REACHING THE HEIGHTS - Airside International
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E X P L O R I N G G S E , A I R F I E L D E Q U I P M E N T A N D I N F R A S T R U C T U R E | WWW.AIRSIDEINT.COM
SPRING 2017 #AIRSIDEINT
HIGH LIFTS & LOADERS
REACHING
THE HEIGHTS
COMMS SYSTEMS FOR GSE TRACKING ` SIMPLIFYING THE SUPPLY CHAIN
GROUND SUPPORT EQUIPMENT
RELIABLE EQUIPMENT DELIVERED
ON TIME
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CONTACT US
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danny.vranckx@aviaco-gse.com bart.kroonenberg@aviaco-gse.com
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JAMES SHERIDAN
Chairman
EDITOR’S NOTE | CONTENTS
james@evaint.com
PARVEEN RAJA
Publisher
parveen@evaint.com Time is the enemy 2
IAN TALBOT
Sales Manager Reaching the Heights (part one) 10
ian@evaint.com
Communications systems for GSE tracking 16
YASMIN LYDON
Events Coordinator
yasmin@evaint.com Buyer’s Assessment 22
GEMMA KEEN Handling the pressure 26
Events and Circulation
gemma@evaint.com
Simplifying the supply chain 28
SHOBHANA PATEL
Head of Finance Reaching the Heights (part two) 32
finance@evaint.com
SHELDON PINK Looking forward to GSE & Ramp-Ops 2017 38
Creative Director
sheldon@evaint.com
Airport Show 2017 preview 42
SOHAIL AHMAD
Conference Sales Airside update 46
editorial@evaint.com
EDITORIAL CONTRIBUTORS
W
Chris Aaron, Chris Lewis, Megan Ramsay,
Martin Roebuck, David Smith elcome to the Spring 2017 issue of Airside International. This issue
COVER PHOTO, COURTESY of the magazine is in a new A4 format that will display our content
in what we believe will be an even better way. The new design, we
think, is more appealing and does even better justice to our news
GROUND SUPPORT EQUIPMENT
, articles and features.
Address changes and subscription Any feedback on the new design would be welcomed, either by myself,
orders to: circulation@evaint.com Ian Talbot or Parveen Raja.
ISSN 2054-8958
It’s been another few months or turbulence in the world of geopolitics,
PUBLISHED QUARTERLY BY accompanied as ever by economic flux, all of which has its bearing on the
EVA International Media Ltd aviation and – consequently – the airside industries. But one thing that is
Boswell Cottage, 19 South End completely predictable is that the industry continues to grow, in size and
Croydon, London, CR0 1BE, UK complexity. Making sense of that is just part of what Airside International
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Issue 37 © 2017 | www.airsideint.com
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written permission from EVA International Media Ltd MIKE@EVAINT.COM
SPRING 2017 | AIRSIDEINT.COM 1
FEATURE | AIRPORT RUNWAY MAINTENANCE
Time is the enemy
With more and more aircraft using them, it is more important than ever that airports
keep their runways in good condition. But at the same time, the ever-growing number
of flights means that finding a window in which to do this vital work is increasingly
difficult. Chris Lewis reports
R
unways surely represent the most important and in electronic rather than paper format. The better things are
critical feature of any airport; whereas taxiways and documented, the easier the maintenance task, says Chalk.
other aspects of infrastructure are usually to some “Otherwise, you need to start drilling holes to find exactly
extent duplicated, “if you don’t have a runway, you what you’ve got.”
don’t have an airport,” points out Chris Chalk at The length of time a runway can last before needing
Mott MacDonald. significant work undertaken on it depends on many factors,
Chalk, the global practice leader for aviation at the global including the number and weight of aircraft using it, the
engineering, management and development consultancy firm prevailing climatic conditions and the materials it is built from,
based in Croydon in the UK, explains that shutting even one but as a very rough rule of thumb a bitumen runway might last
runway at multiple-runway airports can be tricky at very busy 20 years, while the top layer will need replacing every 10 years.
locations, so it’s often only something that can be done at night, Another factor that can affect the interval between
usually within quite tight time windows. maintenance operations relates to the ground conditions
As with most maintenance, doing work in good time often underneath the runway. Generally speaking, the stronger the
pays greater dividends than letting things deteriorate to the underlying terrain (granite as opposed to light soil or crushed
point that a major rebuild from the foundations up is required. coral, for example) the longer lasting the runway, although
The problem, in most parts of the world, is persuading weak ground conditions can to some extent be compensated by
airport paymasters that this is an effective use of public or a thicker bitumen layer on top.
shareholders’ funds. Runway maintenance just isn’t exciting An important part of the equation, as noted above, is the
compared with building new terminals or so many of the other number and type of aircraft that use a runway. Just as heavy
demands on the public purse. lorries tend to cause more damage to roads than private cars,
Some airports are better at planning maintenance than so larger, heavier widebody aircraft cause proportionately more
others. The same applies to documenting their assets, although wear than narrowbody types. Another, related factor relates to
an increasing proportion of such information is now available the number of wheels on those aircraft. Older narrowbodies
2 AIRSIDE INTERNATIONAL | SPRING 2017
AIRPORT RUNWAY MAINTENANCE | FEATURE
On the apron at Dubai International Airport
with fewer wheels like the B727 or Tristar used to cause a operation. French-owned Colas, for instance, works in a
relatively large amount of damage, whereas some of the newer number of different European countries.
widebodies such as the B787 are relatively gentle by comparison. Expertise will probably have to be imported in less developed
The materials used for runway maintenance, and indeed countries, possibly with a foreign firm acting as lead contractor.
