUR 10.6 million). Of this financing, the county council inMaramures will contribute some RON 730,000, while European funds will supply over RON 25 million. The remaindershould come from the state budget.Meanwhile, the airport in Iasi is currently seeing the construction of a new passenger terminal, to be finished at theend of this month, in a EUR 2 million investment. According to the airports representatives, the funds for this

investment come from the state budget and county council. In Suceava, Stefan cel Mare Airport started amodernization project in 2011 involving the entire airport infrastructure, through the POS-T program, an investment tobe completed in 2015, with a total value of approximately RON 168 million (some EUR 39 million). Of this sum, theECs contribution, through the European Fund for Regional Development, is 69.25 percent, while the state budget willput up 28.75 percent. The airport is covering 2 percent of the total amount.

West brings traffic to Timisoara and Sibiu

Cornel Samartinean, general manager of Traian Vuia Timisoara International Airport, told The Diplomat Bucharestthat the management is currently in talks with two airlines that are interested in coming to the western Romanianairport, and, overall, the Traian Vuia figures look good. Passenger traffic has increased each year since 2009, from974,000 to over 1.2 million at the end of 2011, a 6 percent rise since 2010. Timisoaras airport is the second largestnational hub in Romania, Samartinean said. Otopeni and Timisoara are linked through six daily return flights. In 2010,the airport achieved a turnover of almost RON 42.6 million, a similar value to 2011, while for this year the GM expectssome RON 44.65 million.

According to data provided by the commercial division of the airport in Sibiu, over 60 percent of travelers in the regionpurchase a ticket more than twice a year, the top destinations being London, Paris and Barcelona. The airportcapacity is 300 passengers per hour on each flux, domestic and international, and it can handle a flight every fiveminutes. Airlines with regular flights to Sibiu include Lufthansa, Austrian Airlines, Carpatair, Blue Air, and charters AirBucharest and Corendon Airlines. Traffic in 2009 reached 221,000 passengers, three times the figure from 2008, androse again to over 226,000 passengers in 2010. In 2011, we registered a slight decrease in traffic due to the currenteconomic conditions, said Mirela Ciucur, chief of commercial service at the airport.Currently, the airport at Sibiu has some RON 30.7 million for different updates and modernization works within theairport infrastructure. The airport posted a turnover of RON 10.2 million in 2011, slightly down on 2010, and has anestimated budget of around RON 10 million for this year, due to relatively steady business indicators such as traffic,fares and flight frequency.

Privatization still up in the air

There are currently four major names from Romanian air infrastructure on the privatization schedule and, under thelaw published in January 2012, their listing should start before the end of 2012. The Property Fund holds stakes inthree of them.The National Company of Airports is ready to be listed, said Greg Konieczny, Property Fund manager and executiveVP of Franklin Templeton Investments, the company administrating the fund. Plans for privatizations and listing of themain state-owned companies in Romania also include the Bucharest Airports National Company (CN. AeroporturiBucuresti). According to Konieczny, that listing could happen this year only if there is a strong will on the part of thegovernment, as there is currently no plan in this respect, while the latest political uncertainty and IMF visit to Romaniacould delay it.Konieczny told The Diplomat Bucharest that the company is profitable and ready to be listed and efforts are beingmade to urge the Ministry of Transportation to speed up the process. According to current data, the value of CN


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Aeroporturi Bucuresti is EUR 73.6 million, with the Property Fund owning 20 percent, while the Romanian state holdsthe rest. As of March 31 this year, the portfolio of the fund was heavily weighted towards companies operating inelectricity and oil and gas, representing almost 87 percent of the funds net assets value (NAV). In the same period,the fund reported a portfolio of 73 companies, 27 listed and 46 unlisted. According to company data, CN AeroporturiBucuresti registered a turnover of EUR 94.2 million, and a profit of EUR 10.1 million in the same year, from acumulated traffic for the two airports at Otopeni and Baneasa of over 7 million passengers and over 100,000 aircraftarrivals and departures.

