A birdstrike risk assessment model and its application at Ordos Airport, China.

Birdstrikes are an important threat to aviation safety. A standardized, scientific process for assessing birdstrike risk could prevent accidents, thereby improving the flight safety and reducing economic losses. However, China currently lacks a unified birdstrike risk assessment system. Here, we propose and validate a new model for assessing birdstrike risk in order to fill that need. The model consists of two elements. First, empirical data are collected on the occurrence of birds at the airport and in a surrounding 8 km buffer. Second, each species is evaluated with a risk assessment matrix that takes into account the number of birds, weight, flight altitude, a tendency to cluster, and range of activity. These five factors allow each species to be divided into one of three risk levels: high danger (level 3), moderate danger (level 2) and low danger (level 1). We propose corresponding birdstrike prevention measures for each level. We apply this method to the civil aviation airport in Ordos, China. We found that 20 of the 118 species of birds in and around the airport were high danger birds (level 3). To validate this process, we compared these species with records of birdstrike accidents in a database maintained by the Civil Aviation Administration of China (CAAC) for 2007-2016. We found that 42% of the species we identified as high risk had been involved in at least one birdstrike accident, and that the remaining 58% belonged to families that appeared in the database. The high degree of overlap gives us high confidence in the practicality of our risk assessment model, which is based on the risk management concept of ISO 31000. Critically, this new model and method for predicting bird strike risk can be replicated at other airports around the world, even where no extensive records have been kept of past birdstrikes.

A microscopic approach to study the onset of a highly infectious disease spreading.

We combine a pedestrian dynamics model with a contact tracking method to simulate the initial spreading of a highly infectious airborne disease in a confined environment. We focus on a medium size population (up to 1000 people) with a small number of infectious people (1 or 2) and the rest of the people are divided between immune and susceptible. We adopt a space-continuous model that represents pedestrian dynamics by the forces acting on them, i.e. a microscopic force-based model. Once discretized, the model results in a high-dimensional system of second order ordinary differential equations. Before adding the contact tracking to the pedestrian dynamics model, we calibrate the model parameters, compare the model results against empirical data, and show that pedestrian self-organization into lanes can be captured. We consider an explicit approach for contact tracking by introducing a sickness domain around a sick person. A healthy but susceptible person who remains in the sickness domain for a certain amount of time may get infected (with a prescribed probability) and become a so-called secondary contact. As a concrete setting to simulate the onset of disease spreading, we consider terminals in two US airports: Hobby Airport in Houston and the Atlanta International Airport. We consider different scenarios and we quantify the increase in average number of secondary contacts as a given terminal becomes more densely populated, the percentage of immune people decreases, the number of primary contacts increases, and areas of high density (such as the boarding buses) are present.

Human mobility and coronavirus disease 2019 (COVID-19): a negative binomial regression analysis.

OBJECTIVES: This study aimed to examine the link between human mobility and the number of coronavirus disease 2019 (COVID-19)-infected people in countries. STUDY DESIGN: Our data set covers 144 countries for which complete data are available. To analyze the link between human mobility and COVID-19-infected people, our study focused on the volume of air travel, the number of airports, and the Schengen system. METHODS: To analyze the variation in COVID-19-infected people in countries, we used negative binomial regression analysis. RESULTS: Our findings suggest a positive relationship between higher volume of airline passenger traffic carried in a country and higher numbers of patients with COVID-19. We further found that countries which have a higher number of airports are associated with higher number of COVID-19 cases. Schengen countries, countries which have higher population density, and higher percentage of elderly population are also found to be more likely to have more COVID-19 cases than other countries. CONCLUSIONS: The article brings a novel insight into the COVID-19 pandemic from a human mobility perspective. Future research should assess the impacts of the scale of sea/bus/car travel on the epidemic. The findings of this article are relevant for public health authorities, community and health service providers, as well as policy-makers.

Flying, phones and flu: Anonymized call records suggest that Keflavik International Airport introduced pandemic H1N1 into Iceland in 2009.

