IATA
Airport Development Reference Manual 9th Edition Effective January 2004
International Air Transport Association
NOTICE DISCLAIMER. The information contained in this publication is subject to constant review in the light of changing government requirements and regulations. No subscriber or other reader should act on the basis of any such information without referring to applicable laws and regulations and/or without taking appropriate professional advice. Although every effort has been made to ensure accuracy, the International Air Transport Association shall not be held responsible for loss or damage caused by errors, omissions, misprints or misinterpretation of the contents hereof. Furthermore, the International Air Transport Association expressly disclaims all and any liability to any person, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of anything done or omitted, by any such person in reliance on the contents of this publication. Opinions expressed in advertisements appearing in this publication are the advertiser's opinions and do not necessarily reflect those of IATA. The mention of specific companies or products in advertisement does not imply that they are endorsed or recommended by IATA in preference to others of a similar nature which are not
Airport Development Reference Manual Ref. No: 9044-09 ISBN 92-9195-086-6 © 2004 International Air Transport Association. All rights reserved. Montreal — Geneva
ÊATA
TABLE OF CONTENTS Page Acknowledgement .................................................................................................................................
vii
Chapter A — Introduction Section A1: lATA's Role...................................................................................................................
3
Section A2: Purpose of the Manual .................................................................................................
5
Chapter B — Planning Section B1: Major Planning Processes............................................................................................
11
Section B2: The Planning Process ..................................................................................................
37
Chapter C — Master Planning Section C1: Principles .....................................................................................................................
43
Section C2: Forecasting...................................................................................................................
88
Section C3: Land Use Planning .......................................................................................................
98
Section C4: Control Towers ............................................................................................................
103
Chapter D — Airport Economics Section D1: Airport Management.....................................................................................................
109
Section D2: Airport Cost Structures and Revenue Sources.............................................................
114
Section D3: Airport Investment Decisions and Financing.................................................................
116
Section D4: Aeronautical Charge Policies .......................................................................................
120
Section D5: International Cost Variations ........................................................................................
130
Chapter E — Environmental Issues Section E1: Main Issues...................................................................................................................
137
Section E2: Social and Political Considerations ..............................................................................
141
Section E3: Noise.............................................................................................................................
146
Section E4: Emissions .....................................................................................................................
152
Section E5: Waste Management......................................................................................................
155
Chapter F — Airport Capacity Section F1: Capacity and Level of Service.......................................................................................
159
Section F2: Capacity Definitions .....................................................................................................
161
Section F3: Airport Systems.............................................................................................................
162
Section F4: Planning Schedule .......................................................................................................
165
Section F5: Runway Systems .........................................................................................................
166
Section F6: Taxiway.........................................................................................................................
171
Section F7: Apron ...........................................................................................................................
173
Section F8: Aircraft Stand ...............................................................................................................
174
Section F9: Passenger Terminal Facilities.......................................................................................
178
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Section F10: The Airport Scheduling Process .................................................................................
213
Section F11: Computational Fluid Dynamics....................................................................................
216
Chapter G — Airport Flight Operations Issues Section G1: Aircraft Characteristics ................................................................................................
221
Section G2: Visual Aids....................................................................................................................
234
Section G3: Non-Visual Aids............................................................................................................
239
Chapter H — Airport Security Section H1: General Principles .......................................................................................................
245
Section H2: Passenger Operations..................................................................................................
246
Section H3: Cargo Operations ........................................................................................................
260
Chapter I — Airport Access Section 11: Roads ...........................................................................................................................
269
Section 12: Rail ...............................................................................................................................
277
Section 13: Intermodality and Airport Access ..................................................................................
282
Chapter J — Passenger Terminal Section J1: Outline of Principle Functions .......................................................................................
289
Section J2: Categories of Passenger Terminal ...............................................................................
301
Section J3: Small Airport Terminals.................................................................................................
318
Section J4: Common Systems CUTE & CUSS ...............................................................................
320
Section J5: Airline Communications Networks ................................................................................
325
Section J6: Passenger Processing Facilities Planning ....................................................................
331
Section J7: Concession Planning.....................................................................................................
340
Section J8: Maintenance .................................................................................................................
344
Section J9: Check-In .......................................................................................................................
348
Section J10: People Mover Systems ...............................................................................................
356
Section J11: Passenger Boarding Bridges ......................................................................................
362
Section J12: Signage ......................................................................................................................
370
Chapter K — Passenger Facilitation Section K1: Principles .....................................................................................................................
385
Section K2: Roles and Responsibilities of Governments/Airlines.....................................................
386
Section K3: Immigration Processes ................................................................................................
388
Section K4: Customs Processes......................................................................................................
392
Section K5: Simplifying Passenger Travel ......................................................................................
396
Section K6: Disabled Passengers and Staff.....................................................................................
400
IATA
Table of Contents Page
Chapter L — Aircraft Parking Aprons Section L1: Current and Future Aircraft Types ................................................................................
407
Section L2: Physical and Functional Requirements ........................................................................
409
Section L3: Gate Stands and Remote Stands..................................................................................
419
Section L4: Ground Handling Equipment.........................................................................................
426
Section L5: Service Roads & Storage Areas....................................................................................
433
Section L6: Distributed Electrical Power & Air..................................................................................
438
Section L7: Aircraft De/Anti-lcing Facilities ......................................................................................
445
Chapter M — Aviation Fuel Systems Section M1: Safety Issues................................................................................................................
453
Section M2: Delivery to Apron .........................................................................................................
456
Section M3: Storage Distribution Facilities & Processes..................................................................
458
Chapter N — Contingency Management Section N1: Aviation Crisis Management.........................................................................................
463
Chapter O — Cargo & Separate Express Facilities Terminal Section 01: Planning Principles........................................................................................................
469
Section 02: Forecasting and Sizing..................................................................................................
471
Section 03: Flows and Controls .......................................................................................................
487
Section 04: Expedited & Express Cargo Processing........................................................................
492
Section 05: Perishable Cargo...........................................................................................................
501
Section 06: Mail Faciltities................................................................................................................
507
Chapter P — Airport Support/Ancillary Facilities Section P1: Aircraft In-Flight Catering Facilties ...............................................................................
513
Section P2: Aircraft Maintenance.....................................................................................................
516
Section P3: Hotels and Business Centers .......................................................................................
519
Chapter Q — Landside Facilities Section Q1: Road System and Curb Arrangements.........................................................................
525
Section Q2: Traffic Studies & Parking .............................................................................................
530
Chapter R — Airport Commissioning Section R1: Checklist for the Successful Opening of a New Airport.................................................
537
Chapter S — Future Technologies & Miscellaneous Section S1: Future Technology Systems.........................................................................................
549
Section S2: Developing & Adopting Future Technology...................................................................
551
Section S3: Interfaces — People & Cultural Issues ........................................................................
553
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Chapter T — Airport Processes Section T1: Terminal Processes .....................................................................................................
557
Section T2: Apron Processes...........................................................................................................
560
Section T3: Support Processes........................................................................................................
562
Chapter U — Airport Baggage Handling Section U1: Baggage System User Requirements...........................................................................
567
Section U2: Departures Systems ....................................................................................................
573
Section U3: Transfer Systems .........................................................................................................
613
Section U4: Early Baggage Processes............................................................................................
618
Section U5: Arrivals Baggage Systems ...........................................................................................
622
Section U6: Control Systems ..........................................................................................................
631
Section U7: Management Information Systems (MIS).....................................................................
634
Section U8: Oversized Baggage......................................................................................................
638
Section U9: Sort Allocation Computer (SAC) ..................................................................................
641
Section U10: Baggage Hall Design..................................................................................................
647
Section U11: Hold Baggage Screening ...........................................................................................
651
Section U12: Passenger & Hand Baggage Screening ....................................................................
659
Chapter V — IATA Airport Project Process Section V1: Concept/Feasibility/Detail Design/Commissioning/Handover.......................................
669
Section V2: Project Cost Management.............................................................................................
677
Chapter W — Anti-Terrorism and Police Facilities Section W1: Terminal Building Considerations................................................................................
685
Section W2: Pier Area Considerations.............................................................................................
688
Section W3: Airfield Area Considerations........................................................................................
690
Section W4: Airport Police Facilities ................................................................................................
692
Chapter X — Airport Fire Services Section X1: Fire Response Category...............................................................................................
697
Section X2: Fire Response Services & Equipment .........................................................................
699
Chapter Y — Networks Section Y1: Frontline Operational and Security................................................................................
705
Section Y2: Building Services .........................................................................................................
710
ilk _________________________________________________ ACKNOWLEDGEMENT IATA gratefully acknowledges the technical assistance and input provided by IATA Members and the IATA Members Document Review Panel: Air France
Ms. Catherine Lafond
American Airlines
Mr. Eduardo Juranovic
British Airways
Mr. John Conlon
FEDEX
Mr. Jim Sartin
KLM
Mr. Hans Smeets
LOT Polish Airlines
Mr. Dariusz R.Sawicki
Northwest Airlines
Mr.
Qantas
Hashimoto
Swiss International Air Lines Ltd.
Mr. Derek Sharp
Text and Diagram Contributions:
Bob
Lamansky
&
Ms.
Yasuko
Mr. Davor Frank
Airbus Industries Airport Design Associates (ADA)
Mr. Sebastien Lavina
APS Aviation Inc.
Mr. Rick Stevens & Mr. Alan Clayton
ARINC
Mr. Jean Valiquette & Mr. John D'Avirro
Boeing Aircraft Corp.
Mr. Edward King
Davis Langdon Everest
Mr. Brad Bachtel
Fabricom Airport Systems
Mr. Tony Potter
HDP Group
Mr. David Reynolds & Mr. Chris Owens
International Air Rail Organisation
Mr. David Langlois & Mr. Jeremy Hill
Mott MacDonald Consultancy
Mr. Andrew Sharpe
Netherlands Airport Consultants B.V.
Mr. Chris Chalk
(NACO)
Mr. Huib Heukelom
Norman Shanks Associates International
Mr. Norman Shanks
Ove Arup & Partners
Mr. Graham Bolton & Mr. Tony Barker
SITA
Mr. Graham McLachlan & Mr. Peter Dalaway & Mr. Rene Azoulai
Swiss International Air Line Ltd.
Mr. Davor Frank
Sypher Mueller
Mr. Gordon Hamilton
IATA
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Airport Development Reference Manual
IATA
Chapter A — Introduction Section A1: lATA's Role A1.1 IATA.........................................................................................................
3
A1.2 IATA Airports Activities ............................................................................
3
A1.3 Other IATA Airports Activities...................................................................
4
Section A2: Purpose of the Manual A2.1 Scope of the Airport Development Reference Manual ............................
5
A2.2 How to Use the Manual.............................................................................
6
9
ÊATA
Airport Development Reference Manual
IATA
CHAPTER A — INTRODUCTION SECTION A1: A1.1
lATA'S ROLE
IATA International air transport is one of the most dynamic and fastest-changing industries in the world. It needs a responsive, forward-looking and universal trade association, operating at the highest professional standards. IATA is that association. Originally founded in 1919, IATA brings together approximately 280 airlines, including the world's largest. Flights by these airlines comprise more than 98 percent of all international scheduled air traffic. Since these airlines face a rapidly changing world, they must cooperate in order to offer a seamless service of the highest possible standard to passengers and cargo shippers. Much of that cooperation is expressed through IATA, whose mission is to "represent, lead and serve the airline industry". Continual efforts by IATA ensure that people, freight and mail can move around the vast global airline network as easily as if they were on a single airline in a single country. In addition, IATA helps to ensure that Members' aircraft can operate safely, securely, efficiently and economically under clearly defined and understood rules. IATA is pro-active in supporting the joint industry action essential for the efficient development of the air transport system. lATA's role isto identify issues, help establish industry positions and communicate these to governments and other relevant authorities. The Airports and Infrastructure Consultancy Services section of IATA, positioned in the SO&I Division, works to put this theory into practice.
A1.2
IATA AIRPORTS ACTIVITIES IATA Airports and Infrastructure Consultancy Services is responsible for influencing airport planning and development projects worldwide to ensure that airline requirements are met with respect to appropriateness, efficiency and cost-effectiveness. It produces guidelines on airport planning and design, such as this manual, and actively promotes airline user requirements to airport authorities through Airport Consultative Committee (ACC) activity and commercial airport consultancy services on airport projects worldwide. The section works to assist airlines in the development of airport facilities that will meet airline requirements in a cost-effective manner. The mandate of the section is: To take a leadership role in influencing airport planning and development worldwide in order to achieve safe and efficient, capacity balanced, cost-effective, functional and user-friendly airports. Major activities of the section are defined within subsequent clauses A1.2.1 through to A1.2.3 inclusive.
A1.2.1 Airport Consultative Committees Consultation with airport authorities via the Airport Consultative Committee (ACC) mechanism brings together the airlines' airport planning expertise, together with the IATA secretariat, in meetings with airport authorities worldwide. ACCs serve as a focal point for consultation between airlines and airport authorities concerning the planning of major airport expansions or the development of new airports. The airports selected for such intervention are determined by Regional Airport Steering Groups in Asia/Pacific and Europe.
11
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Airport Development Reference Manual
A1.2.2 Airport Consultancy Services IATA offers a wide range of Airport Planning and Development Consultancy services. It brings a global perspective to the projects it undertakes, drawing on its extensive in-house expertise and its unique access to airline experts and other specialists. Typical clients include airport authorities, private airport owners, airlines, governments, manufacturers, suppliers to the industry, consulting firms and other parties involved in airport infrastructure decisions. IATA can act as an independent consultant or provide a review of detailed work undertaken by specialised consulting firms.
A1.2.3 International Industry Working Group The IIWG brings together IATA, Airports Council International (ACI) and the International Coordinating Council of Aerospace Industries Associations (ICCAIA). The IIWG was founded in 1970 and its main goal is to review airport/aircraft compatibility issues which might improve the development of the air transport system.