According to data provided by the Property Fund, the dividend payout in 2011 was 90 percent. Also on the fundslisting schedule is Traian Vuia Airport in Timisoara, of which the fund owns 20 percent, with a NAV of EUR 2 millionand Mihail Kogalniceanu Airport in Constanta, where it holds the same amount of shares, estimated at EUR 1 million.

Tarom listing preparing for take-off

The listing of the national airline Tarom on the Bucharest Stock Exchange will most likely take place in late June, twomonths later than scheduled under the commitments made to the International Monetary Fund (IMF). According tothe letter agreed by the government and the IMF after the latters last mission in Bucharest, the prospectus setting outthe sale of 20 percent of the states shares in Tarom was scheduled to be published by the end of May, and theprocedure was estimated to be completed by the end of June. The IMF has agreed to the extension, but urged thegovernment to return a Boeing 737-800 aircraft the company hired four years ago, or to renegotiate the rent. Theinitial understanding between the government and the IMF was for the stake to be sold by the end of 2011.After the National Securities Commission (CNVM) approved the preliminary prospectus for the sale of 20 percent ofTarom shares, the listing of the airline was said to have entered the home straight. According to Marius Trif, general

manager of Carpatica Invest, the broker involved in the listing, beside Swiss Capital, the preliminary prospectus fromthe CNVM has been sent to Ministry of Transport, but the manager couldnt estimate when the final version will bepublished.According to Bucharest Stock Exchange data, the IPO for Tarom was scheduled for June this year. Still, according tomarket sources, the listing of Tarom could prove a major failure, due to the large losses registered by the companyfor the fourth consecutive year. However, in 2011, according to its financial reports, the airline reduced its losses by24.2 percent compared with 2010, from EUR 79 million to EUR 14 million, and expected revenues of EUR 7.5 million.Through the IPO scheduled for this month, the Ministry of Transport aims to sell 163 million shares, worth EUR 93million, for RON 2.5 per share.

Ajet bridge (also termedjetway, loading bridge, aerobridge/airbridge, air jetty, portal,passenger walkway or passenger boarding bridge) is an enclosed,movable connectorwhichextends from anairport terminalgateto anairplane, allowing passengers to board and disembark

without having to go outside.[1]

Depending on building design, sill heights, fueling positions andoperational requirements, it may be fixed ormovable, swinging radially or extending in length.[1]

Jetway is a registeredtrademark[2]of JBT AeroTech.[3]However, it is often used in NorthAmerican parlance to refer to any jet bridge, regardless of manufacturer.

Prior to the introduction of jet bridges, passengers would normally board an aircraft by walkingalong the ground-levelrampand climbing a set of movable stairs, or upairstairson aircraft soequipped. Mobile staircases or "ramp stairs" are still employed at many airports around theworld, particularly smaller airports and terminals supportinglow cost carriers.

The first jet bridge in the United States was installed on July 29, 1959 atSan FranciscoInternational Airport.

Advantages

Loading bridges provide all-weather dry access to aircraft jet bridge and enhance the security ofterminal operations. They are often permanently attached at one end by a pivot (or "rotunda") tothe terminal building and have the ability to swing left or right. The "cab", located at the end of
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the loading bridge, may be raised or lowered, extended or retracted, and may pivot, in order toaccommodate aircraft of different sizes.[1]These motions are controlled by an operator's stationin the cab. The cab is provided with an accordion-likecanopy, which allows the bridge to dockwith aircraft with differing shapes, and provide a nearly weather-proof seal. Additionally, manymodels offer leveling devices for the portion of the floor that makes contact with the aircraft; this

allows passengers to slowly transition from level aircraft floor to sloping jet bridge floor. Assuch, jet bridges provide enhanced access to aircraft for passengers with many types ofdisabilitiesandmobility impairments, as they may board and disembark without climbing stairsor using a specializedwheelchair lift.

