Physical Design Capacity Limitations for Istanbul Ataturk Airport - Case Study Example

Institution : xxxxxxxxxxx Title : xxxxxxxxxxx Tutor : xxxxxxxxxxx Course : xxxxxxxxxxx @2012 Introduction Airports are a vital component of the air transport system. This is because they provide the entire infrastructure required to enable freight and passenger transfer from the surface to various destinations. In addition, airports allow the take off and landing of airlines. Airports are also significant in enhancing the growth of trade and commerce. Management is a crucial aspect in airport operations. According to Young and Wells (2011) managing an airport is like being a city mayor. Equivalent, to a city, an airport consists of various infrastructure, users, rules, workers, management strategies and regulations. Consequently, airports operations have to be managed effectively. In the recent years the air transport industry has witnessed rapid expansion, with an increase in the number of both domestic and international passengers and freight. This particular paper seeks to evaluate various aspects of airport operations in the Istanbul city .The airports to be examined are Istanbul Аtаtürk and Sаbihа Gоkçеn.” The scope of the analysis will be grounded on examining the consequences of physical design and capacity limitations on Istanbul Atatürk airport. In addition the paper will also evaluate the strategy adopted by both Atatürk and Sabiha Gokçen air posts. Lastly the paper will propose a suitable strategy for the Istanbul Atatürk airport. Consequences of physical design and capacity limitations for Istanbul Ataturk airport The Istanbul Atatürk airport is Turkey’s window to the world. Approximately 700-730 planes land and take off from the airport each day. Furthermore, in each day, approximately 82,000 passengers use the airport. With the rapid expansion of air transport and the increase in international air traffic, Istanbul Atatürk has experienced physical design and capacity limitations. The airport has over the years initiated expansion initiative in order to deal with the rapid growth and demand for air transport. For instance in 2009, Istanbul Atatürk airport embarked on the expansion of domestic and international Terminals. The project also involved the expansion of the passenger bridges and the out door packing facilities to a capacity of 1.250 vehicles. Although the airport embarked in expansion initiatives in order to accommodate the increase in demand for air services, physical design and capacity limitations is still an existing constraint (Oxford Business Group, 2009). There are various consequences of the physical design and capacity limitations Istanbul Atatürk airport. The physical design limitation for Istanbul Ataturk airport has a number of consequences. One of the major consequences is that it hinders the expansion of terminals. Ataturk Airport has four terminals, namely terminal 1, terminal 2, terminal 3 and terminal 4. Terminal 1 is for domestic flights, terminal 2 is for international flights, terminal 3 is for cargo and terminal 4 is the general aviation terminal. Ataturk airport’s international terminal building was initially expanded in 2004, following an increase in the number of passengers. It is believed that in the year 2001-2004 the passenger handling capacity of Ataturk airport was increased from 12 million to 20 million passengers per year. The terminal building was approximately 264,000m2. The following data shows the physical design of Ataturk international airport in 2004 Terminal design capacity 20,000,000 passengers every year Total construction coverage 500,000 m2 Terminal building coverage 264,000 m2 Auxiliary structures coverage 135,000 m2 Car park coverage 179,000 m2 (7,076 vehicles) Capacity of the airport hotel 85 rooms Boarding bridges for passengers 23 units Remote boarding gates 12 units Check-in islands 7 units Check-in counters 224 units Elevators 57 units Escalators 29 units Travelators 35 units Gate and X-ray detectors 40 units Luggage claim carousals 11 units Since 2009, there has been a need to further expand the domestic and international terminals. However, due to physical design limitation, the expansion of Ataturk airport has proved to be too challenging. A number of buildings had to be dismantled so as to further expand the terminals. The airport authority had to allow for demolishing of unused facility buildings so as to create space for further expansion. Currently, three new boarding gates are being constructed at the international terminal. The airport had to dismantle unused facility buildings so as to create space for the construction. Airport terminal is the main connection between the aircraft and the ground access system. Therefore, if its expansion is hindered, it implies that the entire growth of the airport is affected. According to Landrum and Brown (2010), airport terminal incorporates ground access interface, systems of processing passengers and their luggage and flight or aircraft interface. Airport terminal also incorporates amenities and facilities for processing passengers and luggage, for handling cargo and for administering, operating and maintaining the airport. Therefore, terminal is the core for any airport. Many airports prefer expanding their terminals as away of establishing growth. By limiting the expansion of terminal it implies limiting the airport’s growth. Therefore, another consequence of physical design limitation is that it hinders the growth of the airport. Istanbul Atatürk airport has had the