航空货运产业关联性及临空产业体系构建研究

本文将从航空经济链条体系结构入手,运用投入产出法对航空货运业与各产业部门的关联性进行定量分析,构建以运输成本为主要影响因素的区位选择指标分析货运枢纽机场的产业带动机制。最后本文对目前我国航空货运业对国民经济的整体贡献进行评价,并提出通过航空货运业带动区域经济发展的政策建议。     

我国机场货运规模体系评价及优化建议

新形势下,优化中国机场货运规模体系对中国民航高质量发展和民航强国建设具有重要现实意义。从总量规模、货运功能、整体优化水平的多视域角度可以对中国机场货运规模体系进行综合评价。分析表明:(1)目前,我国航空货运形成了"4+3+N"机场发展格局;(2)我国机场货运功能整体呈现"低水平、扁平化"发展态势;(3)我国机场货邮规模体系优化程度有待提高,与美国也存在一定发展差距。本文的政策涵义在于,中国机场货运规模体系优化要有系统性思维,结合当前发展新形势和新机遇,重点应在供需两侧、系统布局、改革协同三个维度进行顶层设计。     

弓网电弧对机场终端全向信标台电磁骚扰的影响

选取高速电气化铁路电分相、锚段关节和普通点3个典型位置,采用点频测试和峰值、准峰值、平均值检波方式,在机场终端全向信标台(TVOR)的工作频段内开展弓网离线电弧电磁辐射测试;以某电气化铁路线路垂直下穿机场跑道为例,研究弓网离线电弧对TVOR的电磁骚扰影响。结果表明:电分相处的弓网离线电弧电磁骚扰最大,在频率为110 MHz时峰值检波的10m法值达89.4dBμV·m-1;普通点和锚段关节处的弓网离线电弧电磁辐射不会对TVOR产生影响,即便拉弧点位于铁路线路与机场跑道交叉点处,仍能满足防护率的要求,而电分相处拉弧点距铁路线路与飞机跑道交叉点的距离大于236m时,才能满足防护率要求。研究结果能够为机场区域轨道交通和机场航空的电磁兼容性设计提供依据。     

直线电机系统整体道床轨道施工技术

以广州地铁4号线和首都机场线引进的、国际领先水平的新型轨道结构（直线电机牵引系统）为研究对象,结合轨道工程施工实际,分析日本直线电机牵引和加拿大庞巴迪直线电机牵引城轨整体道床（尤其是道岔）铺设施工的技术特点,着重阐述首都机场线施工中的关键技术及解决方法。     

Air traffic assignment to reduce population noise exposure using activity-based approach

Aircraft noise has been regarded as one of the major environmental issues related to air transport. Many airports have introduced a variety of measures to reduce its impact. Several air traffic assignment strategies have been proposed in order to allocate noise more wisely. Even though each decision regarding the assignment of aircraft to routes should consider population exposure to noise, none of the air traffic assignment strategies has addressed daily migrations of population and number of people exposed to noise. The aim of this research is to develop a mathematical model and a heuristic algorithm that could assign aircraft to departure and arrival routes so that number of people exposed to noise is as low as possible, taking into account temporal and spatial variations in population in an airport’s vicinity. The approach was demonstrated on Belgrade airport to show the benefits of the proposed model. Numerical example showed that population exposure to noise could be reduced significantly by applying the proposed air traffic assignment model. As a consequence of the proposed air traffic assignment, overall fuel consumption increased by less than 1%.     

Airport capacity increase via the use of braking profiles

Many airports are encountering the problem of insufficient capacity, which is particularly severe in periods of increased traffic. A large number of elements influence airport capacity, but one of the most important is runway occupancy time. This time depends on many factors, including how the landing roll procedure is performed. The procedure usually does not include the objective to minimize the runway occupancy time. This paper presents an analysis which shows that the way of braking during landing roll has an essential impact on runway throughput and thus on airport capacity. For this purpose, the landing roll simulator (named ACPENSIM) was created. It uses Petri nets and is a convenient tool for dynamic analysis of aircraft movement on the runway with given input parameters and a predetermined runway exit. Simulation experiments allowed to create a set of nominal braking profiles that have different objective functions: minimizing the runway occupancy time, minimizing noise, minimizing tire wear, maximizing passenger comfort and maximizing airport capacity as a whole. The experiments show that there is great potential to increase airport capacity by optimizing the braking procedure. It has been shown that by using the proposed braking profiles it is possible to reduce the runway occupancy time even by 50%.     

