Reference Guide on Understanding Common Use at Airports (2010) / Chapter Skim
Currently Skimming:
Appendix B - Supplemental Information for Chapter 3
Appendix B - Supplemental Information for Chapter 3
Pages 112-186
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 112... ...
Appendix B1 Planning B-2 Appendix B2 Design and Construction B-10 Appendix B3 Terminal Operations B-12 Appendix B4 Airside Operations B-19 Appendix B5 Facilities Maintenance B-33 Appendix B6 Business Considerations B-37 Appendix B7 Business Considerations: Use Rate and B-51 Charge Models Appendix B8 Technology B-63 B-1 A P P E N D I X B Supplemental Information for Chapter 3
|
From page 113... ...
There are business reasons why an airport operator considers common use. Chapter 4 of this Reference Guide presents many of these reasons, with tool sets to help the airport operator determine its own business reasons.
|
From page 114... ...
• We don't understand why common use always costs more. Airport operators typically justify common use through deferment of large capital costs, or by savings on airline operational costs, yet never has an airport operator sat down at the table and showed us these cost savings.
|
From page 115... ...
For example, the small hub airport operator may determine that providing all of the ground control services, produces a revenue stream, and promotes a lower cost of entry for the airlines it attempts to attract.
|
From page 116... ...
• Certain layouts of the terminals, such as "X" Terminal layouts may hinder the ability of a common use ramp control tower's view of all operations. Airport operators have noted line of site (critical for effective airside operations)
|
From page 117... ...
a) Depending on how well the original facility was balanced against peak hour usage, the airport operator should consider the following facility limitations typically overlooked: • Throughput capacity of in-line baggage screening compared with peak-operations under the planned common use model B-6 Reference Guide on Understanding Common Use at Airports
|
From page 118... ...
In planning for common use, the airport operator should consider these elements, along with the ones summarized here. This is not an easy assessment, and one that takes continued re-evaluation.
|
From page 119... ...
At locations where the airline has deemed it important, it has requested the right to install additional equipment and software, so that the GIDS could be displayed. Along with the above example, airport operators noted various instances where airlines use proprietary equipment at common use locations.
|
From page 120... ...
Airport operators noted that airline station managers are in and out at the airport. As a result, the policies and procedures put in place are not commonly understood.
|
From page 121... ...
c) If the project is to increase, or somehow affect passenger processing capacity, the airport operator should determine if common use will apply.
|
From page 122... ...
When a construction project includes common use, it is important that frequent inspections be conducted to ensure that the construction project is being completed in a way that meets the goals of the airport operator. Testing and Commissioning • Impacts to passenger processing flow • Impacts to existing facility systems and technology • Test plans • Commissioning plans • Final acceptance
|
From page 123... ...
For the airline, it is the business process that dictates the counter configuration. Most airlines expressed a strong desire for the airport operator to bring the airline into the decision making process early, so that the airline has an opportunity to clearly define its passenger check-in business drivers.
|
From page 124... ...
Airlines noted that when common use is planned and implemented appropriately, it can provide a proper level of facility flexibility. Generally speaking, some counters controlled by the airport operator are available for overflow, etc.
|
From page 125... ...
Using the performance and operational characteristics established, the airport operator can then layout the optimum counter configurations and queuing areas. Options may include any of the following: • Establish all counters as common use, providing full flexibility • Establish only a set of counters, between airlines and at the ends as common use, providing the ability to ‘flex' check-in operations when required to accommodate peaking activities.
|
From page 126... ...
b) Airport operators and airlines see added flexibility to curbside check-in through the use of self service check-in kiosks.
|
From page 127... ...
Improving the use of passenger self service, can also increase the need for passenger assistance. Also, with common use, the airport operator is often called upon to assist passengers.
|
From page 128... ...
c) In the layout of the gate area, airport operators should consider the use of passenger self service kiosks in key gate area locations.
|
From page 129... ...
Since this service is many times a shared responsibility between airlines and airport operator, another cost savings opportunity may be in consolidating the services under one. B-18 Reference Guide on Understanding Common Use at Airports
|
From page 130... ...