Airbridges seen here atLondon Heathrow'sTerminal 5, complete with advertising

Some airports with international gates have two bridges for larger aircraft with multipleentrances. In theory, this allows for faster boarding and disembarking of larger aircraft, though itis quite common to use one bridge for only passengers infirst classandbusiness class, while theother bridge is only for the use of passengers ineconomy class. With the arrival of the full

double-deck airliners such as theAirbus A380, it is expected that each deck will have one ormore loading bridges. Such connectors are being constructed atKuala Lumpur InternationalAirportandJohannesburg International Airport. These are already in use atDubai InternationalAirport, KarachiJinnah International Airport,Melbourne Airport,Sydney Airport,SingaporeChangi Airport,Toronto Pearson Airport,Montreal-Trudeau Airport,Incheon InternationalAirportandNarita Airportwith the A380.

Though loading bridges are usually permanently attached at their terminal-building end, leavingonly the cab free to move, this is not always the case. Those atMelbourne Airport's internationalterminal are anchored in the middle and movable at either endthe terminal building-end can beraised or lowered to connect with either the departures level or the arrivals level of the terminal

building.

Disadvantages

Loading bridges restrict aircraft parking to spots immediately adjacent to the terminal. Thus,airports still use mobile staircases to facilitate boarding athardstands(remote parking positions).

Loading bridges may pose hazards to aircraft if handled improperly. If the bridge is not retractedfully prior to departure, it may contact protruding parts of the taxiing aircraft (e.g. apitot tube),requiring repair and delays. Furthermore, during cold weather, the loading bridge may becomefrozen to the aircraft. In this case, when the jet bridge retracts, it could damage the aircraft if that

area has not been properly de-iced.

Loading bridges usually cost more to use than remote stands, so many low cost carriers (e.g.,Ryanair,EasyjetandAirAsia[citation needed]) prefer not to use them.

When regional jets are used, jet bridges have another disadvantage, since they only allow oneaircraft to park at the gate at a time. Several airlines have removed jet bridges at regional jet
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gates at airports such as Atlanta which are short on gates. When boarding on the ramp, airlinescan fit two or more regional jets per gate.

Use at small airports

Jet bridges are occasionally used at smaller, single story airports. This is accomplished by use ofa flight of stairs, and in some instances, a wheelchair lift. In this scenario, a passenger wouldproceed through the gate, but then up a flight of stairs to meet the height of the jet bridge. Anexample of this can be found atSouth Bend Regional AirportinSouth Bend, Indiana.Alternatively, a ramp can be used within the terminal building to bring the passengers from thewaiting area to the height of the jet bridge.Sawyer International Airportwhich is located nearMarquette, Michiganin Michigan'sUpper Peninsulahas jet bridges that can load passengersonto smaller passenger aircraft such as theSaab 340turboprop. TheIthaca Tompkins RegionalAirportatIthaca, New Yorkhas two gates using this approach. This can be done to attract largerairlines that require use of a jet bridge to the airport, to make boarding smaller planes easier fordisabled people, and to improve the boarding process in bad weather.

Use and appearance

At the airport terminal, the bridge is connected to a portal (called a "gate") in the terminal wallbehind the gate desk. Once airplane boarding starts, passengers hand in their boarding passes tothe gate's attendant, who lets them pass through.

Inside, the bridge looks much like a narrow but lighted hallway in an office building, withoutdoors. Loading bridges usually have no windows, but glass walls are becoming more common.The walls are normally painted in accordance with airline standards, generally with relaxing

colours. Some bridges have advertisements on interior or exterior walls.

By using a retractable tunnel design, loading bridges may retract and extend varying lengths.Some airports use fixed walkways to effectively extend the reach of a loading bridge. The fixedwalkway extends out from the terminal building and connects to the loading bridge rotunda.Occasionally, fixed bridges lead to multiple loading bridges. Also, there are some jetways (suchas the ones atEdmonton International AirportandCalgary International Airport) that sit directlyon the ground, as opposed to supports. These jetways are often used by small airlines or airplanesthat are sometimes too low for conventional jetways (such as theDash 8andCRJ).

The cab of the loading bridge is raised and lowered in order to dock with aircraft of differing sillheights. The height of the cab is matched to the height of the aircraft door sill height. This oftenresults in a slope along the length of the loading bridge.