the actual techniques involved, haven’t changed much over While there are similarities to road repair and maintenance,
the years, Chalk informs. Polymers are often added to the it’s unlikely that the local contractors will have the skills – or
asphalt mix to allow it to be laid during a wider range of the necessary airside and security clearance – to carry out
climatic conditions. runway operations themselves. Mott MacDonald itself works
The laying equipment is essentially similar to that used for all over the world.
roads, although runway operations have to take place under Runway maintenance periods are also a good chance to
far greater time constraints – and clearly, quality control has to renew or replace fixtures such as apron lighting infrastructure.
be even higher. GPS and IT systems have replaced string lines, Light fittings will often have to be removed during runway
improving accuracy as well as speeding operations. But the maintenance operations anyway, and many airports might
milling or material and the asphalting process have remained take the opportunity to replace existing lights with superior
largely unchanged. (perhaps LED) ones. Runway markings will also be removed;
Modern, powerful systems used to light the work site these get replaced more often than the surface itself.
have eased the contractors’ task, given that levels of air traffic The opportunity may also be taken to groove the runway
intensity mean that most maintenance at major airports will surface to improve skid performance.
take place in darkness. In the more developed parts of the It is rare for major work to take place on taxiways at the
world, there are specialist contractors who will carry out same time as runways. There is less pressure on taxiways and
runway maintenance operations. US contractors, for example, it is usually reasonable to take some out of use during the
tend to do business primarily in their home country, whereas daytime rather than at night.
in Europe, for example, there is an element of cross-border The weather – principally rain and low temperatures –
SPRING 2017 | AIRSIDEINT.COM 3
FEATURE | AIRPORT RUNWAY MAINTENANCE
is the biggest hindrance to smooth-running maintenance
work. Long-term forecasts are of very little use in trying
to decide whether it will rain or be unusually cold on a
particular day several months hence, though obviously
maintenance planners do avoid periods such as monsoon
seasons or times when winter freezes can be expected. In
some respects, the weather can cause most problems in
temperate climates (such as Britain’s), when rain can happen
at any time, including midsummer.
Usually, planners will build a ‘weather margin’ into their
A runway maintenance
schedules, which is usually – but not always – sufficient to allow programme is crucial “so that
the operation to take place within the planned time-scale. we can make replacements or
DIY – OR CONTRACT OUT? maintenance at the right time”
The extent to which airport authorities perform their own Dan Meincke, director of traffic and
maintenance varies hugely around the world. Dan Meincke, airside operations at Copenhagen Kastrup Airport
director of traffic and airside operations at Copenhagen
Kastrup Airport, says that the airport authority, Københavns
Lufthavne, carries out daily technical maintenance itself
but that asphalt coating is subcontracted via a framework
agreement to a contractor. As with all significant pieces of work
at the airport, the task is subject to EU tenders.
Like any major airport, there is a lot of pressure to keep
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4 AIRSIDE INTERNATIONAL | SPRING 2017
AIRPORT RUNWAY MAINTENANCE | FEATURE
Copenhagen’s runways open, says Meincke, so “maintenance
is assessed from time to time. We are carrying out night work
on the runways, where possible in terms of quality and cost.
We have also chosen to close one day and night at times. The
outlook for wind direction and wind speed affects our decisions.”
A maintenance programme is also crucial “so that we can
make replacements or maintenance at the right time”, both to
ensure continuity in operation, and to keep a handle on costs.
But, above all, safety and maintaining the operation are the
most important factors, Meincke declares.
Multiple-runway airports can have more flexibility in how
and when they carry out maintenance operations. Stockholm’s
Arlanda Airport, for example, has three runways and, says its
head of airside and landside operations, Anders Östlings, “the
strategy is to close one of the three runways every third year for
heavy maintenance”. So, RWY08/26 will be closed during 2017
and the next time it will be closed will be 2020. RWY01L/19R
will be closed in 2018 and in 2021, RWY01R/19L will be closed
2019, 2022 and so on.
Each time, the runway is closed for between four and
seven weeks for resurfacing, instrument landing system (ILS)
upgrades, runway lights upgrades and other work. Different
teams are responsible for the various aspects of the work, but a
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SPRING 2017 | AIRSIDEINT.COM 5
FEATURE | AIRPORT RUNWAY MAINTENANCE
stakeholder in airport operations, Munich Airport always
Hong Kong International Airport from the air
puts safety first, when it comes to airport operations as well
as maintenance”, says Hoffmann. “Therefore, economics is a
secondary – yet not-to-be-neglected – criterion.”
For the world’s busiest international hubs, planning and
scheduling major work is as big a task as the physical work
itself. Chris Garton, executive vice-president for operations at
Dubai Airports, notes that Dubai International doesn’t have
the luxury of time. “Dubai International is a bit different from
other airports. Many close at night, but we are open 24 hours
and in fact our busiest time is between midnight and 3am.”
Moreover, Dubai International handles large, heavy aircraft
including A380s and B777s that will be fully loaded and also
fully fuelled for the long sectors operated out of Dubai, so its
runways take quite a pounding.
single project manager is responsible for the overall plan. When Dubai Airports carried out an 80-day comprehensive
Östlings adds that Arlanda has not so far been forced to do upgrade project at Dubai International in May 2014 –
runway maintenance at night, “but as the traffic has increased resurfacing the entire 4,000-metre long northern runway –
for a number of years we are looking into the possibility to do some services were diverted to the emirate’s new Dubai World
that in the future in order to reduce the number of weeks of Central (DWC) Al-Maktoum Airport, while flights at Dubai
closure.” (Arlanda has no night curfew and is open 24/7). International were thinned out; in some cases, two flights
The airport authority uses contractors for runway normally operated by smaller aircraft were combined into a
maintenance such as asphalt sealing and resurfacing, with single A380-operated service. Planning for the event had to
only minor jobs performed by its own staff. The availability start two years in advance, Garton explains, which made it
of labour can be a barrier to maintenance operations around possible for airlines to reduce flights well in advance rather
the clock – as can cost, although clearly “the cost can never than cancel them and disappoint pre-booked passengers.
