This thesis is a simulation study aimed to improve the common-use check-in process at SAS Ground Handling operating at Arlanda Airport. The study sought to determine how to design the common-use check-in to minimize waiting times, reduce resource use, and increase the share of passengers checked in within service level targets. The simulation study was performed using Arena Simulation Software, testing different check-in setups which experimented with which flights were included in the common-use check-in solution, how many flows there would be for each booking class, and which flights would be allocated to each flow. The study found that changing how economy passenger flows are organized and how flights are divided between check-in flows could improve efficiency. The study concludes that the existing common-use check-in solution should continue to handle current assigned flights and recommends dividing the economy passenger flow into two separate flows based on passenger service times. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

No description available.

No description available.

The Federal Aviation Administration (FAA) is continuously assessing the operational performance of the National Airspace System (NAS), where they analyze trends in the aviation industry to help develop strategies for a more efficient air transportation system. To measure the performance of various elements of the aviation system, the FAA and the International Civil Aviation Organization (ICAO) developed nineteen key performance indicators (KPIs). This dissertation contains three research studies, each written in journal format, addressing select KPIs. These studies aim at answering questions that help understand and improve different aspects of airport operational efficiency. In the first study, we model the flight times within the terminal airspace and compare our results with the baseline methodology that the FAA uses for benchmarking. In the second study, we analyze the efficiency of deicing operations at Chicago O'Hare (ORD) by developing an algorithm that analyzes radar data. We also use a simulation model to calculate potential improvements in the deicing operations. Lastly, we present our results of a clustering analysis surrounding the response of airports to demand and capacity changes during the COVID-19 pandemic. The findings of these studies add to literature by providing a methodology that predicts travel times within the last 100 nautical miles with greater accuracy, by providing deicing times per aircraft type, and by providing insight into factors related to airport response to shock events. These findings will be useful for air traffic management decision makers in addition to other researchers in related future studies and airport simulations. / Doctor of Philosophy / The Federal Aviation Administration (FAA) is the transportation agency that regulates all aspects of civil aviation in the United States. The FAA is continuously analyzing trends in the aviation industry to help develop a more efficient air transportation system. They measure the performance of various elements of the aviation system. For example, there are indicators focused on the departure phase of flights measuring departure punctuality and additional time in taxi-out. On the arrivals side, there are indicators that measure the additional time spent in the last 100 nautical miles of flight. Additionally, there are indicators that measure the performance of the airport as a whole such as the peak capacity and the peak throughput. This dissertation contains three research studies, each one aims at answering questions that help understand and improve a different aspect of airport operational efficiency. The first study is focused on arrivals where we model the flight times within the last 100 nautical miles of flight. Our model incorporated factors such as wind and weather conditions to predict flight times within the last 100 nautical miles with greater accuracy than the baseline methodology that the FAA currently uses. The resulting more accurate benchmarks are important in helping decision makers, such as airport managers, understand the factors causing arrival delays. In the second study, we analyze the efficiency of deicing operations which can be a major source of departure delays during winter weather. We use radar data at Chicago O'Hare airport to analyze real life operations. We developed a simulation model that allowed us to recreate actual scenarios and run what-if scenarios to estimate potential improvements in the process. Our results showed potential savings of 25% in time spent in the deicing system if the airport changed their queueing style towards a first come first served rather than leaving it for the airlines to have their separate areas. Lastly, we present an analysis of the response of airports to demand and capacity changes during the COVID-19 pandemic. In this last study, we group airports by the changes in their throughput and capacity during two time periods. The first part of the study compares airports operations during 2019 to the pandemic during the "shock event" in 2020. The second part compares the changes in airports operations during 2020 with the "recovery" time period using data from 2021. This analysis showed which airports reacted similarly during the shock and recovery. It also showed the relationship between airport response and factors such as what kind of airlines use the airport, airport hub size, being located in a multi-airport city, percentage of cargo operations. The results of this study can help in understanding airport resilience based on known airport characteristics, this is particularly useful for predicting airport response to future disruptive events.

