10/28 · 14/32 · 16/34
SWITZERLAND / ZURICH AIRPORT (LSZH)
Airport twin
SYNTHETIC DESIGN DAYOfficial flights ↗
Loading Zurich’s mapped airport geometry…
Building design day
Aircraft in simulation
Shared runway / crossing control
ZURICH / 3D AIRFIELDGeolocated open-map model · ICAO Annex 14 markings & stop bars
DIMENSIONED FLEET · B → FB · Saab 340BC · A320D · B767E · B777F · A380Nose gear follows mapped centreline. Generated models; aircraft mix is a synthetic scenario.
Architectural fittings are illustrative · mapped footprints retained
Manual clear-sky scenario · schematic surrounding relief, not surveyed terrain.
● RWY 28 extension● RWY 32 extension● New Dock A conceptFuture layers: indicative geometry · current pavement and operations unchanged
N ↑
17 OCT 2026
SENTIENT ANALYSIS
Operator advisory
WHAT IF?
Test a design day
Changing the concept is a planning experiment. Multi-runway conflict matrix enforces RWY 16×28 intersection interlocks and wake turbulence separation.
GROUND OPERATIONS
Runway and stand performance
Runway occupancy includes runway entry or landing roll through clearance. Stand occupancy runs from on-block to pushback. Multi-resource reservation calendar enforces RWY 16/34 × 10/28 physical intersection locks and batched midfield taxiway crossings.
FULL-DAY PASSENGER PROFILE
Terminal-zone occupancy estimate
00:0006:0012:0018:0024:00
15-minute occupancy estimates using assumed load factors and dwell windows. These are model outputs, not measured crowds or a declared terminal capacity.
Design-day flight schedule
| Rotation | Route | Fleet / pax | Stand | ARR / DEP RWY | On-block | Off-block | Taxi in / out | Stand min |
|---|
PASSENGER JOURNEYS
Dock-to-dock connection planner
Explore the effect of walking pace, border queues, remote stands and the Dock E Skymetro link.
This is a planning allowance, not a published airline minimum connection time or a guarantee. D and B share a physical dock with different border zones; a non-Schengen origin may also require additional security screening.
INTER-DOCK LINK
Airside Center ↔ Dock E
MAIN AIRSIDE CENTERDocks A · B · D
↓SKYMETROUnderground · published ride ≈ 3 min
↓DOCK EIntercontinental satellite
The model adds station access, an assumed train wait, border processing where applicable, and a boarding margin.
Connection allowance matrix
All figures below are minutes, recalculated for the selected human factors. Use airline-filed MCTs to validate any operational connection programme.
EVIDENCE & MODEL BOUNDARY
A Zurich-specific planning twin
The geometry is reconstructed from OpenStreetMap and checked against the airport’s published overview. Buildings use mapped footprints and available height tags. The optional SWISSIMAGE layer comes directly from swisstopo.
What is established, and what remains estimated?
Airport framework
Three runway identifiers and published lengths; mapped pavement, stand lead-ins, building footprints, airfield light locations; named docks and Skymetro connection.
Operational behaviour
Synthetic design-day demand, fleet mix, stand eligibility, pushback, turnaround, taxi speed, multi-runway 16×28 intersection interlocks, Single-Engine Taxi fuel burn and passenger dwell.
Engineering and operations
Stand envelope limits, taxiway widths, exact markings, aircraft separation, elevations, pavement limits, current NOTAMs, certified MCTs and current AIP dimensions. This is not an ICAO compliance assessment.
Future runway extensions and the New Dock A Timber concept are separate visual planning layers. They do not change active runway lengths or the simulation. The approximate Skymetro display is a schematic surface overlay of an underground dual-shuttle link.
↓ Download attributed geometryAERONOVA · OBSERVE / EXPLAIN / TEST
Operational intelligence & sustainability
Explainable operator agents connect synthetic airport performance, passenger constraints and operational carbon. Pin a baseline, test an intervention, and download the evidence.
Waiting for simulation…
COUNTERFACTUAL LAB
What changes the outcome?
First completed scenario becomes the baseline. Presets modify the stated controls; other settings are retained. Reference day resets operational settings, not carbon inputs.
Operational presets run the actual ground-movement engine. Weather taxi speeds are sensitivity assumptions. Demand remains synthetic; future runway modules do not grant additional capacity.