Airlines noted a true advantage for the ability to handle an additional flight or two, and not have to over-congest their existing gate or pay full price for another preferential or exclusive use gate. Airlines generally expressed a supportive position for airport operators who effectively controlled some gates in a per-turn common use environment.
|
From page 131... ...
d) Airlines noted that airport operators should properly plan for, and coordinate with the airlines the gate reallocation methodology.
|
From page 132... ...
Airlines noted that common baggage sort and baggage screening areas can tend to be space-constrained. Airport operators should work with the airlines in planning for common use spaces.
|
From page 133... ...
Establish the appropriate means and methods for managing the normal scheduling of gates. Airport operators typically use a gate management system to help with the facilitation of this effort.
|
From page 134... ...
• Impact resulting from mechanical or other failure results – Airline responsibility: aircraft, ground handling, etc. – Airport Operator responsibility: boarding bridge, construction, etc.
|
From page 135... ...
and Remote Parking. Airport Operators noted the following areas of importance.
|
From page 136... ...
Most airlines expressed a strong desire for the airport operator to bring the airline into the decision making process early, so that the airline has an opportunity to clearly define its gate usage business drivers. With regard to airport operators providing Ramp Control Services, the airline is concerned whether or not the airport operator is providing the service in a manner that is consistent with specific airline standards for aircraft movement and separation.
|
From page 137... ...
Airlines expressed concern in the handling of labor contracts when the airport operator provides a portion of the Ramp Control services. At best, this can be confusing in a common use environment.
|
From page 138... ...
Such policies and procedures must be established with airline requirements taken into consideration, since airline policies and procedures differ from airline to airline. Specific issues noted by airport operators included: • Ramp Control guidebook (what systems should be available to Ramp Control Operators, what are the typical functions performed, suggestions for staffing, interaction with the FAA and airlines, etc.)
|
From page 139... ...
As seen from this table, and as noted by airport operators, operating with common use, at least the following gate criteria must be considered and logged for each gate, to ensure effective gate management: • Aircraft size and movement restrictions for each gate • Gate restrictions, based on size of aircraft at neighboring gates • Aircraft power requirements, such as dual voltage connection requirements or 480 volt requirements • Fuel pits configurations and air craft fueling location • Passenger boarding bridge size and accessibility limitations • Configuration of gate power, air, water, etc. • Ground Loading Restrictions • Front and rear door loading • NFPA restrictions • Gates that have limited provisioning truck access to aircraft B-28 Reference Guide on Understanding Common Use at Airports Table B4-2.
|
From page 140... ...
Airport operators noted success in working with the airlines to come up with a common striping plan for their common use gates. In preparing the plan, airport operators noted the following items to consider: • Establish a consistent set of symbols and colors to be used at all common use gates • Set up rules for allowance of hash marks for all aircraft.
|
From page 141... ...
Some airport operators have thus invested capital for the construction of new tower locations. B-30 Reference Guide on Understanding Common Use at Airports
|
From page 142... ...
Airport Operators noted the following staff positions that should be considered: • Ramp Tower Manager – Manages the affairs of all Ramp Control • Ramp Controller - Coordinates and administers ramp control and gate management throughout the geographic boundaries of the Airport non-movement area on a per shift basis. Serves as focal point for the safe, efficient, and expeditious ground movement of aircraft ingress and egress within the confines of the ramp.
|
From page 143... ...
Smaller airports also claim the following advantages for airlines when the airport operator provides the ground handling services: • Eases entry into the market • Reduces the cost for the airline • Provides better control over the level of service • Improves response time to problem calls • Provides one-stop shopping c) For Airports considering providing ground handling services, the following challenges should be considered: • Environmental compliance issues with deicing, secondary containment for fuel trucks, etc.
|
From page 144... ...
In providing Facility Maintenance Service in a common use facility, the airport operator places a high priority on providing a consistent level of service. It is important that an airport operator's maintenance service is consistent and supports required customer service goals.
|
From page 145... ...
B-34 Reference Guide on Understanding Common Use at Airports Table B5-1. Facilities maintenance matrix.
|
From page 146... ...
b) Airport Operators noted that cost of ownership of the major assets, typically were higher than planned.
|
From page 147... ...
e) As with general facility maintenance, airport operators typically agreed that using a sophisticated Maintenance Monitoring system was important.
|
From page 148... ...
