THE IMPACT OF COVID-19 PANDEMIC ON THE FUTURE AIRPORT PASSENGER TERMINALS DESIGN - Ijtte
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International Journal for Traffic and Transport Engineering, 2021, 11(1): 129 - 142
DOI: http://dx.doi.org/10.7708/ijtte.2021.11(1).08 UDC: 656.71.072.5:614.38
616.98-083:578.834
THE IMPACT OF COVID-19 PANDEMIC ON THE FUTURE AIRPORT
PASSENGER TERMINALS DESIGN
Igor Štimac1, Jelena Pivac2, Matija Bračić3, Miroslav Drljača4
Faculty of Transport and Traffic Sciences, University of Zagreb, Zagreb 10000, Croatia
1,2,3
1,4
Zagreb Airport Ltd., Rudolfa Fizira 1, 10410 Velika Gorica, Croatia
4
Department of Sustainable Mobility and Logistic, University North, Koprivnica, Croatia
Received 30 October 2020; accepted 8 December 2020
Abstract: The COVID-19 pandemic has had a huge influence on air transport. For the first
time two thirds of the global aircraft fleet were grounded; airports recorded a decrease of
70-95% in passenger traffic, and many airlines went bankrupt. The negative trends of air
traffic operations automatically decrease airport aeronautical and non-aeronautical revenues,
bringing airports to the very bottom level of financial survival. However, after several months
and after implementing the World Health Organization anti-COVID-19 measures, a small
positive trend starts to be seen. The measures that need to be implemented have presented an
additional problem for passenger terminal planning and design, especially if the introduction
of new subsystems into the existing traffic flow, such as health control, is taken into account.
Considering that current international recommendations from IATA ADRM are no longer
valid, it is necessary to redefine the traffic flows inside the terminal and adjust the procedures
of passengers and baggage handling to the new conditions of social distancing. Following
that, ICAO Annex 9 recommendation that passengers need to be processed on departure
traffic flow in 60 minutes went under question. New requirements for terminal space to keep
passengers on safe distance, the implementation of new contactless technology for quick
passenger processing, a thermal camera and health checkpoints, as well as other measures
are now “new normal” for the airport business.
Keywords: COVID-19, world pandemic, airport, air travel, level of service, passenger terminal,
anti-virus measures.
1. Introduction to the World Health Organisation (WHO)
measures recommended to prevent the
Due to t he coronav ir us (COV I D-19) spread of the COVID-19 pandemic and to
pandemic, airports are trying to adapt to avoid further virus transmission via travelers,
the “new normal” situation. Based on the air traffic has become one of the sectors most
current research on this topic, there are no affected by the coronavirus. This paper
reliable data on how long this pandemic will refers to the future adjustment of the main
last, so it is hard to predict its final impact airport passenger terminals components in
on airport business. The emergence and the conditions of the COVID-19 pandemic.
rapid spreading of the coronavirus have The COVID-19 pandemic impact on the air
forced airlines to cancel many flights. Due transport sector will be presented, and the
1
Corresponding author: istimac@fpz.unizg.hr
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Štimac I. et al. The Impact of Covid-19 Pandemic on the Future Airport Passenger Terminals Design
recommended measures which need to be on movement and travel bans, resulting in
applied in the passenger terminals will be a sharp drop in air traffic. By the ICAO, an
listed. Considering the risk of the COVID-19 overall reduction of air passengers (both
virus infection and the implementation international and domestic) ranging from
of the WHO-recommended measures, it 52% to 59% in 2020 compared to 2019
is necessary to redefine the capacity of (ICAO, 2020b). International Air Transport
passenger terminals, which presents a Association (IATA) reports a 54.7% decline
huge challenge for the airport planners and in revenue passenger kilometres (RPKs,
management. Each airport must have an both international and domestic) in 2020
individualized approach to dealing with compared to 2019 (IATA, 2020b). Two-
the consequences, considering its business thirds of the World’s Passengers Jets are
model, the existence of credit commitments, grounded due to COV ID-19 Pandemic
income, number of employees, and many (Kotok y et al., 2 02 0b). Accord i ng to
other factors. Bloomberg calculations, about 400.000
airline workers have been fired or told they
Given that, IATA’s current recommendations might lose their jobs due to the situation
about t he ter m i na l space, ma x i mu m w ith grounded aircraf t caused by the
queuing time, and occupancy defined in coronavirus (Kotoky et al., 2020a). Airport
Airport Development Reference Manual Council International (ACI) announced that
