Total Airport Management System - Research Paper Example

Total Airport Management System Introduction Airports are one of the busiest and complex operation points in the transport sector. Most airports act as the interface point between different modes of traffic such as rail, air and road. All these traffic modes depend on each other with a common aim of achieving an efficient air travel service. There is a need to collect information at different points about passengers, weather, cargo, internal support services, and incoming and outgoing flights. In most airports, these operations are handled at different points but used at various areas where needed (Eriksen & Weir, 2006). However, without integration, it becomes difficult to share information due to cost constraint. Other than internal use, this information can be shared with other airports, thus creating a global air transport network. The need to fuse all these data in one system has necessitated the formation of Total Airport Management System (TAMS). This paper will analyze the operations of TAMS, its success and limitations. Overview of TAMS Total Airport Management System (TAMS) refers to a process which controls systems involved in traffic, supply, security and other support functions on airside and landside functions. The airside functions include the operations that relate to an aircraft during arrival, while on the ground and during departure. Landside operations relate to the issues of passenger, the baggage and cargo handling. Essentially, this is a form of integrated system that interconnects all the invaluable information collected at different points to one system (Levine, 2009). To begin with, TAMS is based on performance that facilitates the overall operations of an airport. This is so because the system provides a platform where all the necessary information about cargo, passengers and other services can be obtained whenever required. The performance is based on increased efficiency of Air Traffic Management (ATM). Additionally, from the viewpoint of operations, TAM System offers a time-based structure where every function must be done within a specific time as a pre, during or post flight procedure (Eriksen & Weir, 2006). TAMS help in creation and maintenance of the Airport Operational Plan (AOP). The operational plan sets the procedures and targets that are to be met by the airport in its operation. Through the plan, the decisions arrived at by the air traffic controller are made after considering the information availed from other systems (Varga, 2009). Such information may include the security and safety constraints which is a major consideration in all transport systems. Although TAMS enhances an increased automation of airport operations, the system still maintains a significant aspect of human approach. This is because airport is a service provision point, hence there is a need to maintain a degree of interaction between the passenger and those manning the operations (White, 2002). Additionally, in case of a crisis, it is still the humans who are in charge and could offer solutions. If the airport were a production unit, automation of the overall process would yield best results. The TAM System is configured within the normal systems and concepts that are identical to the air transport system. This includes the departmental managers who are in charge of arrival, departure, cargo handling, security and control departments which are all incorporated into one system. Such integration makes the overall operations of air transport more efficient (Levine, 2009). In most countries, airport operations are conducted at individual airports with a very little sharing of information apart from the passenger and cargo data. However, for those countries that have embraced the concept of TAMS, their operations stand out in terms of efficiency. For instance, the Kuala Lumpur International Airport (KLIA) has an integrated system where all the operation of its over 40 systems are controlled from one point. The airport generates a huge amount of electronic information which is used by different departments. This includes air traffic control, security control, billing systems, staff information, weather information, landing information, among the other essential systems (Varga, 2009). This is one of the most modern airport management systems where the flow of information from all its constituent system is not curtailed. This has helped Kuala Lumpur International Airport become an example to the rest. The central point of integration is the Airport Operations Centre (APOC). The Centre acts as the main decision making point in an airport operation. These decisions are made through collaboration with other stakeholders and operation units. Therefore, APOC becomes a vital platform for the implementation of Total Airport Management System (Levine, 2009). Operations of Total Airport Management System The idea of Total Airport Management System (TAMS) came about as a result of the need to improve on existing airport management system. Previously, most airports depended on isolated network points which operated individually. There has been little connection between local systems within an airport and among other airports. As a result, a problem emanating from one system or airport has the potential to impact on the operation of overall airport and other airports that are linked to it (Eriksen & Weir, 2006). However, the presence of TAMS eliminates these problems due to its functional role. TAMS has six functional elements which include the assessment of the prevailing situation, identification of the problem, the generation of a corrective plan, implementation of the plan generated, coordination of involved stakeholders, and communication. To begin with, the operator of each system assesses the situation at each level of operation. This is followed by a collaborative assessment of situations in other systems. Thereafter, the concerned operators carries out diagnosis where any shortcoming that arises is identified and appropriate measure identified. Moreover, the implementation of corrective or preventive measure requires setting up of an elaborate plan of action first. This is followed by coordination of the stakeholders who have to play a lead or supportive role in the implementation of the said plan (Varga, 2009). At each point, the information about the process is communicated to other systems. It is therefore possible to