Controls in older systems will contain a large number of individual motor control buttons, withefficient operation requiring a high degree of operator skill and experience. Modern controlconsoles are much simpler, with only a few buttons, a graphic display console, and a singlemulti-axis joystick, with an overall appearance similar to that of avideo game consolein a videoarcade.
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Overview

Catering vehicle

Manyairlinessubcontractground handlingto an airport or ahandling agent, or even to anotherairline. Ground handling addresses the many service requirements of a passenger aircraftbetween the time it arrives at a terminalgateand the time it departs on its next flight. Speed,efficiency, and accuracy are important in ground handling services in order to minimize theturnaround time (the time during which the aircraft remains parked at the gate).

Small airlines sometimes subcontract maintenance to a much larger and reputable carrier, as it isa short-term cheaper alternative to setting up an independent maintenance base. Some airlinesmay enter into aMaintenance and Ground Support Agreement(MAGSA) with each other, whichis used by airlines to assess costs for maintenance and support to aircraft.

Most ground services are not directly related to the actual flying of the aircraft, and insteadinvolve other service tasks. Cabin services ensure passenger comfort and safety. They includesuch tasks as cleaning the passenger cabin and replenishment of on-board consumables orwashable items such as soap, pillows, tissues, blankets, and magazines. Security checks are alsomade to make sure no threats have been left on the aircraft. Airport ground support equipment(GSE) comprise a diverse range of vehicles and equipment necessary to service aircraft duringpassenger and cargo loading and unloading, maintenance, and other ground-based operations.The wide range of activities associated with aircraft ground operations lead to an equally wideranging fleet of GSE. For example, activities undertaken during a typical aircraft gate periodinclude: cargo loading and unloading, passenger loading and unloading, potable water storage,lavatory waste tank drainage, aircraft refueling, engine and fuselage examination andmaintenance, and food and beverage catering. Airlines employ specially designed GSE tosupport all these operations. Moreover, electrical power and conditioned air are generallyrequired throughout gate operational periods for both passenger and crew comfort and safety,and many times these services are also provided by GSE.

[edit] Chocks
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Chocks

Chocksare used to prevent an aircraft from moving while parked at the gate or in a hangar.Chocks are placed in the front ('fore') and back ('aft') of thewheelsoflanding gear. They aremade out of hardwoodor hardrubber. Corporate safety guidelines in the USA almost alwaysspecify that chocks must be used in a pair on the same wheel and they must be placed in physicalcontact with the wheel. Therefore, "Chocks" refers to a pair of chocks connected by a segment ofrope or cable.

Chock is also a verb, as in, "You need to chock that belt loader if you're going to leave it parkedthere," or, "As I was chocking the nose gear, the aircraft's engines were still spinning down."Actual time of departure are recorded for movement messages once the chocks are removed

[edit] Non-powered equipment

Trolley for containers

Trolley for pallets
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[edit] Bag carts

Baggage carts are used for the transportation ofluggage,mail, cargo and other materials betweenthe aircraft and the terminal or sorting facility. Carts are fitted with abrakesystem which blocksthe wheels from moving when the connecting rod is not attached to a tug. Most carts are

completely enclosed except for the sides which use plastic curtains to protect items fromweather.

[edit] Trolleys for containers and pallets

The trolley or dollie are for containers and palettes are used for the transport of loads placed incontainers and on pallets. Both kinds of trolley have inbuilt rollers or balls in the space for theacceptance of containers or pallets for their easier moving. The containers or pallets on trolleysmust obligatory be secured with built-in Stops. The mechanical brake, depending on constructionblocks the wheels when the towbar of the trolley is raised to 90. The trolleys for containers haverevolving deck to make containers turn to the direction of loading on aircraft. On all trolleys the

parts as brake for wheels blocking, the wheels, the towbar, the hook for connecting, stops on therevolving platform, and stops for locking the containers or pallets must be in order or with themis prohibited any transport.

[edit] Powered equipment

[edit] Refuelers

Hydrant truck aircraft refueler.