BACKGROUND: Data collected by mobile devices can augment surveillance of epidemics in real time. However, methods and evidence for the integration of these data into modern surveillance systems are sparse. We linked call detail records (CDR) with an influenza-like illness (ILI) registry and evaluated the role that Icelandic international travellers played in the introduction and propagation of influenza A/H1N1pdm09 virus in Iceland through the course of the 2009 pandemic. METHODS: This nested case-control study compared odds of exposure to Keflavik International Airport among cases and matched controls producing longitudinal two-week matched odds ratios (mORs) from August to December 2009. We further evaluated rates of ILI among 1st- and 2nd-degree phone connections of cases compared to their matched controls. RESULTS: The mOR was elevated in the initial stages of the epidemic from 7 August until 21 August (mOR = 2.53; 95% confidence interval (CI) = 1.35, 4.78). During the two-week period from 17 August through 31 August, we calculated the two-week incidence density ratio of ILI among 1st-degree connections to be 2.96 (95% CI: 1.43, 5.84). CONCLUSIONS: Exposure to Keflavik International Airport increased the risk of incident ILI diagnoses during the initial stages of the epidemic. Using these methods for other regions of Iceland, we evaluated the geographic spread of ILI over the course of the epidemic. Our methods were validated through similar evaluation of a domestic airport. The techniques described in this study can be used for hypothesis-driven evaluations of locations and behaviours during an epidemic and their associations with health outcomes.

A global model for predicting the arrival of imported dengue infections.

With approximately half of the world's population at risk of contracting dengue, this mosquito-borne disease is of global concern. International travellers significantly contribute to dengue's rapid and large-scale spread by importing the disease from endemic into non-endemic countries. To prevent future outbreaks and dengue from establishing in non-endemic countries, knowledge about the arrival time and location of infected travellers is crucial. We propose a network model that predicts the monthly number of dengue-infected air passengers arriving at any given airport. We consider international air travel volumes to construct weighted networks, representing passenger flows between airports. We further calculate the probability of passengers, who travel through the international air transport network, being infected with dengue. The probability of being infected depends on the destination, duration and timing of travel. Our findings shed light onto dengue importation routes and reveal country-specific reporting rates that have been until now largely unknown. This paper provides important new knowledge about the spreading dynamics of dengue that is highly beneficial for public health authorities to strategically allocate the often limited resources to more efficiently prevent the spread of dengue.

Assessment of the Variability of Many Years of Thunderstorm Activity in the Aspect of Potential Threats to Aircraft at Selected Airports in Poland.

The article presents an assessment of the long-term variability of storm activity in the aspect of potential threats to aircraft. The analysis of data from the period 1970-2018 was conducted for selected airports in Poland: Gdansk Lech Walesa Airport, IATA code: GDN, ICAO code: EPGD (54°22'39″N 18°27'59″E, altitude above sea level 149 m above sea level); Solidarity Szczecin- Goleniow Airport, IATA code: SZZ, ICAO code: EPSC (53°35'05″ N 14°54'08″ E, altitude above sea level 47 m above sea level); Poznan-Lawica Henryk Wieniawski Airport, IATA code: POZ, ICAO code: EPPO (52°25'16″ N 16°49'35″ E, altitude above sea level 94 m above sea level); Warsaw Chopin Airport, IATA code: WAW, ICAO code: EPWA (52°09'57″ N 20°58'02″ E, altitude above sea level 110 m above sea level); Copernicus Airport Wroclaw, IATA code: WRO, ICAO code: EPWR (51°06'10″ N 16°53'10″ E, altitude above sea level 123 m above sea level); John Paul II International Airport Kraków-Balice, IATA code: KRK, ICAO code: EPKK (50°04'40″ N 19°47'06″ E, altitude above sea level 241 m above sea level). The purpose of this paper is to assess the long-term variability of storm activity in the aspect of potential threats to air operations in Poland with the examples of six selected airports. In order to achieve the goal, an analysis of the frequency of storm phenomena in Poland was carried out both in annual and long- term terms. The analysis will allow the assessment of the geographical diversity of the distribution of storm phenomena and their variability in the years 1970-2018. The next stage of the work will be to determine the climatic conditions that exert the greatest impact on the formation of storms. The important factors include atmospheric circulation, which, over the Polish territory, is shaped by the influence of air masses from the Atlantic Ocean, the Baltic Sea and in addition, from the vast continental area. All these air masses clash over the area of Poland causing large variability in the frequency of occurrence of hazardous atmospheric phenomena. For this reason, the Polish climate is defined as a moderate warm climate with transitory features. The important factors affecting regional diversity are local conditions, such as terrain, nature of the land, and distance from water reservoirs. The thermal, humidity and aerodynamic properties of the substrate, which are components of radiation processes, determine the exchange of energy at the interface between the atmosphere and the earth, and largely determine the intensity of selected hazardous atmospheric phenomena. Each occurrence of a storm is a potentially dangerous meteorological event that threatens the environment and human activities, including all types of transport. The studied phenomenon of storms is particularly dangerous for air transport. Literature shows that storm phenomena in Poland are characterized by a large regional diversity, both during the year and over many years. The greatest threat of storm phenomena occurs in the warm period of the year-spring and summer.