Effects of passenger characteristics and terminal layout on airport retail revenue: an agent-based simulation approach

This paper examines the effect of passenger characteristics and terminal layout on airport retail revenue using an agent-based simulation approach. Simulation results show that passenger mix (that is, the mix of shopper types according to a typology of airport shoppers) has a profound effect on airport retail revenue; the larger the number of ‘shopping lovers’ there are among passengers, the higher the airport retail revenue. Results also reveal that group travel can lead to negative effects on retail in certain terminal layouts, and that the amount of free dwell time that a passenger has can affect spending due to less retail engagement. This paper shows a combined effect of passenger characteristics and terminal layout on airport retail revenue, and discusses the implications of these results for future airport terminal design that aims to maximise retail potential.     

希斯罗机场公共交通集疏运网络研究

分析了英国伦敦希斯罗机场的公共交通集疏运网络中的轨道交通线路、城市公交线路以及长途汽车网络,提出了大型枢纽机场建立公共交通集疏运网络的过程中可能会遭遇的问题以及处理的手段。以此为借鉴,对我国大型枢纽机场集疏运网络的规划与建设提出了建议。     

The impacts of changing flight demands and throughput performance on airport delays through the Great Recession

Several significant events between 2007 and 2009 impacted flight demands and the abilities of the three major New York area airports to handle demand. This paper assesses the results of applying a probabilistic simulation method – which isolates the individual contributions of changes in flight demand and changes in airport throughput performance to changes in flight delays – to diagnose how these different events may have caused operational changes at these airports, and in turn, how the results may be used to inform policies for appropriate countermeasures. The analysis revealed two key observations. Firstly, certain patterns in throughput performance shifts caused the most significant delays, and were more likely to have been caused by controller staffing issues rather than caps. Secondly, relatively constant average delays from one year to the next may result from significant demand drops accompanied by large throughput performance degradations at an airport. This suggests that not only operational limitations on capacity encourage airlines to reduce schedules, but that changed demands can also impact throughput performance. Overall, the analysis indicates that caps may not have provided their fully intended delay benefits. Although they successfully reduced overall flight demands at LGA and JFK, they also directly limited throughput performance at critical times, in turn limiting delay benefits. In addition, demands at the busiest times of the day appear to be relatively inelastic to these operational limitations, insofar as demand profiles at EWR and JFK remained “peaky” in 2008 and 2009. Also, the recession was largely responsible for reducing demands at the airports in 2009, but the delay benefits of this were dampened by a corresponding throughput performance degradation. Based on the above observations, a more direct demand management policy combined with policies that focus on maintaining high staffing capabilities at critical times of the day may be considered, to reduce the likelihood of major queue formation on days that do experience sustained demands. The results also suggest that a more flexible caps system, particularly during times of heavy queues, could be explored. Although airport practitioners have keen understandings of how their airports operate, without the support of quantitative analysis tools, it can be more difficult to argue the need for appropriate countermeasures. An analysis such as the one presented here can provide the detailed quantitative substantiation required to build cases for these targeted policy directives and infrastructure investments.     

Airport privatization in congested hub–spoke networks

This paper investigates the airport privatization issue. One congested hub and two linked local airports serve symmetric hub carriers. Passengers valuate the congestion delay cost and benefit from greater frequencies. The government considers privatizing either the hub or local airports. We find that in each privatizing scenario, welfare-maximizing public airport(s) set a charge below their operating costs in order to fully coordinate the high charge of privatized airport(s). If this fiscal deficit is not allowed, each scenario causes distortion. Interestingly, the distortion—and hence welfare losses—in privatizing a hub are smaller (larger) than those in privatizing both local airports when both passengers’ valuations are small (large); this is exactly the case when privatized local airports are strategic substitutes (complements). We also surprisingly find that retaining the hub airport as public and privatizing one or both local airports achieves the same market outcomes. We further find that if all airports are privatized, welfare becomes worse than the other scenarios; the hub airport charges lower (higher) prices than local airports when both local airports are strategic substitutes (complements).