Mark Chivers discovers more about biometric passports and how they are benefitting Asia-Pacific gateways.

Biometric passports have been around for well over a decade but have yet to fully realise their potential for improving the international travel experience.

In 1996, Chas Yap had the idea of embedding RFID (radio frequency identification) chips into paper documents. Two years later, the Malaysian company he helped create – IRIS Corporation Bhd – produced the world’s first e-passport in conjunction with the Malaysian Government.

Initially, data (text, fingerprint template and photo) was held on an 8KB chip and retrieved through a technology known as Image Retrieval Identification System (IRIS) – hence the name of the company.

To begin with there were very few users of e-passports at Malaysia’s main gateway, Kuala Lumpur, but it was a start – the age of the biometric passport had arrived.

Chip capacity and retrieval systems have improved over the years, and today, the de facto standard for e-passports around the globe is 72KB. As the potential of the idea took hold, the International Civil Aviation Organization (ICAO) became involved and formulated standards governing e-passports, based largely on the experience of IRIS and the Malaysian authorities.

“We only had to do some minor changes in terms of security to increase compliance – things like the arrangement of data (LDS) and the inclusion of Public Key Infrastructure (PKI),” says Connie Yee, Head of marketing at IRIS.

The company has since moved on to introduce data extension – essentially storing additional data in the chip to enable the Malaysian immigration department to provide fast track automated clearance.

“It’s just as secure because a fingerprint scan and full immigration check are still done against the backend database,” says Yee. Currently, the global biometric standards employed are facial, fingerprint, and iris recognition.

ICAO has defined the file formats and communication protocols to be used with the technology. Amongst other protocols, the ISO/IEC 14443 international standard ensures a fair degree of interoperability between different countries and different manufacturers of travel documents.

While Malaysia can claim to be the pioneering spirit behind e-passports, it is the fast followers – traffic powerhouses such as Singapore and Hong Kong – that are today pushing the biometric passport in the Asia-Pacific region.

Since August 2006, all new Singaporean passports have contained biometric features and they have made a huge difference to traffic flow.

A spokesman for SIN Immigration says: "ICA's first biometric immigration clearance system was the Immigration Automated Clearance System (IACS), which was introduced as early as 1997. Today, ICA has an integrated clearance system which is capable of reading, screening and capturing both biometric and machinereadable passports presented by travellers during immigration clearance at its checkpoints.

As a result, Singapore citizens who A primary driver for the biometric passport was meeting conditions set down in the United States’ Visa Waiver Program (VWP), behind which sits a need for increased security.

And with a biometric identifier embedded in the passport, forgeries and misuse should be impossible. Of course, not everybody is convinced by e-passport infallibility, a view due in part to a series of challenges, mostly involving ‘skimming’ or unauthorised reading of the chip.

IRIS’s Connie Yee, however, is convinced that the e-passport is secure. “Its main strength is its ability to store relatively large amounts of data and selectively release them in a controlled manner, which means only the authorised person or persons can access and read them,” she says.

"Information such as cryptographic keys, which should never be revealed to any party, is kept permanently concealed. Access to a passport holder’s bio-data is protected with Basic Access Control.

“This data is further protected with a Write Once Read Many feature that renders it permanently immutable once written onto the chip. This in essence rules out any possibility of the data being tampered with after the authorities have personalised the document.”

More recently ICAO has been gravitating towards adopting Extended Access Control (EAC) as the preferred means of data encryption, although this is not a compulsory requirement as yet.

As the biometric passport becomes more commonplace and security fears prove unfounded, other issues are coming to the fore.

Undoubtedly, the key concern is standardisation. Although ICAO has defined a global, harmonised blueprint for the integration of biometric identification information into passports and other Machine Readable Travel Documents (MRTDs) – a blueprint being used by most countries around the world – this hasn’t yet had the envisaged impact of speeding the transit of travellers through airport controls, heightened security and added protection against identity theft.

“Indeed, enhanced border control measures adopted by many governments have sometimes led to deterioration in the overall travel experience of air travellers,” says Beatrice Lim, commercial director for the Association of Asia-Pacific Airlines (AAPA).

AAPA believes that greater consideration should be given to the overall benefits of international standardisation and harmonisation in the use of new technologies, to both enhance border security and streamline journeys for passengers.