(ADRM) are not applicable, thus a model related to the passenger traffic, the European
with customized parameters including airports lose over 886 million passengers
COVID-19 measures within the passenger (ACI, 2020a). The same ACI estimated a loss
terminal should be developed. To define of 57% or over $97 billion airport revenues
an appropriate new approach for terminal in 2020 compared to business as usual (ACI,
capacity planning in the “new normal”, it is 2020b). Eurocontrol announced that under
necessary to analyse current available space, its new “Current Status Scenario”, the total
technology, and traffic flows. Based on that, number of flights expected in Europe in 2020
it is crucial to see how WHO guidelines can is anticipated to be 55% lower than in 2019
be implemented into passenger terminal (Eurocontrol, 2020b). Many airlines such as
planning and design. Using this way of Chile’s LATAM, Air Italy, Virgin Australia,
approach, the airport will maintain adequate British Flybe, Air Mauritius, Thai Airways,
service levels and prevent possible delays. NokScoot, and South African Airways went
bankrupt, and it remains to see which other
2. Analysis of the Impact of COVID-19 airlines will not be able to overcome this
Virus Pandemic on the Air Transport crisis. Potential airline bankruptcies pose a
major risk to the airports business. Airlines
The aviation industry is one of the major have been forced to reduce their capacity,
sectors contributing to global economic which led to a sharp drop in revenues in
growth. The emergence and the spread the entire sector. W hen evaluating the
of coronavirus have had many negative importance of airports for the economic
consequences for the entire air sector. The development of the regions, the impact of
COVID-19 virus pandemic led to restrictions the COVID-19 virus is even greater.
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International Journal for Traffic and Transport Engineering, 2021, 11(1): 129 - 142
2.1. Impact of COVID-19 on Airport they also expect government support and
Operations financial assistance to ensure their survival
while reducing costs to save revenue.
One of the airport business characteristics is Airports are forced to reduce variable costs
the high cost of infrastructure maintenance. wherever possible, such as closing part of
The sudden loss of traffic has led to a the infrastructure (runways, parts of the
complete decline in aeronautical and non- passenger terminals), reducing staff, cutting
aeronautical revenues that greatly influence salaries, and other measures. Historically,
airport business. The reduction in capacity aviation has recovered relatively quickly
of airlines greatly influences the aeronautical from major crises such as 9/11 or SARS,
revenues that airports collect from airlines, within approximately half a year. Airport
such as aircraft landing fees, parking fees, recovery will depend on many factors such
centralized infrastructure fees, passenger as the pandemic’s duration and intensity,
fees, and ground handling fees. Following the the discovery of vaccines, and the speed of
above, as airline traffic decreased; there was economic recovery after the pandemic.
a simultaneous decline in non-aeronautical
revenues generated by restaurants, duty-free As shown in Figure 1, the outbreak and
shops, or parking lots. spread of the COVID-19 virus is one of the
largest global crises that has directly affected
During the pandemic, most airports remained the global GDP growth. Airports are facing a
open for cargo operations, which was a relief crisis of this magnitude for the first time and
for airport business and sustainability. have to solve problems on how to restart its
However, there was a small decline in air operations with the airlines and guarantee
cargo demand (10-15%) as well. Since the safe and healthy passage through passenger
airports are very affected by the pandemic, terminal.
Fig. 1.
World Passenger Traffic Evolution 1945-2020
Source: (ICAO, 2020a)
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Štimac I. et al. The Impact of Covid-19 Pandemic on the Future Airport Passenger Terminals Design
To adapt quick ly to the new situation, Currently, most airports have temporarily
IATA has issued guidelines, stating that halted investment projects because the
each government should assist the aviation recovery phase is projected to take a long
industry in financial support, tax relief, time. In this situation, modern technology
or loans. Such assistance helps airports to such as self-service and contactless technology
alleviate financial stress and to focus on can help manage airport processes. These
a recovery strategy. Figure 2 shows the technologies can help optimize airport
measures/initiatives that governments operations by reducing operating costs,
should take as soon as possible to achieve improving the travel experience, and, most
airport sustainability. importantly, reducing the virus’s spread.
Fig. 2.