This dissertation represents the methodologies used to develop an aircraft landing database and predictive models for estimating arrival flight runway occupancy times. In the second chapter, all the algorithms developed for analyzing the airport surface radar data are explained, and detailed statistical information about various airports in the United States in terms of landing behavior is studied. In the third chapter a novel data-driven approach for modeling aircraft landing behavior is represented. The outputs of the developed approach are runway occupancy time distributions and runway exit utilizations. The represented hybrid approach in the third chapter is a combination of machine learning and Monte Carlo simulation methods. This novel approach was calibrated based on two years of airport radar data. The study's output is a computer application, which is currently being used by the Federal Aviation Administration and various airport consulting firms for analyzing and designing optimum runway exits to optimize runway occupancy times at airports. In the fourth chapter, four real-world case scenarios were analyzed to show the power of the developed model in solving real-world challenges in airport capacity. In the fifth chapter, pilot motivational behaviors were introduced, and three methodologies were used to replicate motivated pilot behaviors on the runway. Finally, in the sixth chapter, a neural network approach was used as an alternative model for estimating runway occupancy time distributions. / Doctor of Philosophy / The federal aviation administration predicts ongoing growth in the aviation industry over the following 20 years. Therefore, the airports will be more crowded, and a higher number of operations will occur at those facilities. An accurate prediction of airports' capacities can help the authorities to improve the airports appropriately. Due to significant reductions in in-trail aircraft separations, runway occupancy times will become more significant in airport arrival procedures. In this study, a landing event database was developed to represent the accurate distributions of runway occupancy times. Also, it is essential to have computer applications capable of replicating runway occupancy time distributions. In this dissertation, a novel approach was developed to replicate aircraft runway occupancy times. A massive amount of airport surface radar data was utilized to create all the mentioned computer applications. The results of the final products were validated against real data. Real-world case scenarios were discussed as part of this study to showcase the strengths of the final developed product in solving challenging problems related to airport capacity. Finally, extreme cases of motivated landing behavior from airline pilots were studied, and multiple methodologies were introduced to replicate pilot motivational behavior while landing on runway.

Swedavia är ett statligt ägt bolag som äger och driver tio flygplatser i Sverige, varav Stockholm Arlanda Airport är en. Flygplatsen har ett miljötillstånd där ett utredningsvillkor kallat U4 finns. Prövotidsutredningen syftar främst till att utvärdera reningseffekten hos dagvattenanläggningarna vid flygplatsen, med slutgiltiga villkor om utsläpp av bl.a. organiska föreningar och näringsämnen. När det under vintertid bildas snö- och isbeläggningar på flygplanen och banorna riskerar det att delvis påverka den aerodynamiska förmågan men också orsaka otillräcklig friktion mellan flygplansdäcken och marken. För att förhindra att olyckor sker eller att plan inte lyfter används framför allt kaliumformiat och propylenglykol som av-isning och halkbekämpningsmedel. Följden av att använda dessa blir förhöjda halter löst TOC (Total Organic Carbon) i dagvattnet och det kan leda till syrefria förhållanden i recipienten, vilket i detta fall är Märstaån. Swedavia har, med det primära syftet att rena dagvattnet på av-isning-och halkbekämpningsmedel, anlagt flera dagvattenanläggningar på flygplatsområdet. Dessa består av dammar som genom biologisk nedbrytning och sedimentering ska rena vattnet med avseende på TOC. Enligt ett prövotidsvillkor som uppkom i samband med miljödomen för flygplatsen ska slutgiltiga halter bestämmas och den potentiella reningseffektiviteten av dagvattnet ska undersökas. Reningseffektiviteten har dock visat sig vara svår att fastställa då dammarna kontinuerligt fylls på med vatten och att vattnet leds förbi dammarna via bypass-funktion vid för stora vattenflöden. Då reningseffektiviteten i dammarna fortfarande inte är fastställd är denna studies syfte att utvärdera reningseffekten och om den kan förbättras. Ett inkubationsförsök för nedbrytning gjordes med en experimentuppställning där vattenprover från Arlanda inkuberades i 3 olika temperaturer (5°C, 10°C och 23°C) med kategorierna låg/hög TOC-halt och med/utan tillsats av makronäringsämnena fosfor och kväve (N och P), enligt Redfield förhållandet 106:16:1. Försöket pågick i 33 dagar och kontinuerliga vattenprover togs för att sedan analysera TOC-halten. Resultatet visade att näringstillsats, enligt Redfieldförhållandet, inte hade någon statistisk signifikant påverkan på nedbrytningshastigheten vid 5°C och 10°C. Det fanns dock en statistisk signifikant skillnad vid 23°C, vilket tyder på att näringstillsats är gynnsamt för nedbrytningen vid högre temperaturer. Vid jämförelser mellan nedbrytningshastigheterna vid olika temperaturer fanns det en statistisk signifikant skillnad mellan proverna, förutom för kategorin med hög initialhalt utan näring. Vid låg initialhalt och en temperatur på 5°C, 10°C och 23°C kunde en reduktion av TOC på 65-73%, 83-86% samt 80-90% för respektive temperatur observeras efter en