“AAPA also calls on governments to increase co-operation across borders, and establish and implement common international standards for biometric identification to speed up passenger processing while minimising inconvenience for travellers,” says Lim.

“Any government-mandated regulations or measures related to passenger processing should be practical, cost-effective and not a derogation of clear state responsibilities.”

There is little doubt that e-passports have the potential to be the next big thing in enhancing the travel experience, but equally apparent is that they have yet to prove their added value credentials to either the public or the airport authorities.

Biometrics in general has something of an image problem, and not of the technical variety.

Quite simply, travellers don’t appreciate signing up to iris recognition at one airport only to find a fingerprint or facial recognition fast-track at their destination. The benefits though are clear and once the relevant framework is in place – and that includes ‘smartgate’ immigration lanes and worldwide-harmonised standards – the e-passport should finally hardwire itself into the public arena.

Like many great, innovative strides forward, Chas Yap’s idea of a computer chip in a piece of paper is taking its time in achieving acceptance.

ASIA-PACIFIC AIRPORTS/JANUARY-MARCH 2009

What next for award winning Incheon International Airport? Mark Chivers reports.

Although a very young facility – just seven years old – there is an unmistakable air of maturity about Seoul’s Incheon International Airport. It is a gateway that knows what it wants and knows how to get it.

Focused on customer satisfaction, the Incheon concept is founded on safety and security but moves beyond that into a series of seamless passenger processes. The goal is to expedite and simplify arrival and departure procedures, each element being carefully monitored to ensure success.

Currently, Incheon aims to have 95% of departure procedures taking under 45 minutes and never more than 60 minutes. Check-in should be a 15-minute maximum, security clearance no more than 10 minutes and immigration formalities around 15 minutes.

Arrival processes are similarly streamlined, this time with the goal of having 95% of passengers clearing the airport in under 40 minutes.

It’s clearly a strategy that works. The OAG World’s Best Airport award in 2007 is just one of many accolades heaped on Incheon. It was also honoured with Best Airport in Asia-Pacific and Best Airport (25-40mppa), while also earning the Airport People Award for the Asia-Pacific region.

Moreover, Incheon enjoys a five-star ranking from Skytrax, putting it on a par with the world-renowned gateways of Hong Kong and Singapore.

Using advanced Information, biotechnology and an expert staff promises further kudos in the years ahead. The ‘U-Immigration’ system has already dramatically shortened arrival processes, eliminated departure cards for Korean nationals, and streamlined procedures for both departing and arriving group passengers.

Complementing this is the Korea Immigration Smart Service (KISS), which ensures prompt deployment of passport inspection teams to keep things flowing smoothly during traffic peaks.

Certainly, Incheon needs to do whatever it can to drive rising passenger numbers efficiently through its facilities. Full-year 2007 traffic was up 10% while the first six months of 2008 has seen a further 2.5% increase.

Home carrier Korean Air is performing well, underpinning the boom, despite posting its first loss in five years during the second quarter of 2008. The carrier indeed views the loss as a temporary set back and remains extremely positive about future growth, particularly in the international market.

Likewise, Asiana is posting some strong numbers and has aggressive expansion plans. With a number of Korean low-cost carriers also in the offing, traffic appears to be heading in one direction only – despite the turmoil being experienced in other global markets.

The only cloud on the horizon is the dispute over the extent to which the market should be liberalised. A number of Korean carriers are leading a protectionist argument that has already stalled the launch of low-cost carrier (LCC) Incheon-Tiger Airways – a joint venture between the Incheon city authorities and Singapore-based Tiger Airways – and which threatens to restrict the airport’s drive to maximise every available opportunity, at least in the short-term.

Of course, no matter how efficiently existing facilities are utilised, what is really needed to cope with growing numbers is extra space. And once gain operator, Incheon International Airport Corporation (IIAC), appears to be on top of things following the June 2008 completion of the second phase of the gateway’s development.

For the major upgrade includes a new 4,000 metre-long runway (16L/34R), additional 13-hectare cargo terminal area and a new passenger facility – Concourse A.

As a result the airport can now handle 44 million passengers, 4.5 million tonnes of cargo and 410,000 flights passengers per annum – the latter figure representing a hefty 70% increase on the previous limit of 240,000.