This mechanism and others are discussed in detail later in this section. Some airport operators distribute the total terminal revenue requirement into additional cost groups and assign a relative weight based on class of space, which are then normalized to equal the total terminal revenue requirement.
|
From page 149... ...
Figure B6-2. Cost centers.
|
From page 150... ...
Airport operators use a variety of charging models to recover costs associated with common use check-in counters. Some of these models include: Per Time Use, Per Passenger, Per Check-in counter Position, Per Total Counters and Per Aircraft Turn.
|
From page 151... ...
. In this case, airlines are generally charged on the basis of the total square footage of counters leased and may be calculated by multiplying the leased check-in counter space by the per-square foot cost of the terminal revenue requirement for all check-in counters, as shown in Figure B6-7.
|
From page 152... ...
While this consideration prevents Signatory airlines from being charged in excess of their leased gate agreement, the airport operator should consider this cap when estimating usage for setting its rates and charges.
|
From page 153... ...
, typically applied by total square footage of common use gate spaces, to obtain the amount needed to recover in association for use of the spaces associated with a common use gate. Again, some airport operators distribute the total terminal revenue requirement to additional weighted cost groups that have been normalized to equal the total terminal revenue requirement.
|
From page 154... ...
Currently, some airport operators cap the per turn fee charged to Signatory airlines so that the per turn fees charged at a common use gate does not exceed the per gate fees charged under a preferentially leased gate. These capped turns should be accounted for when estimating gate utilization to set the per turn fee.
|
From page 155... ...
Anticipated Income Revenue Per Gate Per Aircraft Class (=)
|
From page 156... ...
Some airport operators govern the take-back criteria by a gate policy review committee, representative of airlines, when a take-back criterion is defined. Other airport operators have secondary use rights which allow them to install common use equipment at the gate.
|
From page 157... ...
Airlines typically recognize the need for shared use facilities, such as with baggage claim areas. The concern that airlines expressed in this area, was in how the airport operator attempted to recover costs.
|
From page 158... ...
– PA is the number of total passengers enplaned and deplaned by airline through the Relevant Terminal Unit during the calculation period. – PT is the number of total passengers enplaned and deplaned by all participating airlines through the Relevant Terminal Unit during the calculation period.
|
From page 159... ...
While maintenance costs are typically rolled into rates and charges by airport operators, significant maintenance costs shown specifically to an air carrier should be able to be billed directly.
|
From page 160... ...
Airport operators noted promoting common use as a means of lowering the airline's cost of entry was the primary competitive factor. Airport operators and airlines are trying to balance growth and costs.
|
From page 161... ...
• Through a common means of aircraft trash collection, one Airport is able to recycle coffee grounds, saving several tons of refuse a year. Leasing Options for Common Use Technology Support • Airport operator purchases equipment and provides maintenance services • Airport operator purchases equipment and airlines establish and pay for third-party maintenance service through a CLUB arrangement – Airline Perspective: Some think common use CLUBS are problematic, since ideally, most airlines are trying to cut costs rather than bolster the system, resulting in unacceptable service conditions.
|
From page 162... ...
provides examples of use rates currently in practice and the accompanying basis, or charge model, as indicated in the example airport's lease or fee agreement. As practice is so varied in regards to use rates and charge models, this appendix is intended to be used as a reference to current practice allowing the airport operator to examine differing mechanisms for comparison with their fee structure.
|
From page 163... ...
Airport 5 Per 1,000 lbs of gross allowable landing weight of all aircraft Landing Fee = Airfield Revenue Requirement / projected landed weight Airfield Revenue Requirement = 1.0 times the sum of the annual debt service allocable to bondfunded Airfield capital projects and the share of annual debt service allocable to bond-funded Airport roadway projects or other bond-funded Airport infrastructure or system wide projects that is allocable to the Airfield + annual amortization allocable to equity-funded Airfield capital projects and other equity-funded projects allocable to the Airfield + annual operating and maintenance expenses allocable to the Airfield + annual interest charges used to provide interim financing for Airfield capital improvements + allocated share of annual debt service + deposits needed to replenish debt service reserve funds allocable to the Airfield to required levels + allocated share of annual capital costs, amortization and operating costs attributable to Port-occupied space in the Terminal used in connection with the management, administration or operation of the Airfield - Landing Fee premiums paid by Non-Signatory Airlines – annual aircraft parking land rental charges +/- amounts allocable to the Airfield required to maintain a Security Deposit Fund. Table B7-1.