A1.3
OTHER IATA AIRPORTS ACTIVITIES In addition to the Airport Planning and Development activities of IATA, which this Manual addresses, IATA is active in many other Airport related areas such as User Charges, Fuel, Ground Handling, Security, Passenger Services and Environment. For more information on www.iata.org/airports.htm
the
full
range
of
lATA's
Airport
Consulting enquiries should be addressed to:
[email protected]
related
activities,
please
visit
Introduction
IATA
SECTION A2: A2.1
PURPOSE OF THE MANUAL
SCOPE OF THE AIRPORT DEVELOPMENT REFERENCE MANUAL The IATA Airport Development Reference Manual (ADRM) is the industry's most important guide for airlines, airports, government authorities, architects and engineering consultants who are either planning new or extending existing airport facilities. The ADRM's information is an invaluable consolidation of best industry practice with respect to the development of world class airports through better design. Its content represents the consolidated recommendations of world-renowned industry specialists and organizations seeking to promote the development of world-class airport facilities. The ADRM has been completely revised since the previous (8th) edition. These revisions and new content additions reflect recent changes within the civil aviation industry, and include entirely new chapters dedicated to security and anti-terrorism issues in particular. In addition to this, specific commercial issues have been discussed and recommended practices for running airport projects have been developed. These address the need for authorities to run projects efficiently as they seek to create unique airport environments through world class design. Environmental issues have also been updated, primarily to promote savings in operational costs for airports which would then be passed-on to lATA's member airlines. This latest evolution of the ADRM also incorporates IATA Recommendations (IRs) at the end of each content section. These recommendations have been included to focus the airport operator and designer on lATA-determined best practice design principles, and to help convey the expectations of the world's major airlines with respect to the development or refurbishing of airport facilities. To foster overall ease-of-use and help the airport planner to locate key information within the ADRM, the six chapters of the previous edition document have now been divided into twenty five more concise content sections. The following new chapters with multiple sections have been included to broaden the coverage and scope of the publication and provide further essential airport planning guidance:
• • • • • • • • •
Airport economics. Contingency management. Airport commissioning. Future technology & miscellaneous items. Airport processes. IATA airport project process. Anti-terrorism and police facilities. Airport fire services. Networks.
13
MTA
A2.2
Airport Development Reference Manual HOW TO USE THE MANUAL This ADRM should be used by airport planners worldwide as the primary source of best practice airport design guidance. In certain instances specified within the relevant clauses of this ADRM, it is advised by IATA to refer to further external supplementary international or national publications to aid the airport planner. Seeking additional guidance from the sources listed below will help the airport planner to ensure that best and safe practices are adhered to and built into the airport design and that national standards are observed and implemented where appropriate. IATA recognizes that national standards will vary from region to region across the world. While the ADRM should be the initial source of design guidance for airport developments, the airport designer should seek to clarify national mandatory standards and decide appropriately on any potentially conflicting standards. Professional engineering and architectural guidance should be used to assess and resolve areas of conflict between the ADRM standards stated herein and any supplementary national standards. In the event that professional guidance is not sought and used for this adjudication, which is not a recommended course of action, then the designer should seek to use the higher more onerous standards in areas of uncertainty. Particular reference should be made to national air transport and nationally recognized design standards, as well as to any pertinent national legislation or construction codes, as deemed applicable within the region. The ADRM should be used in conjunction with the national legislation pertaining to the country where the airport resides. Examples of typical national legislation for consideration for the countries of Canada, United States of America and the United Kingdom include: •
International and national government aviation and security authorities, to include (but not limited to): International Civil Aviation Authority (ICAO), European Civil Aviation Conference (ECAC) Federal Aviation Authority-Transport Security Administration (FAA-TSA), United Kingdom Department for Transport (DfT) and Transport Canada-Canadian Air Transport Security Authority (CATSA).
•
National and international legislation defining best design engineering practice to include (but not limited to) standards published by: American National Standards Institute (ANSI), British Standards Institute (BSI), International Standardization Organization (ISO).
•
Engineering Standards Codes of Best Practices published by: Architectural: Royal Institute of British Architects (RIBA). Engineering: Institute of Civil Engineers, Institute of Structural Engineers (IStructE), Institution of Mechanical Engineers (IMechE). Building Services: The Chartered Institution of Building Services Engineers (CIBSE). Fire Mitigation Engineering: Institution of Fire Engineers (United Kingdom/Canada).
14
Introduction
IATA
For general information regarding the standards defined within this manual please refer to: Mike O'Brien Director, Airport Development and Infrastructure Consultancy Services International Air Transport Association (IATA) 800 Place Victoria, P.O. Box 113 Montreal Quebec Canada. airportdev @ iata.org Fax+1 (514) 874 2662 For consultancy assistance please refer inquiries to: Chris Mirfin Director, Infrastructure Consultancy Services International Air Transport Association (IATA) 800 Place Victoria, P.O. Box 113 Montreal Quebec Canada.
[email protected] Fax +1 (514) 874 2662
15
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Airport Development Reference Manual
IATA
Chapter B — Planning Section B1: Major Planning Processes B1.1 Airline Participation.................................................................................
11
B1.2 Airport Consultative Committee (ACC) .....................................................
11
B1.3 Key Planning Items ..................................................................................
15
B1.4 "World-Class" Airports ..............................................................................
23
B1.5 Typical Features of World-Class Hub Airport ............................................
24
B1.6 IATA Global Airport Monitor .....................................................................
31
B1.7 IATA Facilities Planning Questionnaire.....................................................
32
B1.8 IATA Recommendations............................................................................
36
Section B2: The Planning Process B2.1 National Planning Considerations ...........................................................
37
B2.2 Regional Planning Considerations ...........................................................
38
B2.3 The Airport Master Plan ............................................................................
38
B2.4 Local Community Issues ..........................................................................
39
B2.5 IATA Recommendations............................................................................
39
17
IATA
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Airport Development Reference Manual
CHAPTER B — PLANNING SECTION B1: B1.1
MAJOR PLANNING PROCESSES
AIRLINE PARTICIPATION As airlines are the primary users of airports and are a major source of revenue for airport authorities, it is essential that their requirements in respect of airport development projects are met effectively and at an acceptable cost. Experience has shown that the most useful and mutually beneficial course of action when considering airport development projects is to establish full, joint consultation between the airlines and an airport authority and its consultants. This should be undertaken as early as possible in the planning and design process, in order to allow operational impact assessments and/or cost benefit analysis to be determined and, if required, alternative solutions to be presented and discussed. The IATA forum for this consultation is the Airport Consultative Committee (ACC). IATA has forecast that passenger traffic will double in the next 12-15 years and it is estimated that over $400 billion will be spent worldwide to expand and upgrade airport facilities. The IATA ACC process is effective in ensuring that as many new airport facilities as possible are efficient, capacity balanced, cost effective, functional and user-friendly. In 2003, about two dozen ACCs were active mainly in Europe and Asia Pacific. IATA strives to obtain information as soon as possible regarding any proposed international airport development projects from Airline Operators Committees (AOC), Board of Airline Representatives (BAR), and other sources. Upon receipt of such information, IATA will contact the national airline and the planning specialists of the major airlines operating to that airport to determine if there is sufficient interest in the proposed airport project. If there is sufficient interest, IATA will endeavour to obtain the agreement of the airport or government authority concerned for consultation with the airlines on all aspects of the proposed development. Once the principle of joint consultation has been agreed, an ACC will be established. If it is not practicable to establish a formal ACC, the principle of airline and airport authority consultation on a local level are still valid. In such consultation, the principles and practices outlined in this manual should still be followed.
B1.2
AIRPORT CONSULTATIVE COMMITTEE (ACC)
B1.2.1 ACC Objective The objective of an ACC is to consolidate airline views and to provide a focal point for consultation between the airlines and the airport authority concerning the planning of a major airport expansion or a new airport in order to input airline functional requirements. The ACC will consolidate airline views and provide a focal point for consultation between the airlines and airport authorities concerned in the planning of major airport expansion projects or new airports in order to input airline considerations. When considering proposals for new or additional airport facilities, ACC members must constantly bear in mind that capital and subsequent maintenance and operating costs of airport developments will be ultimately reflected in user charges. Furthermore, airline operating costs are often adversely affected by inefficient airport design orterminal construction. In the analysis of an airport development project, the ACC will ensure that it provides additional capacity to meet present and projected demand in a cost-effective manner.
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Airport Development Reference Manual
B1.2.2 ACC Formation An ACC will normally be formed under the guidance of IATA in consultation with the Regional Airports Steering Group (RASG) and the Regional Co-ordinating Group (RCG — where flight operations related matters are concerned, e.g. a new runway or new airport). If there are only one or two airlines interested in the development of a particular airport, an IATA Mission may be conducted to the specific location instead of convening an ACC. Normally, IATA will participate directly in ACC meetings and will maintain close contact with its activities at all times. It should be noted that ACC activity must be separate from AOC activity because of the scale of the projects involved and the facility planning expertise required.
B1.2.3 ACC Membership Membership on the ACC is open to all airlines serving the airport involved. Airline Headquarters will be invited to nominate either a suitably qualified planning specialist or their local representative to participate in ACC meetings. The level of expertise required will be dependent upon the scope of the project concerned. If the number of airline representatives attending an ACC meeting is very large, the Committee may elect a limited number of delegates to meet with the airport authority and act on behalf of all carriers. Today, nearly all airlines are engaged in some form of partnership, code share, or marketing agreement. These have led to the formation of alliances among the world's major carriers. Four or five global alliances dominate the airline industry, each with a need to rationalise its requirements to create the most efficient airport operations possible. In order to best achieve their needs, global alliances may consider the appointment of a single representative to oversee the needs of that alliance. To ensure that local airline views and requirements are included in the ACC proposals and effect appropriate co-ordination, the AOC will be invited to nominate a representative to participate in all ACC meetings. It will be the duty of this AOC representative (usually the AOC Chairman) to keep the full AOC informed of all ACC deliberations. At airports with multiple terminal operations, individual terminal AOC Chairman will be invited to participate. The local Board of Airline Representatives (BAR) will be invited to nominate a representative to participate in all ACC meetings. Because the ACC is the primary forum for consultation with the airport authority on all aspects of airport expansion programs, it may be necessary to obtain participation of airline representatives from other related disciplines where specific problems exist, as follows:
•
Facilitation — Facilitation representatives may be requested to participate regarding Customs and Immigration matters that affect airport terminal design and passenger/cargo flow.
•
Security — A security advisor is assigned to an ACC early in the terminal planning process to provide input on security matters, which may affect terminal design. 20 Flight Operations — If ACC discussions are likely to involve flight operations matters (e.g. new runway, taxiways, docking guidance systems, etc.), the respective IATA Regional Coordinating Group will be requested to nominate a suitably qualified representative to participate in ACC meetings. A specialist working group of the ACC may be formed to undertake detailed studies of flight operational matters.
•
•
Fuel — Efforts in this area are directed at monitoring jet fuel costs world-wide and trying to secure reductions — particularly in cases where costs are inflated by local supply or handling monopolies, or by government taxation.
Planning
IATA
•
Cargo — Expertise is available pertaining to all air cargo areas.
•
User Charges — As airport development projects normally impact on airport user charges, a representative of the User Charges Panel (UCP), may be requested to participate in the early planning stages of major airport projects. Airport Development and User Charges staff jointly liaise regarding locations where UCP participation is appropriate.
•
Air Transport Action Group (ATAG) The Air Transport Action Group (ATAG) is a coalition of organisations from the air transport industry, formed to press for economically beneficial aviation capacity improvements. ATAG is a leading proponent of aviation infrastructure development, advocating the economic benefits of air transport, the industry's excellent environmental performance, and the need for major improvements in airport surface access and air traffic management capacity. ATAG's worldwide membership includes airlines, airports, manufacturers, air traffic control authorities, airline pilot and air traffic control authorities, chambers of commerce, tourism and travel associations, investment organisations, ground transport and communication providers. Recognising that its goals need to be consistent with environmental expectations, ATAG:
•
Emphasizes the air transport industry's progress in minimising environmental impact.
•
Promotes the environmentally responsible growth and development of air transport.
B1.2.4 ACC Scope The ACC is mainly concerned with airport infrastructure developments, strategic planning issues and the associated capital expenditure (CAPEX) programme of the airport. These include, but are not limited to:
•
Airport Master Plan — includes airport layout and land use.
•
Aircraft Parking Apron — aircraft layout and related docking guidance systems.
•
Passenger Terminal — planning and design of new terminals or major expansions of existing terminals.
•
Airside and Landside Infrastructure & Surface Access Systems.
•
Cargo Terminal Developments — air freight and air express facilities.
•
Airport Support Facilities — e.g. cargo terminals and flight kitchens.
ACCs will concentrate on achieving a rational balance between:
• The level of service provided for both passenger and cargo in their respective terminal areas and fields of operation.
•
The long term facility footprint and land area requirements for all parties operating at an airport.
• The need for efficient, cost-effective ground handling operations and the increased facility, resource and equipment requirements to support multiple handlers.
•
Increasing demand and airport capacity improvement programmes.
•
The impact and need to allocate global airline alliances within a single operating area or terminal.
• The proposed capital investment and the resultant operating cost to airlines over an agreed period.
• The need to increase concession areas and resulting revenues, and the potential impact on passenger flows and airline operations.
21
IATA
•
Airport Development Reference Manual
The differing needs of international carriers compared with those of domestic carriers, charters and emerging low-cost carriers (LCCs).
ACC activity will include an assessment of the capacity of existing facilities and a comparison against current and projected demand. The ACC will seek as much financial information as possible to facilitate an economic assessment of various planning options in terms of layout, space requirements, labour, equipment, etc.
B1.2.5 ACC Method of Operation Once consultation between the airlines and airport copies of the proposed airport development plans to ACC meeting. If this is not possible, then the initial a detailed presentation of the proposed plans.
authority has been agreed, IATA will request circulate to participants in advance of the first ACC meeting with the airport authorities includes
The ACC will then meet independently to analyze the plans and develop an airline position including alternative proposals regarding the proposed project. The ACC recommendations, which reflect the majority point of view, are presented verbally to the airport authority following the internal closed session. Every effort is made to resolve airline differences of opinion and to agree to a joint unified position. Presentation of the airline position is made by a suitably qualified spokesperson or if desired, by the IATA representative. The ACC recommendations are subsequently confirmed to the airport authority in writing by IATA. ACC meetings normally take place at the location of the proposed project. In certain circumstances, it may be preferable for a working group meeting to be conducted at an alternative site, which is convenient to a majority of participants. The dates of all proposed ACC meetings are usually coordinated to ensure adequate airline representation. The ACC shall decide if and when specialist ACC working groups, and/or sub-consultants should be employed to study and resolve detailed problems. This is particularly important where very large airport development projects are concerned (i.e. new airports) and specialist expertise is required for specific subject areas (i.e. terminals, apron/operations, baggage handling and cargo working groups). Each working group is expected to develop its own routine and procedures, however it is responsible to the full ACC and must report to the ACC through the Chairman and IATA . IATA will only participate where this is felt to be necessary to progress activity. If working group proposals vary significantly from that approved by the ACC, details and reasons for such must be substantiated by the group to the next ACC so that they may discuss and resolve differences of opinion. These WGs will be dissolved when a solution is found or when a satisfactory answer to a problem cannot be found. IATA can employ ACC Project Managers on behalf of member airlines to more effectively monitor airport authority Capital Expenditure programmes. This position recognises the need for continuous airline consultation, as distinct from what may be limited consultation provided by formal and infrequent ACC meetings. The airlines may request the creation of an ACC PM position through the ACC, who will discuss the arrangements for airline funding and the budget to be allocated for the position.
B1.2.6 Regional Airports Steering Groups (RASG) IATA Regional Airports Steering Groups established in Europe and Asia/Pacific. They their regions. The review includes:
are meet
multi-disciplinary bodies twice a year to review
•
Review of airport development activity in the region.