affect the quality of work because safety is always a priority”, Long-term closure of what is now the world’s busiest
Östlings promises. international passenger air hub just isn’t an option. Quite apart
At Germany’s Munich Airport, runway inspections and from the estimated 28% of Dubai’s GDP that is dependent
short-term maintenance are carried out by the airport operator, on aviation, it would have far-reaching consequences for the
but larger-scale scheduled maintenance is undertaken by global economy too.
reliable long-term partners and contractors – for example, Other airports in colder climates have to deal with the
rubber removal, which can be scheduled and takes place about problem of snow removal; but for Dubai the issue is rubber
three times a year. removal from the deposits left by close on 1,200 movements a
Economy, functionality, quality and durability all come into day, a problem exacerbated by the hot temperatures. As night
the equation when deciding what maintenance equipment to work isn’t an option, the task has to be undertaken during the
buy, explains the Bavarian gateway’s vice-president of airport heat of the day and Dubai Airports has developed specialised
operations, Alexander Hoffmann. Moreover, compliance vehicle-mounted removal equipment – essentially a combined
with legal, industry and internal standards, and laws on water scrubber and vacuum – to avoid sending crews out in 52
occupational safety and health must also be taken into account. degree temperatures. The system has been enlarged to the point
Electronics and IT are also now key drivers in where it can sweep a 2-metre width of runway.
increasing maintenance process efficiency, reducing costs Dubai Airports uses a mix of in-house engineering
and improving quality while meeting demanding safety expertise and sub-contractors – in the latter case, often the
standards, Hoffmann adds. original equipment manufacturers (OEMs) that supplied
Munich says it operates one of the world’s most efficient the equipment in the first place – to carry out its regular
dual-runway systems, serving around 1,100 aircraft movements maintenance. Sourcing labour is not an issue in this part of
every day, although national regulations stipulate that it is the world, although the airport tries to do as much vehicle-
subject to night curfews from midnight to 5:00am, with one based work as possible rather than send crews out in the
runway available for emergency and other special-permission midday sun.
traffic. Schedulable maintenance usually takes place on the The rather colder weather conditions on the east coast
second, inactive runway during night curfews. of Canada also influence maintenance operations at Halifax
As at other airports in developed Western countries, Stanfield International Airport, explains its manager of air-side
availability and cost of labour is an issue, “but as with any other services, Chris Altass. Asphalt repairs generally only take place
6 AIRSIDE INTERNATIONAL | SPRING 2017
AIRPORT RUNWAY MAINTENANCE | FEATURE
Pittsburgh: in the warmer months between mid-May
and 1 December; conditions are too cold
means that closing one runway may restrict
the available length for the one that remains
maintaining in the depths of winter (Halifax recorded a
total snowfall of 165cm last winter).
operational. Whenever possible, the airport
tries to ‘batch’ maintenance activities,
24-hours-a-day Halifax Airport Authority’s own programming the work for pairs of runways
infrastructure department carries out line at a time. That way, it can be carried out on
operations painting and smaller asphalt repairs; larger whichever runway has the less favourable
work is subcontracted through a “robust” conditions for aircraft operations at that
project management procedure. time, while the other remains active.
Pittsburgh International Airport There are four runways at Halifax, Line painting is a big part of Halifax’s
maintains all its runways and which makes for a high degree of flexibility, maintenance operation, as the chemicals
taxiways, along with the outer
apron, while airlines contract although the intersecting runway pattern used for de-icing tend to affect the paint.
with individual vendors to
perform services on their leased
gate areas, explains Bob Kerlik,
vice president, media relations
at Allegheny County Airport Any sweeper can claim to be as good as
Authority, operator of Pittsburgh
International Airport.
Pittsburgh International is not
limited by curfews and remains
open 24 hours a day, seven days On the flight line it’s a bit more difficult
a week. “We’re fortunate to have The FOD*BOSS airfield sweeper performs better than any sweeper seen before. From its high
four runways, one of which we
typically close during the winter collection capabilities to its amazing speed and unrivalled efficiency, it is not just the ultimate FOD
when possible,” Kerlik informs. sweeper, it is the ultimate FOD*BOSS.
“We provide an estimate of the The result? A virtually maintenance free tarmac sweeper capable of removing dangerous material
length of time it will take to clean such as rocks, metallic or non-metallic objects, luggage hardware and even sand, that has a sweep
the runway and adjust to meet the width up to 22 ft/7 m and operates at speeds up to 30 mph/50 kph in wet or dry conditions.
demands of air traffic with safety This patented sweeping system comes with an unconditional lifetime money back guarantee
being first priority.” on performance and durability.
“Single-runway airports must Put the FOD*BOSS to the test, if at any time it is proven not to be the world’s best FOD sweeper,
co-ordinate their activities more return for refund. See for yourself what separates the truly exceptional from the merely average.
closely with the control tower
and be prepared to evacuate
the runways on shorter notice
for landings and take-offs,” he
continues. “They tend to be easier
to maintain since there is only
a single focus, while multiple
runways can be more difficult (to
maintain and operate), especially
during prolonged events.
“When purchasing equipment,
airports discuss reputation,
capability and reliability with
each other in similar weather
environments and base the final
decision on what their budget
will allow,” Kerlik remarks.