strategic objective of growth, in order to meet the demand of the rising number of passengers and the international air traffic. The need for growth explains the basic reason why the airport has over the years initiated various expansion projects. Limitations in the physical design of the airport can be described as a contributory factor in hindering the growth of the airport. For instance, when examining the terminals, it can be stated that the physical design of Istanbul Ataturk airport allowed the airport authority to only construct terminals that satisfies the current demand, without considering future increase in demand. The increase in the number of both international and domestic passengers was not considered when constructing the terminals. Forsyth, (2010) argues that in order to enhance airport growth, considerations for future demand have to be put in place. Consequently, if the airport does not effectively expand its terminal then it will find it hard to expand its growth in the long run. The physical design limitation for Ataturk airport makes airport’s maintenance hard. It is believed that the physical design of Ataturk airport is so limited in such away that another runway, parallel to the prevailing runway, cannot be constructed. There is no space for constructing another runway in Ataturk airport. This therefore makes it hard for the airport to undertake some repairs on its runway. Currently, Ataturk airport is in need of another runway that will ease the maintenance of the prevailing runway. Due to lack of space for constructing another runway, the airport authority is negotiating with the military to allow it construct another runway on the military’s land. Ataturk airport is planning to construct another runway, parallel to runway 05/23. It is believed that the parallel runway will assist in handling movements of aircraft when the prevailing runway is being repaired. There is also a need to expand runway 05/23 so that it handle big aircraft. This is because; majority of the airlines, serving Istanbul, have started utilizing big aircraft. The physical design limitation affects the kind of service offered by airlines. It is believed that the runway in Ataturk airport is too small to accommodate big aircraft. There is even a plan to expand the runway so that the airport can receive big aircrafts. However, due to physical design limitation the airport authority cannot expand the runway, thus forcing the airlines to only operate with aircrafts that are not too big. Therefore, the airlines serving Ataturk airport are limited to provide air services of small aircrafts. Ataturk airport is planning to expand runway 05/23. The need to expand runway 05/23 is due to the fact that most airlines serving Istanbul have started using big aircrafts. Ataturk Airport is trying its level best to find additional land that will enable it expand the runway 05/23. Capacity limitation has an effect on traveller convenience and the economy. Butler (2008) argues that capacity limitation, particularly limitation on runway capacity has a great effect on the economy and traveller convenience. It is believed that in any city such Istanbul, a limit on capacity enhances costs to travellers by minimizing the number of flights and competitors who can serve the city. Furthermore, delays brought about by capacity limitation create passenger inconvenience in the cities served by that aircraft. In Ataturk airport Istanbul, for instance, a significance increase in short-haul travel by low-cost carriers and by regional jets to hub airport implies that majority of the aircrafts fly as many as ten segments in a single day. If one of the segments is significantly delayed, the delay will be carried throughout the day. With limited capacity, the number of delays in a day is usually high. The increase in the number of delays do always results in airlines loosing the market share as it incurs additional costs (Forsyth, 2010). This therefore impacts the economy of Istanbul city and the convenience of travellers. The entire country loses a huge number of transit passengers, thus affecting the economy of the whole nation. According to Forsyth (2010) delay is usually expected whenever traffic demand surpasses the capacity of the airport. The delays do always occur when traffic happens in bunches particularly when the number of aircraft using the airport exceeds the capacity. In most cases, when the capacity is limited, a serious delay is usually experienced when two aircraft are scheduled to utilize one runway at the same time. The possibility of concurrent arrivals is usually enhanced rapidly with the density of the traffic. It can therefore be noted that when the level of the traffic exceeds the capacity, the aircraft’s accumulation is directly proportional to the excess of traffic over capacity. Senguttuvan (2006) suggests that the capacity of an airport depends highly on the size and the number of runways available and their interactions. For instance, in a given traffic mix, a certain runway can accommodate approximately sixty five operations per hour in a vision flight rule conditions and fifty five in instrument flight rule weather. The vision flight rule capacity of parallel runways, which are 2,500 ft. apart, can then handle 125 operations in a single hour. This is twice the capacity of an airport with one runway (Waters, 2006). The high increase in traffic in Ataturk airport is due to capacity limitation. It is believed that Ataturk airport capacity is still limited to hold the increased number of passengers