Five Measures/Initiatives from Government for Airport Operator
Source: (ALG, 2020)
2.2. Current Situation and Recovery After reaching 69% below the level of August
Forecast 2019 in August 2020, passenger traffic began
to decline from mid-August and reached
In early May 2020, air traffic slowly began to 2.3 million passengers on 29 September (-
recover from the first wave’s effects in March 72% compared to 2019). In total, since 1st
2020. Given the current situation (and facing January 2020, Europe has experienced a loss
the second wave), it can be concluded that of 1.3 billion passengers over 2019 (80% less
the next period will be extremely difficult traffic). Furthermore, business aviation is
for the airports. Due to the occurrence of the recovering rapidly (only 10% below the 2019
second wave of the pandemic in late August level), while cargo flights are 3% above the
2020, air traffic decreased again. The impact 2019 level.
of coronavirus on the European air traffic for
the past period and the change in the traffic In the Figure 3, according to the Eurocontrol
situation when compared to 2019 are shown report, several types of scenarios can be
below (Eurocontrol, 2020a). seen (actual, previous scenario and current
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International Journal for Traffic and Transport Engineering, 2021, 11(1): 129 - 142
scenar io), which predict traf f ic until of traffic 40% below the level of 2019, but
February 2021. For example, the previous in the real situation it was even 54% lower.
scena r io produced on Apr i l 2 4 2 02 0 As previously mentioned, the reason for this
predicted a gradual recovery and remained is the emergence of the second wave of the
ver y accurate from April to the end of pandemic, for which in April 2020 it was
August 2020. This prediction was correct not known whether it would occur and if so,
(+/- 1% each month). In September 2020, when exactly. For this reason, the previous
the previous scenario predicted a movement scenario is somewhat more optimistic.
Fig. 3.
Draft Traffic Scenarios - 19 November 2020 (base year 2019/2020)
Source: (Eurocontrol, 2020b)
Due to the fact that after the summer 2020, guidelines, there is a lack of coordination
COVID-19 has again halted the economy among countries on how to manage air travel
of many countries, especially in Europe (ALG, 2020). This uncoordinated approach
where many countries have announced leads to confusion and loss of passenger
the “lockdown”, it is now under question confidence. The introduction of common
if this new Eurocontrol forecast is still too criteria for the quarantine measures and a
optimistic or the forecast line will decrease better coordination between countries could
again. Eamonn Brennan, CEO of Eurocontrol, improve the current scenarios. Although
said, “We are going backward now, and it Eurocontrol is very cautious now, the ICAO,
is really worrying for the entire industry”. ACI, and IATA have announced that they
Despite the European Union Aviation Safety expect traffic recovery in 2024 when the
Agency (EASA) and the European Center traffic will be on the same level as the one in
for Disease Prevention and Control (ECDC) 2019 (IATA, 2020a).
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Štimac I. et al. The Impact of Covid-19 Pandemic on the Future Airport Passenger Terminals Design
comfort to passengers and relatively fast
3. Methodology for Passenger Terminal boarding into the plane, it is necessary to
Planning and Design Pre-COVID-19 and design the passenger terminal space and
Post-COVID-19 its technological capacity properly. When
dimensioning the main components of the
The designers of the airport passenger terminal, it is recommended to leave the
ter mina ls must meet a w ide range of possibility of expanding them, without major
different needs. Although the efficiency modifications, due to the projected growth of
and f lexibility of the passenger terminal traffic in the future. Figure 4 shows the steps
remain a priority, designers must rethink in the traffic flows that every passenger must
the ways of designing and construction of go through when departing and arriving at
the terminal and environment that support the passenger terminal (Figure 4). Available
the highest level of service to passengers. All space per passenger, processing time and
the above mentioned should be realized in waiting time have been identified as key
order to build the adequate infrastructural factors that influence the perception of the
and operational efficiency of the passenger Level of Service by passengers. In general,
terminal (TRB, 2010). In order to achieve an the quality of service is assessed at peak
operationally efficient passenger terminal, times, i.e. at the time when the demand is the
various security requirements, procedures greatest. The optimal scenario for the airport
and activities from different stakeholders has a uniform distribution of passengers
must be implemented in the correct way. during the day where there is no occurrence
To ensure that passenger terminal provides of longer queues and waiting.
Fig. 4.