inkubationstid på 33 dagar. För proverna som startade med hög initialhalt i temperaturerna 5°C, 10°C reducerades TOC med 4-42% och 11-16%, och för 23°C skiljde sig nedbrytningen mellan kategorierna näringstillsats/ingen näringstillsats. Utan näring ökade TOC-halten med 38% och med näring reducerades den med 88 % efter 33 inkubationsdagar. En ökning av halten tyder på felkällor i metoden. Nedbrytningshastigheten och tiden för 100% nedbrytning vid låg och hög initialhalt för olika förutsättningar för hela perioden var mellan 0.34-1.02 mg/l respektive 8.45-11.47 mg/l TOC per dag samt 30-47 respektive 39-84 dagar. Efter en vecka var spannet mellan nedbrytningshastigheter för låga och höga initialhalter 1.63-6.98 mg/l respektive 33.21-83.28 mg/l TOC per dag och reningskapacitetenefter en vecka var 33-100% respektive 30-81%. De förbättringar som kan föreslås, baserat på resultatet i studien, är att se över möjligheten att ha ett kostnadseffektivt uppvärmt system, eventuellt genom att nyttja spillvärme på flygplatsen. Vid uppvärmning kan ett alternativ vara att tillföra näringsrikt avloppsvatten, för att upprätthålla en effektiv nedbrytning. Om detta inte är möjligt bör man överväga möjligheten att introducera ett ytterligare reningssteg, som ett biofilter som reducerar TOC-halten innan vattnet lagras i dammarna. Mer studier krävs dock för att kunna dra välgrundade slutsatser från arbetet, eftersom det i studien uppkommit osäkerheter i resultatet. / Swedavia is a state-owned company that owns and operates ten airports in Sweden, of which Stockholm Arlanda Airport is one. The airport has an environmental permit where an investigation condition called U4 exists. The investigation condition primarily aims to evaluate the treatment of stormwater at the airport, with final conditions regarding emissions of e.g. organic compounds and nutrients. Snow and ice deposits form on airplanes and runways during winter, this affects the aerodynamic ability of the airplanes and cause insufficient friction between the airplane tires and the ground. To prevent crashes or planes not taking off, anti-icing agents such as mono propylene glycol and potassium formate are being used. The consequence of using these agents is increased levels of dissolved organic material in the stormwater and in the worst case this can lead to oxygen depletion in the recipient, which in this case is Märstaån. Swedavia has, with the primary purpose of purifying stormwater, built several stormwater facilities in the airport area. These consist of ponds that through biological decomposition depletes the water of the dissolved organic material. According to the trial period investigation, the final conditions for the storm water should be decided and the potential TOC-removal efficiency from the storm water needs to be evaluated. However, it has been hard to establish how well the ponds reduction of TOC work since water continuously fills up the ponds and because water sometimes gets bypassed when there are high flows. Since the reduction of TOC in the ponds is still not determined, the the purpose of this study was to evaluate the TOC-removal efficiency and whether it can be improved. Experimental incubations for degradation of TOC where conducted with water samples from Arlanda, incubated at 3 different temperatures (5°C, 10°C and 23°C) with the categories low/high TOC content and with/without addition of nutrients, according to the Redfield ratio 106:16:1. The experiment lasted 33 days and continuous water samples were taken to then analyze the TOC content. The result showed that nutrient addition according to the Redfield ratio had no statistically significant influence on the degradation, except at 23°C, which suggests that nutrient addition is beneficial at higher temperatures. When comparing the degradation rates at different temperatures, there was a statistically significant difference between the samples, except for the high initial content category without added nutrients. At a low initial content and a temperature of 5°C, 10°C and 23°C, a TOC-reduction of 65-73%, 83-86% and 80-90% was observed for the respective temperature after 33 days of incubation. For the samples that started with a high initial content in the temperatures 5°C, 10°C, a TOC removal of 4-42% and 11-16% was observed and for 23°C, the TOC-removal differed between the the samples without and with addition of nutrients. Without added nutrient, the TOC content increased by 38% and with added nutrient, it was reduced by 88 % after 33 days of incubation. An increase in the TOC content indicates sources of error in the method. The degradation rate and time to 100% degradation at low and high initial content for different conditions and the entire test period was between 0.34-1.02 mg/l respectively 8.45-11.47 mg/l TOC per day and 30-47 and 39-84 days respectively. After a week the range of degradation rates for low and high initial concentrations was 1.63-6.98 mg/l respectively 33.21-83.28 mg/l TOC per day and the TOC-removal capacity after one week was 33-100% respectively 30-83%. The improvements suggested, based on the results of the study, is to investigate the possibility of having a cost-effective heated pond system, possibly if there is waste heat to use from the airport. When heating, an alternative may be to add nutrient-rich wastewater, to maintain efficient degradation. If this is not possible, consideration should be given to the possibility of introducing an additional step for TOC-removal, such as a biofilter that reduces the TOC content before the water is stored in the ponds. However, more studies are required to draw well-founded conclusions from the study, as there were uncertainties in the results.