and cargo traffic. Currently, Ataturk airport is facing capacity issues. It is ranked between 30th and 40th international basing on both passenger and cargo traffic. By the year 2010, Ataturk airport was handling more than 947,000 tonnes of load, which included mail, freight and cargo. In the same year Ataturk was handling more than 32.1 million passengers. Initially in 2004, the airport was designed to handle 20 million passengers per year. However, by the year 2010, the number of passengers had increase to over 32.1 million. This therefore resulted into increase traffic in the airport, thus causing congestion. It is believed that Ataturk airport is too small to handle the current number of passengers and cargo received by the airport. For the past five years, the total number of passengers handled by Ataturk airport has doubled. In 2007, the airport had a capacity of approximately 14 million international passengers and 10 million domestic passengers in every year. This was sufficient enough for 2007 and 2008 demand. However, as the years go by there has been an increase in demand, thus raising capacity concerns. Currently, the airport has a demand of more than 12 million domestic passengers and more than 24 million international passengers. The increase in demand has resulted into increase in traffic within the airport. This has been due to capacity limitation. By the year 2015, Istanbul city is predicted to have a demand of thirty five million international passengers and twenty five million passengers per year. The following table shows statistics of passengers in Ataturk airport since 2004. Years Domestic passengers (in million) International passengers (in million) Total number of passengers(in million) 2004 5.4 10.1 15.5 2005 7.5 11.7 19.2 2006 9.0 12.1 21.1 2007 9.5 13.6 23.1 2008 11.4 17.0 28.5 2009 11.3 18.3 29.6 2010 11.8 20.3 32.1 2011 13.6 23.8 37.4 2012 (October) 12.8 24.8 37.6 Capacity limitation for Ataturk airport limits the number of airlines serving the airport. Due to limited capacity, only a few airlines will be able to serve the airport. It is believed that the number of airlines is directly proportional to the size of an airport, that is, when an airport is larger more airlines will be willing to serve the airport. Majority of the airlines investors believes that a large airport brings more returns. Therefore they will heavily invest in a particular large airport, thus increasing the number of airlines. In Ataturk airport, for instance, airlines investors do always fear to invest much of their resources on the airport due to its limited capacity. It is believed that the size of Ataturk airport does support huge investors. Investors who are willing to invest in large aircraft cannot do so due to capacity limitation. Strategy of Istanbul Ataturk Airport and Sabiha Gokcen Growth strategy A major strategy adopted by the two leading airports in Istanbul city; Atatürk & Sabiha Gokçen is the strategy of growth. According to Badanik et al (2007), the potential of an airport for growth is usually influenced by progression in terms of demand and capacity. What is evident is that the Istanbul population is rapidly growing with 18% of the population living in the city. In addition, the city of Istanbul has also experienced a rapid influx in the number of foreign visitors. In order to capture this particular demand, implementing growth is a significant strategy. Consequently, the two airports have embarked on various infrastructure expansion initiatives. One of the major initiatives is the expansion of terminals. The expansion of terminals can categorically be termed as beneficial in the sense that it directs the resources of both airports towards capturing a larger market and thus enhancing growth. This is because when terminals are enlarged more passengers can be accommodated. In 2009, the Atatürk Airport opened up a new international terminal building with the objective of increasing the capacity of the airport to approximately 20 million passengers annually. During the same year, TAV Airports holding also undertook an expansion strategy of both the domestic and international terminals. The project also involved the expansion of passenger bridges and out door packing facilities to a capacity of 1.250 vehicles (State Airports Authority, 2010). Currently due to the expansion initiative, the domestic terminal area for the Istanbul Atatürk airport is 62.500 m2. Sabiha Gokçen on the hand has also expanded its terminals for instance in the year 2008, the airport expanded its international terminal to a capacity of approximately 25 million passengers (Euro Annies, 2011). Furthermore, the airport has recently development an environmental friendly terminal. The expansion of terminals by the two airports in Istanbul city gives an indication of how the growth strategy is being implemented. The two airports have also implemented the growth strategy through investment in runaway capacity. Although the investment of runway capacity has been a challenge, the airports have however embarked on minimal runway expansions. For instance the Istanbul Atatürk had plans to construct another runaway, in order for the older runaway to undergo repairing, however the project has faced the constraint of land based on the fact that the adjacent land is owned by the military. However the minimal Investment in runaway capacity that has been conducted in the previous years, has facilitated growth in the sense that there has been an increase in the departure frequency .This has further resulted