Live exotic animals legally and illegally imported via the main Dutch airport and considerations for public health.

The trade in live animals and animal products is considered one of the major drivers of zoonotic disease emergence. Schiphol airport in the Netherlands is one of the largest European airports and is considered a main hub for legal and illegal import of exotic animals. However, so far there is little information about what pathogens these imported animals might carry with them. Therefore, this study aimed to assess the zoonotic risks of exotic animals imported into the Netherlands through Schiphol airport in 2013 and 2014. Based on a previous list of highly prioritised emerging zoonoses for the Netherlands (EmZoo list), WAHID and Promed databases, literature and expert opinions, a list of 143 potentially relevant zoonotic pathogens was compiled. In a step-wise selection process eighteen pathogen-host combinations that may pose a public health risk by the import of exotic animals via Schiphol airport were identified and these were assessed by expert elicitation. The five pathogens with the highest combined scores were Salmonella spp., Crimean-Congo haemorrhagic fever virus, West Nile virus, Yersinia pestis and arenaviruses, but overall, the public health risk of the introduction of these exotic pathogens into the Netherlands via the legal import of exotic animals was considered low. However, the vast majority of imported exotic animals were imported by trade companies, increasing the risk for specific groups such as retail and hobbyists/pet owners. It is expected that the risk of introduction of exotic zoonotic pathogens via illegal import is substantial due to the unknown health status. Due to changing trade patterns combined with changing epidemiological situation in the world and changing epidemiological features of pathogens, this risk assessment needs regular updating. The results could give directions for further adjusting of health requirements and risk based additional testing of imported exotic animals.

Feasibility and acceptability of using Wi-Fi access points to provide smoking cessation help at 17 airports and 38 railway stations across China.

BACKGROUND: The use of mobile phone significantly improved the outcomes of tobacco cessation. However, its feasibility and acceptability were unclear in the Chinese population. This study was to explore the feasibility of using Wi-Fi access points (APs) as a platform to provide smoking cessation help at 17 airports and 38 railway stations across China. METHODS: This study was divided into two stages: platform development and population survey. In the first stage, a survey platform was developed and incorporated into Wi-Fi service at airports and railway stations, which could provide survey content as a pop-up window when participants tried to access the Wi-Fi service. In the second stage, a population survey was conducted to explore the intention to receive tobacco cessation support. RESULTS: A total of 20,199 users participated and 13,628 users submitted the survey, with a response rate of 67.47%. The smoking rate was 30.9%. A total of 86.58% of smoking participants and 2.44% of non-smoking participants wished to receive tobacco cessation support, respectively. The multivariate analysis showed intention to receive support did not differ in age, gender, and heaviness of smoking (P > 0.05). CONCLUSION: Providing tobacco cessation support via Wi-Fi APs is feasible and efficient, and smokers have high intention to receive tobacco cessation support. It is suggested hospitals, academia, information technology industries, and government agencies must work together to provide tobacco cessation support via mHealth.

The impact of aircraft noise exposure on objective parameters of sleep quality: results of the DEBATS study in France.

BACKGROUND: Noise in the vicinity of airports is a public health issue. Exposure to aircraft noise has been shown to have adverse effects on health and particularly on sleep. Many studies support the hypothesis that noise at night can affect subjective sleep quality. Fewer studies, however, have performed objective measurements of sleep. OBJECTIVES: This study aimed to investigate by actigraphy the relationship between aircraft noise exposure and objective parameters of sleep quality in the population living near two French airports. METHODS: This study includes 112 participants living in the vicinity of Paris-Charles de Gaulle and Toulouse-Blagnac airports. Wrist actigraphy measurements were performed during eight nights to evaluate objective parameters of sleep quality such as sleep onset latency (SOL), wake after sleep onset (WASO), total sleep time (TST), time in bed (TB) and sleep efficiency (SE). Acoustic measurements were made simultaneously both inside the participants' bedrooms and outside (at the exterior frontage) to estimate aircraft noise levels. Energy indicators related to the sound energetic average for a given period of time, as well as indicators related to noise events (eg, the number of events that exceed a given threshold), were estimated. Logistic and linear regression models were used, taking into account potential confounders: age; gender; marital status; education; and body mass index (BMI). RESULTS: Energy indicators, in particular, indicators related to noise events were significantly associated with objective parameters of sleep quality. Increased levels of aircraft noise and increased numbers of aircraft noise events increased the time required for sleep onset (SOL) and the total wake time after sleep onset (WASO) and decreased sleep efficiency (SE). An association was also observed between aircraft noise exposure and an increase in total sleep time (TST) and time in bed (TB). CONCLUSION: The findings of the present study contribute to the overall evidence suggesting that nocturnal aircraft noise exposure may decrease the objective quality of sleep. Aircraft noise exposure affects objective parameters of sleep quality, not only regarding noise levels but also regarding the number of events. Mechanisms for adapting to sleep deprivation could be observed.