Baseline vs current scenario
ACCEPTED TRAFFIC ONLY15-minute synthetic movement wave
00:0006:0012:0018:0024:00
OPERATIONAL CARBON STUDY
Where do emissions arise?
This model covers aircraft taxi and APU combustion, ground-support fuel and power, terminal/stand electricity, and passenger surface access for accepted synthetic arrival/departure rotations. It uses 3.16 kg CO₂/kg Jet-A1. Aircraft fuel rates, 2.68 kg CO₂/litre diesel, grid intensity, GSE activity, access distance, rail/car factors and passenger loads are adjustable assumptions. It excludes cruise, approach/takeoff/climb LTO emissions, heating, construction, refrigerants and non-CO₂ climate effects. Operator, airline and third-party sources are shown as planning boundaries; these are not audited Scope 1/2/3 accounts or whole-airport totals. FEGP substitutes APU fuel with estimated electrical demand; rejected flights are excluded. Sensitivity: change factors and pin a comparator.
Allocation by dock
Passenger movements count arrivals and departures; a connecting passenger may be counted twice. Per-passenger intensity uses that same denominator. No annual extrapolation from the partial flight board.
2040 transition context
Zurich Airport Ltd. targets net zero for its own Scope 1 and 2 emissions by 2040. The aircraft and surface-access estimates here extend beyond the airport operator’s boundary.
Official climate programme ↗Edit study assumptions
FRACTIONS 0–1Class-based taxi/APU rates are in the downloadable study JSON and model source. All emissions are CO₂ proxies; electrification savings depend on the electricity factor. FEGP load proxies: 45 kW B/C, 90 kW E.
REPORT LIBRARY
Download this analytical study
Reports capture the current scenario, pinned comparison, assumptions, source links and weather context at export time.
Evidence and model boundaries
Surrounding relief and horizon are illustrative, not a DEM or OLS assessment. Current weather is model-derived and timestamped independently of the archived flight schedule. Airport-specific operating restrictions, separation and declared capacity require authoritative AIP/NOTAM validation.
SPATIAL EVIDENCE
Zurich maps & aircraft references
The local twin uses attributed mapped footprints and stand lead-ins. Compare them with the official Swiss map and airport exterior photographs. The federal viewer is a separate source reference; its 3D meshes are not imported into this simulation.
Open Swiss map ↗© swisstopo. The map viewer retains its own attribution and controls. Use its 3D mode to inspect building/terrain context where available. Model height assumptions are not a surveyed building mesh.
Aircraft family library
Representative families B–F are synthetic test traffic, not an assertion that all five families appear in the captured flight board. Code F is limited to mapped E19/E52/E67/B38, based on the airport’s historical published A380 stand references; current clearance and Code F taxi route approval need AIP/NOTAM validation. Other stand size ratings remain conservative model assumptions.
Photographic and map reference register
Photographs are referenced for visual study; copyrighted photos are not bundled as textures. Aircraft geometry is original, generated from manufacturer dimensions. No third-party model licence is required for these generated shapes.
MULTIMODAL ACCESS / LANDSIDE
Roads, forecourts and airport facilities
Mapped alignments, detailed parking decks and mixed synthetic traffic. Inspect terminal access and The Circle with the camera controls.
Cars, taxis, buses and delivery vans follow mapped road segments with right-hand lane offsets and direction tags where available. Density controls visual vehicle count, not measured demand or road capacity. Segment endpoints fade vehicles out before their next cycle; this is not a junction, signal or queue microsimulation. Simulation time controls road animation.
Detail and evidence
Road edges, lane dashes, forecourt bays, lighting columns, elevated-road supports, parking facade openings, rooftop bays and Circle facade modules are generated geometry. Missing road widths, deck elevations, facade dimensions and fittings remain illustrative. No surveyed BIM, LiDAR mesh or new commercial 3D assets are claimed.
Mapped Parking 1, 2, 3 and 6 footprints are retained. Airport guidance associates P1 with Check-in 1, P2 with Check-in 2 and P3 with Check-in 3. Road and facility labels follow OpenStreetMap.
Official parking and access guidance ↗ · Official forecourt guidance ↗ · Open map reference ↗
Road-tag refresh: 18 October 2026. OpenStreetMap contributors / ODbL. No access permission is implied by a displayed road.