to the reduction of delays as well as the duration of a trip. The implication of the reduction of delays is that operation costs are reduced and thus funds can be channelled to other useful ventures that enhance growth. As a growth strategy, both Ataturk and Sabiha Gokcen are planning to expand their runways. This will assist the two airports to grow in terms of the size of aircraft handled by the airports and the number of airlines serving the airports. Currently, there are approximately 19 international airlines and 4 domestic airlines serving Ataturk airport. In Sabisa Gokcen airport, there are approximately 10 airlines in total that serve Istanbul city. It is believed that with expansion of runways more airlines will be attracted to serve the Istanbul city. The current runways in both Ataturk and Sabiha Gokcen airports can accommodate only small aircraft. However, the two airports are strategizing to expand their runways so that larger aircraft can be accommodated. Ataturk airport authority, for instance, is in a negotiation with the military to allow it build another runway on the military’s land. The airport authority is also planning to expand its runway so as larger aircraft can be accommodated. Therefore, according to the two airports authority, the expansion of runways will attract other airlines to serve the city, thus making the two airports to not only grow in terms of airlines but also in the number of domestic and international passengers received annually. The following table shows the airlines serving both Ataturk airport and Sabiha Gokcen airport. Airlines serving Ataturk Airport Number Airlines 1 Turkish Airlines 2 Lufthasa Airlines 3 Corendon 4 KLM 5 Onur Air 6 British Airways 7 Alitalia 8 Delta Air lines 9 Emirates 10 Iberia 11 Air France 12 Asian Airlines 13 Korean Air 14 Australian Airlines 15 Swiss international Airlines 16 Singapore Airlines 17 Aegean Airlines 18 Olympic Airlines 19 Air Transat Airlines serving Sabiha Gokcen airport Number Airlines 1 Flydubai 2 Peqasus 3 Germanwings 4 Norwegian Air Shuttle 5 Sun Express 6 Turkish Airlines 7 Jazeera Airways 8 Tulfly 9 Easyjet 10 Transavia Growth has also been initiated by improvement of access. According to the Transportation Research Board (1996) accessing an airport easily is a vital element of growth. This is because easy access to the airport enhances intermodal transportation which reduces the time taken to reach the airport; it also reduces costs and increases reliability. Although the benefits can not be quantified, the implication is that customer satisfaction will be enhanced; this will further increase the demand for the airport services as opposed to other transport means. The Atatürk airport has improved the level of access to the airport in various ways. For instance, the airport has airport shuttle services which operate half –hourly to Taksim Square, Bakırköy, Aksaray and Kadıköy. Light rail services are also used to connect major parts of European cities for instance they operate between Atatürk and Aksaray. Municipality busses also exist to make access to airport easier. Sabiha Gokçenon the other hand has shuttle bus services that operate between Havats, Istanbul metropolitan and the airport. The existence of essay access to the airport is therefore as significant strategy for both airports. Diversification Strategy The diversification strategy involves venturing in activities that are actually the core business of the organization. The strategy is geared towards reducing the exposure of the firm to risk. In case the core business of the firm is affected, the business can still be able to generate revenue (Badanik et al, 2007).The involvement in activities that are not part of the core business of the organization are significant in the sense that they intensify the airports strategic axes by balancing and stabilizing the economy of the airport. The Atatürk and Sabiha Gokçen airports have adopted the diversification strategy by provision of Duty Free shopping: provide duty free shopping opportunities for passengers. Such services assist in enhancing the image of the airports. In addition the two airports have also increased the areas for restaurants, car rentals and shops. Operational Strategy Operation is the core of any particular airport facility. Therefore the operations strategy adopted by an airport should therefore enhance the smooth running of activities within the facility. A major operations strategy adopted by the two airports in Istanbul city is the continuous operations approach. The approach works towards the improvement of operational effectiveness, through the scheduling of departures and arrivals in manner that facilitates continuous flow in the hub all through the day. In this particular operations strategy, staff and aircraft are scheduled in a manner that the time taken on the ground is well distributed and reduced throughout the day, consequently, the approach lessens the under –utilization of the off-peak periods and also congestion that occurs during the peak times. The two airports have also adopted various operational strategies that work towards enhancing efficiency in the operating activities. These include: • Air traffic control: Both airports have worked towards ensuring there are sufficient personnel who play the role of manning the airports by determining the landing course of every aircraft and also the sequence of take off. • Airport Ground Crew: Both the Atatürk & Sabiha Gokçen airports are very busy airports. The existence of ground crews has been useful