•
Updating the Core Document, which contains a profile of the main airports in the region.
•
Status report of ACC activity within the region.
•
Review of proposals for new ACCs.
•
Determining the need for an IATA Mission as a first step in establishing an ACC.
22
of airline representatives airport developments within
Planning
IATA
•
Determining the need for airport traffic forecasts.
•
Setting the priorities for future ACC activity in the region.
Membership of the RASG meetings is taken from active participants in the regions' ACC activities. This includes representation from airport planning, operations and scheduling disciplines. In addition, the RCG Chairman, User Charges Panel (UCP), Facilitation, Fuel, Environment and Security disciplines, and selected industry working groups such as ATAG, may also be invited to participate.
B1.2.7 Co-ordination with Other Groups The User Charges Panel is responsible for representing the IATA airlines in negotiations with airport authorities regarding the charges for the use of the airport, including but not limited to landing fees, terminal building charges, passenger-related elements, lighting charges, air traffic control and monopoly-type user charges. It is therefore very important that the activities of ACCs and the UCP are closely co-ordinated so that the UCP is fully aware of costs emerging from ACC discussions to assist them in future negotiations with airport authorities regarding user charges. Airport authorities often misunderstand the difference between an ACC and an AOC. For information on the establishment of an AOC please see the guidelines for the establishment of the AOC in the IATA Airport Handling Manual AHM 073. These committees are concerned with the day-to-day operation of the airport for which they are established. Usually, information concerning a proposed airport development is first received from the airport authority at AOC meetings Liaison between the AOC and ACC is continuous and therefore the chairman or a representative of the AOC is invited to be a member of the ACC and participate regularly in all ACC meetings. ACC representatives must ensure that their local airport managers are fully briefed regarding the work covered at each ACC meeting and the planned action for future meetings.
B1.3
KEY PLANNING ITEMS This section provides an initial overview of the main considerations in any airport planning and development activity. Further detail on each of these elements is provided in later sections of the manual. These items impact the airport layout and the passenger terminal design and are considered to be of major importance by the airlines. These key planning items include:
1. Runway/Taxiway Layout. 2. Road/Rail Access. 3. Terminal Design. 4. Check-in Hall. 5. CUTE. 6. Signage. 7. Security. 8. Baggage Handling System (BHS) including Hold Baggage Screening (HBS). 9. Airline Offices. 10. Airline CIP Lounges. 11. Terminal Retail Space. 12. Departure Gate Lounges. 13. Baggage Claim Hall.
23
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1. Meeter/Greeter Hall. 2. Apron Layout. 3. Aircraft Servicing Installations. 4. Location of Support Facilities. B1.3.1 Runway / Taxiway Layout Runway capacity is the most critical component at an airport. It largely depends upon the number of runways and their layout and spacing, the runway occupancy times of successive aircraft and the approach spacing applied by ATC to successive aircraft in the traffic mix. The key items that affect runway capacity are a combination of:
•
Availability of exit taxiways particularly Rapid Exit Taxiways (RETs) to minimise runway occupancy times.
•
Availability of a dual taxiway system.
•
Appropriate taxiway, holding bays and access.
•
Aircraft mix/performance.
•
ATC procedures and wake vortex approach spacing.
•
Availability of A-SMGS systems during low visibility operations.
Where there are two or more runways, capacity is critically dependent upon the following aspects of the utilisation and configuration:
•
The spacing between parallel runways.
•
The mode of operation; i.e. segregated or mixed.
•
The intersecting point of intersecting runways.
B1.3.2 Access to the Passenger Terminal The public road system and the non-public or service road system should be planned carefully in order to avoid congestion near the passenger terminal. Traffic for the support facility areas of the airport should be handled on a separate road system so that truck traffic can be kept away from the main road to/from the passenger terminal. All public roads should be clearly signposted. Clearly visible signs should be positioned on the roads and on the terminal curbside areas well in advance of desired destinations to allow drivers to make the necessary adjustments without abrupt changes. Signs should be properly lighted for night use and lettering and background colours should enhance clarity and visibility. Messages should be concise, quickly identifiable and easily understood. Colour coding for multi-terminals, airlines, car parks, etc. is recommended. Car park locations should be close to the passenger terminal. The connection between the car park and the terminal should have weather protection and provide a safe environment with adequate lighting. Arrival and departure curbside should provide large weather protected areas for passengers getting out of and into vehicles. It should provide dedicated areas for taxis and buses. Curbside check-in facilities may be required in some airports.
24
Planning
IATA
High speed rail systems should be considered for airport access. The increasing use of rail systems should be encouraged by making it as widely available and as attractive as possible in terms of relative speed, reliability, price, convenience, safety and comfort. The airport rail station should be above ground, if possible. If the airport is located close to the city centre and the city already has a subway system, then consideration should be given to extending it to connect the airport to the existing public transportation system.
B1.3.3 Basic Considerations of Terminal Design The design of passenger terminals must be related to the runway/taxiway system, apron configuration and the airport access system. The extent and location of these areas are governed by the master plan of the airport. Certain basic criteria should be observed in the planning of passenger terminals and the selection of a terminal concept. All terminals should be interconnected to allow for horizontal passenger flows, and where walking distances may be too long for fast transfers then provision of powered walkways or other people mover systems should be considered. Provision for multi-alliance hubbing should be respected, allowing for different alliances to be located strategically under a one-roof terminal concept. As alliances are not a stable element in planning, an appropriate factor of flexibility will need to be incorporated into any terminal space planning. In situations where future growth or even the diminution of a terminal's size can be accommodated, tremendous advantages in operational continuity will be seen. Other terminal design criteria include:
•
Easy orientation for the travelling public approaching the terminal and within the buildings (selfexplanatory traffic flow and human dimensions).
•
Shortest possible walking distances from car parks and rail station to the terminals and more importantly, from passenger/baggage processing facilities to the aircraft and vice versa.
•
Minimum level changes for passengers within the terminal buildings.
•
Avoidance of passenger cross-flows.
•
Shortest possible distance for the transportation of passengers and their baggage between the terminals and the aircraft parking positions when walking is not possible.
•
Compatibility of all facilities with existing aircraft characteristics and built-in flexibility to accept future generations of aircraft, as far as possible.
•
Design should be modular to cope with future expansion of each subsystem, or to allow evolution in regulations and changes in the nature of passenger flows and alliance groupings.
•
Terminal design must meet all regulations for handling disabled persons.
B1.3.4 Check-in Hall The passenger terminal layout is largely influenced by the check-in concept, which is designed and installed by the airport authority. It is essential therefore that airlines and handling agents be consulted at an early stage in the planning process. The airlines' acceptance of passengers and their checked baggage takes place at the check-in facility, which consists of a number of check-in counters with appropriate outbound baggage conveyance facilities. Check-in counters may be either of the frontal type or of the island type. Within each of the two main types of counters, several variants exist.
25
IATA
Airport Development Reference Manual
Frontal type counters may be arranged in an uninterrupted, linear layout or be spaced so as to allow passengers to pass between the counters after check-in (pass-through layout). Island type counters are suitable for centralised check-in. Each island, the axis of which is orientated parallel to the flow of passengers through the terminal concourse, may consist of up to 16-18 individual check-in counters. The number of check-in counters per island can be doubled if two main baggage conveyor belts are installed in parallel back to back. Normally 26m separation (face-to-face) between adjacent islands is recommended. The distance passengers kept to a minimum.
must
carry
their
baggage
to
the
closest
terminal
check-in
point
should
be
Baggage trolleys should be available on the curbside, in the car park and at the railway station. Departure flight information displays must be available within the check-in area as well as information kiosks. Consideration should be given to the latest automatic self-service check-in maximising security, using biometrics, and minimising passenger check-in wait times.
kiosks
with
a
view
to
B1.3.5 CUTE (Common Use Terminal Equipment) Common Use Terminal Equipment (CUTE) is an airline industry term for a facility, which allows individual users to access their host computer(s). The basic idea of the CUTE concept is to enable airlines at an airport to share passenger terminal handling facilities. This includes such areas as check-in and gate counters on a common use basis, enabling airlines to use their own host computer applications for departure control, reservations, ticketing, boarding pass and baggage tag issuance, etc., at such counters. CUTE may also be installed in airline offices (if cost justified). CUTE provides potential savings to the airlines and airport authorities by increased utilisation of check-in counters and gate space, thus lessening the need for airports to build additional counters and gates. It may also permit an airline to automate its check-in and departure control functions when costs of installing its own equipment would be either too high or precluded by another system or equipment already installed, or not permitted by the airport authority. The CUTE vendor should be selected in cooperation with the airlines. The system may be provided either by the airport authority or directly to the airlines. A Flight Information Display System (FIDS), connected to an Airport Operational Database (AODB) should be provided and should be connected to the airlines host computer in order to provide all the users at the airport with accurate real time information. A powerful Local Area Network (LAN) infrastructure should be provided to allow data, video and voice transmission in both public and administrative areas of the passenger terminal.
B1.3.6 Signage A well-conceived signposting system will contribute considerably to the efficient flow of passengers and traffic at the airport. It is therefore essential to consider the signposting system in the early planning and concept evaluation stages. The signage system may be a combination of fixed (boards, panels) and dynamic (monitors) signage. The signage system should be clearly separate from advertising. Airline brand name and logos should be clearly visible, allowing passengers to easily find the airline check-in or ticketing facilities. Ideally, the passenger terminal building should incorporate self-evident passenger-flow the building, but where signs are required they must provide a continuous indication of direction.
26
routes
through
Planning
IATA
The primary purpose of an airport signposting system is to move the travelling public through a myriad of roadways and corridors using a concise and comprehensible system of directional, informational, regulatory, and identification messages. Consistent use of standard terminology in airports (including pictograms) will simplify making the transition from the ground mode to the air mode (and vice versa) for the travelling public. It is important for signposting systems to adhere to a basic consistent terminology, recognisable and universally acceptable standard functions. Message content must be understandable by sophisticated traveller. Signposting should be in "mother tongue" and English.
the
process
of
guideline of copy styles and sizes, symbols, and uniform colours for the unsophisticated as well as the
B1.3.7 Security Security requirements must be taken into account in all new development, re-development and refurbishment of airports, as stated in ICAO Annex 17. To do this, it is necessary to have clear government security standards which can be used by airport planners in such a way as to maintain the integrity of the local security programme, yet allow sufficient flexibility for them to be matched to the circumstances of each airport and its operations. Security requirements must be realistic, economically viable and allow for a balance to be made between the needs of aviation security, safety, operational requirements and passenger facilitation. Airlines and airport authorities should take note of the latest information on this subject in the IATA Security Manual and should ensure that due allowance for the related requirements, including costs, is made in all airport terminal and apron development plans. A centralized or semi-centralized passenger and carry-on baggage favoured. They must be properly sized, and manned, in order to avoid long queues.
security
check
point
design
is
The design of the outbound baggage handling system must account for 100% Hold Baggage Screening (HBS).
B1.3.8 Baggage Handling System Baggage handling has become such a significant element of passenger processing that the baggage system is of major importance to a smooth airline operation at the airport. The baggage handling system must be able to sort large numbers of bags quickly and with a high degree of performance reliability. With larger capacity aircraft anticipated in the next few years, the automated baggage system will become the most critical system in the airport terminal. The baggage system to be installed must be considered early in the passenger terminal design process. Certain terminal concepts may require highly automated and costly systems, while others may need only simple conveyor belts. Where automated distribution and sorting systems are contemplated, it is generally desirable to select the baggage handling systems supplier early in the project. This will enable the baggage handling supplier to participate in the system and facility design process, thereby avoiding expensive redesign and time consuming delays during construction and commissioning. The following principles will contribute to an efficient baggage handling system:
•
Baggage flow should be rapid, simple and involve a minimum number of handling operations.
•
Baggage handling arrangements within the building should be consistent with apron arrangements and with the type and volume of traffic expected.
•
Baggage handling systems should incorporate the minimum number of turns and level changes as is practicable within the terminal design.
•
Baggage flow should not conflict with the flow of passengers, cargo, crews or vehicles.
27
efefATA
Airport Development Reference Manual Provision should be made for the forwarding of transfer baggage to the departure baggage sorting areas. Flow on the apron should not be impeded by any form of physical control or check. Space for 100% HBS should be provided. Facilities for oversized baggage must be provided. Check-in take away conveyors should be provided at each counter. Plans for fallback handling in case of failure should be provided with all baggage handling systems.
B1.3.9 Airline Offices Airline passenger processing support offices are required in close proximity to the check-in counters. The amount of space required by each airline and/or handling agency will vary depending upon such factors as volume of traffic ortype of handling service performed. Airlines will also require administrative and additional offices located in other areas of the terminal with convenient access to the passenger processing areas. Airline support offices are also required in the airside concourses close to their aircraft operation areas. The individual airline space requirements may be obtained using the questionnaire and procedure shown in Figure B1.3 at the end of this section.
B1.3.10 Airline CIP Lounges At many international as well as domestic airports, the airlines have a marketing requirement to provide special lounges to accommodate their Commercially Important Passengers (CIP). This airline requirement has grown significantly in recent years to become a major customer service element in the way airlines handle their CIP passengers and set themselves apart from their competitors. Most airlines will require generously sized spaces for their exclusive use lounges. These lounges should be located on the airside of the terminal building and preferably on the departures level, with convenient access to the airlines' departure gates. Larger airlines will tend to combine their exclusive requirements into multiple function rooms differentiated by passenger categories (First Class, Business Class and others). These larger spaces normally require their own exclusive toilets and showers, and access by elevators and/or escalators. Also it should be noted that with the growth of airline alliances many future CIP mega-lounges will be shared by several airlines. Details of the airline space requirements for such lounges at a specific airport may be obtained using the questionnaire and procedure shown in Figure B1.3.
B1.3.11 Terminal Retail Space Recent surveys on airports show that passengers want, and expect to see, shopping facilities at airports where they can browse when they have sufficient time. At some larger airports up to 10-12% of the terminal area is now dedicated to airport shops. With passengers willing to spend large amounts of money on airport shopping, concession revenues can provide the airport with up to 50-60% of their total airport revenues. The airlines support the airport authorities in their plans to expand airport concessions provided:
28
•
The commercial revenue earned by the airport authority is used to reduce aeronautical charges.
•
The accessibility and accommodation for these facilities must be arranged so that maximum exposure to the passenger and visitor can be accomplished without interfering with the flow of passenger traffic in the terminal. 70-80% of retail concessions should be located airside.
Planning
IATA
B1.3.12 Departure Gate Lounges The departure gate lounge area should be an open area, allowing passenger circulation. There should be seating in the area for 70% of passengers. This includes seating at F&B (food & beverage) concessions. It should be a quiet environment, with an apron view, where passengers can relax, work or enjoy themselves. It should include facilities such as working positions with modem/internet and power connections, TV sets, smoking areas, children's play areas and retail and food concessions.