Aircraft refuelers can be either a self contained fuel truck, or a hydrant truck or cart. Fuel trucksare self contained, typically containing up to 10,000 US gallons of fuel and have their ownpumps, filters, hoses, and other equipment. A hydrant cart or truck hooks into a central pipelinenetwork and provides fuel to the aircraft. There is a significant advantage with hydrant systemswhen compared to fuel trucks, as fuel trucks must be periodically replenished.

[edit] Tugs and tractors

The tugs and tractors at an airport have several purposes and represent the essential part ofground support services. They are used to move any equipment that can not move itself. Thisincludes bag carts, mobile air conditioning units, air starters, lavatory carts, and other equipment.
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[edit] Ground power units

Ground power unit

A ground power unit is a vehicle capable of supplying power to aircraft parked on the ground.Ground power units may also be built into thejetway, making it even easier to supply electricalpower to aircraft. Many aircraft require 28Vofdirect currentand 110V400Hzofalternatingcurrent. The electric energy is carried from ageneratorto a connection on the aircraft via 3 phase4-wire insulated cable capable of handling 200 amps. These connectors are standard for allaircraft, as defined inISO6858.

[edit] Buses

Airport bus

Main article:Airport bus

Busesat airports are used to move people from theterminalto either an aircraft or anotherterminal. Some airports use buses that are raised to the level of a passenger terminal and can onlybe accessed from a door on the 2nd level of the terminal. These odd looking buses are usuallyreferred to as "people movers" or "mobile lounges". Airport buses are usually normal city busesor specialised terminal busses. The biggest producers of airport buses are in China (Shenyang,Beijing, Jinhua), Portugal and Slovenia.[specify]

[edit] Container loader

The loader for widebodied aircraft (cargo platform) is used for loading and unloading of cargoplaced in containers or on pallet. The loader has two platforms which independently raise orcome down. The containers or palettes on the loader are moved with the help of built-in rollers orwheels, and are carried in aircraft across the platforms. The ground handling is different in thedifferent areas. In Northern and South America the pallet is dominating and in Europe and Asiathe container is stronger in use. So there are different container and pallet loaders. - 3.5 to - 7 to,standard version, wide-body, universal (up to main body height) - 14 to - 30 to For military
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[edit] Lavatory service vehicles

Lavatory service vehicles empty and refill lavatories onboard aircraft. Waste is stored in tanks onthe aircraft until these vehicles can empty them and get rid of the waste. After the tank isemptied, it is refilled with a mixture of water and a disinfecting concentrate, commonly called

'blue juice'. Instead of a self-powered vehicle, some airports have lavatory carts, which aresmaller and must be pulled by tug.

[edit] Catering vehicle

Catering includes the unloading of unused food and drink from the aircraft, and the loading offresh food and drinks for passengers and crew. The meals are typically delivered in standardizedcarts. Meals are prepared mostly on the ground in order to minimize the amount of preparation(apart from chilling or reheating) required in the air.

The catering vehicle consists of a rear body, lifting system, platform and an electro-hydraulic

control mechanism. The vehicle can be lifted up, down and the platform can be moved to placein front of the aircraft.

In-flight food is prepared in the flight kitchen which is completely HACCP certified facilitywhere food is made in sterile and controlled environments. The packed food is then placed introllies and wheeled into the Catering truck at the flight kitchen, which can be located within a 5km radius of the airport.

Thereon the vehicle drives to the airport and is parked in front of the plane. The stabilizers aredeployed and the van body is lifted. The platform can be fine controlled to move left-right aswell as in-out so that it is aligned with the door correctly.

The body is made of insulated panels and is capable of maintaining temperatures of 0 degrees bymeans of refrigeration unit.

A special Hi Lift for the A380 plane has been designed and is seen in cities with the A380 traffic.

Some of the manufacturers manufacturing Hi Lifts are Mallaghan Ltd, CTV DOLL, FFG, ByronGSE,Nandan GSE, TLD, Aeromobiles,TIMSAN GSE, etc.

[edit] Belt loaders
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Belt loader

Belt loaders are vehicles w

Documents

A Baggage Handling System