in the loading and unloading of baggage. The services provided by the ground crew assist in reducing passenger congestion and free movement of passengers. • Ground control: The airports also have sufficient personal who direct the aircraft to a appropriate bay once they have landed • Well-organized Check in: Both airports have adequate counters were passengers can check in ones they get into the facility. The existence of adequate check in points is essential based on the fact that it ensures that passengers do not get tired when waiting for their opportunity enter their boarding pass. In order to make check activities more effective, the two airports use IT in loading in passenger baggage into the correct aircraft. • Fuelling crew: After a landing, an aircraft requires to be refuelled so that it can be able to take off to another destination. Both airports have refuelling crews who work towards ensuring the aircrafts are refuelled on time. Question 3 Proposal of a strategy for Istanbul city: A city with two Airports The use of Technology to resolve the problem of capacity limitation Managing two airports in one city is definitely a difficult task. This is because the airports frequently face the challenge of capacity limitation. The city of Istanbul has two major airports which also have a common challenge of capacity limitation. A case in point is the Istanbul Atatürk airport which had the objective of expanding its runways however there was no adequate land in order to execute such plans. This is because the land adjusted to the airport was owned by the military. Such a scenario may lead to conflict between the military and the airport authorities. Although plans are currently underway to construct a 4TH runway based on the fact that the Turkish air force and authorities of the airport reached an agreement (Hürriyet Daily News, 2012). It can be argued that this sort expansion cannot fully safeguard the future of the airport. This is because future market demand cannot be estimated currently. As a result there is need to develop a sustainable solution to the problem of capacity limitation. Istanbul just like many cities of the world has inadequate land in which airports can be able to expand their infrastructure without affecting the operations of other authorities or agencies. Consequently, there is need to device a prolific and effective strategy that can resolve such challenges. A major strategy that can be utilized to resolve the challenge of capacity limitation of the two airports in Istanbul city is basically not to develop a new airport, but rather it is possible to increase the capacity of the airports without having to increase the size of the airport through the use technology. The implication of this particular strategy is that if both Atatürk and Sabiha Gokçen airports will be able to expand the capacity of their runways without having to enlarge the footprint of the airports. Then this would this will imply that the city of Istanbul will still obtain the economic benefits that are derived from the continued growth within the air service industry, without dealing with protracted battles over the acquisition of land which causes long battles and even delays in airport operations and infrastructure development. In both Atatürk and Sabiha Gokçen airports the capacity of the runway is usually limited by the following factors: The spacing of aircrafts when they approach the runway Lateral separation, this occurs in bad weather essentially when the aircrafts are arriving on the airport through the use of a similar runway The separation and the sequence of landing and departing on intersecting runways The system of arrival and departure on one runway The strategy of increasing the capacity of the airports without increasing their size will basically focus on the use of technology. Butler (2008) highlights that it is possible to use technology to increase runway capacity without increasing the land area in which the airport is located. According to a study by Butler (2008) the technology involves the use of a system referred to as the NextGen system. Butler (2008) highlights that the NextGen technology can be applied in the following way: Automatic Dependent Surveillance –Broadcast (ADS-B) The Automatic Dependent surveillance – Broadcast (ADS-B) is a system by which an aircrafts is fitted with technology that is able to monitor the precise position of other landing aircrafts that are fitted with the system and also the position of aircrafts on the ground. The system uses GPS in order to identify the location of the plane in real time. In addition the GPS also provides the altitude and the identity of the aircraft and the data link that is used to receive and broadcast information about positioning (Butler, 2008) The ADS-B system is also composed of two major on- board competences. One is referred to as Ads-B/in and the other is referred to as the ADS-B out. The ADS-in enables the plane to display and receive signals from other aircrafts. The ADS-B out on the other hand provides a signal to other aircrafts. The ground system can also receive the signal. When both systems are in operation, a pilot can be able to identify the position of all the aircrafts that exist in the vicinity. As a result he/she will know the altitude, direction and speed to use. The ground will also have the same information that the pilot has. The connectivity of the communication links therefore enables all aircrafts to identity the location of where others aircrafts are heading to and how they