B1.3.13 Baggage Claim Hall The baggage claim hall is the area in the terminal where passengers reclaim their baggage off arriving flights. Claim units of a re-circulating type allow the passengers to remain stationary, while their bags are delivered to them. Separate claim units should be available for over-sized baggage. Passengers have high expectations that baggage delivery will be efficient and they will not have to wait an unreasonable amount of time to collect their bags. Once the first bag is delivered on the carousel or racetrack, passengers expect a steady flow of bags until the last bag is delivered on the claim unit. An 11-13m separation between baggage claim units is recommended to allow enough space for passengers, trolley storage and circulation. A sufficient number of baggage trolleys should be available at the entry to the baggage claim hall. When passengers off international flights leave the baggage claim hall, they will pass through customs inspection. Customs should use red/green channels to speed up the flow of exiting passengers.
B1.3.14 Meeter Greeter Hall Once passengers have claimed their bags and passed through Customs formalities, they enter the Meeter/Greeter Hall where they can get organized before leaving the terminal. A well-designed entranceway or corridor out of Customs in to the Meeter/Greeter Hall is required to allow arriving passengers to avoid the congestion of greeters around the exit doors. Once in the hall, arriving passengers may purchase local currency before proceeding to the curbside, car park or the train station. Many arriving passengers are welcomed on arrival by friends or family and a meeting point should be part of the design for the meeter/greeter hall. Important features of the meeter/greeter hall include:
•
Meeting Point.
•
Toilets.
•
Currency Exchanges.
•
Food and Beverage (F&B) facilities.
•
Car Rental counters.
•
Hotel and Tourist Information counters.
•
Bus and Rail Information counters.
•
Clear signage to taxis, buses, rail station and car parks.
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Airport Development Reference Manual
B1.3.15 Apron Layout The key aspects of aircraft stand availability are:
•
The number of stands provided for different types/sizes of aircraft.
•
The availability of these stands as influenced by occupancy times.
•
The flexibility of stands to handle different types/sizes of aircraft throughout the day.
•
The ease of aircraft circulation and manoeuvring, including push back.
Other important issues, relating to service standards, are:
•
Which terminal(s) are served by the aircraft stands.
•
Whether the aircraft stands are terminal contact or remote.
Increasing importance is placed by airlines upon terminal gate stands because they provide for more rapid and comfortable handling of passengers, avoid the need for buses, and enable faster turnarounds and shorter connection times. Service roadways should be clearly marked, with the width of each lane able to accommodate the widest piece of ground equipment. Areas such as equipment staging and parking must also be clearly marked.
B1.3.16 Aircraft Servicing Installations Fixed aircraft servicing installations reduce apron congestion and permit shorter servicing periods. However, where the apron is used by a variety of aircraft, and with wide variations in aircraft servicing points, it is recommended that only the basic services catering to the majority of aircraft be provided. Initial installation cost and the difficulty in adapting to changes in aircraft design preclude more comprehensive installations, except possibly in the case of certain aircraft stands used exclusively by one airline. Hydrant fuelling systems are preferred over mobile tankers, as they permit faster turnarounds. However, a decision to install any fixed aircraft servicing system should take place only after a careful and comprehensive appraisal of the economic (return on investment) prospects has been made. The economic viability of such systems depends on a large variety of operational factors and should be assessed only in close co-operation and agreement with the headquarters specialists of the airlines serving the airport. The following is a list of fixed aircraft servicing installations:
30
•
Hydrant fuelling system.
•
Electric power system (400 Hz).
•
Electric power system (50/60 Hz).
Planning
IATA
In the provision of fixed installations, the following should be borne in mind:
•
Cables/hoses between the aircraft and the installation should be as short as possible and should not cross one another.
•
Operation of the fixed installations should in no way impede other aircraft servicing functions.
•
Pits, hydrants and other facilities connected with the fixed installations should not impede the flow of apron traffic.
•
Fixed service installations should, as far as possible, be located close to the corresponding outlets on the aircraft and there must be close liaison between the airlines, the airport authority, the fuelling companies and other suppliers concerning all aspects of design and installation.
B1.3.17 Location of Support Facilities Cargo terminals, flight kitchens, and aircraft maintenance facilities should be located close to the terminal apron area so that service vehicles will travel relatively short distances. The location of support facilities must take into account future expansion plans of the airport as shown in the airport master plan.
B1.4
"World-Class" AIRPORTS The IATA Global Airport Monitor (see section B1.6) and several other Passenger Surveys, which are published annually, show how passengers have rated major airports around the world. The top rated airports usually have airport layouts that allow for efficient airline operations and passenger terminal designs that are passenger-friendly. These airports are called "World-Class" Airports.
B1.4.1 Key Characteristics of a World-Class Airport A world-class airport should meet the needs of its customers — the passengers and the airlines. The following lists show the items that passengers and the airlines consider important when rating an airport.
B1.4.2 A Passenger Viewpoint:
1. Easy access to/from the airport by road and rail. 2.
Short walking distances from curbside to check-in and from check-in to aircraft gate, with no level changes. Similarly short walking distances from the aircraft to the baggage claim area and then from Customs to the curbside or the rail station.
3. Attractive architecture and landscaping to provide a pleasant, relaxing atmosphere. 4. Short queues at all check points such as check-in, security, passport control and boarding. 5. Good aircraft on-time departure performance. 6. Fast baggage delivery and ample baggage trolleys. 7. Clear and concise signage. 8. Good variety of retailers. 9. Attractive CIP lounges conveniently located near the aircraft gate. 10. Good selection of moderately priced eating establishments.
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B1.4.3 An Airline Viewpoint:
1. A master plan that optimises the location of key functions on the airport and allows for orderly expansion.
2. A
runway layout terminal expansion.
that
maximises
runway
capacity
and
allows
adequate
space
for
apron
and
3. A runway and taxiway layout that minimises aircraft taxing distances. 4. An apron layout with energy efficient aircraft ground support equipment, sufficient and well-located staging areas for baggage, cargo and ground equipment with handlers, and no cul de sacs (dead ends) that impede aircraft manoeuvring.
enough
space
for
several
ground
5. An attractive work place for airline staff, but with a terminal that doesn't put architectural design ahead of an efficient airline operation and a terminal that airline accommodation space including the needs of alliance airlines.
6. A
passenger terminal building with an efficient also supports short MCTs (minimum connecting times).
provides
outbound/transfer
sufficient
baggage
and
suitably
sortation
located
system
that
7. A passenger terminal that allows 90% of passengers to use passenger boarding bridges, with aircraft parking on remote stands using buses to meet peak demand, and short walking for commuter aircraft.
8. Excellent
airport shopping for airline passengers between the check-in area and the aircraft gate, revenues that help reduce airline user charges.
that doesn't interfere and yet provides the
distances
with passenger flows airport with commercial
9. An airport with reasonable user charges. 10. An airport authority that can see the mutual benefits of working with the airlines in planning major facility changes.
B1.5
TYPICAL FEATURES OF WORLD-CLASS HUB AIRPORT It should be noted that for an airport to become a world-class airport more than just good facilities are required. The airport staff should be friendly and the public areas of the passenger terminals, especially toilets, must be clean. Also, airline and government processes must allow passengers to move quickly through the terminal building, from the departures curbside to the aircraft door and from the aircraft door to the arrivals curbside. To guide airport authorities towards of generic criteria that must be met:
becoming
a
world-class
hub
airport,
the
following
is
a
checklist
B1.5.1 Geographic / Political Location
32
•
A medium to large sized airport with international, regional and domestic traffic.
•
Regionally competitive in terms of costs, facilities and convenience.
•
Geographically 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.
situated
along
a
major
world
air-route,
or
at
the
cross
roads
of
more
than
one
Planning
IATA
B1.5.2 Airspace / ATC (Air Traffic Control) 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.
Airfield and 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. 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 F aircraft operations. Dedicated locations for competing ground equipment parking and container storage racking.
Passenger Terminals Sufficient airport and terminal facilities to allow airlines to meet their own airline service standards at a reasonable cost (see Figure B2.1 for airline service standards that need to be converted into physical airport facilities). IATA Level of Service C or better should be attained (subject to acceptable capital cost and resultant operational cost limitations) — Refer to Section F9.1.2 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). 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. 90-95% of passengers (on an annual basis) should be served by a passenger boarding bridge. Terminal facilities to accommodate complex peak demand. Inter-terminal passenger and baggage transfer systems. Intra-terminal walking distances minimized.
33
IATA
Airport Development Reference Manual •
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.
•
Automated baggage sortation systems with high peak hour reliability and flexibility to cope with high levels of transfer baggage. In-line HBS 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, or better.
•
Sufficient terminal space to allow airline alliances to consolidate their space requirements.
•
Logical flow and proximity between check-in counters, airline CIP lounges, and departure gates.
•
Sufficient space for airlines to lease administrative offices, CIP lounges and staff amenities.
B1.5.5 Air Cargo & Air Express Terminals
•
A choice of competing freight and catering handling agencies.
•
Direct access from the cargo and express terminals to the cargo apron.
•
Sufficient freighter parking positions, with tether pits (nose wheel tie-down to maintain aircraft balance during loading and unloading).
B1.5.6 User Charges
34
•
Sufficient airport and terminal facilities to allow airlines to meet airline service standards at a reasonable cost.
•
Transparent pricing mechanisms on "single till" basis (refer to Chapter D).
Planning B1.5.7 Conclusions It is a challenge for an airport authority to meet all of the planning criteria required to become a 'worldclass' 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. The following tables on Airport Passenger Terminal requirements for a 'world-class' passenger terminal:
Planning
Standards
summarize
FIG. B1.1: AIRPORT PASSENGER TERMINAL PLANNING STANDARDS AIRPORT PASSENGER TERMINAL PLANNING STANDARDS
Planning Element
Airport Access
Planning Standard for Typical Busy Day 90% of passengers can access the airport within 30 - 45 minutes of the CBD.
Recommended Practice Express train service should be available every 15 - 20 minutes. Employee transportation plan is Island layout is preferred. 16-18 counters per side. Separation distance between islands of 2426m. T1 JFK counters - a "benchmark" design. CUTE (Common Use Terminal Equipment) system where a clear financial rationale for its implementation is apparent. Special counters for handling over size baggage. Automated baggage system using IATA 10 digit LP bar code tags or RFID (Radio Frequency Identification) tags. In-line HBS (Hold Baggage Screening) system. BRS (Baggage Reconciliation System) preferred. Ticket counters at head of each island, or located close-by, with space for back office & safe.
Check-in Hall
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. For additional information on minimum and maximum check-in waiting times, refer to Section F.9.8 Table 9.7. Space - 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. Refer to Section F9.1.3. Seating for 5% of passengers.
Security Screening
Maximum Queuing Time of 3-5 min. Space for passengers waiting up to 10 minutes. 1.0 m2 per passenger. Refer to Section F9.10.3
Outbound Passport Control
Maximum Queuing Time of 5 min. Space - for passengers waiting up to 10 minutes. 1.0 m2 per passenger. Refer to Section F9.10.2
Introduction of biometrics will speed up processing.
CIP Lounges
4m2 per passenger
Departures Lounge
Space - 1.2m2 per passenger standing & 1.7m2 per passenger seated. Seating for 10% of passengers where passengers do not have to wait; 60% where passengers do have to wait.
Preferred location for lounges is airside in normal passenger flow between check-in and aircraft gates. Size sufficient to be shared by Alliance partners
35
airline
IATA
Airport Development Reference Manual FIG. B1.1 Continued: AIRPORT PASSENGER TERMINAL PLANNING STANDARDS AIRPORT PASSENGER TERMINAL PLANNING STANDARDS
Planning Element
Departure Gate Lounges
Passenger Boarding Bridges
Planning Standard
Recommended
for Typical Busy Day Space - 1.2m2 per passenger standing & 1.7 m2 per passenger seated Seating - 70% of passengers should have access to seating, including seating at F&B (food & beverage) concessions. Walking Distance Maximums of 250 300m unaided & 650m with moving walkways (of which not more than 200m unaided). APMs for travel over 500m. 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.
Practice 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 Apron drive bridges with 400 Hz fixed ground power, air conditioning & potable water attached. Glass-walled bridge preferred. Code 'E' aircraft - one or two bridges 'NLA' aircraft - one bridge to upper deck & one bridge to main deck. 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 Sufficient land for twin independent (1,8002,000m separation) staggered parallel runways (3500 - 4000m length x 60m width) with space for 2 additional close parallel runways. Introduction of biometrics will speed up processing.
Aircraft On-Time Performance
Inbound Passport Control
36
Maximum Queuing Time of 10 min. Space - for passengers waiting up to 30 minutes. 1.0 m2 per passenger. Refer to Section F9.10.2
Planning
IATA
FIG. B1.1 Continued: AIRPORT PASSENGER TERMINAL PLANNING STANDARDS AIRPORT PASSENGER TERMINAL PLANNING STANDARDS
Planning Element
Planning Standard for Typical Busy Day
Baggage Claim Hall
Wheel stop to Last Bag Business Class NB-15mln. WB-20 min. Economy Class NB - 25 min. WB - 40 min. Space -1.7m2 per passenger (excluding baggage claim unit) Refer to Section F9.10.6
Inbound Customs Meeter Greeter Hall
Space -1.7m2 per passenger &
Recommended Practice Sufficient numbers to be provided to allocate at least one 85m baggage claim unit per B747 flight. Refer to Section U.5.3 Separate device(s) for handling over size baggage. An 11-13m separation between baggage claim units Sufficient baggage trolleys to be available on entry to the baggage claim hall. ATMs (Automated Teller Machines) located Recommended use of Red/Green Channels. Easy access to train station
greeter. Passenger Arrival- Wheel stop to Curbside ICAO recommended practice is 45 minutes
Wayfinding
Airline Offices
20% of space for seating. Business Class - passenger on the curbside 20-25 minutes after aircraft arrival. Economy Class - passengers on the curbside 40-45 minutes after aircraft
10m2 per staff member Rule of Thumb # check-in counters x 100 m2
The PTB should incorporate selfevident 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 copytostyles Sufficient space lease&tosizes, airlines & Alliances. Located landside reasonably close to check-in. Clearly signposted.
37
IATA
Airport Development Reference Manual FIG. B1.1 Continued: AIRPORT PASSENGER TERMINAL PLANNING STANDARDS AIRPORT PASSENGER TERMINAL PLANNING STANDARDS
Planning Element
Passengers with Disabilities Retail/Concessions
MCT - (Minimum Connecting Time)
Planning Standard for Typical Busy Day Airport facilities must comply with national laws and regulations.
Domestic-Domestic - 35-45 min. Domestic-International - 35-45 min. International-Domestic - 45-60 min. International-International - 45-60 min. Refer to Section U1.2.6 for specific baggage connecting times. Transfer Counter - Maximum Queuing Time of 5-10 min. Space - for passengers waiting up to 30 minutes. 1.2 m2 per passenger, incl. interqueue space and baggage trolleys. Refer to Section F9.1.3. Seating for 5% of passengers.