There is however no disputing that Concourse A is the real star of the show. Covering 16.5 hectares, it has 30 gates, 60 parking positions for passenger and cargo aircraft and Starline – an automated underground train shuttling the 870 metres between the passenger terminal and concourse.

Starline isn’t the only passenger-friendly amenity. Other facilities in the new concourse include Internet lounges, massage and saunas, a children’s playroom, storage lockers, transit hotel and a traditional Korean experience where visitors can learn about and make traditional Korean handicrafts.

“In addition, cultural art performances and mini classical music concerts are being held periodically to entertain visitors,” says an Incheon spokesman. “Furthermore, with the opening of the new concourse in June 2008, new services such as a movie and news lounge, information technology exhibition, museum and gym have been introduced.”

Despite the numerous attractions, Concourse A isn’t just about packing every square metre with retail. A great deal of consideration has gone into the architectural design of the building to ensure travellers enjoy a sense of well-being.

The design concept of Concourse A incorporates a harmony of traditional culture and cutting-edge technology, the aim being simplified passenger flow with an abundance of natural light.

“Airports are no longer places for mere transportation,” says IIAC’s new president and CEO, CW Lee. “Incheon International Airport is creating distinctive values that exceed customers' expectations by providing a wide spectrum of services in such areas as logistics, business, culture, shopping, leisure, and entertainment. Airports in the 21st century have a mission to pursue service excellence with artistic and functional facilities.”

The Phase 2 development helps Incheon to position itself as the most convenient airport in the region for connecting to more than 60 cities in Japan or China from the West. Time-efficient and streamlined transit is further helped by a lack of visa requirements and no double handling of baggage.

“IIAC will provide a hassle-free experience, with direct delivery of checked-in baggage to your final destination without additional immigration or customs procedures, exquisite duty free shopping and passenger-friendly service amenities, with the opening of Concourse A offering 30 additional gates for streamlined operations,” confirms Lee.

These proactive steps to attract transfer passengers will further Incheon’s aim of becoming a top five global air hub by 2010.

So what next for Incheon? IIAC’s master plan covering the next two phases of the airport’s development is currently being drafted, although no announcements are due any time soon.

What seems certain though is that additional concourses and even another fully equipped passenger terminal could be on the cards as IIAC aims for a 128-gate airport by 2020.

Together with four parallel runways it would enable Incheon to handle 100 million passengers a year and around seven million tonnes of cargo.

CW Lee is certainly confident that Incheon International Airport will maintain its industry-leading position in customer service.

“With our second-phase grand opening, Incheon International Airport will show the world a whole new paradigm in airports, and we will earn the highest praise from our customers,” he says.

Asia-Pacific Airports 2008 Issue 3

What next for award winning Incheon International Airport? Mark Chivers reports.

Although a very young facility – just seven years old – there is an unmistakable air of maturity about Seoul’s Incheon International Airport. It is a gateway that knows what it wants and knows how to get it.

Focused on customer satisfaction, the Incheon concept is founded on safety and security but moves beyond that into a series of seamless passenger processes. The goal is to expedite and simplify arrival and departure procedures, each element being carefully monitored to ensure success.

Currently, Incheon aims to have 95% of departure procedures taking under 45 minutes and never more than 60 minutes. Check-in should be a 15-minute maximum, security clearance no more than 10 minutes and immigration formalities around 15 minutes.

Arrival processes are similarly streamlined, this time with the goal of having 95% of passengers clearing the airport in under 40 minutes.

It’s clearly a strategy that works. The OAG World’s Best Airport award in 2007 is just one of many accolades heaped on Incheon. It was also honoured with Best Airport in Asia-Pacific and Best Airport (25-40mppa), while also earning the Airport People Award for the Asia-Pacific region.

Moreover, Incheon enjoys a five-star ranking from Skytrax, putting it on a par with the world-renowned gateways of Hong Kong and Singapore.

Using advanced Information, biotechnology and an expert staff promises further kudos in the years ahead. The ‘U-Immigration’ system has already dramatically shortened arrival processes, eliminated departure cards for Korean nationals, and streamlined procedures for both departing and arriving group passengers.

