The road to smart airports: Bibliometric analysis of digital transformation by using R language.

BACKGROUND: The accumulated knowledge has led to a state of misunderstanding about the precise meanings of digitalization, and a precise framework to define smart airports is still missing. OBJECTIVE: This study aims to reveal the current status and future direction of smart airports and digital transformation in the academic literature and to provide a comprehensive definition for smart airports. METHODS: The identified keywords were searched in the Web of Science database covering the years 1989-2024 and a total of 372 studies were found. These studies were then analyzed using Bibliometrix (R package). RESULTS: We determined that the most influential academic source on the themes is the Journal of Air Transport Management, and the collaboration index in the literature is three. While conferences are the most productive sources in this field, academic journals are mostly cited in studies. Academic studies typically employ and evaluate "performance" and "model," "impact" and "air," and "economic development" and "location" in tandem, despite the distinction between technological and managerial issues. CONCLUSION: In the light of the findings, the definition of a smart airport can be "an airport ecosystem where personalized service is provided to users by using Industry 4.0 technologies on the basis of big data analysis and real-time sharing between objects; digitalization is turned into a holistic organizational culture starting from top management to cover all personnel; the decision-making process is carried out autonomously within the entire airport operation network; and the main goal of competitive advantage and high-level user experience is provided uninterruptedly."

Characteristics of number concentration, size distribution and components of particulate matter emitted from a typical large civil airport.

Civil airports are recognized as significant contributors to fine particulate matter, especially ultra-fine particulate matter (UFP). The pollutants from airport activities have a notable adverse impact on global climate, urban air quality, and public health. However, there is a lack of practical observational studies on the characterization of integrated pollutant emissions from large civil airports. This study aims to focus on the combined emission characteristics of particulate number concentration (PNC), size distribution, and components at a large civil airport, especially UFP. The findings reveal that airport activities significantly contribute to elevated PNC levels during aircraft activity in downwind conditions (four times higher than background levels) and upwind conditions (7.5 times higher). UFP dominates the PNC around the airport. The particle size distribution shows two peaks occurring around 10-30 nm and 60-80 nm. Notably, particles within the ranges of 17-29 nm and 57-101 nm account for 65.9 % and 12.0 % of the total PNC respectively. Aircraft landing has the greatest impact on particles sized between 6 and 17 nm while takeoff affects particles sized between 29 and 57 nm resulting in a respective increase in PNC by factors of approximately 3.27 and 35.4-fold increase compared to background levels. Different aircraft types exhibit varying effects on PNC with A320 and A321 showing more pronounced effects during takeoff and landing.The presence of airports leads to roughly five-fold rise in elemental component concentrations with Si being highest followed by OC, Ca, Al, Fe, Ca2+, EC, and Mg2+. The OC/EC ratio under high aircraft activity in downwind conditions falls within range of approximately 2.5-3.5. These characteristic components and ratio can be considered as identifying species for civil airports. PMF model show about 75 % of the particulate emissions at the airport boundary were related to airport activities.

Travel health practices, behaviours and experiences of people living with type 1 diabetes.

INTRODUCTION: There are limited data regarding the international travel history and preparation, as well as glycaemic control practices, risk behaviours and experiences of people with type 1 diabetes during travel. Our review aimed to address the research question: 'What are the health practices, behaviours and experiences of people with type 1 diabetes when travelling?' METHODS: We conducted a mixed-methods narrative review using adapted review methods from the Centre for Reviews and Dissemination and standards developed by the Preferred Reporting Items for Systematic Reviews and Meta-Analysis. MEDLINE, Scopus, PubMed and CINAHL, and the reference lists of all eligible studies were searched. RESULTS: Nine records comprising of 11 studies were included, with data heralding from various countries, published between 1990 and 2022. We identified three main themes: travel preparation (type of travel, planning and advice seeking); issues related to air travel (airports and airport security, hypoglycaemia and hyperglycaemia, and insulin) and general travel-related issues (illness and medical treatment, type 1 diabetes management, and major concerns and barriers). CONCLUSIONS: Our findings highlighted the lack of quality data regarding type 1 diabetes and travel within the extant literature, as well a pressing need for empirical studies to be undertaken and consensus guidelines developed to improve the travel experiences of people with type 1 diabetes. Unless change is made, people with type 1 diabetes will continue to experience preventable risk and harm while travelling.

Evaluating airports' Sustainable Development Goals by using multi-criteria decision making methodologies.