38
Recommended Practice
Airport Authority should obtain 50 60% of total airport revenue from retail/concessions. 70-80% of retail concessions should be located airside. Retail/concession facilities should not interfere with passengers flows between check-in and the departure gate
Planning
IATA
B1.6
IATA GLOBAL AIRPORT MONITOR The Global Airport Monitor is a customer satisfaction benchmarking programme that analyses the perceptions of international, domestic and transborder travelers and provides an up-to-date marketing index to measure the service quality of participating airports. This benchmarking tool explores passengers' 'on-the-day' experience of an airport on a wide range of service elements on a worldwide basis. The questionnaire is distributed to passengers in the departure lounges (airside) 30-45 minutes prior to departure. Each airport receives approximately 350 questionnaires per quarter. If an airport needs a more robust sample by segment, e.g. Transborder/Domestic or per terminal for more detailed analysis, an increased sample size is constructed. The survey is carried out according to a precise sampling plan constructed with the airport management, ensuring the sample is representative of the airport's traffic mix. The questionnaire covers 24 airport service attributes and 4 airline service elements as well as demographic/ travel and connecting passenger profile. The 24 airport service attributes include:
1. Ease of finding your way through the airport/ signposting. 2. Flight information screens. 3. Availability of flights to other cities. 4. Ease of making connections with other flights. 5. Availability of baggage carts. 6. Courtesy, helpfulness of airport staff (excluding check-in). 7. Restaurant/ eating facilities. 8. Shopping facilities. 9. Business facilities (i.e. computers, internet). 10. Washrooms. 11. Passport and Visa inspection. 12. Security inspection. 13. Customs inspection. 14. Comfortable waiting/ gate areas. 15. Cleanliness of airport terminal. 16. Speed of baggage delivery service, (previous experience). 17. Ground transportation to/ from airport. 18. Parking facilities. 19. Sense of security. 20. Ambience of the airport. 21. Overall satisfaction with airport. 22. Value for money for restaurant/eating facilities. 23. Value for money for shopping facilities. 24. Value for money for parking facilities.
39
IATA
Airport Development Reference Manual Each year IATA publishes the results of the Global Airport Monitor surveys conducted at major airports around the world. Figure B1-2 shows the rankings of the Top 10 Airports from 1998-2002.
Figure B1-2: Rankings of Top 10 Airports from 1998-2002
10
Singapore Helsinki Manchester Melbourne Geneva Zurich Amsterdam Copenhagen Montreal Mirabel Orlando
Copenhagen Singapore Helsinki Vancouver Manchester Kuala Lumpur Cincinnati Perth Amsterda m Hong Kong
Singapore Sydney Helsinki Hong Kong Copenhagen Minneapolis Paul Manchester Vienna Birmingham Vancouver
St.
Dubai Singapore Copenhage n Seoul Incheon Helsinki Sydney Athens Hong Kong Bermuda Vancouver
Dubai Singapore Hong Kong Copenhagen Kuala Lumpur Seoul Incheon Athens Vancouver Cincinnati Sydney_________
For information on the IATA Global Airport Monitor contact
[email protected].
B1.7
IATA FACILITIES PLANNING QUESTIONNAIRE At an early stage in an airport project, specific airline space and facility requirements must be determined. The recommended document for obtaining this required information is the IATA Facilities Planning Questionnaire. See FIG. B1.3 at the end of this chapter. It must be anticipated that the contents of the questionnaire may not be completely applicable at all airports, but it is expected that the basic document can be used at all locations, with suitable notes indicating items which should be ignored, deleted or possibly added. Therefore, before circulation, the airlines and the airport authority should agree both on the sections to be used, and any variation in their content. IATA will arrange the circulation of the questionnaire to all airlines operating at that airport, and to non-airline handling agencies (where applicable) requesting completion in as much detail as possible and return to IATA for consolidation and subsequent presentation to the airport authority. Responses from each airline are kept confidential. Estimates of rental rates for leasing space should be available to the airlines early in the planning process. The rental rates usually affect the amount of space that an airline will request. If rates are high, the airline may reduce its space requirements. At airports where more than one terminal building is involved, it may be necessary to complete separate questionnaire sections for each building. Requirements associated directly with staff numbers should be based on the maximum number of staff on duty on a particular shift. Care should be taken not to use cumulative figures of total staff employed, although provision must be included for shift changeover, when assessing car parking requirements, locker room areas, etc.
40
Figure B1-3: IATA Facilities Planning Questionnaire Estimates for planning purposes only — not a commitment to rent the required space Airline:_________________________________ Planning Years_____________to ______________ Airport:_________________________________
1.
HANDLING ARRANGEMENTS
1.1
Passenger Baggage Handling Do you intend to perform your own passenger baggage handling function?
YES / NO
— If "NO" state name of handling agency/airline now used__________________________________ — If "YES" indicate whether in full or part.
FULL / PART
— If "PART' indicate which functions you intend to perform and which are to be performed by the handling agency/airline:
Function Ticket Sales Passenger Check-in Seat Allocation Load Control Passenger Boarding Control Baggage Sorting Flight Operations Crew Briefing
1.2
If Self Handling Tick (✓)
Function Peformed by Handling Agency If Yes Name of Agency/ Tick (✓) Airline
Apron Handling Do you intend to perform your own apron handling function?
YES / NO
— If "NO" state name of handling agency/airline now used — If "YES" indicate whether in full or part.
FULL / PART
— If "PART' indicate which functions you intend to perform and which are to be performed by the Function
If Self Handling Tick (✓)
Baggage/Cargo Loading/Unloading Aircraft Push-back Aircraft Catering Aircraft Cleaning Aircraft Toilet Service
Function Peformed by Handling Agency Name of If Yes Agency/ Airline Tick (✓)
IATA
1.3
Airport Development Reference Manual Cargo Handling Do you intend to perform your own cargo handling function?
YES / NO
— If "NO" state name of handling agency/airline now used — If "YES" indicate whether in full or part. FULL / PART — If "PART' indicate which functions you intend to perform and which are to be performed by the handling agency/airline: Function
Export Goods acceptance/paperwork Cargo processing Container/Pallet build-up Aircraft loading Import Aircraft unloading Container/Pallet breakdown Cargo processing Customer contact/paperwork
If SelfHandling Tick (✓)
Function Performed by Handling Agency Name of If YeTick K) Agency/ Airline
Planning
IATA
2.
SPACE/FACILITY REQUIREMENTS
2.1
Passenger Terminal State your existing facilities and requirements for the forecast years specified above. Airlines intending to be handled by third parties should only specify those requirements which would not be provided by the handling agent. Function
Staff Desired Location
Requirements Year
Existing Facilities
Requirements Year
No. Check-in Counters No. Self-Service Counters No. CUSS Kiosks Check-in Support Offices No. Ticket/Sales Counters (not included above) Administrative Offices Operations Offices VIP/CIP Lounge Communications Facilities (specify) Line Maintenance Offices/Stores Ground Equipment Parking Other (specify)
___ 7
m' nf m^ nrr*
m' nf nV m<
m* m' m< m*
m<
m<
rtf
m'
m<
Joint Use of Facilities Indicate below whether your airline is prepared to share any of the facilities below with another airline or agency. Facilities
Tick K) if Prepared to Share Yes No
Check-in Counters Ticket/Sales Counters Departure Baggage System VIP/CIP Lounge
43
IATA
2.2
Airport Development Reference Manual Support Facilities Function
Staff Desired Location
Existing Facilities
Aircraft Maintenance Ground Equipment Maintenance Offices/Workshops Aircraft Catering Other (specify)
2.3
m m
m m
m m
m m
—i
Requirements Year m^ tvf
Cargo Terminal (Exclusive Airline Space Only) Function
Staff Desired Location
Storage Area Processing Area ULD/Equipment Storage Area Office Space Bonded Area Other (specify)
B1.8
Requirements Year
Existing Facilities
Requirements Year ITf
Requirements Year
m* rrf
m m rtf
n? nf ttf
m m
m< _^ m m
m< mJ m/
IATA RECOMMENDATIONS B1.IR1 Experience has shown that the most effective and mutually beneficial course of action for the airlines is to establish consultation with the aiiport authority and its consultants as early as possible to explore alternative airport plans and terminal concepts. An ACC (Airport Consultative Committee) is the forum to consolidate airline views and to provide a focal point for consultation between the airlines and the airport authority concerning the planning of a major airport expansion or a nf;w airport, in order to input airline functional requirements. A successful ACC has major benefits for both the airlines and the airport authority. Where formation of an ACC is not practical due to resource limitations, airports should still have a regular detailed dialogue with the relevant airlines and handling agents
B1.IR2 The Aiiport Passenger Terminal Planning Standards table summarizes airline requirements for a "world-class" passenger terminal. An airport authority should ensure that its consultants planning the airport terminal incorporate these planning standards and recommended practices into the design of the airport passenger terminal.
44
Planning
IATA
SECTION B2: THE PLANNING PROCESS B2.1
NATIONAL PLANNING CONSIDERATIONS It is advisable for national governments to develop a strategic planning objective for the medium and long-term development of airports within their national jurisdiction. The strategic proposal should look at existing air traffic control as well as runway and terminal capacities and then should define strategic objectives for the phased expansion or development of new or existing airports. An example whereby this holistic strategic approach has been well adopted can be cited by the British government (Department for Transport), which created and developed The South East and East of England Regional Consultation Document. This specific paper was based on the results of the South East and East of England Regional Air Services (SERAS) Study. This document included proposals for different amounts of new runway capacity as well as options that limit development in the South East of England at a strategic level. While the SERAS document is specific to the region in question, it does demonstrate the necessary level of governmental strategic thinking that is required and represents an excellent benchmark in this regard for governments worldwide. Generally the formal planning sequence which is followed is denoted by the following stages. It should be noted that national government planning sequence variations are likely to occur: Stage 1. Review of Governmental National Planning Strategy for ATC/Runways/Airport Infrastructure. Stage 2. Preparation of Initial Master Plan for Proposed International/Regional Airport. Stage 3. Review of Local Community's Sensitivities. Stage 4. Refinement of Master Plan. Stage 5. Planning Application. Stage 6. Planning Appeal (as necessary). Stage 7. Planning Decision. The national plan should be developed in consultation with all airport operators, national and international commercial interests, airlines and IATA, and should address the following issues for the perceived 30 year development period:
•
National commercial and political objectives where government and financial institutions seek to expand regions within a nation for development or continued expansion.
•
Existing airline routes and the viability of new routes.
•
Ecological and environmental impact of airport and flight operations to new or expanded existing airports.
•
Commercial impact studies on existing airports, airlines and handling agents, including those pertaining to cargo operations.
•
Rail and road impact studies.
•
Impact on existing and future aircraft traffic movements.
•
Commercial impact on local businesses and employment rate variations.
•
Social impact on residential areas surrounding the airport.
•
Identification and impact on areas of natural beauty, historic sites and religious monuments.
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Airport Development Reference Manual
Methods that may be employed to access the national airport planning document should be published in appropriate press and government information sources. The document itself should be a realistic interpretation of the facts developed by a wide cross section of the airport and airline industry, as well as local community representatives. The document should include but should not be limited to the following detailed sections:
B2.2
•
Statement of airport development needs for the nation.
•
National and regional business development needs.
•
Social needs and relevant impact statement.
•
ATM national development plan.
•
Airport to rail and road national development position statement.
•
National airport development plan.
•
High level funding options for national airport development alternatives.
•
List of contributors to the text.
REGIONAL PLANNING CONSIDERATIONS The regional planning paper should be a more regionally focused and detailed derivation of the national planning document. Typically, a regional area would contain no more than two large or medium sized airports within its boundary. The concepts presented need not be detailed construction solutions, although expert civil, structural and specialist engineering advice is still required so that any solutions proposed can be realistically developed when need be. These might include: Statement of airport development needs for the region. Regional business development needs. Regional social needs and impact statement. ATM regional plan and national overview. Rail and road infrastructure solutions to aid airport development plan. Regional airport development plan and study (concept options). Airport regional development plan objectives and option recommendations. Regional airport development funding options. List of contributors to the text.
B2.3
THE AIRPORT MASTER PLAN The airport master plan is an airport-specific document which fulfills the objectives and requirements of the national and especially the regional airports plan. The concept option recommendations within the regional plan are produced for a specific airport, and should technically be more developed and expanded upon. Typically, the master plan document should be developed as a 30 year forecast of development options which would include the following topics:
46
•
Airport development long term phased objectives.
•
Concept variations (normally 3 or more sub options developed).
•
Social and environmental impact statement and recommendations.
•
Runway development plan and recommendations.
Planning
IATA
•
Cost plan restraint objectives.
•
Construction programme constraints.
•
Energy consumption targets.
The airport master plan should be used as a tool in the earlier stages of negotiations with the local planning authority to explain the level of impact the various options would have, and to help generate a forum for the authority's concerns as well as those of the local community. The document should support the subsequent formal planning application produced during the ensuing feasibility design stage.
B2.4
LOCAL COMMUNITY ISSUES The local community will be concerned with a variety of issues and will include groups in favor of and less than amenable to future airport development. It is important that the developer addresses and listens to the concerns and issues raised by the community. The developer should endeavour to reduce uncertainty and misunderstanding by engendering regular and clear communication channels with local community groups. Often the local community can make valuable suggestions which, although simply a fine detail to the airport master planner, may be very important to the local community as a whole. Indeed, detailed suggestions can and often are put forward by community groups which might have little cost impact, but which can also dramatically improve living and working conditions in the area. The following issues should be addressed via regular discussion with local community groups:
B2.5
•
Confirmation of night flight movement schedules resulting from proposed development plans.
•
Development of further runway plans.
•
Development of terminal and infrastructure facilities.
•
Noise reduction plans.
•
Environmentally sensitive land issues.
•
Construction period strategies to minimize disturbance.
IATA RECOMMENDATIONS B2.IR1 National and Regional Planning Documentation It is recommended that governments develop National and Regional planning documents in accordance with clause B2.1 and clause B2.2 respectively. Regional planning documents should be a natural progression from any National planning strategy documentation developed in consultation with all interested parties.
B2.IR2 Master Plan When developing and producing airport master plans it is recommended that airport developers follow the philosophy and approach defined within clause B2.3 and that economic and local community issuon are discussed and fully addressed
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B2.IR3 Local Communications The developer should endeavour to reduce uncertainty and misunderstanding by maintaining open, clear and courteous channels of communication with representatives from affected local communities
48
IATA
Chapter C — Master Planning Section C1: Principles C1.1 Introduction...........................................................................................
43
C1.2 The Master Plan — Ten Step Sequence ..................................................
46
C1.3 Step 1 — Stakeholders and Objectives...................................................
47
C1.4 Step 2 — Site Evaluation .......................................................................
47
C1.5 Step 3 — Airfield Configuration ...............................................................
51
C1.6 Step 4 — Runway Orientation ................................................................