interact (Butler, 2008). The use of the a ADS-B system is significant in the sense that it provides an opportunity for the sequencing of an aircraft as a result the aircrafts can avoid being closely spaced, and at the same time, they can avoid conflict when landing . Butler (2008) highlights that; as the technology continues to develop, it is possible to separate aircrafts at high degrees. The figure 1 shows the flow of communication using the ADS-B. Figure 2.0 indicates how the flow of aircrafts in the runway is facilitated through the use of the system Figure 1 Figure 2 Surface Area Movement management Another system that can be used to increase runway capacity is surface area management. The method involves the use of a central system in order to reduce the use of gates, reduce taxi distances, the separation of aircrafts during arrival and hold times. The SAMM system functions by displaying the map of the airport and the traffic that exists in the airport. The system then alerts the crews concerning any sort of probable runaway incursions and potential conflict. The SAMM system together with the central system can sequence the arrival of aircrafts in correct order. This allows the taxi and the landing aircraft approaching the same gate to operate without conflicting. According to Butler (2008) the system is useful in solving the problem of capacity limitation in the sense that the airline is provided with a suitable ground to place so that the aircraft can immediately move into the gate and prevent the blockage of the taxi way. Simultaneously, aircrafts that are departing can be directed effectively to the runway end (Butler, 2008). In general, the fast emergence of new types of technology such as The Automatic Dependent surveillance and the Surface Area Movement management systems can actually be a solution in solving the challenge of capacity limitation in the airports in Istanbul city. Depending on the timing or even the needs of the airports in the city, a new runaway may be required and the solution can be grounded on the use of technology. Conclusion From the discussion, it is clear that there are several consequences of physical design capacity limitations for Istanbul Ataturk airport. The physical design limitation for Istanbul Ataturk airport has a number of consequences. One of the major consequences is that it hinders the expansion of terminals. Another consequence of physical design limitation is that it hinders the growth of the airport. The physical design limitation affects the kind of service offered by airlines. Capacity limitation has an effect on traveller convenience and the economy. It is believed that in any city such Istanbul, a limit on capacity enhances costs to travellers by minimizing the number of flights and competitors who can serve the city. Capacity limitation also results to an increase in traffic. Ataturk airport is too small to handle the current number of passengers and cargo received by the airport. Capacity limitation for Ataturk airport limits the number of airlines serving the airport. Istanbul Ataturk airport and Sabiha Gokcen airport applies various strategy in their operations. A major strategy adopted by the two leading airports in Istanbul city; Atatürk & Sabiha Gokçen is the strategy of growth. Another strategy employed by Ataturk and Sabiha Gokcen is the diversification strategy. The diversification strategy involves venturing in activities that are actually the core business of the organization. The strategy is geared towards reducing the exposure of the firm to risk. In case the core business of the firm is affected, the business can still be able to generate revenue. The last strategy employed by the two airports in Istanbul is the operation strategy, continuous operations approach in particular. In general, the paper propose that the fast emergence of new types of technology such as the Automatic Dependent surveillance and the Surface Area Movement management systems can actually be a solution in solving the challenge of capacity limitation in the airports in Istanbul city. References Butler, V. (2008) Increasing Airport Capacity without Increasing Airport Size. Retrieved on November 29, 2012 from < http://www.policyarchive.org/handle/10207/bitstreams/5778.pdf> Badanik, B, Laplace, N, Lenior, E , 2007, Future strategies for Airports, 27th International Congress of Aeronautical sciences . Butler, V,2008, Increasing airport capacity without increasing airport size, Reason foundation . Euro Annies, 2011, Airport Awards". anna.aero Airline Network News & Analysis. Forsyth, P. G, 2010, David Airport Competition: The European Experience. Ashgate Publishing, Ltd. Landrum and Brown, 2010, Airport Passenger Terminal. New York: Transportation Research Board. Lowson, H, 2006, Strategic Operations Management: The New Competitive Advantage, Routledge. Hürriyet Daily News, 2012, Atatürk Airport to raise capacity with runway> Retrieved from Oxford Business Group, 2009, The Report: Turkey 2009. Oxford Business Group Senguttuvan, P.S, 2006, Economics of the airport capacity system in the growing demand of air traffic – a global view. State Airports Authority, 2010, Atatürk Airport . Retrieved From Transportation Research Board, 1996, National Conference on Intermodalism: Making the Case, Making it Happen. National Research Council. Transportation Research Board. Tav annual Report, 2008 Young, S and Wellls, A, 2011, Airport Planning and Management, Mcgraw hill professional. Waters, J, D, 2006, Operations Strategy. Cengage Learning EMEA Read More