BACKGROUND: The recent growth of the aviation industry, which poses significant environmental challenges, has heightened the pressure on the sustainability of airports. Airport sustainability requires a holistic approach that encompasses economic, social, environmental, and operational aspects. In this regard, the United Nations' 17 Sustainable Development Goals (SDGs) Agenda provides a roadmap for the aviation industry. However, despite recognizing the importance of SDGs, aviation authorities and airports often fail to effectively integrate them into their activities and annual reports. OBJECTIVE: This study aims to evaluate the significance of SDGs for airports and select the airport that prioritizes SDGs the most using Multi-Criteria Decision Making (MCDM) methodologies. METHODS: This study introduces a novel approach that integrates Step-wise Weight Assessment Ratio Analysis (SWARA) and Weighted Aggregated Sum Product Assessment (WASPAS) methods, which are MCDM techniques, to enhance airport sustainability. The SWARA method is employed to evaluate and assign weights to the SDGs in the context of airports. RESULTS: SDG 8 holds the highest level of significance among the goals concerning airports, while SDG 14 falls outside the scope of airport sustainability aspects. Then, five international airports that have been designated as green airports by aviation authorities and assessment organizations are selected, and the optimal alternative is determined using the WASPAS method, considering the weights obtained through SWARA. CONCLUSION: Dallas/Fort Worth International Airport is the top choice due to its successful implementations and reports aligning with the SDGs.

International health regulations and pre-travel health practices of international travelers at Nigerian airport: a cross-sectional study.

BACKGROUND: International Health Regulations (IHR) were developed by the World Health Organization (WHO) to curb the trans-border spread of epidemics. To our knowledge, no airport-based studies have assessed travelers' health practices against a combination of diseases subject to IHR 2005. Therefore, we aimed to generate and describe the baseline travelers' pre-travel health practices towards Cholera, Yellow Fever (YF), and Plague at Murtala Muhammed International Airport (MMIA) in Nigeria. METHODS: A cross-sectional study was employed to collect data from 486 international travelers using a multistage sampling technique. Pre-travel health practices (a combination of pre-travel consultation, pre-travel vaccination, and preventive measures against insect bites) were assessed using an interviewer-administered questionnaire. Logistic regression models were used to estimates the association between selected variables and pre-travel health practices. Statistical significance level was set at 5%. RESULTS: A total of 479 complete questionnaires were analyzed. The median age of respondents was 34.0 years Interquartile range (IQR) = 28.0, 44.0). Of the total respondents, 311 (64.3%) were aware of pre-travel health consultation and sources of information, amongst others, including friends/relatives in 180 (37.6%) travelers, social media/internet in 155 (32.4%) travelers, and health professionals in 102 (21.3%) travelers. Two hundred and seventy-one (56.6%) had pre-travel consultation, 156 (32.6%) had YF vaccination, and 226 (47.2%) were prepared to use preventive measures against insect bites. Only 10.6% had good pre-travel practices against the diseases subject to 2 International Health Regulations (IHR). Travelers with bachelor/college degrees, when compared to those with secondary/high education, had 2.91 times higher odds of having good practices when adjusting for other factors (95% C.I: 1.10, 7.70; p < 0.03). Also, those traveling to destinations endemic for YF infection, when compared to those who are not traveling to endemic countries/areas, had 48% lower odds of having good practices after adjusting for other factors (95% C.I: 1.41, 7.77; p < 0.01). CONCLUSIONS: Our study revealed a low prevalence of good pre-travel health practices among participants. Educational level and endemicity of YF at the destination were predictors of pre-travel health practices. Introducing topics on travelers' health into schools' curriculums may have a ripple positive effect on health practices among international travelers. Also, there is a need for public enlightenment programs on pre-travel health practices using social media platforms.

An EMS Response to Refugees Arriving at an International Airport: A Report From the Field.

Following Afghanistan's fall in August 2021, many refugees were settled in the United States as part of Operation Allies Welcome. They were flown from Kabul to the Middle East and Europe before continuing to the U.S. By late September Philadelphia was the sole destination. From there refugees were transported to Safe Haven military bases around the country. Philadelphia International Airport became the site of a months-long operation involving city, state, federal, and private agencies engaged in processing, medical screening, and COVID-testing of arriving refugees. The Philadelphia Fire Department played an integral role. Minor medical conditions were treated onsite. Higher acuity patients were transported to nearby hospitals. The goal was to maintain flow of refugees to their next destination while addressing acute medical issues. Between August 28, 2021, and March 1, 2022, the airport processed 29,713 refugees. Philadelphia's experience may serve as a guide for planning future such refugee operations.

