Home' Asian Aviation : AAV May 2019 Contents 28 AsianAviation | May 2019
ACI ASIA-PACIFIC/WORLD AGM
by the Asia-Pacific region with mainland Chinese making about 1
billion passenger trips.
“Around 2025, maybe earlier, China will become the world’s larg-
est passenger market, overtaking the US. Around the same time, In-
dia will become number three,” said Conrad Clifford, the Asia-Pacific
regional vice president for IATA. This will mark a “big shift between
a transatlantic aviation dominance to an Asia-Pacific dominance”.
How expanding civil aviation services will lift the developing world
from poverty in a sustainable way is a current focus of Airports Council
International. “Surging air transport demand threatens to outstrip cur-
rent and planned airport infrastructure,” said Angela Gittens, director
general of Airports Council International. There needs to be a way to
“respond to this challenge, and help to ensure we continue to reap the
social and economic benefits of air services development”.
ACI’s Asia-Pacific president and CEO of Changi Airport Group,
Lee Seow Hiang, told attendees that the “Asia-Pacific region has
been a key driving force contributing to the world’s robust air traffic
growth for the past decade. ACI forecasted that eight out of the top
10 fastest-growing countries for passengers in 2017-2040 are from
Asia-Pacific and the Middle East. There is no one-size-fits-all in
how we manage, fund or invest in our airports. Recent trends point
to privatisation as a way to finance much needed infrastructure
investments as means to increase capacity.”
At the meeting, Airports Council International announced the
publication of an Addressing Insider Threat handbook. It provides
airports with advice, information and examples, drawing on the
experiences of airports around the world on combatting insider
digital threats and identifies best practices that can form a robust
multi-layered security system.
“Safety and security are top priorities for our industry and recent
events show that terrorists continue to try to exploit aviation to do
harm, not only from outside the system but also from inside it,” said
highway contractors, as well as municipalities and state-level departments
of transportation and the military around the world to rapidly and effectively
remove all forms of durable markings from paved surfaces. We also have
an extensive catalogue of other products including thermoplastic and paint
systems for road striping.
AAV: Where are your machines currently working in Asia and where do you see
the most promising markets? India? China? Indonesia?
JG: In Asia proper, we have systems currently in use in Indonesia, Singapore,
Malaysia, Vietnam, Thailand, India, Taiwan and South Korea. I have been work-
ing with my team in China, Japan and the Philippines to expand into those
markets, as well as the greater Asia-Pacific region. We are the leading ul-
tra-high-pressure equipment manufacturer throughout Australia, New Zealand
and the Middle East and I am working diligently to continue that leadership.
AAV: You mentioned that HOG machines are not the cheapest in the world.
How do you overcome that challenge when Asia is still a very price sensitive
JG: Our systems are not cheap, but as we have found time and time again,
the trend in Asia is moving towards acquiring the most technically capable,
durable, after-sales supported and dependable system. While there
is still some degree of ‘lowest price wins’ mentality, quite often I find
that once decision-makers are given all the facts and can make an
informed and educated choice, they will invariably choose quality
AAV: Might seem like a silly question, but can airports ‘over clean’
JG: That is a very pertinent question, and I am asked by airfield pave-
ment engineers all the time if they are doing too much or too little. It’s
important to understand that the friction coefficiency of a paved sur-
face reflects the ability of a tire to brake as a function of the friction re-
sistance or lack of friction resistance on the road or runway. So, planes
can hydroplane just like cars on a wet road. Aircraft also contend with
a finite distance they must stop in, so surface contaminants such as jet
blast residue, hydraulic oil contamination, and asphalt bitumen binding
agents all reduce the ability of a plane’s tire to grip the runway on
landing. Every time a large aircraft lands, it leaves about 1.5 kilograms
of rubber embedded on the runway surface. By removing the rubber
deposits and other material that reduce friction, and adding a degree
of texturization back to the runway surface, our systems maximize safe
braking ability. Since every runway has different amounts of aircraft
movements, weather conditions, construction and composition, one
must evaluate every runway as a unique project. All airports should
routinely measure their friction values on the runway using continu-
ous friction measuring equipment. ICAO and the FAA have published
recommended minimum friction coefficiency levels as guidelines for
airports to design their own rubber removal program. The bottom line
is that airports should remove rubber frequently enough to maintain
the acceptable standard of friction to ensure aircraft safety.
AAV: We discussed young people getting into the aviation business.
Cleaning runways may not sound glamourous, but is working on an
airport crew a way to get a leg up in Asia, particularly in an emerging
JG: I work in countries where the average monthly income for a young
person is less than many American kids make in a day or two at the
One of HOG’s rubber removal
machines in action.
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