Aircraft Noise Exposure and Subjective Sleep Quality: The Results of the DEBATS Study in France.

Background: Exposure to aircraft noise has been shown to have adverse effects on health, particularly on sleep. Exposure to nighttime aircraft noise clearly affects sleep architecture, as well as subjective sleep quality. Objectives: This study aimed to investigate the relationship between aircraft noise exposure and subjective sleep quality in the population living near airports in France. Methods: A total of 1,244 individuals older than 18 and living near three French airports (Paris-Charles de Gaulle, Lyon-Saint-Exupéry, and Toulouse-Blagnac) were randomly selected to participate in the study. Information on sleep as well as health, socioeconomic, and lifestyle factors was collected by means of a face-to-face questionnaire performed at their place of residence by an interviewer. For each participant, aircraft noise exposure was estimated at home using noise maps. Logistic regression models were used with adjustment for potential confounders. Results: Aircraft noise exposure was significantly associated with a short total sleep time (TST; ≤ 6 h) and with the feeling of tiredness while awakening in the morning. An increase of 10 dB(A) in aircraft noise level at night was associated with an OR of 1.63 (95% CI: 1.15-2.32) for a short TST and an OR of 1.23 (95% CI: 1.00-1.54) for the feeling of tiredness while awakening in the morning. Conclusions: These findings contribute to the overall evidence suggesting that aircraft noise exposure at nighttime may decrease the subjective amount and quality of sleep.

Deposition of respiratory virus pathogens on frequently touched surfaces at airports.

BACKGROUND: International and national travelling has made the rapid spread of infectious diseases possible. Little information is available on the role of major traffic hubs, such as airports, in the transmission of respiratory infections, including seasonal influenza and a pandemic threat. We investigated the presence of respiratory viruses in the passenger environment of a major airport in order to identify risk points and guide measures to minimize transmission. METHODS: Surface and air samples were collected weekly at three different time points during the peak period of seasonal influenza in 2015-16 in Finland. Swabs from surface samples, and air samples were tested by real-time PCR for influenza A and B viruses, respiratory syncytial virus, adenovirus, rhinovirus and coronaviruses (229E, HKU1, NL63 and OC43). RESULTS: Nucleic acid of at least one respiratory virus was detected in 9 out of 90 (10%) surface samples, including: a plastic toy dog in the children's playground (2/3 swabs, 67%); hand-carried luggage trays at the security check area (4/8, 50%); the buttons of the payment terminal at the pharmacy (1/2, 50%); the handrails of stairs (1/7, 14%); and the passenger side desk and divider glass at a passport control point (1/3, 33%). Among the 10 respiratory virus findings at various sites, the viruses identified were: rhinovirus (4/10, 40%, from surfaces); coronavirus (3/10, 30%, from surfaces); adenovirus (2/10, 20%, 1 air sample, 1 surface sample); influenza A (1/10, 10%, surface sample). CONCLUSIONS: Detection of pathogen viral nucleic acids indicates respiratory viral surface contamination at multiple sites associated with high touch rates, and suggests a potential risk in the identified airport sites. Of the surfaces tested, plastic security screening trays appeared to pose the highest potential risk, and handling these is almost inevitable for all embarking passengers.

Impacts of biomass production at civil airports on grassland bird conservation and aviation strike risk.