The collaborative thesis with the Swedish Geotechnical Institute (SGI) investigates seasonal PFAS contamination spreading near Örnsköldsvik airport, where AFFF was used during fire drills from 1993 to 2008. Data analysis of 11 PFAS concentrations from November 2022 to October 2023 utilized scatterplots and time series graphs. In ArcMap, concentrations were interpolated to predict spatial spreading across four seasons. Geologically, the area features an upper aquifer confined by a clay layer, potentially with a lower aquifer. High PFAS concentrations in the upper aquifer occur during spring and autumn, except for PFHxA and PFBA, peaking in winter. Contamination primarily extends towards Varmyrän, with unexpected spread towards Bromyrän and the northeast area to the fire drill site. Significant spatial changes occur from winter to spring, and certain short-chain PFAS behave similarly in time and space. Limited data for the lower aquifer allowed analysis only during summer and autumn, revealing major spatial changes concentrated in the north of the fire drill area. In both layers, PFOS, PFHxS, and PFHxA present the highest concentration. Various factors influence PFAS movement, including groundwater levels, soil types, and precipitation, with seasonal groundwater data lacking. PFOS and PFHxS move towards Varmyrän within approximately 30 days, with additional movement towards the airport. Percolation from the upper to the lower aquifer could take around six months, with data limitations for winter and spring in the lower aquifer. Kriging is sensitive to point quantity, and normalization complicates absolute value comparisons from interpolations. This study highlights the need for comprehensive data collection, alternative methodologies for studying PFAS seasonal changes, and improved data visualization techniques to enhance understanding of PFAS dynamics in the groundwater. / Samarbetet med Statens geotekniska institut (SGI) undersöker säsongsbunden PFAS-föroreningsspridning nära Örnsköldsviks flygplats, där AFFF användes under brandövningar från 1993 till 2008. Dataanalys av 11 PFAS-koncentrationer från november 2022 till oktober 2023 använde scattergraphs och tidsseriediagram. . I ArcMap interpolerades koncentrationer för att förutsäga rumslig spridning över fyra årstider. Geologiskt har området en övre akvifär som är begränsad av ett lerlager, potentiellt med en lägre akvifär. Höga PFAS-koncentrationer i den övre akvifären förekommer under våren och hösten, förutom PFHxA och PFBA, som toppar på vintern. Föroreningarna sträcker sig i första hand mot Varmyrän, med oväntad spridning mot Bromyrän och det nordöstra området till brandövningsplatsen. Betydande rumsliga förändringar sker från vinter till vår, och vissa kortkedjiga PFAS uppträder på liknande sätt i tid och rum. Begränsade data för den nedre akvifären möjliggjorde analys endast under sommaren och hösten, vilket avslöjade stora rumsliga förändringar koncentrerade till norra delen av brandövningsområdet. I båda skikten har PFOS, PFHxS och PFHxA den högsta koncentrationen. Olika faktorer påverkar PFAS-rörelsen, inklusive grundvattennivåer, jordtyper och nederbörd, med säsongsbetonade grundvattendata saknas. PFOS och PFHxS rör sig mot Varmyrän inom cirka 30 dagar, med ytterligare förflyttning mot flygplatsen. Perkolering från den övre till den nedre akvifären kan ta cirka sex månader, med databegränsningar för vinter och vår i den nedre akvifären. Kriging är känsligt för punktkvantitet, och normalisering komplicerar absolutvärdesjämförelser från interpolationer. Denna studie belyser behovet av omfattande datainsamling, alternativa metoder för att studera PFAS säsongsförändringar och förbättrade datavisualiseringstekniker för att öka förståelsen för PFAS-dynamiken i grundvattnet.