“Multi-function equipment which
allows one piece of equipment
to replace two (plough and
broom, for example) is great,
reducing labour and equipment
along with the associated fuel
and maintenance costs. The use Photo courtesy of NASA
of global positioning tracking
FOD GONE
makes assigning duties safer
and more efficient.” Q
“Multiple runways For more information or contact details of your local worldwide distributor please visit or email:
can be more difficult www.fodboss.com or fodboss@aerosweep.com
The FOD*BOSS system is subject to patents and or patent applications.
to maintain”
SPRING 2017 | AIRSIDEINT.COM 7
FEATURE | AIRPORT RUNWAY MAINTENANCE
On the other hand, rubber removal is less of an issue than at
airports in hotter climates.
Halifax also has sophisticated systems both to detect current
temperature and weather conditions and to predict incoming
weather. These are very useful for avoiding unnecessary
application of de-icing chemicals and they also play a role in
deciding whether and when operations can be carried out.
Two runways don’t necessarily give a great deal of spare
capacity at the world’s biggest hubs. For instance, Hong
Kong International Airport (HKIA) – the world’s busiest
international air cargo gateway and one of the busiest
passenger airports – is now handling over 412,000 movements
a year, or an average of over 1,100 flights per day.
In fact, informs an airport spokesperson, the pressure to
complete runway maintenance in a shorter and shorter time
due to that increasing air traffic demand is one of the reasons
why there is a pressing need for HKIA to expand to a three-
runway system. The third runway project is scheduled to be
completed in 2024 and is expected to allow the airport to
handle 607,000 flight movements a year by 2030.
The Airport Authority of Hong Kong’s own team works
with contractors to maintain HKIA’s runways, including
routine maintenance such as rubber removal and the painting
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8 AIRSIDE INTERNATIONAL | SPRING 2017AIRPORT RUNWAY MAINTENANCE | FEATURE
of runway markings. It also closely monitors the condition of
the runway pavement, including evaluating and analysing its
structure, roughness and ride quality.
As well as this, there is preventive maintenance, such as
runway asphalt resurfacing works to improve or keep the
Munich says it operates one of the world’s runway condition at a high standard. The airport also carries
most efficient dual-runway systems out corrective maintenance to rectify defects that negatively
impact runway performance, such as pavement crack sealing
and pothole repair.
Under the current two-runway system, HKIA can close
one of the runways for maintenance every night from 1:30am
until before 8am, while the other remains open to allow 24-
hour operation of the airport. But with increasing traffic, it
is exploring different ways, including enhanced equipment,
to boost efficiency of the work to release more time slots for
aircraft movement.
Measures introduced since 2014 include automated distress
survey equipment to increase the reliability of the results and
quality of the data in the pavement condition survey. Recently,
the airport operator also conducted a trial run to test the
feasibility of using high-speed imaging technology for airfield
ground lighting to enhance speed and precision of lighting
checks to spot faulty lights more quickly. Q
Airport performance delivered,
from approach to departure
Visit us at
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SPRING 2017 | AIRSIDEINT.COM 9FEATURE | HIGH LIFTS AND LOADERS
Reaching the heights
Whether it might be to help those passengers who can’t negotiate steps and so require some
assistance to board or leave aircraft, or for loading cargo, or for maintaining aircraft,
handlers and other airline service providers have to work at height. We assess the latest
developments in the GSE world of catering trucks, ambulifts, loaders and lifts
TLD stays cutting edge
T
LD is active right around the globe, offering a wide this field, with its reGen loader using (a) regenerative system
range of GSE through a global sales and service network. to save energy and better manage battery capacity and life,”
Its products are in use at all of the major airports around Maguin observes.
the world, its portfolio covering aircraft tractors, air “On top of enabling a green and quiet environment,
starters, ground power units and air-conditioning units, electric loaders are (also) now priced competitively with diesel
belt loaders, passenger steps, baggage tractors, transporters, loaders and they offer a significantly lower TCO (total cost
lavatory and water service units, catering trucks, trailers and of ownership), to the point that the difference in operational
dollies, as well as maintenance platforms and cargo loaders. cost on a 10- to 15-year basis is equivalent to their acquisition
On the loader side of its business, there are currently price,” he continues. “We see most of (our) customers
two main areas of development on which TLD is focusing worldwide progressively switching to the reGen technology.”
its efforts, explains group CEO Antoine Maguin. The first
concerns electrification of its loaders. Today’s technology REGEN
allows loaders, especially the 3.5-tonne and 7.5-tonne ones, to Mark Garlasco, CEO of TLD USA, explains more about the
operate for a sustained period of time such that their batteries benefits of TLD’s reGen technology, which is fitted to the
now need to be recharged only overnight. “TLD is a pioneer in manufacturer’s TXL-838 series of 7-tonne lead acid battery-
10 AIRSIDE INTERNATIONAL | SPRING 2017HIGH LIFTS AND LOADERS | FEATURE
powered loaders. ReGen offers a couple of very specific
advantages over systems not employing the technology, he “TLD is a pioneer in this field,
informs.