67
C1.7 Step 5 —Aprons.......................................................................................
68
C1.8 Step 6 — Taxiway Systems.....................................................................
70
C1.9 Step 7 — Passenger Terminal/Apron Complex Configurations ...............
74
C1.10
Step 8 — Alignment of Terminal Building and Piers to Service Stands ..
76
C1.11 Step 9 — Alignment and Provision of Support Processes......................
77
C1.12 Step 10 — Aircraft Maintenance..............................................................
77
C1.12 Step 10a —Cargo ...................................................................................
78
C1.13 Master Plan Deliverable — Preliminary Land-Use Layouts .....................
78
C1.14 IATA Recommendations..........................................................................
86
Section C2: Forecasting C2.1 Introduction and Forecasting Definition ................................................
88
C2.2 Objectives of Forecasting.......................................................................
88
C2.3 Forecast Data.........................................................................................
89
C2.4 Segmentation ........................................................................................
91
C2.5 Demands and Trends..............................................................................
92
C2.6 Forecasting Methodology.......................................................................
94
C2.7 IATA Recommendations .........................................................................
97
Section C3: Land Use Planning C3.1 General Introduction..............................................................................
98
C3.2 Long Term Vision ...................................................................................
98
C3.3 Assessing Noise.......................................................................................
99
C3.4 Land Use Within Noise Zones ................................................................
99
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C3.5 Land Use Management...........................................................................
99
C3.6 Land Use Control ...................................................................................
100
C3.7 Airport Land Use Planning ......................................................................
101
C3.8 IATA Recommendations .........................................................................
102
Section C4: Control Towers
50
C4.1 Purpose Overview..................................................................................
103
C4.2 Design Characteristics ...........................................................................
103
C4.3 Control Tower Position............................................................................
105
C4.4 IATA Recommendations .........................................................................
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IATA
CHAPTER C — MASTER PLANNING SECTION CI: PRINCIPLES C1.1
INTRODUCTION The airport master plan is created to guide the future development expectations of airports and to establish their ability to expand and develop in a logical, sustainable and cost effective manner. Airline market forces are discernibly linked to the master plan development proposal; i.e. as airport traffic increases the facility's development and operations should be phased to provide the appropriate airport processes and sized infrastructure. Should an airline's operations fluctuate, then the master plan should also contain the flexibility to be able to respond accordingly. Master plans can be created for new or existing airport locations and should be considered as active, live documents which should be systematically reviewed at least every 5 years. This regular review and update process should address variations in market forces and the operational requirements of the facility's airline clients. Existing master plans can be revised to accommodate unforeseen commercial variations to the airport's or airline's operations. The master plan will provide a detailed and accurate assessment of how an airport should deliver its services to its airline and ground handling clients in an effective and controlled manner, with due consideration for safety, development costs and the resultant realistic cost and profit recovery mechanisms. In this section the major attributes and details of an airport master plan are discussed. The master plan ten point staged sequence is also provided for planners who may find themselves faced with 'blank canvas' airport development proposals. This sequence has been compiled to help airport planners systematically construct the master plan, giving due attention to the primary and secondary facilities being proposed and their subsequent placement on the airport site.
C1.1.1 Development Restrictions There can be both natural and artificial restrictions which may limit the extent of future airport development. These need to be determined at the beginning of the planning process so that all parties are aware of any constraints that may impact on future capacity development. Restrictions may cover environmental boundaries on over-flight of neighboring countries or towns, political limitations on adjacent airport growth that may adversely distort or influence development, planning conditions that may limit airline and aircraft operations, restrictions that may determine aircraft type or time of operation, or limits on noise and quantity of emission levels that should not be exceeded. There may also be topographical or man-made features that restrict operations or impose payload limits on certain aircraft types. Such restrictions can be removed but this usually comes at a significant cost.
C1.1.2 Capacity Constraints and Developments It is important for airport operators to know what currently constrains their airport capacity. If the constraint is an operational process deficiency or an infrastructure provision deficiency or both, it needs to be understood fully before the decision to expand or change the airport process or infrastructure is made. If no constraints currently exist then they must look to the future and predict when individual facilities or support infrastructure will fail to provide the required level of service. The reality is that improving and expanding facilities can often be very costly. As airport operational costs will ultimately be cascaded to the primary business partners of the facility, airport development expenditure should be justified with a detailed supporting business case defining the reasons why airport growth should be provided.
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C1.1.3 Planning Horizons Traditionally, the long-term planning horizon for airports extended no further than 20 years. IATA now views this as being too short-sighted. Airport authorities should always endeavour to look to the ultimate development potential and capacity of their site. Ultimate development potential may be determined when the runway system is saturated, though in other instances stand availability or the capacity limits of passenger terminals, support facilities or land-side access systems may be the determining factor. Local considerations may confine development ambitions within the boundaries of the airport perimeter. Airport authorities and companies must determine the maximum or ultimate capacity possible that can be adequately served by the existing and potential future apron and terminal provision. This knowledge should be at the core of the airport master plan for each airport.
C1.1.4 Improving Operational Efficiency and Flexibility Airport operators and airlines should in the fist instance look at the extension of existing facilities rather than the construction of separate new facilities that may duplicate all or part of their current operations. The design of new facilities should be as flexible as practically possible, with a building's layout and construction techniques promoting variations in the operational usage of the building at some point in the future. The design of building envelopes should aid the expansion of the facility, which is almost inevitable, through the use of modular design solutions where practical. Modular design solutions can allow airports to modify their operations with minimum impact on airport clients, and the benefits of this approach should be explored fully. All new airport facilities should be planned with future expansion in mind to support the ultimate development potential of the airport. Base carriers generally need to have a single point of operation in order for them to provide an efficient and effective hub. By operating from one base, the base carrier can increase its percentage of the transfer market by maximising the number of city pairs served. Any situation where they are coerced into operating from two airports will weaken their ability to compete, as two operational bases will result in unnecessarily duplicated costs. Airport authorities and companies should liase regularly with the relevant airlines to establish their operational and business objectives so as to align the design of their airport accordingly. Multi-airport systems may only exist where there is no possibility of operating from a multi-airport system needs to have sufficient traffic volume (20 to 30 mppa) to independent operations. Success will be heavily dependent on each facility securing a major network carrier or an alliance grouping, and many high-volume individual to both airports would be needed.
single base. A support entirely the support of routes operating
C1.1.5 Political Considerations It is often the case that local political interests will seek to manipulate market conditions by restricting or forcing airlines to fly certain types of traffic from particular airports. This is principally apparent in cities where a new airport project would likely cause the closure of an existing facility, and is generally practiced to appease a local populace fearful of losing the economic conditions and benefits that are associated with large airports. The serious operational and financial implications that this course of action can have on the airlines in question should be fully appreciated by airport authorities and companies, as these factors can ultimately impact on the basic viability of the region's air travel market.
Master Planning
IATA
C1.1.6 Financial Considerations For all airport developments large or small, the eventual benefits to the various stakeholder groups must be positive and outweigh the cost of the development; e.g. a thorough cost benefit analysis should be undertaken to support all capital expenditure (CAPEX). A financial model should be established which shows the proposed method and time scales for cost recovery, which will in turn allow the airlines to determine what the proposed impact may be on their yields and operating costs. Where relocation of the entire airfield is being considered to a new 'green-field' or 'blue-sea' location, financial support will be required from governments to offset the political costs of re-establishing infrastructure at the new site. This is particularly true of large-scale developments that include surface access system provision, primary utility supply and distribution networks, and preliminary site preparation works that may be essential to support operations in the new location. It should also be noted that any proceeds accruing from the sale of land or facilities at the former site should be used to offset the cost of new facilities. For further information on financial matters pertaining to airport development, please refer to Chapter D, Sections D1 to D4 inclusive.
C1.1.7 Existing Airports No two existing airports are identical. While there may be similarities in certain facilities created by particular runway configurations, each will possess several unique characteristics — often created through compromise. The main problem with existing airports concerns how to expand facilities that have run out of room to develop in their present locations. A common operational dilemma may arise in these circumstances whereby the airlines using an existing airport will usually want to continue to operate from that location, and yet this in turn may prevent the facility from sufficiently limiting its operations to allow for the required expansion and redevelopment. Airport operators in this case tend to take the view that the existing operation should be expanded towards its limit, while in parallel a process is begun to develop a replacement facility. The existing airport is then capable of possibly being redeveloped at a later stage for a different aviation market, or indeed sold off as general real estate once decommissioned.
CI .1.8 New Airports At 'green-field' or 'blue-sea' sites the planner essentially has a blank canvass upon which to compose their airport master plan, which should ideally follow the ten step sequence defined within clause C1.2 below. This sequence defines the primary and logical steps that all airport developers should follow when creating a master plan. As with existing airports, the travel distance and accessibility to the new airport site are primary requirements, and the apron area tends to be the central pivot point of a balanced design approach. Refer to the development zones identified within Figures C1-1 to C16 inclusive for further details in this regard. The primary business functions and markets of the airport will need to be clearly balanced so that the correct functional emphasis can be placed on their development. function of the airport should be ranked and this should in part dictate the positioning within the airfield. It sounds obvious, but passenger processing functions should be within passengers airports. Similarly, cargo and mail processing functions should be within predominantly cargo and mail airport operations.
identified and Each proposed of the process highly ranked highly ranked
There are various permutations on how these functions can be aligned but the solution has to be operationally viable from day one through to the ultimate phase. This may result in some master plans, particularly in their early phases, looking somewhat generous in their approach to land use planning. All other non-essential activities can then be positioned so that they do not interfere with either the circulation routes or expansion zones of the primary facilities.
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IATA
C1.2
Airport Development Reference Manual THE MASTER PLAN — TEN STEP SEQUENCE The following sequence should be followed when developing a master plan for a typical international or domestic airport passenger terminal and apron airport operation. Step 7 and step 10 should be exchanged in sequence when a predominantly cargo and express processing facility is proposed, as the commercial and provisional bias switches accordingly. Step 1 Determine the peak aircraft movements and resulting peak passenger movements required in the final master plan design year (Refer to Section C2 for Forecasting Techniques). Step Step
2 3
Step 4
Collect via survey: geographical, geological, pertaining to the proposed airport site location.
meteorological
and
environmental
data
Select the runway configuration(s) which best matches the aircraft type and movement requirements, ATC capability, geological limitations and meteorological conditions, and which satisfies the environmental requirements as closely as possible. Align the proposed runway(s) to coincide with the prevailing wind directions.
Step 5 Determine and locate the number of aircraft stands required and the stand type (remote or gate serviced) needed to meet the service standard. Step 6 Provide the correct configuration and quantity of taxiways, ensuring that the runway(s) and stands are serviced adequately, with due consideration to the dynamics of the aircraft on the apron. Step
7
Size and position the ultimate terminal building(s), pier(s) and control tower within the appropriate development zone(s) (refer to Figures C1-1 to C1-6 inclusive). The space requirement for the terminal building will be heavily dependent on the processes required as defined within Chapter T, and the functional space requirements defined within Chapter F — Airport Capacity, Section F9 — Passenger Terminal Facilities, and Chapter U — Airport Baggage Handling.
Step 8 Align the ultimate terminal building and piers to service the aircraft stands accordingly. Position fire services within the apron complex appropriately. Step 9 Size and position airport support processes such as (but not limited to) rail, bus, coach and passenger car access and parking facilities. See Chapter T for potential processes to be considered and included. StepIO
Position secondary Cargo and Separate Express Facilities Terminal and stands, aircraft maintenance hangars as required within the surplus development zone(s) (refer to Figures C1-1 to C1-6 inclusive).
Historically, few airports worried about running out of space. Airfields were often located in relatively isolated countryside positions and had multiple runways occupying vast tracks of land. The jet age placed a reduced need on crosswind runways and as a result runways made way for aprons, small finger piers and terminals. Development tended to be piecemeal and lacked co-ordination Terminal buildings and airport support facilities merely spread out as required, with little or no thought for the future. Expansion of existing facilities was not normally considered, so newer, multiple terminal solutions were added. This situation, rather surprisingly, lasted until the late eighties. It is for these reasons that the ten point master planning sequence described above should be adopted by airport developers, so that logical airport developments can be designed and implemented in the most appropriate and efficient manner.
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All airports, regardless of their size, can no longer ignore their impact on surrounding communities, who unfortunately in some instances may have been allowed (by the lack of land-use controls) to encroach upon the airport's boundary. Sustainability now needs to be considered and a greater emphasis needs to be placed on the airport as a junction for modal interchange. A master plan is required so that all air-side, land-side and airport support facilities can develop, expand and improve the operational flexibility and efficiency of their business in a structured, balanced and orderly fashion, without adversely impacting on the business of their neighbours on or adjacent to the airport. In so doing, the potential of the available land and the capacity of the airport's runway system can be maximized.
C1.3
STEP 1 — STAKEHOLDERS AND OBJECTIVES
C1.3.1 STEP 1 a — Stakeholder Consultation Meaningful and effective consultation with all interested people, community groups, parties and organisations (airlines, major tenants, the travelling public, surrounding communities, Civil Aviation Authorities and support agencies) that may be impacted by the airport development is essential. For further details on what groups should be consulted and what staged please refer to Sections B1 and V1.
C1.3.2 STEP 1 b — Background Statistical Data All successful master plans are based on a combination of robust assumptions and facts. These must be assembled and recorded with great care in order that they can stand up to external scrutiny by those who may or may not wish that airport development should take place. Of particular importance will be the forecasted data pertaining to relevant airlines and the base carrier(s). This will serve as a sound base from which aviation market forecasts can then, at a later stage, be extrapolated. •
C1.3.3 STEP 1 c — Future Demand Aviation Market Forecast A forecast of future aviation demand is required in order to determine if and when additional capacity should be developed. It should not be used to determine the overall scale of the airport required, as facility requirements should be closely matched against the chosen site's ultimate development potential so that all facility development is geared to reaching the ultimate level while maintaining balance within the overall operational system. For further details on forecasting please refer to Section C2 for Forecasting Techniques.
C1.4
STEP 2 — SITE EVALUATION
C1.4.1 STEP 2a — Data Collection and Analysis (site visit) A thorough study should be made of either the existing or proposed sites to determine their suitability to accommodate future traffic. All relevant and available facts should be recorded. This should include & cover:
•
Utility Provisions — primary supplies, the position of end nodes and transition point of supply responsibility.
•
Retrieval Systems — sewage, surface water and effluent retrieval systems.
•
Adjacent primary and secondary surface access systems.
•
Location, size, capacity, condition and age of all air-side, land-side and airport support facilities.
•
Condition of runways, taxiways and aprons.
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Meteorological conditions.
•
Geology and topography.
•
Obstacles and terrain.
•
Surrounding development & land use.
In this way, later stage evaluations can be carried out should existing facilities be considered for refurbishment, expansion or demolition to make way for development as foreseen in the master plan.