<p dir="ltr">At airports, aircraft taxi time may have effect on congestion, engine pollutants, and aircraft fuel consumption. An End-Around Taxiway (EAT) improves airport runway efficiencies and safety by providing a path for aircraft to move from one side of the runway to the other side without crossing that runway (FAA, 2022). The EAT has been implemented in four airports in the U.S.: Dallas/Fort Worth International Airport (KDFW), Hartsfield-Jackson International Airport (KATL), Detroit Metro Airport (KDTW), and Miami International Airport (KMIA) (Le, 2014). Currently, all the EATs are implemented at parallel runways. Previous research have shown that EAT on parallel runways has the potential to improve airport capacity and reduce fuel consumption (Fala et al., 2014; Feng & Johnson, 2021). There was no published application or research found about implementing EAT on crossing runways. This research is an explanatory study that focuses on analyzing the effect of EATs on airports with crossing runways. This research uses dynamic discrete event stochastic simulation software to build simulation models to analyze the effects of implementing EAT at crossing runways. Using a fictional airport loosely based on existing commercial service airports, the effect of EATs on a crossing runway airport was studied. The research has three experiments to measure the effects of the EAT in terms of taxi-in time, taxi-out time, and number of operations completed.</p><p dir="ltr">The major findings of the research are: 1) using EAT for taxi-in operations significantly reduces the taxi-in time and taxi-out time at the fictional airport with crossing runways; 2) using EAT for taxi-out operation significantly increases taxi-in time at the fictional airport with crossing runways; 3) using EAT for taxi-out operations significantly reduces taxi-out times at the fictional airport with crossing runways; 4) there is no statistical significance found when implementing EAT at the fictional airport with crossing runways in terms of number of operations completed per day. The configuration of the airport, the number of operations, the weather, and other factors may affect the transfer of these results to other airports with crossing runways.</p><p dir="ltr">Current EATs are only implemented and proposed at parallel runway airports. As aviation demand grows, this research may provide insights about a novel usage and operation strategy of EATs. The simulation model in this research is subject to assumptions and limitations. Future research is needed to improve the simulation model and further explore the effect of EATs on crossing runways.</p>

Emissions from airport operations are of significant concern because of their potential impact on local air quality and human health. The currently limited scientific knowledge of aircraft emissions is an important issue worldwide, when considering air pollution associated with airport operation, and this is especially so for ultrafine particles. This limited knowledge is due to scientific complexities associated with measuring aircraft emissions during normal operations on the ground. In particular this type of research has required the development of novel sampling techniques which must take into account aircraft plume dispersion and dilution as well as the various particle dynamics that can affect the measurements of the aircraft engine plume from an operational aircraft. In order to address this scientific problem, a novel mobile emission measurement method called the Plume Capture and Analysis System (PCAS), was developed and tested. The PCAS permits the capture and analysis of aircraft exhaust during ground level operations including landing, taxiing, takeoff and idle. The PCAS uses a sampling bag to temporarily store a sample, providing sufficient time to utilize sensitive but slow instrumental techniques to be employed to measure gas and particle emissions simultaneously and to record detailed particle size distributions. The challenges in relation to the development of the technique include complexities associated with the assessment of the various particle loss and deposition mechanisms which are active during storage in the PCAS. Laboratory based assessment of the method showed that the bag sampling technique can be used to accurately measure particle emissions (e.g. particle number, mass and size distribution) from a moving aircraft or vehicle. Further assessment of the sensitivity of PCAS results to distance from the source and plume concentration was conducted in the airfield with taxiing aircraft. The results showed that the PCAS is a robust method capable of capturing the plume in only 10 seconds. The PCAS is able to account for aircraft plume dispersion and dilution at distances of 60 to 180 meters downwind of moving a aircraft along with particle deposition loss mechanisms during the measurements. Characterization of the plume in terms of particle number, mass (PM2.5), gaseous emissions and particle size distribution takes only 5 minutes allowing large numbers of tests to be completed in a short time. The results were broadly consistent and compared well with the available data. Comprehensive measurements and analyses of the aircraft plumes during various