The first relates to the system’s ability to recycle some of with its reGen loader using (a)
the mechanical energy that would otherwise be lost when the regenerative system to save
loader platform is lowered; that recycled mechanical energy is
captured in the reGen system’s super-capacitors and can then energy and better manage battery
be used in the next lift. capacity and life”
Second, those same super-capacitors allow the reGen’s
Antoine Maguin, group CEO, TLD
current management system to avoid drawing large spikes
of current out of the loader’s batteries, a characteristic that
is typical of all electric loaders but that has an adverse effect because more and more airports around the world are putting
on battery performance: large current spikes not only lessen in place the GSE battery-charging infrastructure required for
battery output but also create heat that stresses a battery and such units.
reduces its useful life before requiring replacement. This
patented system is unique to TLD, Garlasco notes. ASD
TLD’s reGen is now in its third-generation format, he The other big change in loader technology being supported by
confirms, the first iteration dating back nearly 10 years. The TLD development concerns safety systems for GSE working
system was developed as a result of discussions with customers with the new composite fuselage aircraft (the B787 and A350)
who were looking for a particularly high level of autonomy – types, an issue that represents such a concern for the aviation
high utilisation rates between periods of charge – and it is now industry today. “With 3D cameras, we are now controlling the
in use on TXL-838 loaders right around the world, in both hot approach and docking of loaders to aircraft,” Maguin says. New
and cold environments. The pace of delivery is rising, in part continues page 13
SPRING 2017 | AIRSIDEINT.COM 11FEATURE | HIGH LIFTS AND LOADERS
JBT’s Ranger offers big benefits
was able to demonstrate a IN COMMAND
prototype of the loader which, Sales have already been
says Cecil, received a good encouraging, Cecil confirms.
deal of positive feedback And, of course, for those who
but which also elicited some don’t feel the Ranger is ideal
recommendations for design for them they can always fall
changes that could then be back on JBT’s longstanding
incorporated into the Ranger’s Commander series of loaders
development by JBT. – a range of units which takes
Another Ranger was on in the C15i, C30i, C40i and
the stand at the International C60i series of vehicles (also
Airport Ground Support available for cargo handlers
Expo in Las Vegas in are JBT’s CLT-8 and CPT-7
October last year, with initial loaders and transporters,
production of the model also CLT being Container
launched during 2016 in Lifting Transporter and
Madrid. As well as in JBT’s CPT being Container Pallet
manufacturing facility in the Transporter). Given that JBT
Spanish capital, the Ranger and its former incarnations
will also be manufactured have sold perhaps 10,000
K
in the company’s Orlando or so loaders since the
evin Cecil, JBT’s of up-time utilisation and and Kunshan, China plants, company’s early days, and
Orlando, Florida-based could offer a rapid return on thus speeding up both many of those units are still
loader engineering investment (RoI). manufacturing runs and in use, clearly durability
manager, explains The JBT response was the deliveries to end-customers hasn’t been a big problem.
that the biggest recent Ranger loader, which offers all wherever they may be (and, Some of these loaders,
change in the JBT offering of these things, Cecil says – in Cecil confirms, the Ranger such as the Commanders,
in this product space has particular, it offers fast drive is designed with the global may well also benefit from
been the development of the speeds for those units serving market very much in mind). the ‘trickle-down’ effect of
company’s all-new Ranger stands far apart on bigger The Ranger has not yet what was learned during
cargo loader, ideal for serving airports as well as excellent finished its evolution. Other the Ranger’s development,
a wide range of passenger value for all its capability. variants will be developed Cecil believes. They will
aircraft. Recalling a complex The initial discussions and released on to the market also come to benefit from
product development cycle, with potential customers in coming months and years. other improvements being
he observes: “A few years ago and amongst JBT in-house For example, JBT’s Aircraft made across JBT’s GSE
we saw that there was a big engineering and development Proximity Detection (APD) product lines. One of these
change taking place in the teams having taken place, system will be fitted, while the is the company’s Intelligent
GSE market. Many of the big by 2015 JBT was heavily development of a maindeck Operations Performance
carriers were transitioning into engineering product loader variant is now being System (iOPS), which
across to using third-party planning. In October of that wrapped up and is expected to offers Computerized
handlers, and there weren’t year, the GSE manufacturer be on sale later this year. Maintenance Management
the loaders available in the Systems (CMMS), tracking,
market that they thought were monitoring and equipment
ideal for their needs.” For those who don’t feel the Ranger data in one real-time
In particular, these technology package. iOPS
handlers (and some of is ideal for them they can always will soon be rolled out
JBT’s self-handling carrier fall back on JBT’s longstanding on JBT’s Ranger loaders,
customers) were looking for before also being fitted to
loaders that were fast across Commander series of loaders Commander loaders by about
the ground, had high rates the middle of this year. Q
12 AIRSIDE INTERNATIONAL | SPRING 2017HIGH LIFTS AND LOADERS | FEATURE
regulations are coming into force that require these systems will also automatically freeze the unit in situ. The operator is
on all GSE docking to aircraft fuselages, he points out, adding: not able to override this.
“Many of our customers are now buying cargo loaders, but also The industry is not yet quite ready to take the operator
belt loaders and stairs, equipped with our ASD (Aircraft Safe completely out of the loop, Garlasco opines. However,
Docking) system.” that day may be coming, he believes, and TLD is certainly
Garlasco, based in the US in TLD’s Windsor, Connecticut looking at systems that would take full control as and when
facility, describes ASD as an “elegant solution” to the necessary.
danger of impact damage. The technology leaves the GSE TLD’s Sherbrooke, Canada facility takes the lead on
operator in control, he says, but reinforces the controlled manufacturing the company’s loaders. It is located close to
environment that is an everyday feature of modern airside the US border and has easy access to transportation routes
aprons. Should the operator exceed the mandated speed on and international airports. The factory has a long GSE
approach to an aircraft, or should he come too close to an manufacturing tradition, starting as Cochran Equipment in
aircraft, the ASD system will apply the vehicle’s brake. Plus, 1956, before becoming a Lantis facility and subsequently TLD.
any operator who enters an apron area around an aircraft TLD designs and assembles cargo loaders (of 7.5-tonne
must switch the system on, an action that will be indicated to 36-tonne capacity), baggage belt loaders and conventional
by a beacon attached to the unit (thus making it obvious to tractors at Sherbrooke. TLD Sherbrooke is also where the
all if the unit enters the area around an aircraft without its company developed its PFA-50 air-transportable, self-propelled
beacon flashing). aircraft cargo loader for military application, and its DBL
Finally, should an accident occur, the system will record model, the largest aircraft loader in the world, designed to
relevant unit data pertaining to the time of the collision, and handle aircraft fuselage sections or entire wings. Q
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SPRING 2017 | AIRSIDEINT.COM 13FEATURE | HIGH LIFTS AND LOADERS
TREPEL keeps its focus
C
arsten Schimkat has that will come into force in
been at the helm 2018 is raising a lot of new
of Germany-based requirements and questions
GSE manufacturer from our customers,” he says.