know what is happening in other points. The achievement of TAMS relies on continuous improvement of the existing management systems. The procedures of implementing this system are set through a consultative forum of all stakeholders. This ensures that during the implementation stage, the concerns of all the stakeholders are put into consideration without jeopardizing the operations of an airport (White, 2002). First, the airport management system starts with ensuring that optimal output is achieved from all stakeholders at the current level. Thereafter, the management looks for ways in which it can improve the existing operations in order to increase efficiency and reduce operational costs. TAMS emphasizes on improving the quality of service being offered to the customers (Varga, 2009). The quality of service being offered will depend on the time spent while giving the service and other benefits arising from the process of service provision. Therefore, an airport aspiring to achieve this must embrace a multidimensional hierarchy that breaks down the required actions to the operator of each system. The improvement stage requires stakeholders to share information in a timely manner. Unlike other airport management systems which rely on speculation, TAMS is founded on the principle of sharing the available information. Sharing of information is aided by the interconnectivity through local and wide area networks (Levine, 2009). The use of fiber optic cables allows users at different points to access information from a central system and database. This has made it possible for the information collected to be retrieved at any point of need, thereby interconnecting all the operations. Additionally, TAMS requires the formation of a standard operational procedure that should be followed in making certain decisions. Such procedures allow those manning the airport to run the airport in accordance to agreed configuration (Varga, 2009). However, such configurations are intended to safeguard the security and economic interests of the airport users, cargo and the airport as an enterprise. The capacity of an airport and the existing passenger and cargo demand are organized in a way that ensures the airport operates in an optimum level in order to meet the set targets. This assures the airport continues on a profitable path in the present and the future operations (Varga, 2009). Every commercial organization aspires to remain profitable in order to cater for the recurrent operational costs and future expansion. TAMS provide airport management with an opportunity to modify its operations in order to meet the demand depending on its capacity. The Total Airport Management System requires an airport to set a common database center where all the operating personnel can access it (White, 2002). This information is however treated with utmost confidentiality and should not be disclosed to outside personnel. The information should only be shared internally for the purpose of facilitating efficient air travel. Information about who is traveling on which plane and at what time should be available until the end of flight. All the information collected is treated as an important component of airport operations. With this background in formation, an airport is able to predict the future demands and plan in advance (White, 2002). Additionally, an airport is able to configure the passenger travel patterns in different times of the year and their travel requirements, hence making appropriate arrangements for each of them. Through the help of TAMS, airport management teams are able to apply proactive approaches rather than reactive measures in their planning. A proactive approach allows the airport management to identify a problem before it occurs and come up with solutions before it reaches a crisis point (Eriksen & Weir, 2006). This is made possible by identifying the possible causes that may lead to a problem from the information at hand. Success and Benefits of TAMS A closer analysis of the airports that have embraced the concept of Total Airport Management System reveals a number of benefits. The advent of Information Communication Technology has enabled a high level of information sharing within the airports. First, the system improves the efficiency of the airport by reducing flight take off and landing delays. This is made possible because all the information required with regard to a given flight or passenger can be availed in real time (Levine, 2009). Additionally, the airport management through the TAMS is able to detect any shortcoming and offer corrective measure in a timely manner. This preventive measure is very vital in airport management as compared to crisis management that would occasion flight delays. Second, Total Airport Management System reduces the cost that is always a challenge to other air transport system. This is made possible by use of a centralized system of management where all the concerns of stakeholders can be attended effectively. Since the airport serves stakeholders with competing interests, the airport must try and maintain a fair ground (Varga, 2009). This ensures that all partners feel that they have equal opportunities when landing, on the ground and when taking off. The efficiency of the system translates to better services to the users of the airport. For example, an airport that applies the TAMS has most of its passengers booking their flights online. This information is well managed by the system leading to a smooth flow of flights and the passengers once they reach the airport (Levine, 2009). Another factor is that the airport is able to plan ahead and schedule its flights depending on demand without causing any congestion at the airport. This means that the system allows the airport to operate optimally without causing any constraint to its support services. The passengers can also change their seat numbers at the airport before departure (with the assistance of a staff) through an electronic platform, such as the one used by KLM Royal Dutch Airline. Third, Total Airport Management System also allows the management organ to centralize its authority. A centralized authority is able to make decisions easily since all the interests of the stakeholders are put into consideration while making a vital decision without any delay (Varga, 2009). This means that an airport can continue to have an optimal operation while still continuing to improve on the areas that show the