Emerging and legacy perfluoroalkyl and polyfluoroalkyl substances (PFAS) in surface water around three international airports in China.

Perfluoroalkyl and polyfluoroalkyl substances (PFAS) are a large category of crucial environmental contaminants of global concerns. There are limited data on PFAS in surface water around international airports in China. The present study investigated the concentrations, distributions, and sources of emerging and legacy PFAS in surface waters around Beijing Capital International Airport (BC), Shanghai Pudong International Airport (SP), and Guangzhou Baiyun International Airport (GB) in China. Twenty-seven target compounds were quantified. The Σ27PFAS concentrations ranged from 19.0 to 62.8 ng/L (mean 36.1 ng/L) in BC, 25.6-342 ng/L (mean 76.0 ng/L) in SP, 7.35-72.7 ng/L (mean 21.6 ng/L) in GB. The dominant compound was perfluorooctanoic acid (PFOA), which accounted for an average of 27% (5%-65%) of the Σ27PFAS concentrations. The alternatives with -C6F12- group had detection frequencies ranging from 72% to 100%. The partition coefficient results indicate that the longer chain PFAS (C > 8) tend to be more distributed in the particle phase. Fifty suspect and nontarget PFAS were identified. In GB, 44 PFAS were identified, more than SP of 39 and BC of 38. An ultra short-chain (C = 2) precursor, N-methylperfluoroethanesulfonamido acetic acid (MeFEtSAA), was identified and semi-quantified. Domestic wastewater discharges might be the main sources around BC, while industrial and aviation activities might be the main sources around SP and GB.

COVID-19 cases reported in Colorado following screening at selected US airports, January - July 2020.

OBJECTIVE: We sought to estimate the proportion of air travelers who may have been infected with SARS-CoV-2 upon arrival to Colorado by comparing data on Colorado residents screened upon entering the US to COVID-19 cases reported in the state. Data on Colorado's screened passengers arriving into the US between January 17 and July 30, 2020 were compared to Colorado's Electronic Disease Reporting System. We conducted a descriptive analysis of true matches, including age, gender, case status, symptom status, time from arrival to symptom onset (days), and time from arrival to specimen collection date (days). RESULTS: Fourteen confirmed COVID-19 cases in travelers who were diagnosed within 14 days after arriving in Colorado were matched to the 8,272 travelers who underwent screening at 15 designated airports with a recorded destination of Colorado, or 0.2%. Most (N = 13/14 or 93%) of these infected travelers arrived in Colorado in March 2020; 12 (86%) of them were symptomatic. Entry screening for COVID-19 and the sharing of traveler information with the Colorado Department of Public Health and Environment appeared to identify few cases early in the pandemic. Symptom-based entry screening and sharing of traveler information was minimally effective at decreasing travel-associated COVID-19 transmission.

Reconsidering the regulation of facial recognition in public spaces.

This paper contributes to the discussion on effective regulation of facial recognition technologies (FRT) in public spaces. In response to the growing universalization of FRT in the United States and Europe as merely intrusive technology, we propose to distinguish scenarios in which the ethical and social risks of using FRT are unattainable from other scenarios in which FRT can be adjusted to improve our everyday lives. We suggest that the general ban of FRT technologies in public spaces is not an inevitable solution. Instead, we advocate for a risk-based approach with emphasis on different use-cases that weighs moral risks and identifies appropriate countermeasures. We introduce four use-cases that focus on presence of FRT on entrances to public spaces (1) Checking identities in airports (2) Authorisation to enter office buildings (3) Checking visitors in stadiums (4) Monitoring passers-by on open streets, to illustrate the diverse ethical and social concerns and possible responses to them. Based on the different levels of ethical and societal risks and applicability of respective countermeasures, we call for a distinction of public spaces between semi-open public spaces and open public spaces. We suggest that this distinction of public spaces could not only be helpful in more effective regulation and assessment of FRT in public spaces, but also that the knowledge of different risks and countermeasures will lead to better transparency and public awareness of FRT in diverse scenarios.

Airport business models and the COVID-19 pandemic: An exploration of the UK case study.