|
From page 164... ...
actual expenses for operation of the Airport System - less the total of the following credits revenue derived from Airport System concessions, rentals and fees from nonsignatory Air Transportation Companies, other tenants, and service fees; unrestricted investment income earned; total of all Terminal Building rentals, Aircraft Gate Use Fees, and Aircraft Gate Use Fee, and Per-Turn charges from owned gates paid by the Signatory Airlines during the Fiscal Year; credit equal to the balance available in the Prepaid Airline Revenue Account Table B7-1. (Continued)
|
From page 165... ...
Airport 3 Per square foot of rented space per month Net Terminal Building Requirement divided by the total amount of Rentable space. Net Terminal Building Requirement: total of direct and allocated indirect estimated Airport System Operation and Maintenance Expenses allocated to the Terminal Building; the total of capital outlays allocable to the terminal building; 1.25 times the pro-rata portion of Airport System Annual Bond Debt Service, if any, allocated to the Terminal Building; an amount equal to 1.10 times the Annual Accrued Debt Service on Subordinate bonds allocable to the Terminal Building; the Annual Accrued Debt Services on Junior Subordinate bonds allocable to the Terminal Building; The annual amortization of Capital Improvements financed by the County from its own resources and operating expenses that the County has chosen to amortize allocable to the Terminal Building, based on the economic life for each capital Improvement and calculated using an interest rate set to equal the average all-In cost of bonds sold by the County during the fiscal year when such Improvement i.
|
From page 166... ...
Terminal Revenue Requirement = annual debt service + the annual amortization + annual interest charges+ annual operating and maintenance expenses + deposits needed to replenish debt service reserve funds - revenues received from separately established tariffs - annual capital costs, amortization and operating costs attributable to Terminal systems dedicated to use by Air Carriers - allocated share of the remaining annual capital costs, amortization and operating costs attributable to space in the Terminal reserved for nonaeronautical facilities or activities - allocated share of the remaining annual capital costs, amortization and operating costs attributable to Port-occupied space in the Terminal used in connection with the management, administration or operation of the Airfield Area or of nonaeronautical facilities or activities at the AirportPort's pro rata share of the remaining annual capital costs, amortization and operating costs attributable to Public Areas +/- amounts allocable to the Terminal required to maintain a Security Deposit Fund - terminal revenues derived from premiums paid by Non-Signatory Airlines Airport 6 Per square foot of rented space per annum Terminal Building Requirement divided by total Rentable Space on an exclusive, preferential, or joint use basis. Terminal Building Requirement: total of direct and allocated indirect estimated Airport System Operation and Maintenance Expenses allocated to the Terminal Building; 1.25 times the pro-rata portion of Airport System Annual Bond Debt Service, if any, allocated to the Terminal Building; The pro-rata portion of any subordinate security or other loans allocated to the Terminal Building; The total amount or the pro-rata portion of the annual amortization allocated to the Terminal Building, of Capital Improvements; The estimated amount of any assessment, judgment, or charge and allocated to the Terminal Building; Any estimated variance of budgeted vs.
|
From page 167... ...
Airport 3 Per Turn by Aircraft Class; Classes of aircraft: narrow body aircraft operations; wide body aircraft operations Apron Area Requirement divided by the total number of Aircraft Gates Apron Area Requirement: The total of direct and allocated indirect estimated Airport System Operation and Maintenance Expenses allocated to the Apron Area; An amount 1.25 times the pro-rata portion of Airport System Annual Bond Debt Service, if any, allocated to the Apron Area; The pro-rata portion of any subordinate security or other loans allocated to the Apron Area; The total amount or the pro-rata portion of the annual amortization allocated to the Apron Area, of Capital Improvements; The estimated amount of any assessment, judgment, or charge and allocated to the Apron Area; Any estimated variance of budgeted vs. actual expenses for the operation of the Apron Area.