TREPEL Airport “New systems must adapt to a
Equipment for more than a wide variety of environments
year now but, explains sales and operational modes. They
manager Philippe de Soyres, are not only a challenge
as there had already been a for the manufacturers but
transitioning period from they also force the ground
previous chief Klaus Pfeiffer handlers to question the way
to Schimkat over the previous they operate.”
few years, there was no Otherwise, TREPEL has
awkward hand-over period. also made some smaller
“Our main focus is now on improvements to its loader
maintaining our market portfolio as a result of
share in the loader business feedback from customers,
and increasing market such as new handrails and
share in the aircraft tractor new tyres for its Challenger
business,” Schimkat confirms. 430 units.
“Furthermore we are planning “The demand for our
to add more products to our loaders was very high in 2016
portfolio in order to grow the and so far we have not seen
company.” a decline in this demand; the
There has also been an market remains buoyant,”
expansion of the TREPEL de Soyres reports, noting
footprint at its site in in particular that TREPEL’s
Tauberbischofsheim. “We electric loaders are certainly
now have a new building attracting more attention,
dedicated to our customers especially in the EU, where
and to inspecting and testing particularly strict regulations
finished equipment. This covering diesel engines are
new facility offers more space leading to more and more
“The demand for our loaders
for manufacturing tasks in expensive diesel engines that was very high in 2016 and so
our factory, enabling us to
simultaneously assemble
are also more complex to far we have not seen a decline
maintain.
more equipment,” de Soyres “The readiness of airports in this demand; the market
points out. to provide the adequate remains buoyant”
Meanwhile, TREPEL infrastructure for (charging
Philippe de Soyres, sales manager, TREPEL
has developed a new the batteries of) electric
‘Aircraft Approach System’ loaders remains pivotal” in
for its loaders that meets this regard, he insists, but
International Air Transport considers that the industry
Association (IATA) safety will continue to see rising
requirements. “The new demand for electric loaders
IATA Airport Handling due to the complexity and Read more on
Manual (AHM) standard higher TCO of loaders with high lifts and loaders:
on safe aircraft approach Stage 4 and Stage 5 engines. Q page 32
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www.itwgse.com It’s all about connectionsFEATURE | GSE TRACKING
Communications
systems for GSE tracking
Tracking GSE location and status has a range of benefits for different users, and new
technologies are making it easier to achieve. Chris Aaron looks at the communications
technologies that underpin GSE fleet tracking
T
racking ground support equipment is now a Other unexpected benefits may arise from the
commonplace function at larger airports, at least for collection of ‘big’ GSE data over time. For example, a
motorised GSE units, and the benefits are proving recent study by a Dutch Master’s student (1) looked at
to outweigh the costs of establishing the relevant the movement of baggage carts and dollies on the apron
infrastructure. at Amsterdam Airport Schiphol. The study related to
These benefits have been discussed in previous Airside the perceived need for more space in parking bays to
articles but, to recap briefly, they include improved improve safety and efficiency. After physically observing
operational flexibility from having a real-time picture of movements in the area, the author concluded that more
the location of GSE units around the airport; utilisation careful driving and parking, as well as better apron
efficiencies resulting from analysis of data on how different design, would in fact have more impact than extra
GSE units are used over time; fleet optimisation in terms space. While this study recorded vehicle movements
of matching availability to demand, and scheduling vehicle manually, one can see how useful a database of all vehicle
maintenance; and safety and good-use monitoring through movements over time could be in improving apron design
collection and correlation of vehicle and driver data. and driver behaviour.
16 AIRSIDE INTERNATIONAL | SPRING 2017GSE TRACKING | FEATURE
On the apron at Schiphol, one of the big airports at
which GSE tracking is now used
MORE DATA, MORE USERS
When one considers all the benefits outlined above, it becomes
obvious that collecting location information, while fundamental,
is only one aspect of a wide range of performance measurement,
data collection, display, and analysis functions that are tied up
with ‘tracking’ GSE. Furthermore, the primarily one-way flow
of data from vehicle to operator is likely to change as data is
shared more widely between different users (handlers, airport
management, security, etc), and as driverless and autonomous
vehicles are eventually introduced onto the ramp, necessitating
more two-way flows of data. In consequence, a large airport of
the future is likely to see vastly more data being communicated
between many more nodes than at present.
As the GSE tracking sector matures, solutions will also be
needed for smaller airports that cannot currently justify the
cost of installing the necessary infrastructure. Solutions that
can be scaled down once the technology has been proven
at large airports are therefore likely to be at an advantage.
In a similar vein, solutions that can be used equally well on
non-motorised as motorised GSE units will be attractive; this
means that aspects such as unit cost and power consumption
become more important.
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SPRING 2017 | AIRSIDEINT.COM 17FEATURE | GSE TRACKING
as a driver identification device). Similarly, at the display
and analysis level, fleet management information systems
The mention of fixed or mobile are now familiar technology, with customisability being a
repeater devices indicates the prime driver among the competition. These two levels of the
architecture are therefore fairly well established.
possible use of autonomous mobile In contrast, the area that appears to be in flux, and which
repeaters that can move around to will be decisive in shaping the overall architecture of tracking
solutions, is the communications system between vehicle and
‘heal’ potential gaps in the network manager/user (or to put it another way, between data sensing
and data usage).