The COVID-19 pandemic had been a major crisis for the air transport industry due to its global reach, duration, and continuing uncertainty. Demand for air travel fell globally by around 90% in the period immediately following the introduction of lockdown restrictions which induced significant revenue loss for the industry and led to widespread bankruptcies and job losses. Within this extremely challenging business environment, commercially operated airports have struggled. This paper investigates how airport management has been impacted by this sudden and prolonged fall in the demand for air travel. Specifically, the UK case was studied through the Business Model Canvas, with documentary evidence supplemented with 31 in-depth interviews from the Government, airports, airlines, and other aviation organisations and from a variety of stakeholder roles within airports across the country. Interviewees were asked about how airport business models responded to COVID-19 and how they were likely to change in the future as a consequence. The findings suggest that COVID-19 encouraged airports to restructure key components in their business models. Fundamentally, airports have significant fixed costs, and it has been especially challenging to run terminals and operations with little or no revenue from conventional channels. The study finds airports were introducing more flexibility into their cost base while diversifying their revenue streams into areas such as developing business parks and enhancing retail portfolios. This is leading to a restructuring of airport business models to improve resilience to future systemic shocks. Overall, 4 future airport business drivers and approaches have emerged: 1) Cost-effectiveness and minimisation, 2) Diversification of revenue streams and intensified commercial activities, 3) Enhanced digitalisation and operational efficiency, and 4) Sustainability focused approach.

Global tourism, climate change and energy sustainability: assessing carbon reduction mitigating measures from the aviation industry.

As many business activities-especially those associated with the energy-intensive industries-continue to be major sources of greenhouse gas emissions, and hence significantly contributing to global warming, there is a perceived need to identify ways to make business activities eventually carbon neutral. This paper explores the implications of a changing climate for the global tourism business and its intertwining global aviation industry that operates in a self-regulatory environment. Adopting a bibliometric analysis of the literature in the domain of global tourism and climate change (772 articles), the paper reveals the underlying sustainability issues that entail unsustainable energy consumption. The aviation industry as a significant source of carbon emission within the sector is then examined by analyzing the top 20 largest commercial airlines in the world with respect to its ongoing mitigating measures in meeting the Paris Agreement targets. While self-regulatory initiatives are taken to adopt Sustainable Aviation Fuels (SAF) as alternative fuel production and consumption for drastically reducing carbon emission, voluntary alignment and commitment to long-term targets remain inconsistent. A concerted strategic approach to building up complementary sustainable infrastructures among the global network of airports based in various international tourist destination cities to enable a measurable reduction in carbon emission is necessary to achieve a transformational adaptation of a business sector that is of essence to the recovery of the global economy while attempting to tackle climate change in a post-COVID-19 era.

Sudden cardiac arrest in commercial airports: Incidence, responses, and implications.

Billions of travelers pass through airports around the world every year. Airports are a relatively common location for sudden cardiac arrest when compared with other public venues. An increased incidence of cardiac arrest in airports may be due to the large volume of movement, the stress of travel, or adverse effects related to the physiological environment of airplanes. Having said that, airports are associated with extremely high rates of witnessed arrests, bystander interventions (eg. CPR and AED use), shockable arrest rhythms, and survival to hospital discharge. Large numbers of people, a high density of public-access AEDs, and on-site emergency medical services (EMS) resources are probably the major reasons why cardiac arrest outcomes are so favorable at airports. The success of the chain of survival found at airports may imply that applying similar practices to other public venues will translate to improvements in cardiac arrest survival. Airports might, therefore, be one model of cardiac arrest preparedness that other public areas should emulate.

Evaluation of point of entry surveillance for COVID-19 at Mumbai international airport, India, July 2020.

India started Point of entry (PoE) surveillance at Mumbai International Airport, screening passengers returning from coronavirus disease (COVID-19)-affected countries using infrared thermometers. We evaluated in July 2020 for March 1-22 with the Centers for Disease Control and Prevention evaluation framework. We conducted key informant interviews, reviewed passenger self-reporting forms (SRFs) (randomly selected) and relevant Airport Health Organization and Integrated Disease Surveillance Programme (IDSP) records. Of screened 165,882 passengers, three suspects were detected and all were reverse transcription-polymerase chain reaction negative. Passengers under-quarantine line-listing not available in paper-based PoE system, eight written complaints: 6/8 SRF filling inconvenience, 3/8 no SRF filling inflight announcements, and standing in long queues for their submission. Outside staff deployed 128/150 (85.3%), and staff: passenger ratio was 1:300. IDSP reported 59 COVID-19 confirmed cases against zero detected at PoE. It was simple, timely, flexible, and useful in providing information to IDSP but missed cases at PoE and had poor stability. We recommended dedicated workforce and data integration with IDSP.

Cross-sectional survey of SARS-CoV-2 testing at US airports and one health department's proactive management of travelers.