|
From page 168... ...
share shall be further divided on a direct proration basis among the Permitted carriers. Airport 3 Per 1,000 lbs of gross allowable landing weight of all aircraft Apron Area Operating Expenses + Stormwater Charges X % Allocation to Passenger Terminal Apron = Net Operating Expenses + Equipment & Capital Outlays + GO Bond Debt Service + Other Debt Service + Amortization of Capital Improvements = Total Passenger Terminal Apron Area Cost - 50% Ground Handling Fees = Net Passenger Terminal Apron Area Cost / Landed Weight = Basic Rate per 1,000 lb X Signatory Passenger Airline Landed Weight = Signatory Passenger Apron Fees The Passenger Terminal Apron Area Requirement for Airline shall then be calculated by a formula that (i)
|
From page 169... ...
allocable to the Passenger Loading Bridge Cost Center + annual amortization of the cost of those Capital Improvements that has been or is substantially completed before July 1 of any year and that are allocable to the Airfield Area. Airport 3 Per Loading Bridge associated with Gates assigned to an Airline on a Preferential Use basis Loading Bridge Fee = Loading Bridge Requirement / total number of loading bridges Loading Bridge Requirement: The Total Direct and Indirect estimated Operating Expenses allocable to the Loading Bridges; The total of Capital Outlays allocable to the Loading Bridges; An amount equal to 1.25 times the Annual Accrued debt Service on Senior Bonds allocable to the Loading Bridges or such other amount as may be required by a Bond Indenture; An amount equal to 1.10 times the Annual Accrued Debt Service on Subordinate Bonds allocable to the Loading Bridges or such other amount as may be required by a Bond Indenture; The Annual Accrued Debt Service on Junior Subordinate Bonds allocable to the Loading Bridges or such other amount as may be required by a Bond Indenture; The annual amortization of Capital Improvements financed by the county from its own resources and operating expenses that the County has chosen to amortize allocable to the Loading Bridges, based on the economic life for each Capital Improvement and calculated using an Interest rate set to equal the average all-In cost of bonds sold by the county during the fiscal year when such Improvement is put in service or, if no bonds were sold, set to equal comparable published average borrowing costs.
|
From page 170... ...
. Aircraft Parking Position Requirement: The Total Direct and Indirect estimated Operating Expenses allocable to the Apron Area; The total of Capital Outlays allocable to the Apron Area; An amount equal to 1.25 times the Annual Accrued debt Service on Senior Bonds allocable to the Apron Area or such other amount as may be required by a Bond Indenture; An amount equal to 1.10 limes the Annual Accrued Debt Service on Subordinate Bonds allocable to the Apron Area or such other amount as may be required by a Bond Indenture; The Annual Accrued Debt Service on Junior Subordinate Bonds allocable to the Apron Area or such other amount as may be required by a Bond Indenture; The annual amortization of Capital Improvements financed by the county from its own resources and operating expenses that the County has chosen to amortize allocable to the Apron Area, based on the economic life for each Capital Improvement and calculated using an Interest rate set to equal the average all-In cost of bonds sold by the county during the fiscal year when such Improvement is put in service or, if no bonds were sold, set to equal comparable published average borrowing costs.
|
From page 171... ...
actual expenses for operation of the Airport System - less the total of the following credits revenue derived from Airport System concessions, rentals and fees from nonsignatory Air Transportation Companies, other tenants, and service fees; unrestricted investment income earned; total of all Terminal Building rentals, Aircraft Gate Use Fees, and Aircraft Gate Use Fee, and Per-Turn charges from owned gates paid by the Signatory Airlines during the Fiscal Year; credit equal to the balance available in the Prepaid Airline Revenue Account Terminal Rental Space Per square foot of rented space per annum Terminal Building Requirement divided by total Rentable Space on an exclusive, preferential, or joint use basis. Terminal Building Requirement: total of direct and allocated indirect estimated Airport System Operation and Maintenance Expenses allocated to the Terminal Building; 1.25 times the pro-rata portion of Airport System Annual Bond Debt Service, if any, allocated to the Terminal Building; The pro-rata portion of any subordinate security or other loans allocated to the Terminal Building; The total amount or the pro-rata portion of the annual amortization allocated to the Terminal Building, of Capital Improvements; The estimated amount of any assessment, judgment, or charge and allocated to the Terminal Building; Any estimated variance of budgeted vs.
|
From page 172... ...