ARCHITECTURE COMMUNICATION APPROACHES
Given the factors outlined above, it may be that a particular Several recently published patents illustrate two approaches to
system architecture will emerge that proves most successful. communication of GSE data at an airport.
In terms of determining a unit’s location, speed, status, The first, published in 2016 2, was filed by ADS-B
driver details and so on, the relevant sensors are well Technologies LLC, and describes a system using an
known. This is not to say that new technical solutions will ADS-B OUT transmitter and a second transmitter using
not arise (for example, the use of ground-facing cameras a non-ADS-B protocol, both mounted on a GSE unit, to
along with markings on the ground may be an alternative transmit data from the unit to a control station. The ADS-B
to GPS), but they are unlikely to change the architecture transmitter can be turned on and off depending on the
of the system as a whole. An optimal solution at this level location of the unit within the airport – specifically, whether
is likely to offer core parameter measurements (such as it is in a safety/security priority area. In this way, the system
location), with additional plug-and-play features (such utilises the ADS-B system that is being introduced in several
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18 AIRSIDE INTERNATIONAL | SPRING 2017GSE TRACKING | FEATURE
countries, and would enable any user with an ADS-B receiver that then makes the data available to users over existing
to see the location of GSE equipment in sensitive areas in communications infrastructure.
real-time, while using a non-ADS-B protocol to communicate This is essentially a mesh network solution using GSE
data when the unit is in a less-sensitive area. The logic seems units as nodes. The patent states that the solution involves
to be to reduce clogging up the ADS-B frequency with less “vehicle-mounted integrated end-device radio/GPS/power/
crucial transmissions, while using its broadcast potential antenna units, fixed or mobile router/repeater devices and
when a GSE unit is in a sensitive area. fixed network gateways/coordinator units with Internet
A similar patent was filed by THALES in 2005 3, in connectivity that may communicate near real-time end
that case varying the regularity of ADS-B transmissions device (vehicle) position/track information for display on a
depending on the location of the GSE unit – frequent situational awareness display device”.
transmissions in more sensitive areas, less frequent updates The mention of fixed or mobile repeater devices indicates
in non-sensitive areas. the possible use of autonomous mobile repeaters that can
Both these patents describe a communications system that move around to ‘heal’ potential gaps in the network, although
is essentially a direct, one-way broadcast from the GSE unit to in the immediate future fixed repeaters are more likely to be
a receiving ‘ground station’. installed based on analysis of real traffic-patterns.
Another patent published in 2016, filed by Rockwell This solution is similar to that of the Dutch company
Collins 4, describes a different communications approach Undagrid, which has developed a tracking system called
for GSE. This solution uses the presence of a large number GSETrack. GSETrack is already being used at Schiphol
of GSE units in a confined space (the airport) to create a Airport, Frankfurt, Dubai International Airport and Paris
network that communicates data across it. Thus transceivers Charles de Gaulle. Their devices use a mix of Bluetooth
are mounted on GSE units and low-power, line-of-sight low energy (Bluetooth SmartTM), LoRa, and Undagrid’s
radio transmissions pass data from one GSE unit to another. proprietary protocol to transmit data between units and then
Networking protocols deliver the data to a fixed ‘node’ to the ‘Cloud’ for access by users, and claim to be able to
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SPRING 2017 | AIRSIDEINT.COM 19FEATURE | GSE TRACKING
function for several years on just two AA batteries.
The combination of low power consumption and
Coming together
automatic network configuration means the mesh-type
solution is suitable for non-motorised GSE and is inherently Swiss airport IT specialist airport partners to work
scalable. ADS-B, on the other hand, is likely to become a SITA regularly publishes more closely together and
worldwide standard that can be extended from the aircraft to reports on developments share data. According to
in the aviation sector. In its Howell, Gatwick Airport’s
GSE units if the right price points for units can be delivered. latest report, ‘The future is use of data integrator
predictable’, Chris Howell, Splunk Cloud has given it
the head of business a single, real-time view of
WHICH DIRECTION? systems at Gatwick performance, and it has
What will determine the eventual proliferation of one solution Airport, observed: “Most improved collaboration with
or another? Price, reliability and scalability ought to be major equipment on the airfield ground handlers, airlines
– tugs, trucks, towing and air traffic control.
factors, but other influences will come into play. The end devices – and some inside A-CDM is an important
user is more interested in the benefits that a system provides the terminal – buggies for initiative, and as
example – is not owned by EUROCONTROL notes: “The
than the technology used. Therefore a provider with a great Gatwick and doesn’t have ground handler will benefit
fleet management system may influence the communications sensors.” from having more accurate
infrastructure adopted, or a GSE unit manufacturer could Howell points out that in-block times for arrivals,
choose whether or not to make certain data more or less responsibility for installing as well as from knowing
sensors on GSE units lies the exact time departing
openly available. The greater revenues are to be made at the with the ground handlers, aircraft have been given
major airports, and smaller airports will want to make as much but insists that the airport start-up clearance. This
is playing its part by makes for more accurate
use of any mandated systems like ADS-B that they can. creating a data-sharing planning and a more
In the end, it might well depend on whether a mesh-like infrastructure that can be efficient use of resources.”
communications provider can form an appropriate alliance used by all its partners: However, its cost-
“We have established effective implementation
with a great fleet information management system supplier. Q a standard interface to depends on having a
share data – now ground reliable, inexpensive
handlers can track onboard communications
1) Oorsprong, P; The Design of a Future Apron for the New A-Pier,
equipment as and when infrastructure through
Master’s Thesis, 2016 it becomes equipped with which data can be passed.