Process of Passengers and Baggage Handling
Source: (IATA, 2014)
3.1. Pre-COVID 19 Passenger Terminal the source of any capacity problems in order
Design to implement corrective actions. Globally,
there are many airports that have huge
In the latest ADRM, IATA states that airports problems with balancing positive passenger
should regularly conduct infrastructure and trends and lack of the airport capacity,
operational capacity assessments to identify resulting in frequent significant congestion
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International Journal for Traffic and Transport Engineering, 2021, 11(1): 129 - 142
and low service levels. When planning the had shown certain weaknesses during the
airport passenger terminal, the two main years, and in the year 2014, IATA published
elements profoundly influence its efficiency a new version of the ADRM (IATA, 2014),
and profitability: which includes a complete revision of the LoS
1. Terminal capacity optimization (space Concept. From the previous methodology
and time per subsystem); and LoS scale from “A-F”, IATA defines
2. Clea rly def ined tra f f ic f lows (its 4 new levels as following: Over-Design,
complexity depending on State rules). Optimum, Sub-Optimum, Under-Provided,
where previously LoS “C” correspond new
Following the aviation industry, I ATA LoS Optimum. In line with those LoS, IATA
develops g u idel ines for desig n ing or defines four Key Performance Indicators
evaluating service quality within terminals. (KPIs) on which a new LoS is calculated:
Level of Service (LoS) Concept is initially Space, Maximum Queuing Time (MQT),
developed in IATA’s ADR M. During the Seating ratio, and Occupancy. Based on
years, IATA worked with ACI and other those measurements and quantitative results,
aviation consulting companies to upgrade IATA has defined a recommendation range
its methodology so as to provide the aviation for those 4 levels. The data on acceptable
industry with a clear and available model for square meters, waiting times and occupancy
airport terminal planning and design. From rates per each subsystem are shown in Figure
2004, IATA proposed a method where the 5 (IATA, 2014).
Level of Service scale for passenger terminal
ranked from A/B/C/D/E/F. In this scale, At the global level, airports aim to achieve/
LoS “A” showed that terminal has over- maintain the LoS Optimum with all its
provided space necessary for passengers default parameters, otherwise the Level
and resulting in an inefficient and costly of Ser v ice is reduced. Wa it i ng t i me,
infrastructure to build, operate and maintain. processing time and throughput of the main
This ty pe of the terminal sub-systems components of the terminal are just some of
results in substantial operational expenses the requirements that must be considered
for cleaning, air conditioning, heating, etc. to achieve a balanced LoS. The goal is to
which has a significant negative impact on provide an optimal terminal space that will
the life-cycle cost analysis. On the other meet passenger requirements. Many airports
side, LoS “F” shows that the terminal has use this concept to help them determine
unacceptable LoS. Till the year 2014, IATA the requirements on the facilities for the
recommended LoS “C” as an appropriate projected throughput. If the facilities are
Level of Service for designing new facilities designed to meet the demand in the peak
or rating the operational performance of hour, all subsystems will work in accordance
existing facilities. LoS “C” denotes the with the optimal LoS, which is compatible
overall good service to passengers while with the throughput. As long as the airport
balancing economic terminal sizing with does not reach the predicted level of activity,
passenger expectations. This methodology the facilities will function at a better LoS.
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Štimac I. et al. The Impact of Covid-19 Pandemic on the Future Airport Passenger Terminals Design
Fig. 5.
Space and Maximum Queuing Time (MQT) Recommendation
Source: (IATA, 2014)
Proper si z i ng of pa ssenger ter m i na l have had two different approaches to the
components requires a combination of COVID-19 pandemic:
research, calculation, modeling (simulation) 1. Permanent action - activities that need
and, primarily, experience. It is essential to be done “overnight” in line with all
to have a complete understanding of the WHO recommendations;
operational parameters necessar y for 2. S hor t- t o me d iu m - t e r m a c t ion -
passengers and aircraft handling. Each of the modification at passenger terminal
functions that support passengers’ movement infrastructure and implementation
from the landside towards the aircraft of new contact less technolog y in
requires special attention. This functional subsystems over entire traffic flows.
