Our current research lays emphasis on the extended pedestrian perception and copes with both the dynamic group behavior and the individual evaluation of situations, and hence, rather focuses on the tactical level of movement behavior. Whereas common movement models primary consider operational aspects (spatial exclusion or distance and direction related repulsion), the consideration of psychophysical concepts and intra-group coordination overcomes the idea of directed repulsion forces and derives specific movement decision with respect to the individual evaluation of situations. To provide a solid basis we analyze both data recorded at a mass event and data from a double-staged evacuation test to derive essential group dynamic behaviors and psychological related decision principles, respectively.For the data acquisition in the field, we recorded the movement behavior of the participants of the German Protestant Kirchentag at Dresden (1.-5. June 2011 with 120,000 fulltime participants and approx. 50,000 guests) and use this data as a solid base for the group constellation and behavior. As our data points out, there are significant differences in the density-speed-relation (fundamental diagram) regarding the constellation of groups. Heterogeneous crowds consists of independent pedestrians possess a homogenous density and each pedestrian has a high flexibility to change the speed and the direction of motion. The effect of clustered density (alternating local density clusters and open space) increases with the amount of groups, their mobility, and with the group size ( fig. 1). These density spots significantly change the individual speed characteristic and the corresponding movement behavior (e.g. distance keeping, collision avoidance).

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Air Transportation is a major contributor to international mobility and has high requirements to ensure safe and secure operations. Aircraft ground operations are impacted significantly by the current pandemic situation so that standard operating procedures need a redesign to incorporate the upcoming sanitation requirements. In particular, the passenger boarding process is challenged with requirements for physical distances between passengers, while in addition to standard cleaning, the cabin has to be disinfected after each flight. We evaluate potential alterations of these two aircraft cabin processes with respect to a pre-pandemic reference aircraft turnaround. The implementation of microscopic approaches allows to consider individual interactions and a step-wise process adaptation aiming for an efficient operational design. We find a significant extension of boarding times (more than doubled) if the physical distance rule is applied. The new disinfection process further extends the critical path of the turnaround, so we see a high impact on airport and airline operations. To compensate for the increased workload and process times, we provide an integrated cleaning and disinfection procedure with additional personnel. Our results indicate that the pre-pandemic turnaround times cannot be maintained for the same seat load, even if the process adaptations are being implemented. However, a seat allocation scheme with empty middle-seats (seat load of 67%) and the use of an apron position (additional use of rear aircraft door for boarding) enable pre-pandemic turnaround times without additional cleaning personnel. Aircraft turnarounds at terminal positions require between 10% (with additional personnel) and 20% (without additional personnel) more ground time.

In this paper the existing CDO procedures at three relevant German airports are analyzed with respect to both the achievable (maximum specific range) and the effectively achieved fuel savings in comparison to conventionally flown arrivals. To do so, we applied our highly precise flight performance model EJPM [1] to several thousand flown trajectories before and after CDO implementation, the data of which was provided to us as radar track data. A technique was developed to estimate the individual aircraft gross mass for calculating the optimum rate of descent starting from the computed flight-specific Top of Descent (ToD). Furthermore, we considered 3D weather and wind data to determine the CDO trajectory. When locating the trajectories within typical ICAO CDO procedure corridors, we found that the current, generic design criteria does not allow the fuel saving potential of CDO to be utilized. Often because of poor CDO execution from the ground and flight deck, only selected aircraft types managed to maintain the defined boundaries. To gain insight on how much detailed procedure guidance is required, a comprehensive weather and aircraft mass sensitivity analysis is also presented. We found analytic models to improve CDO procedures based on local traffic and meteorological conditions, which should supplement current guidance material.

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