Reference Guide on Understanding Common Use at Airports (2010) / Chapter Skim
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Pages 17-49
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From page 17... ...
The information in this section is built on in subsequent sections of this chapter. This section consists of the following: • Initial Planning Steps -- First steps that airport operators should consider when evaluating common use • Airport Operational and Physical Characteristics -- Viability and benefit of common use, when considering these issues • Counting the Cost -- Criteria to be used in helping the airport operator evaluate the viability of common use within the airport • Airport Procedural Considerations -- Important aspects for the airport operator to consider as plans are put in place to move to common use Note: Detailed information on each of these operational areas can be found in Appendix B1.
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A common mistake for airport operators is to plan the implementation of common use without early input from airline business partners. Consider how best to keep airline partners active and participating in the ongoing planning and continuous improvement process.
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Many of the benefits associated with facility flexibility are identified in Chapter 4. In providing this flexibility, airport operators should consider the following: • Adding the ability to use existing capacity during non-peak hours of operation.
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Over time, we have not had any real rationale for figuring out staffing needs: we try it to see what works." Airport operators should consider: • Increases in operational hours support. Airlines are concerned that aviation organizations are typically static and not equipped to manage the dynamic environment of common use.
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Airport operators noted the need for the preparations of policy and procedural documents to help with the planning and operation of common use. Some of the documents may already exist; others would be specifically established for common use.
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A staffing analysis should be performed to evaluate the need for IT specialists and other staff to operate and maintain the common-use system. Design Cycle Description The design cycle is the portion of a construction project when the engineers, architects, and other design disciplines work closely with the airport operator to convert the requirements, goals, and desires identified in the initial design phase into physical drawings and specifications for use by the construction contractor.
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Testing and Commissioning Description At the end of the construction project, but prior to beneficial use of the space, testing and commissioning must occur to ensure that the systems needed to support common use are operating properly and will support the airlines' business processes. Issues to Consider 1.
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Airline concerns and opportunities are noted first, followed by concerns and opportunities drawn from the experience of airport operators. Issues to Consider 1.
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Airport operators should work with the airlines in planning for common-use spaces. Airlines noted a need to coordinate storage space requirements, especially in gate and ticket counter areas.
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Although gates are common use, over time, airlines may install proprietary equipment at the gates they normally operate from. In the layout of the gate area, airport operators should consider the use of passenger self-service kiosks in key gate area locations.
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Figure 3-6 illustrates the airport area of impact, which includes the following primary operational items: • Owning and Assigning Common-Use Gates • Providing Ramp Control Services • Owning and Maintaining the Passenger Boarding Bridges • Owning and Maintaining the Inbound Baggage Handling Area • Owning and Maintaining the Outbound Baggage Handling Area • Providing Ramp and Ground Handling Services • Providing Common-Use Ramps for Cargo Operations Note: Detailed information on each of these operational areas can be found in Appendix B4. Figure 3-6.
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From page 28... ...
Many of the reasons are the obvious result of proper planning and implementation of the business issues and opportunities noted here in this section. These include • Adding real value to the airport operator and airlines • Providing airlines with the functionality they need and airport operators with the flexibility they need • Maximizing utilization of gate positions and lowering overall airline facility costs • Paying per turn for gate usage, when an airline is in need of only a few slots per day • Accommodating the temporary need of an airline • Accommodating new entrant airlines, seeking limited gate use and minimal capital costs • Providing International gate operations Airlines typically are against common-use installation where the airport operator's installation opposes the airline business process.
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Accessibility issues related to common use gate management are discussed in detail in Providing Ramp Control Services and in the Terminal Operations Section of this Guide. Providing Ramp Control Services Description When considering common-use and gate operations, the airport operator generally assumes the ramp control services for the common-use gates.
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Airlines expressed concern regarding the level of trained and experienced staff an airport operator may provide to perform ramp control services. Airlines noted that airport operators should properly plan for, and coordinate with the airlines the gate reallocation methodology.
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Airlines and airport operators noted the need to select ramp control managers and operators already trained and experienced in ramp control. Airport operators noted consideration must be given to the hours of operation.
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Airport operators report that many times, airport facility maintenance staff are called out for or will voluntarily repair Figure 3-7. Airport maintenance.
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Maintaining Major Equipment Used in Common- and Shared-Use Facility Space Description This section discusses the issues and opportunities when airport operators assume responsibility for maintaining and perhaps ownership of major equipment used in common- or shared-use applications (e.g., passenger boarding bridges and baggage conveyor systems)
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34 Reference Guide on Understanding Common Use at Airports Table 3-1. Facilities maintenance matrix.
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Airport operators use various 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.
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Figure 3-9. Cost centers.
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• Cost Distribution. As with the cost distribution methods described for check-in counters, airport operators generally use a single Terminal Cost Center to distribute costs to gates, typically applied by total square footage of common-use gate spaces, to obtain the amount needed to recover for use of the spaces associated with a common-use gate.
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Shared-Use Facilities Description This section describes the business considerations for airport operators who assume the responsibility of owning and assigning shared-use facilities in a common-use model. 38 Reference Guide on Understanding Common Use at Airports Fee Charged Per Turn Total Cost of Common-Use Gates Total Number of Common-Use Gates ÷ Figure 3-12.
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Revenue Per Gate Per Aircraft Class (=)
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Airlines typically recognize the need for shareduse facilities, such as with baggage claim areas. Airlines did express concern about how airport operators attempted to recover costs.
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• Through a common means of aircraft trash collection, one airport recycles coffee grounds, saving several tons of refuse a year. Leasing Options for Common-Use Technology Support Description Airport operators typically lease technology maintenance service (and sometimes equipment)
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Airline concerns and opportunities are noted first, followed by concerns and opportunities drawn from the experience of airport operators. A critical concern for the airlines is that implementation of common-use technologies often results in loss of airline-specific functionality in the equipment replaced.
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– CUTE-to-CUPPS Migration/Phasing requirements are as follows: As with airlines, airport operators are anxious for and optimistic about the approved release of CUPPS. Recognizing the near-release of CUPPS, IATA has developed recommended statements (see Table 3-8)
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Recommended Practice for multiple airlines to provide a check-in application for use by passengers on a single [kiosk] device (Simplifying the Business Common Use Self Service, 2006)
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• The airlines have already installed proprietary kiosks. Airport operators should determine if airlines will be permitted to use proprietary paper stock or be required to use the common-use paper stock.
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Airport operators that provide a common communications infrastructure can better manage the pathways, resources, and space within the airport. Both passenger-and agent-facing common-use systems have exhibited latency issues when using a wireless connection.
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4. 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.
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Some airlines noted that when implemented properly, airport operators provide very good maintenance service. Airlines noted that communication is important.
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• Implement a continuous improvement program. Table 3-9 shows the frequency and type of problem calls.
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