2) Patent: Techniques for reporting on or tracking ground vehicles sensors,” he noted. The sooner a standard
(US9311821 B2) This effort is part of solution is determined,
3) Patent: Onboard device on a vehicle for traffic surveillance an Airport Collaborative the better it will be for all
systems in an airport (WO2005052887 A1) Decision Making (A-CDM) partners. Q
4) Patent: Dynamic ground vehicle tracking and reporting system initiative that encourages
(US9275550 B1)
Frankfurt Airport is another of the big European
gateways to benefit from GSE tracking technologies
20 AIRSIDE INTERNATIONAL | SPRING 2017BUYER’S ASSESSMENT | BUSSING
Andy Willis, transport operations manager
buses at the UK’s Manchester Airport
Buyer’s Assessment
A
In this first Buyer’s Assessment, a feature ndy Willis, transport operations manager buses at
Manchester Airport, looks after the northern UK
that will form a regular part of gateway’s fleet of buses, both landside and airside.
Airside International, we take a look He holds the operator’s licence for those buses and is
at the importance of the airside bussing responsible for compliance with that license, while
overseeing their 24 hours a day, 365 days a year operations.
operation at the UK’s Manchester Airport, It’s no small job, but he has 21 years of experience in
and the Cobus vehicles used to serve it the job to help him. In fact, Willis was a prime contributor
to setting up the modern airside bussing operation at
Manchester back in 1997, he confirms.
The landside and bussing operations at Manchester
form part of the wider responsibilities of the Passenger
Transport Services division at the airport, which also
encompasses trolley collection, transfer baggage movement
and airside passenger transfers between terminals, the
last of which requires a set of smaller transport vehicles
– Alexander Dennis Enviro200 single-deck buses. The
Passenger Transport Services operation requires no less
than about 300 staff.
22 AIRSIDE INTERNATIONAL | SPRING 2017BUSSING | BUYER’S ASSESSMENT
But it is the landside and airside bussing operations that
Willis directly oversees, and this is sufficiently complex in its
own right. Landside, 36 Alexander Dennis and Optare buses The landside and bussing
ferry passengers to the airport from the airport car parks, and operations at Manchester form
back again upon their return to the UK. Airside, 33 Cobus
buses transport travellers to remote stands from the airport part of the wider responsibilities of
terminals, and vice versa. the Passenger Transport Services
Manchester Airport is responsible for – and operates –
all these buses. The vehicles are serviced by the gateway’s
division at the airport
own engineers, and small levels of accidental damage can
also be fixed on-site. For more significant levels of damage,
a vehicle will either be repaired by a subcontractor, or sent service providers operating on the apron. Yet Manchester
back to the manufacturer for repair there. The airport’s Airport guarantees a high level of performance from its
Motor Transport (MT) department, which handles bus bussing operation through strict service level agreements
operations and their servicing, includes about 30 full-time (SLAs) confirmed with the relevant ground handling agents
fitters and, as well as looking after the airport’s own buses, (GHAs).
also carries out maintenance and repairs for third parties
– some of the vehicles and GSE operated by the handlers AIRSIDE FLEET
active at Manchester. The airport’s airside bussing operation is handled by a fleet of
This is another example of how the airport authority is six Cobus 2700 – acquired just last year – and 27 Cobus 2700s
taking some of the onus off the gateway’s handlers, Willis buses. The 2700 can take about 95 people, and are particularly
says. In particular, because the airport provides all airside suitable for handling the ever-greater number of A380s now
bussing, this takes away that requirement from third-party flying into Manchester; although the vast majority of these
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SPRING 2017 | AIRSIDEINT.COM 23BUYER’S ASSESSMENT | BUSSING
“The buses do what they
say on the side of the tin”
Cobus buses on the apron at Manchester Airport
superjumbos will dock at terminal piers rather than at remote a huge expansion programme, one that has been described
stands, when they do dock remotely the MT division will send as the (English) north-west’s biggest-ever infrastructure
about seven 2700 buses to move the 619 or so people that can development project, part of the effort to meet the demands
be carried on these huge aircraft. The slightly smaller 2700s of the rapidly rising numbers of travellers using the gateway.
buses carry about 70 people to and from remote stands. They Larger numbers of passengers, a bigger airport requiring
are operated in three shifts of eight hours, every day of the year, more remote (off-terminal) stands and bigger aircraft
and Willis is in no doubt about the worth of these vehicles and operated by more and more carriers (Singapore Airlines
of their manufacturer. launched A350 services through Manchester in January,
“They are the best bit of kit an airport will ever buy,” he for example, adding to the A380 link offered by Emirates,
enthuses, pointing to their benefits in terms of reliability, low while Qatar Airways and Etihad are amongst the other
fuel consumption and durability. “Our drivers love them, they big long-haul carriers upscaling their operations through
won’t drive anything else,” Willis continues, also highlighting Manchester) all mean that the airport’s airside bus fleet is
the value of the quick and effective after-sales service offered likely to grow in the near future. The forecast is that the
by their manufacturer – Cobus will send an engineer to deal airport may need to handle up to 42 million passengers a
with any problem very quickly, he confirms. “When you buy a year by 2024. And, given Willis’s role in any procurement
Cobus you don’t just buy a product: you join a family and we decision, it seems highly likely they might well be
have such a great relationship with Cobus.” transported on Cobus buses.
“The buses do what they say on the side of the tin,” These buses also fulfil an important ancillary role, in
Willis assesses. And more may well be procured in the near addition to their regular airside passenger transport. They
future, as Manchester Airport is currently in the midst of are on permanent standby to react to any airport emergency,
24 AIRSIDE INTERNATIONAL | SPRING 2017You can also read
