Adapted by Dr Andrew Kimmance for Aviation Operations

draft Oct 10/09/2012

“WORLD-CLASS” AIRPORTS(Best Practices)

Airport Authorities of large regional airports, often ask IATA ACCs (Airport Consultative

Committees) for planning advice on how to turn their airport into a world class facility.

Usually they want their airport to become a “World-Class Hub” airport.

To guide Airport Authorities towards this development objective, the following is a check-

list of generic criteria that must be met in order to become a “World-Class” airport.

Typical Features: 1. Geographic / Political Location

A medium to large sized airport with international, regional and domestic traffic;

Regionally competitive in terms of costs, facilities and convenience;

Geographically situated along a major world air-route, or at cross roads of more than one

world air route;

Geographically located in a catchment area of substantial O&D traffic;

Healthy regional and national economic growth;

No political restraints to commercially acceptable bilateral agreements;

No environmental constraints on aircraft operations.

2. Airspace / ATC No restrictions on airspace capacity;

No conflict with other close airports or military traffic restrictions;

No threat to schedule integrity or reliability from airspace or ATC issues;

3. Airfield & Infrastructure Runways and other airfield facilities able to handle all traffic demands;

Runway capacity routinely in excess of 75 movements per hour;

No limiting curfews;

All weather operations;

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Adapted by Dr Andrew Kimmance for Aviation Operations

Regular and reliable transport links to closest major city; a rapid rail service is the

preferred option, if economically viable;

Adequate private car parking at reasonable cost – including long-term parking with

shuttle bus service;

Capacity to handle large traffic peaks with high activity during the peaks;

Reliable airport services/utilities such as power supply, water supply, fuel supply;

Spacing of runways, taxiways, taxilanes to allow Code E/F aircraft operations;

Dedicated locations for competing ground equipment parking and container storage

racking.

4. Passenger Terminals Sufficient airport and terminal facilities to allow airlines to meet their own airline service

standards at a reasonable cost. (See Appendix A for airline service standards that need

to be converted into physical airport facilities);

IATA Level of Service “C” or better (provided that costs allow this);

Apron configuration and capacity to not inhibit scheduling and to allow airline alliance

proximity parking for hubbing operations;

Apron services available – aircraft fuelling, ground power;

Competitive MCTs (Minimum Connecting Times -see Appendix A). MCTs must be

competitive with competing regional airports. Adequate facilities to allow single airlines or

alliance airlines to complex flights within published MCT;

Sufficient aircraft stands to meet peak demands – buses to remote stands (see Appendix

A – Passenger Boarding Bridges);

Terminal facilities to accommodate this complexing peak demand;

Inter-terminal passenger and baggage transfer systems;

Intra-terminal walking distances minimized;

A choice of competing passenger, baggage, ramp and engineering handling agencies.

Ability to allow airlines to self-handle if required;

Government agency processing times to world standards (see Appendix A);

Automated baggage sortation systems with high peak hour reliability and flexibility to

cope with high levels of transfer baggage. In-line HBS (hold baggage screening) system

is preferred option;

FIDS systems throughout terminal;

CUTE systems at check-in areas as well as at the boarding gates;

Airside and landside retail outlets at high street prices;

Sufficient terminal space to allow:

Airline alliances are able to consolidate their space requirements

Logical flow and proximity between Check-in Counters, to Airline Lounges, to

Departure Gates for airline alliance members.

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Adapted by Dr Andrew Kimmance for Aviation Operations

Sufficient space for airlines to lease admin. Offices, CIP lounges and staff

amenities.

5. Cargo & Express Terminals and Catering A choice of competing Freight and Catering handling agencies;

Sufficient Freighter parking positions, with tether pits, adjacent to cargo/express

terminals;

6. Charges Sufficient airport and terminal facilities to allow airlines to meet airline service standards

at a reasonable cost;

Transparent pricing mechanisms on single till basis.

CONCLUSIONS:It is a challenge for an airport authority to meet all of these planning criteria required to

become a “World-Class” Airport.

Nevertheless, it is important that Airport Authorities and their airport planning consultants

are aware of the airline industry’s views on airport service/planning excellence.

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Appendix AAirport Terminal Planning “Draft” Standards

Planning Element Planning Standard

for Typical Busy Day 1

Recommended Practice

Airport Access 90% of passengers can access the airport within 30 - 45 minutes of the central business district CBD.

Express train service should be available every 15 - 20 minutes;Employee transportation plan is required.

Check-in Business Class – Maximum Queuing Time of 3-5 min.Economy Class – Maximum Queuing Time of 15-20 min.Tourist (Charter/ No Frills) Class – Maximum Queuing Time of 25-30 min.

Space2 - for passengers waiting up to 30 minutes; 1.8 m2 per international passenger; 1.3 m2 for domestic passengers, incl. inter-queue space and baggage trolleys.

Seating for 5% of passengers.

Island layout is preferred;Minimum distance between islands of 22-25m;T1 JFK counters - a “benchmark” design;CUTE system;Special counters for handling over size baggage;Automated baggage system using IATA 10 digit LP bar code tags or RFID tags;In-line HBS system; BRS preferred;Ticket counters at head of each island, or located close-by, with space for back office & safe;Proximity to Alliance partners;Space for future “e”- self check-in kiosks including baggage acceptance.