Complementing this is the Korea Immigration Smart Service (KISS), which ensures prompt deployment of passport inspection teams to keep things flowing smoothly during traffic peaks.

Certainly, Incheon needs to do whatever it can to drive rising passenger numbers efficiently through its facilities. Full-year 2007 traffic was up 10% while the first six months of 2008 has seen a further 2.5% increase.

Home carrier Korean Air is performing well, underpinning the boom, despite posting its first loss in five years during the second quarter of 2008. The carrier indeed views the loss as a temporary set back and remains extremely positive about future growth, particularly in the international market.

Likewise, Asiana is posting some strong numbers and has aggressive expansion plans. With a number of Korean low-cost carriers also in the offing, traffic appears to be heading in one direction only – despite the turmoil being experienced in other global markets.

The only cloud on the horizon is the dispute over the extent to which the market should be liberalised. A number of Korean carriers are leading a protectionist argument that has already stalled the launch of low-cost carrier (LCC) Incheon-Tiger Airways – a joint venture between the Incheon city authorities and Singapore-based Tiger Airways – and which threatens to restrict the airport’s drive to maximise every available opportunity, at least in the short-term.

Of course, no matter how efficiently existing facilities are utilised, what is really needed to cope with growing numbers is extra space. And once gain operator, Incheon International Airport Corporation (IIAC), appears to be on top of things following the June 2008 completion of the second phase of the gateway’s development.

For the major upgrade includes a new 4,000 metre-long runway (16L/34R), additional 13-hectare cargo terminal area and a new passenger facility – Concourse A.

As a result the airport can now handle 44 million passengers, 4.5 million tonnes of cargo and 410,000 flights passengers per annum – the latter figure representing a hefty 70% increase on the previous limit of 240,000.

There is however no disputing that Concourse A is the real star of the show. Covering 16.5 hectares, it has 30 gates, 60 parking positions for passenger and cargo aircraft and Starline – an automated underground train shuttling the 870 metres between the passenger terminal and concourse.

Starline isn’t the only passenger-friendly amenity. Other facilities in the new concourse include Internet lounges, massage and saunas, a children’s playroom, storage lockers, transit hotel and a traditional Korean experience where visitors can learn about and make traditional Korean handicrafts.

"In addition, cultural art performances and mini classical music concerts are being held periodically to entertain visitors,” says an Incheon spokesman. “Furthermore, with the opening of the new concourse in June 2008, new services such as a movie and news lounge, information technology exhibition, museum and gym have been introduced.”

Despite the numerous attractions, Concourse A isn’t just about packing every square metre with retail. A great deal of consideration has gone into the architectural design of the building to ensure travellers enjoy a sense of well-being.

The design concept of Concourse A incorporates a harmony of traditional culture and cutting-edge technology, the aim being simplified passenger flow with an abundance of natural light.

“Airports are no longer places for mere transportation,” says IIAC’s new president and CEO, CW Lee. “Incheon International Airport is creating distinctive values that exceed customers' expectations by providing a wide spectrum of services in such areas as logistics, business, culture, shopping, leisure, and entertainment. Airports in the 21st century have a mission to pursue service excellence with artistic and functional facilities.”

The Phase 2 development helps Incheon to position itself as the most convenient airport in the region for connecting to more than 60 cities in Japan or China from the West. Time-efficient and streamlined transit is further helped by a lack of visa requirements and no double handling of baggage.

“IIAC will provide a hassle-free experience, with direct delivery of checked-in baggage to your final destination without additional immigration or customs procedures, exquisite duty free shopping and passenger-friendly service amenities, with the opening of Concourse A offering 30 additional gates for streamlined operations,” confirms Lee.

These proactive steps to attract transfer passengers will further Incheon’s aim of becoming a top five global air hub by 2010.

So what next for Incheon? IIAC’s master plan covering the next two phases of the airport’s development is currently being drafted, although no announcements are due any time soon.

What seems certain though is that additional concourses and even another fully equipped passenger terminal could be on the cards as IIAC aims for a 128-gate airport by 2020.

Together with four parallel runways it would enable Incheon to handle 100 million passengers a year and around seven million tonnes of cargo.

CW Lee is certainly confident that Incheon International Airport will maintain its industry-leading position in customer service.

