Airport leaders are in constant need of data. Different systems tell different critical information for operations and utilizing this information correctly can enhance performance in a sizeable manner.
Edward Hart, RCDD, DSCE, Vice President, Arora Engineers is involved with some of the most comprehensive airport information systems going into place today, such as the recently completed terminal at Kansas City International Airport (MCI). He sat down with Airport Business to discuss how these systems work and the concept of a converged system being used by MCI.
Airport Business: What are some of the key components for an airport information system and how can they contribute to the overall function of an airport?
Edward Hart: Basically, it's all airport systems. It's, everything that goes into making an airport work. It includes such systems as common or preferred use for airline management and planning. EVIDS (Electronic Video Information Display System) which manages and digitally displays Flight, Ticketing, Gate, Baggage, Ramp etc. Information. Radio Systems such as WiFi, DAS (Distributed Antenna System) for Cellular or Emergency Communication. Networking System, Core/Edge Switches, Firewalls and coordinating with ISP’s. Structured Cabling System: Horizontal and Backbone cabling. Telecommunications room design. The list goes on.
It's basically all of the systems that go into an airport, all of the digital or low voltage systems, under one nice, clean umbrella name.
AB: What were some of the goals with placing the airport information system into play at the new MCI terminal and the challenges it faced?
EH: One of the networking goals that was presented to us was the use of a converged network. By putting all your systems on a single network you really have to pay attention to data throughput, Quality of Service (QoS) and Cybersecurity. These items were addressed early on and ended up working out well.
One of the major challenges the design team faced was when we received the documents for the project compared to the state that the building construction was in. The building's envelope was already constructed, and the contractors were ready to start installing various systems such as data and power. Meanwhile, we had a lot of design work to complete to move forward. So as the EOR the biggest challenge for us was the tight schedule we had to deliver a design on.
For instance, the schedule was moving very fast, and contractors were eager to begin pulling cables. However, our cable tray design was not fully completed yet so there was no pathway to pull the cables. We had to ensure that we had an early design for each building section, so we worked section by section, keeping pace with the construction team. Physical infrastructure posed a significant challenge, especially meeting the demanding schedule.
The terminal had an immense amount of data flowing through it. Some communication rooms are packed with cables, requiring a lot of networking equipment. Managing and installing this extensive large diameter Category 6A cabling was a significant undertaking.
As for the advantages of a converged network for airport operations, it offers ease of maintenance and control. By having everything on one network, you can efficiently manage the various systems. It reduces the number of core switches and potential points of failure. Additionally, it facilitates data sharing across the network, streamlining operations.
AB: Does installing a system of this magnitude only make sense with a greenfield build? Or can this be accomplished in an existing facility?
EH: The project involves overhauling the data network system. It's easier to implement a converged network in a greenfield building, and Kansas City had its reasons for choosing this approach, which I agree with. The decision on how to build the network ultimately rests with the owner. Retrofitting an existing network would present its own challenges.
Retrofitting involves both physical and logical aspects. Physically, you need to reconnect and reconfigure everything, including resetting IP addresses. Some older equipment may not meet the required capabilities or data throughput, especially if you're aiming for higher bandwidth like 10 or 40 gigabits per second. In such cases, you'll need to replace the outdated equipment with more suitable options based on their age and capabilities.
AB: Why is the BIM such an important aspect for the MCI project?
EH: The design process involved a high level of detail, known as Level of Development (LOD). Our design model was at LOD 350, while the construction model required LOD 500. This meant modeling every conduit, resulting in an extensive design effort. Additionally, we used COBie (Construction Operations Building Information Exchange) for tagging and entering data into the model.
The BIM (Building Information Modeling) process is still ongoing, with continuous creation of models and accurate data tagging. The team is ensuring that everything is correctly transferred to their asset management system. This aspect of the design process will continue as part of ongoing maintenance and management.
The ultimate goal with this process is to create a digital twin, which is a major trend right now. We embraced that direction while developing the plan. The benefits are significant, extending beyond IT. It provides better control over various building systems, including lighting, switch gear, and HVAC. This level of control allows proactive measures, such as recognizing the lifespan of units and conducting regular maintenance before failures occur.
In essence, the objective of this intelligent building approach is to have foresight and knowledge to optimize maintenance and operations, rather than reactive measures after failures happen.
AB: Is the adoption of digital twin technology now something airports need to embrace?
EH: The adoption of building modeling has been widespread and well-received. It has been in the public eye for quite some time now, and the modeling aspect has become more prevalent and familiar. People are witnessing the advantages of using smart buildings. I believe that this type of building modeling and delivering the final product will continue to be prominent.
Creating such models requires a significant effort, but it offers long-term benefits, especially for buildings with a lifespan of 30, 40, or even 50 years. Investing in the upfront work is worthwhile. We have experience with retrofitting asset management systems, which are more labor-intensive. In these cases, physical tagging is involved, where QR codes are printed and affixed to equipment for scanning purposes.
Both the logical and physical aspects are essential. For instance, imagine going into a major airport and having to identify and tag all the equipment. It can be a challenging task, but the effort pays off. Currently, there is a significant trend in North America, with numerous new construction facilities being planned and developed. This is one of the reasons why I expect this type of progress to continue in the industry.
At Arora, we have a great team of individuals skilled in this area that worked with KCAD long before we got involved on the systems design side who wrote the standard then helped execute it.
AB: How will the MCI project serve as a role model for other airports going forward with this level of airport information system in place?
EH: In my opinion, without any specific data to support it, I believe that this facility is one of the first and largest of its kind. Considering its size, at this point in time it surpasses other large greenfield new airport construction. This facility represents a full-scale, extensive deployment of asset management within an airport setting. I believe there will be valuable lessons learned from this endeavor, and I expect there will be white papers and a wealth of knowledge gained by our team.
I agree with your statement that this project will serve as a role model. The complexity and scale of the undertaking, particularly in a new construction environment, makes it remarkable. The fact that they are involved from the beginning and will soon witness the final results sets a precedent. To my knowledge, there is no comparable airport project of this magnitude in North America complete to this level. Arora is currently working with a lot of airports on implementation and execution of a Maximo environment that may match its size and complexity, but within an existing facility.