C1.4.2 STEP 2b — Geology and Topography Significant variations in site levels will need to be recorded as these will determine the amount of material that will be required to be excavated, transported or filled in order to produce a graded site capable of supporting aircraft operations. Soil conditions, particularly the ability of the site's various terrains and substrata to safely and adequately support the loads imposed by aircraft, vehicular traffic movements and building structures need to be determined. Some terrain may be of low bearing quality and may influence the planner's choice as to where best locate a major runway without incurring additional construction costs. Runways, if not constructed properly, risk early cracks due to structural damage and resulting high maintenance costs. Soil analysis and borings will be very important to determine which areas to map out for runway development. Soil composition quality plays an important cost factor in determining the type of construction materials required. The presence or absence of water on the site is also an important element to take into consideration.
C1.4.3 STEP 2c — Surrounding Development & Land Use It is important to determine what use is currently being made of the surrounding land, what development plans are proposed and what zoning procedures have been set in place to ensure that incompatible developments are not permitted adjacent to the site. Particular attention should be paid to noise sensitive developments, especially if these are located in close proximity to the airport and/or on the line of existing runways and their respective aircraft approach and departure paths. For further details please refer to Section C3 of this manual.
C1.4.4 STEP 2d — Site Selection Criteria The following site selection criteria should be considered by airport planners:
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•
Financial considerations.
•
Adjacent airports, ATC, airspace and routes.
•
Environmental considerations.
•
Operational & technical considerations.
•
Social considerations.
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C1.4.5 STEP 2e — Methodology There are a number of basic steps that have to be taken in turn to determine which site offers the most potential to satisfy the growth requirements of both airlines and airport authorities alike. The following need to be determined:
1. The size of site required to satisfy forecast demand. 2. Which site(s) fulfil the basic area requirement. 3. Data collection and analysis from each possible site. 4. Review of site selection criteria that affect airport location. 5. Operational relationships. 6. Preliminary land use layouts. 7. Evaluation of criteria. 8. Recommendation of which site(s) should be considered in the second stage evaluation process.
C1.4.6 STEP 2f — Site and Facility Sizing For existing and proposed airports, the land available for development either between or adjacent to the runways, when coupled with the annual capacity of the runway system, will determine the ultimate capacity of the airport. If land availability is not an issue then runway capacity is the factor that determines ultimate capacity. The total area available for development is fixed by the site's existing or proposed boundary. In order for airport planners and airport authorities to understand the scale of the site required for airport infrastructure development, the following tables have been assembled. These cover the primary facilities exclusively and should be used for rough estimation purposes only.
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C1.4.7 STEP 2g — Approximate Land Area Requirement The following table highlights the land availability at 25 airports throughout Europe, North America and the Asia Pacific regions. LAND AREA REQUIREMENTS port
No. of Runways
Total Annual Mvts.
Total Annual Passenger (mppa)
Total Annual
CDG
4
517,657
48.1
1,610,484
3,238
Caw
Land Area (ha)
LHR
3
466,815
64.2
1,402,000
1,117
FRA
3
458,731
49.3
(2001) 1,613,292
1,900
AMS
5
432,480
39.2
1,222,594
2,678
BRU
3
326,050
21.5
687,384
1,245
ZRH
3
325,622
22.4
545,423
783
MUC
2
302,412
22.9
148,018
1,500
FCO
4
283,449
26.2
202,400
1,600
ARN
2
279,383
18.2
120,535
3,100
LGW
1
260,858
31.9
338,246
683
ORY
3
243,586
25.3
120,638
1,530 1,300
OSL
2
204,275
14.2
82,383
MAN
2
191,846
18.4
122,143
883
ATH
2
186,05B
(2000) 13.3
123,397
1,700
ATL
4
915,454
80.1
655,983
1,518
North America
ORD
6
908,989
71.6
1,468,553
2,833
DFW
5
837,779
60.4
904,994
7,658
LAX
4
783,433
65.5
2,038,784
1,443
YYZ
4
426,506
28.9
344,463
1,810
JFK
4
345,094
32.8
1,864,423
1,995
Asia & Pacific
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SYD
3
307,058
25.7
573,880
887
HKG
2
193,895
32.7
2,240,585
1,255
SIN
2
184,533
28.6
1,680,000
1,300
NRT
2
133,396
27.3
1,932,694
1,084
KIX
1
122,916
19.4
999,692
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C1.4.8 STEP 2h — Social Considerations The placement of airports within populated areas will have a significant social impact which must be fully assessed by airport planners. Please refer to Sections E2 and S3 of this manual for further details in this regard.
C1.4.9 STEP 2i-Environmental Considerations It is almost essential and certainly recommended for airport developers to create a detailed environmental impact study for a proposed new airport development site. The considerations which should be taken in account are detailed particularly within Sections E1, E3 and E4 of this manual.
CI .4.10 STEP 2j — Economic Considerations It will be essential for airport planners to consider the economic viability of the proposed site in terms of the constructions costs associated within the region and resultant payback period for the development. Additionally, the regional stability of the country where the airport is to reside will be important to understand. Inflation and cost of borrowing within the region may preclude certain desirable development options from being considered for the proposed airport. Some countries provide special economic zones where major developments may benefit from less governmental taxation. These factors need to be explored and considered fully.
C1.5
STEP 3 — AIRFIELD CONFIGURATION
C1.5.1 STEP 3a — Airfield Configuration Overview The airport authority and the airport planning team must have a comprehensive understanding of the airfield configuration options that exist. There are essentially six airfield configurations for airport planners to choose from, all of which are defined within the following Clauses and Figures C1-1 through C1-6 inclusive. These all have various operational advantages and disadvantages, and it should be noted that while six airfield configurations exist to choose from, only four are deemed recommended by IATA for green-field or blue-sea situations. Please refer to the table within Clause C1.5.8 for further information. Airfield configurations are determined by the number, position and orientation of existing and proposed runways and their support taxiway networks. This factor will greatly influence the position of all other primary and secondary support facilities. When determining the position of new runways, several related factors need to be assessed in order that the new infrastructure can make best use of the existing or proposed new site's unique conditions.
C1.5.2 STEP 3b — Adjacent Airports, ATC, Airspace & Routes Each airport has to coexist and operate within much larger national or international air traffic systems. Individual airports utilise vast tracks of airspace in order to accommodate the procedures required to allow aircraft to approach, hold, land and take-off. As a result, any extensive growth plan should be discussed and carefully co-ordinated with the relevant air traffic control authority, such that feasible recommendations can be developed and impractical concepts eliminated. Other factors may also come into play, including coordination with military controlled airspace and aircraft movements.
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C1.5.1 STEP 3c — Meteorological Conditions and RunwayWind Orientation The main criteria for the orientation of runways are the prevailing winds. Historical data will have to be retrieved to determine their direction, frequency and strength. As a general rule, the principal traffic runway at an airport should be oriented as closely as practicable in the direction of the prevailing winds. ICAO specifies that runways should be oriented so aircraft may land with crosswind components of 20km/hr or less at least 95 percent of the time for runways of 1500m or more. Optimum runway directions are determined by using a wind-rose.
C1.5.2 STEP 3d — Visual Conditions Visibility and ceiling heights are very much affected by weather conditions and will influence the choice of runway operations; e.g. whether to select for operations under all weather or visual conditions only. Fog, turbulence and abnormal rainfall may at times also reduce the capacity of runways. In order for airlines to maintain regular schedules during adverse weather conditions, airports are equipped with approach aids. The category of these aids depends on both the sophistication of the equipment installed at the airport and on board the aircraft. This determines the minimum visibility required for an aircraft to be able to land. Type of Approach
Minimum Decision Height
Visibility
Runway Visual Range (RVR)
Non-precision Precision Cat I Cat II
(300 ft) 200 ft 100 ft
800m
>550m >350m
Cat IIIA
50 ft
>200m
Cat NIB
50m
Cat MIC
1 Year < 5 Year Projection). Long Term (> 5 Years < 30 Year Projection). Annual (12 Month Projection).
Peak Period (Selected Months Within An Operational Year).
C2.2
OBJECTIVES OF FORECASTING
C2.2.1 Capacity Planning An important input to the capacity planning process is the airport traffic forecast. An accurate forecast is essential since the sizing and the phasing of the airport project is dependant on its data. If the forecast understates demand, the facilities will be built too small and the airport will experience a capacity problem. If the forecast overstates the demand, the facilities will be over-sized and the airlines will needlessly pay for under-utilised facilities. It is therefore critical to capture the correct data from the airlines and trie IATA user groups at the earliest opportunity. Please refer to clause C2.6.2 Data Availability, which confirms some credible sources for this data.
C2.2.2 Financial and Cost Benefit Studies Forecasts can also provide inputs for financial planning. At most airports, landing fees are determined on the basis of a unit charge that is multiplied by the aircraft maximum take-off weight (MTOW) tonnage of the aircraft. With an understanding of the likely aircraft movements it will be necessary to compile a comprehensive financial and cost benefit study to support the forecast material.
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The financial plan should include but should not be limited to the following data/factors:
• • • •
Landing Fee Projection. Local Community Benefits. Likely Airport Operational Costs. Alternative Transport Provision Costs.
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FORECAST DATA There are essentially three parameters that need to be covered in the annual traffic forecast: (a) passengers and baggage volumes; (b) cargo; and (c) aircraft movements. To obtain this data will require a clear understanding of the airline user requirements and calculated usage of the facility.
C2.3.1 Passenger and Baggage The originating, requirements of collectively within which collectively time.
domestic and transfer passenger volumes will be used to determine the planning airport terminal facilities and support infrastructure. The number of passengers the building will be derived from the flight schedules and corresponding load factors shall provide the volumes of the passengers within the building at any instance in
Since various categories of passenger traffic will use different facilities in the airport, it will be necessary to forecast each passenger category separately in order to determine future requirements for passenger facilities. Accordingly, IATA forecasts three types of passenger traffic:
• • •
Embarking. Disembarking. Direct Transit.
These categories are further subdivided between for which separate forecasts should be produced.
scheduled
and
non-scheduled
passenger
traffic,
Following the implementation of 24-hour landside shopping, the terminal retail complex will also see growth from the local community and casual visitors to the airport. This volume of the general public should be added to the volume attributed to the traveling passenger. The baggage forecast data will be derived by multiplying the passenger processing rates by the passenger bag ratios for the various categories of passengers within the terminal. In practice the following steps are used in this regards: Step 1 — Flight Schedule Determined for Design Year. Step 2 — Flight Loadings Determined. Step 3 — Number of Passengers Witnessed Determined as Passenger Rate/Hr. Step 4 — Passenger Bag Ratio(s) Applied to Passenger Rate(s) to determine Total Bag Rate/Hr. For existing airports, airport planners should use passenger to bag ratios determined through surveys at the relevant airport. In the absence of this data the following bag to passenger design ratios should be adopted. It should be noted that this is only useful as a first cut forecast for the master plans where the data is not readily available. Planners are advised to carefully review this data at subsequent and more detailed design levels.
Table C2-1: Typical Bag to Passenger Ratios for High Level Forecasting Purposes
Europe
Asia/Africa
USA
Rest of the World
International Pax.
1.0-1.5 Bags/Pax
2 Bags/Pax
2 Bags/Pax
1.5 Bags/Pax
Domestic Pax. Transfer Pax.
0.5-1.0 Bags/Pax 1-1.5 Bags/Pax
1.0-2.0 Bags/Pax 1-2 Bags/Pax
1.0 Bags/Pax 1-2 Bags/Pax
1.0 Bags/Pax 1-1.5 Bags/Pax
Type of Pax. Traffic
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C2.3.2 Commercial Aircraft Movement The forecast of aircraft movements (i.e., planning requirements of airport airside facilities.
aircraft
landing
and
take-off
movements)
determines
the
Aircraft movements include all commercial scheduled operations. Non-scheduled, general aviation and military aircraft movements usually have little influence on the planning of runway and apron capacity. These are generally excluded from forecasts unless their impact is deemed appropriately significant.
C2.3.3 Cargo When forecasting the perceived cargo tonnage it will be important to distinguish between the categories of cargo goods. Cargo is the combination of freight and mail and these in turn are comprised as follows: Freight Includes express and diplomatic bags but not a passenger's checked baggage. Mail Refers to correspondence and other objects tendered by and intended for delivery to postal administrations. In the forecast, the combined number of tonnes of freight and mail handled at the airport are taken into consideration. Also, in general, scheduled and non-scheduled cargo traffic are considered together, as both are handled in the same cargo terminal area. The forecast should differentiate between passenger and all-cargo operations, as each will have a specific influence in respect of apron use. Express freight, for example, will have a dedicated facility and apron area just as will perishable goods, and so it will be necessary to understand the split between these categories of cargo volume. Some of the key factors that influence the demand in cargo traffic are economic growth (both on a regional and global level) as well as the costs associated with air cargo. The GDP indicator has demonstrated a strong link to demand for aviation services, in cargo as well as passenger transport. On a regional analysis there must be an assessment of the catchment area, and what type of market segment can be captured if there is competition for the same service. As the global marketplace expands, there is also a need to assess factors on the movement of goods on a broader base, such as domestic trade policies, elimination of tariffs, etc., on a worldwide level. Other factors, such as the 'Just in time' philosophy, increase the demand for a faster air cargo service. The growth in e-commerce has also produced a new demand segment for the movement of products and the dynamic tracking of goods. Forecasters should seek data from freight forwarding and freight processing companies to understand market trends and cargo type distinctions. For airport planning purposes, cargo forecasts must be broken down into sectors differentiating the means by which the cargo is transported:
• •
Passenger and Combi Aircraft. All-Cargo Aircraft.
It is essential to make this split in the forecast as each sector has different operating requirements, such as: apron requirements; type of terminal facility; type of aircraft stand; etc. This type of information is crucial to the planning of cargo facilities where an understanding of client's usage is required. The combined tonnage of freight and mail handled at the airport should also be taken into consideration in a cargo forecast. Scheduled and non-scheduled cargo traffic are generally considered together, as both are handled in the same cargo terminal area. It's generally not recommended to produce a cargo forecast by origin-destination or by route area, but rather by inbound and outbound cargo traffic. Because the distinction between freight carried on aircraft and freight carried on trucks is not always clear, any analysis of cargo traffic must be made with great caution. There are cases when freight
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tonnes carried on trucks are included in air freight statistics due to this freight being covered by the same airwaybill as pure air freight.