“With our second-phase grand opening, Incheon International Airport will show the world a whole new paradigm in airports, and we will earn the highest praise from our customers,” he says.

Asia-Pacific Airports 2008 Issue 3

With close to $30 billion being spent on new gateways and improvement projects, the Gulf region is the hottest place on earth for airport development, writes Mark Chivers.

It says something for the dynamism of the Gulf and Middle East region when July’s near 20% rise in passenger traffic raises few eyebrows. It took the growth rate for the first seven months of 2007 to 16.8%, way above global norms, and follows on from the success of last year when traffic across the region soared by 8.6%.

Muscat (+26%), Bahrain (+20%) and Dubai (+16%) led the way in terms of showing the strongest growth in 2006 – Dubai International Airport handling a record 28.7 million passengers. No surprise then that airport expansion in the region is nothing short of staggering. Indeed some observers see the scale of development as a harbinger of overcapacity, but Peter Harbison, managing director of the Centre for Asia-Pacific Aviation (CAPA) disagrees.

A report recently issued by CAPA suggests the fundamentals of the aviation industry are changing. It points out that the Gulf’s excellent geographical position is being enhanced by liberalisation efforts – allowing what were once intermediate or technical stops to become primary international hubs – and new long-haul aircraft, facilitating non-stop service to and from just about anywhere.

“Together these features should help the region’s major airlines and airports to be at the forefront of the next-generation aviation evolution,” says Harbison. “In this environment, growth rates can be achieved at levels which were previously impossible.” If there is one location in the Middle East that’s influencing the balance of global aviation, it has to be Dubai. There are three elements to the Emirate’s airport development programme – expansion at the existing Dubai International Airport (DXB), a new cargo mega-terminal and construction of a brand new gateway (Dubai World Central) at Jebel Ali.

DXB is building Terminal 3 and Concourses 2 and 3 for the exclusive use of home carrier, Emirates. The airline will expand its 108 aircraft to 180 over the coming years, 55 of which will be the massive A380. Expansion at DXB will mean a near tripling of its passenger capacity to 70mppa. The new 1.4 million tonne per annum capacity cargo facility will double the airport’s freight handling capability.

It all sounds highly impressive until you view the plans for Dubai’s new airport. JXB – Dubai World Central International Airport – is part of its $33 billion, 140 square kilometre ‘airport city’ project that also includes Logistics City, Commercial City, Residential City, Aviation City and Golf City.

Situated near Jebel Ali, some 40km from DXB, the new $8.1 billion gateway will partially open in 2008 to serve cargo flights. On final completion in 2017, it will feature six parallel runways, have capacity for 120-150mppa and be capable of handling some 12 million tonnes of cargo.

“Considering that investments in tourism, hospitality, leisure and entertainment projects under construction in Dubai exceed $365 billion, the number of visitors here will rise dramatically over the next few years,” says HH Sheikh Ahmed bin Saeed Al Maktoum, president of Dubai Department of Civil Aviation and Chairman and CEO of Emirates. “Our multi-billion dollar investments in the aviation sector are in line with this projected growth.”

Just down the road, Abu Dhabi, is also preparing for a future as an international hub. Home to rapidly expanding Etihad Airways, it has a $6.8 billion development programme planned. Terminal 3 will come online in 2008 and will enable the airport to meet traffic increases until the new midfield terminal opens in 2010. On final completion, its capacity will be 40mppa.



Work also includes a second, 4,200m runway and a new air traffic control complex, both of which will be operational in 2008. A new cargo terminal, complete with a seven million square metre free trade zone, will be ready in 2010.

The recently formed Abu Dhabi Airports Company (ADAC) – what many believe is the government’s first step in an airport privatisation strategy – is being advised by Changi Airports International (CAI) on all developments. CAI will also review work undertaken by ADAC’s other contractors.

Says CAI CEO, Chow Kok Fong: “Our clients are very clear in their intentions. They know that Changi is one of the few mega-airports in the world that has been developed very close to a proper Masterplan. Our approach to airport planning is well known – it is disciplined, yet flexible and sensitive to the evolving dynamic of the industry.”

While Abu Dhabi is home to one of the largest oil reserves on the planet, Qatar is set to become the world’s biggest supplier of liquified natural gas (LNG). And the wealth generated by its oil and gas reserves has allowed it to commence the construction of a new $5.5 billion gateway.