BACKGROUND: Many health departments and private enterprises began offering SARS-CoV-2 testing to travelers at US airports in 2020. Persons with positive SARS-CoV-2 test results who have planned upcoming travel may be subject to US federal public health travel restrictions. We assessed availability of testing for SARS-CoV-2 at major US airports. We then describe the management of cases and close contacts at Denver International Airport's testing site. METHODS: We selected 100 US airports. Online surveys were conducted during November-December 2020 and assessed availability of testing for air travelers, flight crew, and airport employees. Respondents included health department (HD) staff or airport directors. We analyzed testing data and management practices for persons who tested positive and their close contacts at one airport (Denver International) from 12/21/2020 to 3/31/2021. RESULTS: Among the 100 selected airports, we received information on 77 airports; 38 (49%) had a testing site and several more planned to offer one (N = 7; 9%). Most sites began testing in the fall of 2020. The most frequently offered tests were RT-PCR or other NAAT tests (N = 28). Denver International Airport offered voluntary SARS-CoV-2 testing. Fifty-four people had positive results among 5724 tests conducted from 12/21/2020 to 3/31/2021 for a total positivity of < 1%. Of these, 15 were travelers with imminent flights. The Denver HD issued an order requiring the testing site to immediately report cases and notify airlines to cancel upcoming flight itineraries for infected travelers and their traveling close contacts, minimizing the use of federal travel restrictions. CONCLUSIONS: As of December 2020, nearly half of surveyed US airports had SARS-CoV-2 testing sites. Such large-scale adoption of airport testing for a communicable disease is unprecedented and presents new challenges for travelers, airlines, airports, and public health authorities. This assessment was completed before the US and other countries began enforcing entry testing requirements; testing at airports will likely increase as travel demand returns and test requirements for travel evolve. Lessons from Denver demonstrate how HDs can play a key role in engaging airport testing sites to ensure people who test positive for SARS-CoV-2 immediately before travel do not travel on commercial aircraft.

Towards zero-waste airports: a case study of Istanbul Airport.

In this day and age, an important indicator of sustainable waste management is zero-waste index. Zero-waste approach is adopted by many organizations in different sectors. In this context, implementation of sustainable waste management at airports, which have become the most vibrant centers of the transportation sector in the globalizing world, is one of the important environmental issues. In this study, the activities carried out in the Istanbul airport in 2019-2020 within the scope of sustainable waste management were evaluated within the framework of zero-waste approach. For this purpose, waste characterizations for different zones in the airport have been presented. When the methods used in the disposal of the wastes were examined, it was seen that recycling (43-49%) and landfilling (50-57%) took the first place. The results of the study reveal that the pandemic restrictions implemented in 2020 have caused significant differences in the amount and composition of waste generated. The highest decrease in waste generation occurred in Zone A where terminal activities are located, with 76%. This change was also reflected in the zero-waste index determined depending on the waste management strategies applied, and the values calculated for 2019 and 2020 were found to be 0.35 and 0.26, respectively. SUPPLEMENTARY INFORMATION: The online version contains supplementary material available at 10.1007/s10163-021-01308-2.

Analysis of Sustainable Transport Systems in Service of Selected SEA-EU Consortium Countries' Airports-A Pilot Case Study of Passenger Choices for Gdansk Airport.

The article presents the results of a pilot study, namely a passenger survey on travel choices regarding commuting to the airport in one chosen location (Gdansk, Poland). The study aimed at establishing which factors which influenced their travel time, assessment of travel time, choosing more or less sustainable transport mode, and also single-mode or multimodal travel. Research results show that choice of the means of transport influences travel time, that the highest travel times are generated by bus and car travel and that assessing the travel time as acceptable or not depends on travel time. However, the longer the travel time, the more likely was the passenger to accept it. What is more, it appeared that a few factors influence choosing a more sustainable transport mode: the purpose of the trip, the start of the trip to the airport, place of living, and job situation.

Per- and Polyfluoroalkyl Substances in Contaminated Soil and Groundwater at Airports: A Canadian Case Study.