need for improvement. Fourth, the system allows for a quick and safe dispensation of passengers, their luggage and other cargo passing through the airport. Most delays in an airport are usually occasioned by lack of timely clearance of baggage (White, 2002). This is because airports require time to inspect baggage of all the passengers entering an airport. Additionally, it is a common practice for airport security to randomly inspect cargo for narcotics. Airports with an integrated system such as TAMS will have the capacity to share any information between the security and other control systems. With the increased threat of terrorism, air transport security has become a vital consideration in this form of transport. Therefore, all the information regarding passenger and their cargo in pre and post flight becomes a vital asset to airport management (Wallis, 2003). The need to share this information between the systems and other airports can only be made possible by the presence of an efficient management system such as TAMS. The Dubai International airport is one of the leading airports which have improved their security that resulted from the application of TAMS (Wallis, 2003). If a national air transport sector would embrace the principle of TAMS, then it would be possible to monitor and share necessary information, thereby developing an efficient national air transport system. Additionally, the information collected would act as a vital asset in predicting future demand and cost implications (Varga, 2009). Using this information, the airport management authority can plan ahead on how to implement expansion strategies while continuing to operate at optimum levels. It is the endeavor of every organization to meet the needs of its customers. The wishes of air transport system customers can only be met if such information is passed to the right personnel at the right time (Levine, 2009). For example, although the air transport has limited but all-inclusive services, some customer may give out information of what they would like to have during their flight. However, if such information is not shared with the flight attendants during departure, the passenger may end up being disappointed. TAMS works towards reducing such breaks in communication. Airports are some of the large organizations faced with daily crisis resulting from the diverse users and products – all have their special interests (White, 2002). Therefore, crisis management in air transport is a vital organ that determines the efficiency of an airport. The TAMS fills this gap by catering the individual interests from a single platform. In respect to this, all the interests are brought together without interfering with the operations of other departments. Limitations of Total Airport Management System TAM system has the potential of bringing about positive changes into an airport with a number of associated benefits as seen above. However, there are a number of limitations that makes the implementation of this system a challenge. First, the greater part of the system is incorporated to an existing airport that has a history of operations. The need to carry out modifications on buildings such as the setting of local area network connectivity and other information communication technologies may not be challenged by those who are comfortable with the status quo (Varga, 2009). This challenge may be driven by the need to avoid the cost factor that is always incurred when modifying an existing airport infrastructure to accommodate the new changes. In most countries airports are owned through a government and private partnership (Levine, 2009). While the private sector may be interested in the long-term profit and efficiency, the government may be reluctant to make the changes but look at other ways of increasing profitability. The conflict of interests between different stakeholders may also affect the implementation of TAMS. This occurs as a result of different stakeholders not agreeing on the objectives that go against their commercial interests. The presence and need to consider the interests of third parties also limits the success of TAMS. There is also fear of the system disintegrating before achieving its objectives. Many airports have aspired to implement TAMS but have failed midway. These acts as a discouragement to other airport managements which intends to implement TAMS (Varga, 2009). However, nobody bothers to check the reason why the airports have failed in their systems. In order to succeed, there is a need to learn by looking at the weak points of other systems that have failed and build stronger ones. The coordination between airport systems is normally carried out at convectional levels. This limits the flow of information between the stakeholders who are the decision makers. This is due to the culture of local view of operation where each department treats the information collected in its system as exclusive for its own use (Levine, 2009). Success of TAMS would require the airport management to conduct awareness on the need to share information with other departments within an airport. Summary Airport operates in a city-like manner which never sleeps unless affected by uncontrollable climatic conditions. The continuous flow of passengers and cargo from and to different destinations is aided by presence of an efficient management system. Modern airports are employing Total Airport Management Systems which plays multifunctional roles through sharing of information generated from various systems. From the above discussion, Airports that have employed TAMS enjoys improved efficiency and reduced costs with an improved quality of service. In a nutshell, it allows the airport to operate at equilibrium where all the demand and supply factors are met. References Eriksen, P. & Meir, C. (2006). Total airport management: A step beyond airport collaborative decision. Retrieved November 30, 2011 from http://www.eurocontrol.int/eec/public/standard_page/EEC_News_2006_3_TAM.html. Levine, M. (2009). Airport congestion: When theory meets reality. Yale Journal of Regulation, 26(3), pp. 234-245. Varga, L. (2009). Sustainable networks: A complex system perspective. Emergence: Complexity and Organization, 11, pp. 45-78. Wallis, R. (2003). How safe is our skies? Assessing airlines response to terrorism. Westport CT: Praeger. White, P. (2002). Public transport: Its planning, management, and operation. New York: Spon Press. Read More