Situated some four kilometres east of the existing gateway and with 50% of its 2,200-hectare site reclaimed from the Arabian Gulf, New Doha International Airport is designed with A380 operations in mind.

Phase 1 of the project will finish in 2009, providing an initial 12mppa capacity. Both runways will be operational and the 24 gates will include two specifically designed for A380 operations. There will be a 750,000 tonnes per annum capacity cargo terminal, a free trade zone and a business park. Some 25,000sqm will be devoted to retail space, lounges, and parking facilities.

Phase 2 was scheduled for 2012 but is now being brought forward and is expected to finish late in 2009. This includes a terminal expansion and 16 more gates. When fully completed in 2015 it will be have 80 gates and be equipped to accommodate up to 50mppa.

Elsewhere in the region, the Government of Oman has announced plans to construct three new airports at Ras Al Hadd, Duqm and Sohar and awarded National Engineering Services of Pakistan and Aéroports de Paris (ADP) subsidiary, ADPi, a contract to provide project management consultancy services for the expansion of Seeb and Salalah airports.

Seeb will be developed to handle some 12 million passengers by 2010, with a vision for a 48mppa facility at some future point. This might sound like a severe case of overcapacity, but the Sultanate has big plans to develop the route network of newly nationalised carrier, Oman Air.

The airline recently announced plans to serve London Gatwick and will lease three A330-200 aircraft in 2008 and a further two in 2009 to reach destinations such as Bangkok and Beijing. Around 11 long-haul destinations are on the cards along with a strengthening of regional routes.

Oman Air’s expansion effort and the government’s dedication to improving the country’s gateways will determine the future success of Omani aviation.

Manama’s Bahrain International Airport is also committed to upgrading its facilities, although the need for greater capacity has eased in recent years following Gulf Air’s decision to scale back services at its home base to cut costs.

The Government of Bahrain has pledged to increase the gateway’s capacity to 15mppa by 2015, with further shifts to 22mppa and 25mppa happening by 2020 and 2050 respectively. The performance of national flag carrier, Gulf Air, will ultimately decide the timings, but with increased government investment in the airline and strong support for the tourism sector, things are definitely on the up.



It is also thought that AirAsia X – the long-haul version of Malaysia’s low-cost carrier – may use Bahrain as a Middle Eastern hub.

In Saudi Arabia, Jeddah International Airport will benefit from a $1.5 billion project to increase capacity from the current 13mppa to 30mppa by 2011, with two subsequent phases enlarging throughput to 60mppa and then 80mppa.

The country is also planning a fourth international airport to support Riyadh-King Khalid, Dammam-King Fahd and Jeddah-King Abdulaziz. It is expected to provide the foundation for the planned King Abdullah Economic City in Rabigh, north of Jeddah.

Saudi Arabia has been drifting towards privatisation in recent years and has licensed two new LCCs – Sama and Nasair. CAPA believes these will thrive as Saudi Arabia is one of the most promising countries for LCC growth due to the long distances between cities and the largest population in the Gulf (27 million residents).

Neighbour Kuwait is already witnessing the benefits of the LCC phenomenon, with Jazeera Airways having started up a number of regional routes. Growth at the airport is averaging 12-17% annually and the airport’s Masterplan, essentially a five-year rolling programme of inter-related projects, is on track.

The next five years will see a number of airfield improvements brought online, such as the lengthening of runways and taxiway upgrades to handle A380 operations, as well as a second state-of the-art passenger terminal at Kuwait International Airport.

The 90,000sqm structure with 30 gates will enable the gateway to handle 20mppa. A third runway, further expansion of the new terminal and a new cargo city are also envisaged. Ultimate build-out of the facility will give it a capacity of 55mppa.

As the respective airport development plans show, the Gulf region’s gateways are certainly confident of the future. And their optimism appears to be shared by both ACI and ICAO, the former predicting an average yearly increase in passenger traffic of 4.5% across the whole of the Middle East until 2025.

It seems that whatever convention holds about aviation growth, the Middle East is breaking free. The air traffic increases are likely to be as breathtaking as the infrastructure that supports them.

Asia-Pacific Airports 2007 Issue 1