Security Screening Maximum Queuing Time of 3-5 min.Space for passengers waiting up to 10 minutes; 1.0 m2 per passenger.

Outbound Passport Control Maximum Queuing Time of 5 min.Space – for passengers waiting up to 10 minutes; 1.0 m2 per passenger.

Introduction of biometrics to speed up processing is preferred.

CIP Lounges 4m2 per passenger Preferred location for lounges is airside in normal passenger flow between check-in and aircraft gates; size sufficient to be shared by Alliance partnersArrival lounges may be required at large terminating airports.

Departures Lounge Space – 1.0m2 per passenger standing & 1.5m2 per passenger seated.Seating for 10% of passengers where passengers do not have to wait. 60% where passengers do have to wait.

Gate Lounges Space – 1.0m2 per passenger standing & 1.5 m2 per passenger seatedSeating for 70% of passengers.

Walking Distance Maximums of 250 – 300m unaided & 650m with moving walkways (of which not more than 200m unaided).APMs for travel over 500m.

WB aircraft should be parked close to the main PTB to reduce the walking distances for largest numbers of passengers;Gate lounge should include podium counter close entrance to PBB & include CUTE system with 2 boarding pass readers for aircraft larger than type C, a document printer & boarding pass printer;Shared baggage facility (shutes/freight elevator to apron level) at the gate lounges for excess cabin baggage, strollers & wheelchairs.

Passenger Boarding Bridges 90 - 95% of passengers (on an annual basis) will be served by a passenger boarding bridge.

PBB justified with minimum of 4-6 aircraft operations/day.

Apron drive bridges with 400 Hz fixed ground power, air conditioning & potable water attached;Glass construction preferred;Double bridges for 747s & NLAs;Aircraft docking guidance system;Ramps (with slope not exceeding 1:12) should be used to connect the PBB with the departures gate lounge (upper level) and with the arrivals corridor (lower level);

Aircraft On-Time Performance Sufficient land for twin independent (1,800-2,000m separation) staggered parallel runways (3500 – 4000m length x 60m width) with space for 2 additional close parallel runways;Dual taxiways & dual taxilanes;

1. The busy day is defined as the second busiest day in an average week during the peak month.2. For IATA Level of Service C; see Airport Development Reference Manual, page xx for more details.4

Appendix AAirport Terminal Planning “Draft” Standards

Planning Element Planning Standard

for Typical Busy Day 1

Recommended Practice

Inbound Passport Control Maximum Queuing Time of 10 min.Space – for passengers waiting up to 30 minutes; 1.0 m2 per passenger.

Introduction of biometrics to speed up processing is preferred.

Baggage Delivery Wheelstop to Last Bag – Business Class NB – 15 min. WB – 20 min. Economy Class NB – 25 min. WB – 40 min. Space - 1.6 – 1.8m2 per passenger (excluding baggage claim unit)

Sufficient numbers to be provided to allocate at least one 85m baggage claim unit per 2 B747 flights;Separate device(s) for handling over size baggage;Sufficient baggage trolleys to be available

on entry to the baggage claim hall;

ATM(s) located in baggage claim hall;Left luggage storage facilities should be located landside.

Inbound Customs Recommended use of Red/Green Channels.

Meeter Greeter Hall Space - 1.6 – 1.8m2 per passenger & greeter.20% of space for seating.

Easy access to Express train station

Passenger Arrival– Wheelstop to Curbside

ICAO recommended practiceis 45 minutes

Business Class – passenger on the curbside 20 - 25 minutes after aircraft arrival.Economy Class – passengers on the curbside 40 - 45 minutes after aircraft arrival.

Wayfinding The PTB should incorporate self-evident passenger flow routes through the building, but where signs are required they must provide a continuous indication of direction;Signposting system should use a concise & comprehensive system of directional, informational, regulatory & identification messages. It should adhere to a basic guideline of copy styles & sizes, consistent terminology, recognizable & universally acceptable symbols & uniform colors;Signposting should be in “mother tongue” & English.

Airline Offices 10m2 per staff member

Rule of Thumb – # check-in counters x 100 m2

Sufficient space to lease to airlines & Alliances;Located landside reasonably close to check-in;Clearly signposted.

Passengers with Disabilities Airport facilities must comply with national laws and regulations.

Retail/Concessions Airport Authority should obtain 50 – 60% of total airport revenue from retail/concessions;Retail/concession facilities should not interfere with passengers flows between check-in and the departure gate lounges

MCT - (Minimum Connecting Time)

Domestic-Domestic – 35-45 min.Domestic-International – 35-45 min.International-Domestic – 45-60 min.International-International – 45-60 min.

Transfer Counter - Maximum Queuing Time of 5-10 min.Space 2 - for passengers waiting up to 30 minutes; 1.0 m2 per passenger, incl. inter-

1. The busy day is defined as the second busiest day in an average week during the peak month.2. For IATA Level of Service C; see Airport Development Reference Manual, page xx for more details.5

Appendix AAirport Terminal Planning “Draft” Standards

queue space and baggage trolleys.

Seating for 5% of passengers.

1. The busy day is defined as the second busiest day in an average week during the peak month.2. For IATA Level of Service C; see Airport Development Reference Manual, page xx for more details.6