260
N. M. Kuzmina and A. N. Ridley
18.1 Introduction
Currently, the share of passenger traffic at Moscow Aviation Hub (MAH) airports is
about 75% of the passenger traffic of all airports in Russia [1]. Serving such a share
of passenger traffic requires the use of significant throughput capacities. Currently,
the Moscow aviation hub includes three airports: Domodedovo, Sheremetyevo, and
Vnukovo. The total passenger flow currently exceeds 115 million passengers per year
(2019). MAH is the third busiest aviation hub in Europe (after London and Paris) and
is among the ten most loaded in the world. There are two possible ways to solve the
bandwidth problem. The first way is to modernize the external ground, airfield, and
terminal infrastructure of existing airports [2], the Unified Air Traffic Management
System (EU ATM), but this method is ineffective, since it will not provide service
for the passenger flow projected for 2030, equal to 180 million passengers [3]. The
second, most effective way is to create a new hub airport. Obviously, building a new
airport from scratch is inefficient, it is better to use the existing airports near Moscow
and modernize in accordance with the necessary requirements. In this regard, the
task arose of finding the most reliable airport candidate for modernization in order
to unload MAH. The attractiveness of the airport for the role of a hub is determined
by the following factors:
• Geopolitical position (capital, the center of the economic region).
• Development of its infrastructure (airfield, passenger and cargo terminal, transport
communications, Air Traffic Control (ATC) system.
• Capacity and development of the domestic and international transportation
market.
• Level of passenger and cargo services at the airport.
Along with this, there are several criteria that determine the willingness of an
airport to fulfill the functions of a hub:
• Ability to organize the required number of connections and the absence of
restrictions for their growth.
• Ability to organize connecting flights by organizing connecting waves and clearly
following the schedule.
• Possibility of developing an airport because there is no prospect without it.
• Presence of a hub-forming airline or airline alliance.
• Airport development opportunity.
The rest of the chapter is follows. Section 18.2 contains the statement of the
problem including the task restrictions and using the model and list of criteria that
may influence airport rating. Section 18.3 contains a description of the problem
of criteria ranking based on incomplete, interval-specified pairwise comparisons.
Section 18.4 concludes the chapter.
N. M. Kuzmina and A. N. Ridley
18.1 Introduction
Currently, the share of passenger traffic at Moscow Aviation Hub (MAH) airports is
about 75% of the passenger traffic of all airports in Russia [1]. Serving such a share
of passenger traffic requires the use of significant throughput capacities. Currently,
the Moscow aviation hub includes three airports: Domodedovo, Sheremetyevo, and
Vnukovo. The total passenger flow currently exceeds 115 million passengers per year
(2019). MAH is the third busiest aviation hub in Europe (after London and Paris) and
is among the ten most loaded in the world. There are two possible ways to solve the
bandwidth problem. The first way is to modernize the external ground, airfield, and
terminal infrastructure of existing airports [2], the Unified Air Traffic Management
System (EU ATM), but this method is ineffective, since it will not provide service
for the passenger flow projected for 2030, equal to 180 million passengers [3]. The
second, most effective way is to create a new hub airport. Obviously, building a new
airport from scratch is inefficient, it is better to use the existing airports near Moscow
and modernize in accordance with the necessary requirements. In this regard, the
task arose of finding the most reliable airport candidate for modernization in order
to unload MAH. The attractiveness of the airport for the role of a hub is determined
by the following factors:
• Geopolitical position (capital, the center of the economic region).
• Development of its infrastructure (airfield, passenger and cargo terminal, transport
communications, Air Traffic Control (ATC) system.
• Capacity and development of the domestic and international transportation
market.
• Level of passenger and cargo services at the airport.
Along with this, there are several criteria that determine the willingness of an
airport to fulfill the functions of a hub:
• Ability to organize the required number of connections and the absence of
restrictions for their growth.
• Ability to organize connecting flights by organizing connecting waves and clearly
following the schedule.
• Possibility of developing an airport because there is no prospect without it.
• Presence of a hub-forming airline or airline alliance.
• Airport development opportunity.
The rest of the chapter is follows. Section 18.2 contains the statement of the
problem including the task restrictions and using the model and list of criteria that
may influence airport rating. Section 18.3 contains a description of the problem
of criteria ranking based on incomplete, interval-specified pairwise comparisons.
Section 18.4 concludes the chapter.