understanding is especially complex due to
the continued development of the airline The first “overnight” actions that airports
industry. Improvement, process innovation, undertook were related to implementing
and contingencies affect many key functional the “soft” recommendation from the WHO
areas of today’s passenger terminals. to minimize the r isk of SA R S-CoV-2
transmission. European Commission,
3.2. Post-COVID 19 Passenger Terminal EASA, and ECDC have jointly developed
Design detailed technical, operational guidelines
for the aviation sector. Consequently, the
The pandemic of COVID-19 has influenced airports have adopted the recommended
air traffic rapidly, challenging airport measures to preserve health and safety of
infrastructure and operational procedures. their passengers and staff. Several prompt
Due to the lack of time, airports management proactive and protective measures have been
136International Journal for Traffic and Transport Engineering, 2021, 11(1): 129 - 142
introduced to enable the safe and effective mostly found on the counters in each
passenger screening process at checkpoints subsystem in traffic f low to avoid
in a COVID environment. These measures t ra nsm ission of COV I D -19 f rom
are: passengers to airport stuff. These
• Social Distance - related to the WHO physical barriers are mostly made from a
recom mendat ions, a i r por t s have transparent material, such as plexiglass
introduced the rule of maintaining a (Figure 6);
social distance of 1-2 meters in all the • Ventilation System - one of the important
areas in the terminal. This measure measures is ventilation to ensure a
mainly applies to places where people frequent change of air in the passenger
are waiting in lines or lingering for terminal;
a longer period of time (e.g. check- • Measurement of Body Temperature - this
ins, security check, passport control, measure is important, especially at the
baggage retrieval, waiting rooms, cafes, passenger terminal entrance, to see if
restaurants, shops, toilets, elevators). some airport users have COVID-19.
Social distancing is mostly maintained This activ it y is done w ith a hand
with stickers on the f loor, walls, or thermometer, although some airports
benches that instruct passengers where also implement the Thermal Imaging
to stand or sit (Figure 6); Camera;
• Disinfection and Cleaning - cleaning • Disinfectant Booths - several of airports
involves the physical removal of dirt and (e.g. Hong Kong) also implement full-
impurities, while disinfection destroys body disinfectant booths CLeanTech
organ isms at t he m icrobiolog ica l that sanitize passengers’ clothing and
level. The emphasis is placed on the bodies in 40 seconds (Fox et al., 2020).
areas exposed to a frequent contact by
passengers, such as check-in counters In addition to the previously mentioned
and baggage, boarding, passport control, measu res, passengers a re consta nt ly
doors, and trolleys; encouraged to use as much as possible the
• Using Personal Protective Equipment Internet and mobile applications for their
- depending on State polic y, it is registration on the flight in order to minimize
recommended or mandatory to wear contacts. During the passengers’ stay at the
personal protective equipment at the passenger terminal, it is necessary to minimize
airport terminal and during the flight. the interaction with the ground staff.
It involves wearing protective masks or
visors that also reduce the possibility of Related to the shor t-to-medium-term
droplet transmission of the pathogen; action, from the airport terminal planner
• Information Boards for Passengers and Stuff perspective, all the recommendations
- putting up visible notices (posters, and KPI’s published in IATA ADRM due
displays, floor stickers) at the entrance to this COVID-19 “New Normal” are no
and exit of passenger terminals, as well longer useful. Primarily, they refer to area,
as in the terminal. The staff must take maximum queuing time and seating ratio.
care to monitor compliance with the Due to the passenger social distance, an
prescribed measures; area for passengers waiting in the queue for
• Physical Barriers - physical barriers are Check-In, Security or any other subsystem
137Štimac I. et al. The Impact of Covid-19 Pandemic on the Future Airport Passenger Terminals Design
are no longer adequate, resulting in the it can be stated that waiting rooms have
passenger line going outside the dedicated limitations now. The total capacity of seats
queueing area and consequently, affecting is reduced by approx. 50%. The only solution
ot her subsystems. I n add it ion, when for this is to increase the area of the waiting
implementing the preventive measures, it rooms, which causes certain infrastructure
is necessary to consider the real risk factors, problems. However, many airports do not
such as family members or individuals have the ability and financial resources to
travelling together as part of the same modify their terminal in a short-medium
household. In this case, it is not necessary to time.
require social distancing between them. Due
to the lack of synchronization of terminal Furthermore, the challenge for the airport
subsystems capacity caused by the new anti- planners is that they will need to add an
COVID-19 measures, the MQT can also be additional important subsystem - health
prolonged, directly influencing the passenger control, which is introduced w ith the
Level of Service. appearance of the COVID-19 virus. This
additional checkpoint will challenge airport
The third important element is the seating terminal planners, especially in cases where
ratio and the occupancy of chairs in a waiting the passenger terminal already lacks space
room. Due to the recommended distance, and capacity.
Fig. 6.