The occurrence of 93 classes of per- and polyfluoroalkyl substances (PFASs) was investigated at aqueous film-forming foam (AFFF)-impacted sites of four Canadian airports. Surface/subsurface soil and groundwater samples were characterized using high-resolution mass spectrometry (HRMS) and an improved total oxidizable precursor (TOP) assay. PFAS profiles, loads, and spatial trends were highly site-specific, influenced by the AFFF use history, variations in sorption, transport, and in situ transformation potential of PFASs. All sites have been impacted by more than one AFFF chemistry, with the active firefighter training area exhibiting a greater PFAS variety and total PFAS burden than decommissioned sites. Zwitterionic and cationic compounds composed a large percentage (34.5-85.5%) of the total PFAS mass in most surface soil samples in the source zone but a relatively low percentage (<20%) in groundwater samples. Background soils surrounding the source zone contained predominantly unidentified precursors attributed to atmospheric deposition, while in AFFF-impacted soils, precursors originating from AFFFs can be largely captured by HRMS using available suspect lists. Horizontal transfer of PFASs in surface soils was limited, but vertical migration down the soil column occurred even in locations of low permeability. This study provides a critical data set to support developing new priority analyte lists and integrating TOP assay for comprehensive PFAS monitoring at AFFF-impacted sites.

Characterizing observed surface wind speed in the Hudson Bay and Labrador regions of Canada from an aviation perspective.

Wind speed analysis is important for informing airport operation and safety. Many communities in the Hudson Bay and Labrador regions (Canada) are remote communities that rely heavily on aircraft for passenger and freight movement. Historical trends in average daily wind speed and maximum daily wind speed from 1971 to 2010 were examined to identify patterns of change and determine how these changes may influence aviation in six northern communities across Hudson Bay and Labrador in Canada. Significant increases in average wind speed and maximum wind speed were found for some of the months and seasons of the year for the Hudson Bay region, along with a significant decrease in those variables for the Labrador communities. Average wind speeds at multiple locations are approaching the threshold (18.5 km/h or 10 knots) when take-off and landing would be restricted to one direction. The results of this study agree with previous research that examined historical patterns for wind speed in these regions but calls into question climate change impact assessments that suggest wind speeds will continue to increase under future climatic conditions for this study area. Future research is needed to further analyse shifts in prevailing wind directions and changes in the frequency of extreme wind conditions, to better understand the potential impacts of projected climate change on this climatic variable and the implications these changes may have on applied sectors, such as aviation.

The Need for Sharps Waste Disposal Guidelines for Commercial Airports.

Travelers frequently eat at an airport before their flight. Travelers with diabetes also frequently need to lance their fingertips to check a blood glucose concentration and/or inject themselves with insulin. These actions generate medical sharps waste. Bloody sharps can be a source of needlestick injuries for other travelers or waste handlers if the waste is not safely disposed of. There are currently no guidelines or standards for medical sharps waste disposal in commercial airports or similar public places. We advocate for the establishment of guidelines for medical sharps waste disposal in commercial airports. These guidelines should include four elements: (1) design of sharps disposal bins, (2) placement of sharp disposal bins, (3) publication of locations with sharps disposal bins, and (4) safety protocols for both sharps disposal and handling sharps waste. In this article, we present the background and reasons behind our recommendation for establishing guidelines for medical waste disposal in commercial airports.

The Availability of Sharps Disposal Bins: A Survey of Airports in California.

BACKGROUND: Sharps waste, especially medical sharps waste, can put those who come into contact with it at risk for injury and exposure to blood-borne pathogens. Options for self-injectors to dispose of their sharps while traveling vary greatly - from sharps containers in limited locations in some public restrooms to large kiosks centrally located to no containers at all. Currently, there is a lack of published data on sharps disposal bins in commercial airports. We surveyed commercial airports in California to assess the current state of sharps waste disposal. Many people with diabetes routinely use sharps every day for injecting medications or for self-monitoring glucose concentrations and these people, along with others who self-inject medications, must have a safe mechanism for sharps disposal when travelling by air. METHODS: A five-question survey was sent to 30 commercial airports in California. Responses were collected and then analyzed based on the following three metrics: (1) the percentage of airports that responded and indicated that they had any sharps disposal bins, (2) the percentage of airports that responded and indicated that they had sharps disposal bins in over half their restrooms, and (3) the average percentage of bathrooms that have available sharps disposal bins in airports that responded to our survey. RESULTS: Out of 30 commercial airports in California, we received survey responses from 13 airport representatives and direct email responses from 5 airport representatives. Out of 18 total responses, 11 airports (61.1%) reported that they had some form of available sharps disposal options. Out of the 13 survey responses, 6 airports (46.2%) reported that they had sharps disposal in over 50% of their restrooms. CONCLUSION: There is a lack of consistency in sharps waste disposal options among commercial airports in California. While many commercial airports in California offer sharps waste disposal options, not all commercial airports have sharps waste disposal options in all their public restrooms. There is room for improved availability of sharps disposal bins in California's commercial airports.