Growing concerns about climate change, foreign oil dependency, and environmental quality have fostered interest in perennial native grasses (e.g., switchgrass [Panicum virgatum]) for bioenergy production while also maintaining biodiversity and ecosystem function. However, biomass cultivation in marginal landscapes such as airport grasslands may have detrimental effects on aviation safety as well as conservation efforts for grassland birds. In 2011-2013, we investigated effects of vegetation composition and harvest frequency on seasonal species richness and habitat use of grassland birds and modeled relative abundance, aviation risk, and conservation value of birds associated with biomass crops. Avian relative abundance was greater in switchgrass monoculture plots during the winter months, whereas Native Warm-Season Grass (NWSG) mixed species plantings were favored by species during the breeding season. Conversely, treatment differences in aviation risk and conservation value were not biologically significant. Only 2.6% of observations included avian species of high hazard to aircraft, providing support for semi-natural grasslands as a feasible landcover option at civil airports. Additionally, varied harvest frequencies across a mosaic of switchgrass monocultures and NWSG plots allows for biomass production with multiple vegetation structure options for grassland birds to increase seasonal avian biodiversity and habitat use.

Out-of-hospital cardiac arrest survival in international airports.

BACKGROUND: The highest achievable survival rate following out-of-hospital cardiac arrest is unknown. Data from airports serving international destinations (international airports) provide the opportunity to evaluate the success of pre-hospital resuscitation in a relatively controlled but real-life environment. METHODS: This retrospective cohort study included all cases of out-of-hospital cardiac arrest at international airports with resuscitation attempted between January 1st, 2013 and December 31st, 2015. Crude incidence, patient, event characteristics and survival to hospital discharge/survival to 30 days (survival) were calculated. Mixed effect logistic regression analyses were performed to identify predictors of survival. Variability in survival between airports/countries was quantified using the median odds ratio. RESULTS: There were 800 cases identified, with an average of 40 per airport. Incidence was 0.024/100,000 passengers per year. Percentage survival for all patients was 32%, and 58% for patients with an initial shockable heart rhythm. In adjusted analyses, initial shockable heart rhythm was the strongest predictor of survival (odds ratio, 36.7; 95% confidence interval [CI], 15.5-87.0). In the bystander-witnessed subgroup, delivery of a defibrillation shock by a bystander was a strong predictor of survival (odds ratio 4.8; 95% CI, 3.0-7.8). Grouping of cases was significant at country level and survival varied between countries. CONCLUSIONS: In international airports, 32% of patients survived an out-of-hospital cardiac arrest, substantially more than in the general population. Our analysis suggested similarity between airports within countries, but differences between countries. Systematic data collection and reporting are essential to ensure international airports continually maximise activities to increase survival.

Detection of Total Knee Arthroplasties at Airport Security Checkpoints: How Do Updated Security Measures Affect Patients?

Airport security measures continue to be updated with the incorporation of the new body scanners and automatic target recognition software. The purpose of this study was analyze the incidence of: (1) triggering the security alarm; (2) extra security searches; (3) perceived inconvenience; and (4) presence of other surgical hardware in those who underwent total knee arthroplasty (TKA) and passed through airport security. A questionnaire was given to 125 consecutive patients with a TKA. Those who passed through airport security after January 2014 were considered for inclusion. A questionnaire was administered that addressed the number of encounters with airport security, metal detector activation, additional screening procedures, and perceived inconvenience. Out of the 125 patients, 53 met inclusion criteria. Out of the 53 patients, 20 (38%) reported that their prosthesis triggered a metal detector. Out of the 20 patients, 8 (40%) who reported triggering of metal detectors also reported the presence of surgical hardware elsewhere in the body. Eighteen of the 53 patients (34%) believed having a TKA was inconvenient for airplane travel. Compared with the historical cohort, alarms were triggered in 70 of 97 patients (p = 0.0001) and 50 of 97 reported inconvenience when traveling (n = 50 of 97 patients; p = 0.04). The incidences of those who underwent TKA triggering alarms and perceiving inconvenience when passing through airport security have decreased from previously published studies. This is most likely due to the recent updates and modifications to screening. As these security measures are modified and implant designs continue to evolve, this is an area of investigation that should continue.

Measuring the potential of individual airports for pandemic spread over the world airline network.