modes of the landing and takeoff (LTO) cycle (e.g. idle, taxi, landing and takeoff) were conducted at Brisbane Airport (BNE). Gaseous (NOx, CO2) emission factors, particle number and mass (PM2.5) emission factors and size distributions were determined for a range of Boeing and Airbus aircraft, as a function of aircraft type and engine thrust level. The scientific complexities including the analysis of the often multimodal particle size distributions to describe the contributions of different particle source processes during the various stages of aircraft operation were addressed through comprehensive data analysis and interpretation. The measurement results were used to develop an inventory of aircraft emissions at BNE, including all modes of the aircraft LTO cycle and ground running procedures (GRP). Measurements of the actual duration of aircraft activity in each mode of operation (time-in-mode) and compiling a comprehensive matrix of gas and particle emission rates as a function of aircraft type and engine thrust level for real world situations was crucial for developing the inventory. The significance of the resulting matrix of emission rates in this study lies in the estimate it provides of the annual particle emissions due to aircraft operations, especially in terms of particle number. In summary, this PhD thesis presents for the first time a comprehensive study of the particle and NOx emission factors and rates along with the particle size distributions from aircraft operations and provides a basis for estimating such emissions at other airports. This is a significant addition to the scientific knowledge in terms of particle emissions from aircraft operations, since the standard particle number emissions rates are not currently available for aircraft activities.

Cette thèse de doctorat se veut comme objectif d’analyser les rapports qui lient l’infrastructure aéroportuaire à son environnement. Elle s’appuie sur l’exemple des aéroports de Dakar et de Diass au Sénégal. Le travail se réfère à deux niveaux. D’abord une étude de la zone aéroportuaire de Dakar-Yoff qui montre comment l’infrastructure a contribué à l’émergence de la métropole internationale. Les communes limitrophes de l’aéroport (Yoff, Ouakam et Ngor), situées dans l’arrondissement des Almadies, ont vu leur territoire évoluer physiquement et économiquement depuis son installation dans la banlieue nord-ouest de Dakar. L’analyse des cartes géographiques, depuis les années 1940 jusqu’à nos jours, témoigne d’une réelle dynamique spatiale dans cette partie de la région de Dakar. En partant des caractéristiques de l’aéroport et des dynamiques économiques et urbaines qui ont accompagné son évolution, l’analyse révèlera que la non maitrise de l’urbanisation à ses abords et le mépris des réglementations conduiront à des problèmes multiples et par conséquent à la décision de l’état du Sénégal de transférer l’équipement sur un nouveau site, à une quarantaine de kilomètres de Dakar. La construction de la nouvelle plateforme et les différents projets qui y sont associés placent les nouvelles communes d’accueil, Diass et Keur Moussa, situées en zones rurales, au centre des enjeux politiques et économiques du pays et affectent leur développement futur. L’émergence de l’aéroport comme acteur du développement économique et territorial, en particulier pour les territoires environnants, montre les liens qui peuvent exister entre l’infrastructure aéroportuaire et son environnement. Ces liens se traduisent par plusieurs aspects visibles qui sont discutés dans cette contribution. / This doctoral thesis aims to analyze the relationships that link the airport infrastructure to its environment. It is based on the example of Dakar and Diass airports in Senegal. The work refers to two levels. First, a study of the Dakar-Yoff airport zone, which shows how the infrastructure contributed to the emergence of the international metropolis. The municipalities bordering the airport (Yoff, Ouakam and Ngor), located in the district of Almadies, have seen their territory evolve physically and economically since its installation in the northwestern suburbs of Dakar. The analysis of geographical maps, from the 1940s to the present day, testifies to a real spatial dynamic in this part of the Dakar region. Based on the characteristics of the airport and the economic and urban dynamics that accompanied its evolution, the analysis will reveal that the lack of mastery of urbanization in its surroundings and the disregard of regulations will lead to multiple problems and consequently to the decision of the state of Senegal to transfer the equipment to a new site, about forty kilometers from Dakar. The construction of the new platform and the various projects associated with it place the new host municipalities, Diass and Keur Moussa, located in rural areas, at the center of the country's political and economic challenges and affect their future development. The emergence of the airport as an actor of economic and territorial development, especially for the surrounding territories, shows the links that can exist between the airport infrastructure and its environment. These links translate into several visible aspects that are discussed in this contribution.