Terminal Revenue Requirement = annual debt service + the annual amortization + annual interest charges+ annual operating and maintenance expenses + deposits needed to replenish debt service reserve funds - revenues received from separately established tariffs - annual capital costs, amortization and operating costs attributable to Terminal systems dedicated to use by Air Carriers - allocated share of the remaining annual capital costs, amortization and operating costs attributable to space in the Terminal reserved for nonaeronautical facilities or activities - allocated share of the remaining annual capital costs, amortization and operating costs attributable to Port-occupied space in the Terminal used in connection with the management, administration or operation of the Airfield Area or of nonaeronautical facilities or activities at the Airport - Port's pro rata share of the remaining annual capital costs, amortization and operating costs attributable to Public Areas +/- amounts allocable to the Terminal required to maintain a Security Deposit Fund - terminal revenues derived from premiums paid by Non-Signatory Airlines. Common Use Gates Per Turn by Aircraft Class; not exceed total charges under a preferential use gate.
|
From page 173... ...
Revenue requirement based on multiplying the square footage of the assigned Baggage Makeup Area by the per-square foot cost for Baggage Areas and FIS divided by available seats Available Seats for the months of September through August of the immediately preceding Fiscal Year (the "Cost Per Available Seat" "CPAS")
|
From page 174... ...
Airlines noted that it is possible for them to have the need of using common use and proprietary systems at the same gate or check-in counter location. For example, airlines provide web enabled functionality at a gate to provide services beyond passenger processing.
|
From page 175... ...
Airport operators may install CUSS kiosks in locations where an airline agent is not in visual site of the equipment. For at least one airline, their business practice is to not support checkin kiosks at the airport, unless an agent has visual site and easy access to it.
|
From page 176... ...
While this makes the software appear to be one application capable of running anywhere, there are many customizations that need to be done to accommodate the kiosk developer's individual approach to the CUSS 1.0 standard. This should be resolved in CUSS 1.2, however there is an open issue of how to migrate the existing base of CUSS kiosks from 1.0 to 1.2, while supporting the existing applications.
|
From page 177... ...
The airport operator must work with the selected solution providers, and the airline information B-66 Reference Guide on Understanding Common Use at Airports
|
From page 178... ...
d) Airlines noted that airport operators should work to ensure the common use system has the necessary redundancies to ensure uptime is kept at acceptable standards.
|
From page 179... ...
These displays are a common building block system which airport operators install to improve customer service. Airport operators must work with airlines to ensure that the data feeds from the airline host systems are accurate, and that they provide the right updates at the right time.
|
From page 180... ...
Wireless is generally provided to the travelling public by the airport operator as a customer service item. It may be free service, or paid service.
|
From page 181... ...
Implementations have been done outside of the United States, and there is another ACRP report, Project 10-07, which will research common bag drop and self tagging. B-70 Reference Guide on Understanding Common Use at Airports Figure B8-1.
|
From page 182... ...
Some of the issues to be resolved with self-tagging are the use of inactive/active tags, acceptance by the TSA, and quality control with passenger's placing bag tags on the luggage. • AIDX – a subset of CUPPS, is a new data exchange standard that aims to simplify the exchange of flight data from airlines to airport operators.
|
From page 183... ...
e) Some airlines noted that when implemented properly, airport operators provide a very good maintenance service.
|
From page 184... ...
Typically, an airport operator will outsource this level of support. However, airport operators with an experienced and skilled technician team may choose to handle Level 2 support in-house.
|
From page 185... ...
In addition change management is used to minimize the impact of change related incidents or problems upon the various systems and improve day-to-day operations. The airport operator should investigate industry recommendations, such as those produced by the Information Technology Infrastructure Library (ITIL)
|
From page 186... ...
Technology B-75 Common Use System Problem Calls - Issue Classifications (12 month Period) Table B8-2.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.