BACKGROUND: Massive growth in human mobility has dramatically increased the risk and rate of pandemic spread. Macro-level descriptors of the topology of the World Airline Network (WAN) explains middle and late stage dynamics of pandemic spread mediated by this network, but necessarily regard early stage variation as stochastic. We propose that much of this early stage variation can be explained by appropriately characterizing the local network topology surrounding an outbreak's debut location. METHODS: Based on a model of the WAN derived from public data, we measure for each airport the expected force of infection (AEF) which a pandemic originating at that airport would generate, assuming an epidemic process which transmits from airport to airport via scheduled commercial flights. We observe, for a subset of world airports, the minimum transmission rate at which a disease becomes pandemically competent at each airport. We also observe, for a larger subset, the time until a pandemically competent outbreak achieves pandemic status given its debut location. Observations are generated using a highly sophisticated metapopulation reaction-diffusion simulator under a disease model known to well replicate the 2009 influenza pandemic. The robustness of the AEF measure to model misspecification is examined by degrading the underlying model WAN. RESULTS: AEF powerfully explains pandemic risk, showing correlation of 0.90 to the transmission level needed to give a disease pandemic competence, and correlation of 0.85 to the delay until an outbreak becomes a pandemic. The AEF is robust to model misspecification. For 97 % of airports, removing 15 % of airports from the model changes their AEF metric by less than 1 %. CONCLUSIONS: Appropriately summarizing the size, shape, and diversity of an airport's local neighborhood in the WAN accurately explains much of the macro-level stochasticity in pandemic outcomes.

The Quantity and Quality of Illegally Imported Products of Animal Origin in Personal Consignments into the European Union Seized at Two German Airports between 2010 And 2014.

The import of products of animal origin (POAO) in travellers' personal consignments presents a considerable risk of introducing animal diseases and emerging zoonoses into the European Union. The current regulation (EU) 206/2009 implements strict measures for illegally imported POAO, whereupon non-complying products have to be seized and destroyed regardless. Especially airports serve as global bottlenecks for illegally imported POAO where passenger controls of non-European flights are performed by customs and veterinary services in collaboration. Results of these control measures have to be submitted in the form of annual reports to the European Commission. However, few data on qualities and quantities of seizures have been published so far. In this study, POAO seized at two German airports between 2010 and 2014 were analysed in terms of quantities, qualitative categories and region of origin. In most years considered, more than 20 tonnes POAO were seized at each airport. However, reported amounts of seizures seem to be only the tip of the iceberg as an all-passenger control is not feasible and therefore travellers are only spot-checked. The analysis suggests that the organisational structures of both customs and official veterinary services and their different risk perceptions interfere in completing an effective ban on the illegal import of POAO.

Traveler's Diarrhea in Foreign Travelers in Southeast Asia: A Cross-Sectional Survey Study in Bangkok, Thailand.

The effect of origin and destination country on traveler's diarrhea incidence rates in Southeast Asia is poorly understood, and research generally only addresses diarrhea in travelers from the developed world. This study evaluated the attack rate and effects of traveler's diarrhea by origin and destination and analyzed key risk factors. A self-administered questionnaire was provided to foreign travelers departing Southeast Asia from Suvarnabhumi Airport, Bangkok, Thailand. It evaluated traveler demographics, relevant knowledge and practices, experiences of diarrhea, and the details and consequences of each diarrheal episode. A total of 7,963 questionnaires were completed between April 2010 and July 2011. Respondents were 56% male (mean age 35) with a mean and median duration of stay of 28 days and 10 days, respectively. Most respondents were from Europe (36.8%) or East Asia (33.4%). The attack rate of traveler's diarrhea was 16.1%, with an incidence rate of 32.05 per 100 person months. Travelers' origin and destination countries significantly related to diarrhea risk. Oceanians had the highest risk (32.9%) and East Asians the lowest (2.6%). Vietnam and Indonesia were the highest risk destinations (19.3%). Other significant factors were youth, trip duration, number of countries visited, and frequently drinking beverages with ice.

The impact of airport characteristics on airport surface accidents and incidents.

INTRODUCTION: Airport surface safety and in particular runway and taxiway safety is acknowledged globally as one of aviation's greatest challenges. To improve this key area of aviation safety, it is necessary to identify and understand the causal and contributing factors on safety occurrences. While the contribution of human factors, operations, and procedures has been researched extensively, the impact of the airport and its associated characteristics itself has received little or no attention. METHOD: This paper introduces a novel methodology for risk and hazard assessment of airport surface operations, and models the relationships between airport characteristics, and (a) the rate of occurrences, (b) the severity of occurrences, and (c) the causal factors underlying occurrences. RESULTS: The results show for the first time how the characteristics of airports, and in particular its infrastructure and operations, influence the safety of surface operations.