Anti COVID-19 Measures
Source: (MZLZ & Škof, 2020.)
138International Journal for Traffic and Transport Engineering, 2021, 11(1): 129 - 142
In the future, airports will need to conduct departure flights, flight cancellations, etc., for
new capacity assessments while aware of which reasons the flow of passengers is slowed
COVID-19 risks. It is necessary to make new down and the concentration of passengers in
estimates of the number of passengers, as a limited space increase. These recommended
well as to analyse and understand the nature measures will be regularly updated in line
of the queues and movements of people in with the evolution of the pandemic. Airports
these areas, what equipment they use and must constantly follow the recommendations
the like. The question is how to deal with a of the relevant organizations and apply them
larger number of passengers while respecting in their operational processes.
the recommendation of social distancing
when additional space is not easily available T he Ger m a n compa ny A RC m ade a
(either it is expensive or impossible to ensure). simulation that clearly showed how passenger
Therefore, it is necessary to reconsider how the terminal subsystems looked before and
airport can handle the number of passengers during the COVID-19 pandemic (Figure 7).
as in the period before COVID-19, adhering to The simulation was made for the following
the recommended physical distance of 1.5 m, subsystems: Entrance to the Terminal,
especially in some situations such as delayed Check-in and Gate (TRB, 2010).
Subsystem Pre-COVID-19 Post-COVID-19
Terminal
Entrance
Check-In
Gate
Fig. 7.
Pre-COVID-19 vs Post COVID-19 Simulation (Simulation Developed by ARC on CAST Terminal)
Source: (ARC, 2020)
139Štimac I. et al. The Impact of Covid-19 Pandemic on the Future Airport Passenger Terminals Design
The infrastructure and technology solutions crisis. At the same time, the airport operators
that are implemented in the COVID-19 are forced to revise their usual business
situation are the following: processes. Operational processes and their
optimization will be the main priority of
a. If there is a possibility to increase the airports in the upcoming period. Although
queuing area in any subsystem, it is airports have had a prompt reaction to
highly recommended to do so; prevent transmission of COVID-19 with
b. If there is not enough space in front of simplified solutions, it is expected that they
a subsystem, the recommendation is will invest more in new technology and
to increase the number of units in the infrastructure in the future. From the point
subsystem to increase its capacity, and of view of terminal planning perspective
the result will be a decrease in queuing and technology, the airports will need to
time and number of passengers in invest in fully contactless technology in
front of the subsystem. W hat needs each terminal subsystem to avoid future
to be considered is that, although the virus transmission, as probably there will
number of units is increased, the airport be similar viruses such as COVID-19. That
management needs to ensure additional technology is invented, so the next step is
staff who will work on these new units; to implement it. In addition to that, new
c. If there are also limitations on the subsystems will be added to current traffic
number of units and (space) area, then f lows. One important subsystem of the
a solution can be found in the f light passenger terminal that will be added is
schedule modification (if possible). This health control, which has been introduced
is the final solution, but it can avoid all with the appearance of the COVID-19 virus.
aircraft delays in a certain flight hour. This additional checkpoint will challenge
airport terminal planners, especially those
4. Conclusion where the passenger terminal already
lacks space and capacity. Finally, such new
The Covid-19 pandemic with a sudden loss of subsystems will also influence the current
traffic and revenue resulted in an existential ICAO recommendation, where 60 minutes
threat to airports and the aviation industry. was the ma x imum time for the entire
Given the enormous negative impact of the departure passenger and 45 minutes for
COVID-19 virus on the airport business, arrival processes. These times will also be
it will take a long time for the situation to prolonged in the future. It can be said that
return to normal. It is expected that the there are technological solutions that can be
economic crisis following the pandemic will added at the passenger terminals in order to
lead to a lower demand for air transportation. fight against COVID-19 or any other virus.
The industry experts predict a much slower This implies certain changes and innovations
recovery than any other crises such as 9/11 in the process of passengers and baggage
or SARS, where ICAO, IATA, ACI, and handling, which includes revision and
Eurocontrol agreed that results from 2019 change of individual operating procedures
would be achieved in 2025. Currently, and additional staff training. However, the
most air ports are implementing their time for reaction and implementation of
business continuity plans regarding service such solutions will be challenging for airport
maintenance and core operations during this managers and planners.
140International Journal for Traffic and Transport Engineering, 2021, 11(1): 129 - 142
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