C2.3.5 Aircraft movements There are two ways of projecting passenger aircraft movements. One way is to project an average number of passengers per flight and apply this parameter to the projection of passenger traffic to derive the resulting movements. The second way is to project the passenger load factor and the average aircraft size as two separate steps. This approach provides a more solid projection of aircraft movements than the first one, but it requires the construction of passenger load factors for the base year for each route area. These are then projected for the whole forecast period and must reflect the potential room for improvements in airline productivity. The next step is to apply the projections of the load factors to passenger traffic projections in order to derive the projection of total seats. Following this, forecasters will need to project the average aircraft size to reflect as much as possible the expected evolution of airline fleet mix as well as airlines' strategy to either intensify frequencies, to the detriment of aircraft size, or utilise bigger aircraft if the level of frequencies is found to be suitable. In applying the average aircraft size to the projection of total seats, we obtain a projection of aircraft movements. It becomes important that, within each route area to be forecast, the projected evolution of aircraft mix by size category remains compatible with the projected evolution of the average aircraft size which is expected to take place. For example, if one projects the average aircraft size to decline during a five-year period, the projection of the mix during that period should not reflect an increased share of aircraft of the higher size categories. In regard to cargo aircraft movements, the forecast needs a different approach. It should be based on the projection of the share of total cargo likely to be carried on these cargo aircraft, and determining an assumed average number of tonnes per flight, this would lead to the construction of cargo aircraft movements. This however requires that the statistics are made available by the airport authorities in question. A distinction in cargo tonnage carried on the passenger aircraft versus cargo carried on cargo aircraft is required.
C2.4
SEGMENTATION
C2.4.1 Traffic Sectors It is also important to distinguish between the different traffic sectors. Each individual airport will have different traffic sectorisation comprised from the list below:
• • • • •
Long Haul International. Short Haul International. Domestic. Schengen. Transborder.
C2.4.2 Passenger Characteristics Originating, terminating and transfer passengers should be further subdivided between scheduled and non-scheduled passenger traffic, especially with the growing market of the low cost carriers. Given that air travel is a derived demand, it is essential to identify the different passenger characteristics to have a better appreciation of the impact on the future development of the different terminal facilities such as check-in, passport control, baggage handling system, business lounge, etc.
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DEMANDS AND TRENDS
C2.5.1 Annual to Peak Period Demand For the purpose of facilities planning it is essential to know the likely requirements on an hour-byhour basis. Annual or even weekly forecast figures can be almost meaningless in this respect. The relationship of annual traffic to peak period will depend on seasonal variations and passenger characteristics. This relationship is projected separately for domestic and international traffic and within each category for each route area.
C2.5.2 Seasonal Trends Seasonal variation affects the relationship of peak month to annual traffic. Common influencing factors in this regard include:
• Effect of economic growth on business or holiday market sectors (leisure traffic usually creates peaks at certain periods of the year different from the peak created by business traffic).
•
Whether airlines increase capacity during peak periods.
C2.5.3 Special Events Peaks associated with special occurrences such as national holidays, religious festivals, and sporting events should be excluded from forecasts. Plan to accommodate this above planning peak demand at a lower level of service, by means of contingency plans, schedule coordination and other sound demand/capacity management practices.
C2.5.4 Assessment Methods Having established the magnitude and frequency of the forecasted data, it will be necessary to assess it using proven assessment rules which will be used for the sizing of airport facilities. One approach is to use a proportion (85th percentile) of the forecast profile as the basis to plan airport infrastructure. Another approach is to select frequently occurring peak days or busy hour periods which are chosen as the basis on which to plan airport facilities. These approaches can be summarised as follows:
• • •
85th percentile. 40th busy hour or day of the year (see CDG example of this method in Table C2-2 below). 30th busy hour or day of the year. • The second busiest day in an average week during the peak month — an average weekly pattern of traffic is then calculated for that month.
It is important that one the above techniques is used as it is inappropriate to plan the design of airport infrastructure on the occurrence of either an isolated peak day forecast or an isolated peak hour rate. Busy Day Schedule: Determining airport capacity largely depends on predicting the impact of projected airline schedules on the various airport facilities. Capacity and level of service are based on operating conditions and rules, but also upon the particular demand profiles created by the mix of flights and flight sector for a typical busy day. The amalgamated airline schedules for a typical busy day reflects the airlines strategy for an airport and how an airport is connected to the world. The production of a single day forecast requires a detailed assessment of all the operational parameters that underlie airline schedules: the operational suitability of aircraft types for given route structures; reasonable aircraft roistering compatible with a high level of aircraft utilisation; and use of commercially feasible arrival and departure timings throughout a route structure. This assessment is then incorporated to form the amalgamated airline forecast schedule. Selection of a 'Busy' Day: A typical 'busy' day is the second busiest day in an average week during the peak month. An average weekly pattern of passenger traffic is calculated for that month, and
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peaks associated with special events such as religious festivals, trade fairs, conventions and sport events are excluded. This single day analysis should assess:
• • • •
Operational suitability of an aircraft type for a given route structure. Aircraft rotations compatible with a high level of utilisation. Use of commercially feasible arrival and departure timings throughout the route structure. Airport curfews and other limitations.
The 'busy day' data for the base year is 'actual' and should come from the airport control tower (ATC) log. It should cover each aircraft movement during the 'busy' day with indication of the following attributes:
• • • • • • • • • • • • •
Airline Name. Flight Number. Aircraft Type. Aircraft Registration. Seating Capacity. Origin Of Flight. Arrival Time. Terminal Used. Passengers Disembarked. Direct Transit Passengers (If Applicable). Departure Time. Destination Of Flight. Embarking Passengers.
The busy day should be more than just a single witnessed statistical hour or a day within an operational calendar. The busy day should be representative of a frequently occurring 'model' busy period, representative of a realistic day within a weekly schedule.
Table C2-2: CDG Peak Passenger Traffic Analysis CDG Airport Passenger Traffic Analysis
Punngin
2000
1999
1998
1897
199t
1995
1994
TTL
Par Year Per Peak Month
48,246,137 4,887,000
43.597,194
38,628,916 3,877,000
35,327,039 3,487,000
31.724,035 3.057.000
28,356.470 2,798.000
28,880,214 2,778.807
254,559,006 24,940,807
Peek Month to Year Per Peek Day*
0. .04;
Peak Day to Peak Month Per Peak Hour Peak Hour to Peak Day Per 40th Peak Hour
M .08
Peak Month to Yeat Peak Day to Peak Month
0
4.258
,00 0
179,519 .10
168,248 .10
0.10 151,461
0.10 137,809
0.10 128.951
0.10 114,283
0.10 108274
0.10 988,545
0.04 16.791
0.04 16,474
0.04 12.927
0.04 12,699
0.04 12.085
0.04 8,915
0.04 9,148
0.04 89,039
0.09 14,599 0.08
0.10 13,492 0.08
0.09 10,980 0.07
0.09 10,697 0.08
0.09 10,146 0,08
0.08 7,760 0.07
0.08 7,874 0.07
0.09 75,548 0.08
10% 4%
Peak Hour to Peak Day
9%
40th Peak Hour to Peak Day
8%
0.00038 0.00032
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Table C2-3: Estimate of Peak Passenger Traffic Based on MPPA Forecast
Passengers/Year
1,000,000
2,500,000
5,000,000
10,000,000
12,500,000
15,000,000
100,000
250,000
500,000
1,000,000
1,250,000
1,500,000
4,000
10,000
20,000
40,000
50,000
60,000
3S0
900
1,800
3,600
4,500
5,400
20,000,000
25,000,000
30,000,000
35,000,000
40,000,000
50,000,000
2,000,000
2,500,000
3,000,000
3,500,000
4,000,000
5,000,000
Passengers/Peak Day
80,000
100,000
120,000
140,000
160,000
200,000
Passengers/Peak Hour
7,200
9,000
10,800
12,600
14,400
18,000
Passengers/Peak Month Passengers/Peak Day Passengsrs/Peak Hour Passengers/Year Passengers/Peak Month
C2.6
FORECASTING METHODOLOGY
C2.6.1 Study Objectives The objectives of the forecast study should be clearly identified prior to the collation of data. Informed decisions should be made and forecasters should be focused on having the correct representative statistics rather than a convenient series of numbers which perhaps do not convey the true behavioural patterns of the airport and its traffic in the foreseeable future. Forecasters should aim to satisfy the following high level study objectives:
•
• • •
There should be three sets of statistics provided by the airport facility forecaster, which should represent the low, medium and high magnitude data obtained and assessed. The forecaster must specify which influencing factors have the largest level of uncertainty in regard to their future evolution, in order to justify having both low and high projections. Operational and business assumptions should be clarified in every regard on forecasted information with qualifications as regard their impact on the forecasted data. Data should be auditable whereby the forecaster should be able to trace the history of the manipulation of data and to confirm the logic for the decisions made in every regard. Consultation groups should be identified along with their terms of reference. All of which should be clarified in the record and the presented data produced by forecasters.
C2.6.2 Data Availability There are three main credible sources of data for forecasters to access. This includes but it is not exclusively limited to: 1. Historical Site Data Historical Site data may originate from various sources within the airport organisation and or the airlines. Care should be observed with historical data because as the name suggests it is based on past trends and may not be representative of how the existing airport or airline may function based on a changing fleet or changes in business processes. Historical data is useful in the assessment of process times and historical processing trends. 2. IATA World Wide Survey This data is sourced by IATA following extensive world wide surveys of key airline and airport infrastructures/organisations (see clause C2.6.3 Method 2 for further details).
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IATA 3. User Forecasted New Data
This data is created by the airline or airport from first principles and may reflect a combination of historical data and new operational objectives on the use of newer aircraft or new airport processes.
C2.6.3 Methods Of Forecasting Passenger Traffic And Aircraft Movements A combination of several methods forms the core of the traffic forecasting approach, these are defined as follows: Method 1: Computerised Regression This analysis pertains to the relationship between traffic (to/from an airport) and the major indicators of socio-economic activity in the airport's country (e.g. IATA has a comprehensive database of projections of the major economic indicators of world countries). The forecasts should draw on the wealth of experience and local knowledge available within airlines serving or likely to serve an airport. A forecast based on an econometric model should generally be revised to reflect carriers' views and the team's experience in dealing with the forecasting process. The contribution of airline yields is becoming increasingly although GDP remains usually the most important factor. on a per country basis are generally hard to obtain.
important in Unfortunately,
Econometric models do not take into account non-quantifiable importance in conditioning future traffic development, therefore it entirely on a purely model-driven forecast.
determining traffic growth, statistics on yield trends
factors which are of prime is recommended not to rely
The use of models implies some continuity in the level of influence of the factors considered throughout the forecast period. Forecasting experience demonstrates that this is not always the case. Method 2: The IATA World-Wide Traffic Forecast Survey This global survey is undertaken every year in August-September and covers all traffic flows around the world (nearly 2,000 unduplicated country-pairs). This survey reflects the opinions of all IATA member airlines serving these country-pairs concerning the future development of passenger and cargo traffic during the next 15 years. It takes into account the influence of the major economic variables as well as airline strategies that are intended to respond to future demand. Airlines are asked to provide their opinion on total market growth trends and not simply their own traffic. Method 3: Special Survey-Based Forecasts These are customised for specific airport traffic forecast projects. This consists of approaching each of the key airlines and tour operators to obtain their forecasts of growth trends for a particular destination compared with other similar destinations. It is important that their survey is not only restricted to the travel markets where direct services now exist, or to airlines or tour operators, but also includes other experts in the travel industry (e.g. tourist authorities and hotel chains).
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Method 4: Judgmental Forecast This method permits a wide range of information to be brought to the forefront of the forecast (national trends, political situations, etc.). It is useful in conjunction with the other methods, where there are a large number of variables for which little information is available, or where nonquantifiable factors are expected to play a major role. The judgmental element is a particularly high-value component to the traffic forecast since the team member will have gained substantial experience in dealing with airport traffic forecasts for small as well as large airports all around the world. Extrapolations of Past Trends Extrapolations of historical data can be used typically where long-term trends are likely to continue. Care should be observed with this principle as changes in operational processes, improvements due to new technology and changes in legislation can seriously undermine the projection of data into what can be realistically the 'unforeseeable' future. Extrapolated data:
•
Fits a mathematical line to the historical data and then a projection of this line is given to trend the data into the future. Growth patterns are fitted to smooth out data.
•
Assumes there is an underlying pattern in historical data.
•
Assumes that all factors influencing air traffic in the past will continue to operate in the same way in the future. Causal Methods (econometric models, regressions, gravity models) This approach relies on the assessment of socio-economic growth or decline. With this approach it will be necessary to:
variables
that
can
cause
air
traffic
•
Identify the socio-economic variable(s) cause(s) changes and ensure that historical trends for these variables are available. • Determine how the variable(s) is (are) related to air traffic demand (model, equation) assuming no capacity constraints and structural changes?econometric models, equations, gravity models.
•
•
Forecast/predict socio-economic changes. • Adjust forecasts when underlying assumptions.
causal
factors
develop
differently
from
the
original
Do NOT directly correlate two long term trends.
Qualitative Techniques (market and industry surveys) This technique uses predominantly surveyed or historic data which is then subjectively assessed. The subjective assessment may take into account a wide range of real process changes, technology changes and logical factors which might affect the forecast. In summary:
• •
Human judgment and ratings are turned into quantitative estimates. Market research, industry surveys and historical analogy is used.
•
When data is scarce or when there are data philosophy changes it is difficult to predict their impact.
•
Delphi Technique: bring together data in a logical, unbiased and systematic way such that all information and judgements related to growth/decline can be calculated and assessed.
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C2.7
IATA RECOMMENDATIONS
C2.IR1 Forecasting Periods ipata forecasts should be presented using any one or more of the forecasting period durations defined within clause C2.1. %____________________________________________________________________________J
C2.IR2 Forecasting Data When designing terminal building infrastructure, forecasting data should be presented which relates to passengers and baggage volumes and ui; craft movement data, as defined within clause C2.3.1 Similarly cargo forecast data should in most cases be produced where terminals are going to process any form of cargo, whether it be freight or mail subdivisions. Aircraft movement data forecasts must be provided prior to the planning of apron and runway infrastructure. Data should be obtained from any of the recommended data sources as defined within clause
C2.IR3 Data Assessment Techniques
Forecasters should evaluate the merits of each of the assessment techniques defined within clauses C2.5 and C2.6 and select the philosophy and approaa •ich best fits the needs of the project forecast brief and then should present forecasting data accordingly.
C2.IR4 Freight Analysis Precautions
Because the distinction between freight carried on aircraft and freight carried on trucks is not always clear, any analysis of cargo traffic must be made with great caution. There are cases when freight tonnes earned on trucks are included in air freight statistics due to this freight being covered by the same airwaybill as pure air freight.
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IATA Airport Development Reference Manual SECTION C3: C3.1
LAND USE PLANNING
GENERAL INTRODUCTION The need for control of development in the vicinity of airports has been recognised from the very beginning of commercial aviation. Initially, concerns concentrated on controlling the height of potential hazards or obstacles. These centred on incompatible activities that could cause:
•
Electrical interference with radio communications and navigational aids.
•
Confusion of pilots by lights on approach.
•
Reduced visibility due to the production of smoke or vapour clouds.
•
Birds to accumulate in critical operational areas.
All of the above are still pertinent today. Noise did not enter into the equation until the introduction of turbo-jet operations in the early 1960s, and there are various measures available to alleviate noise around airports, including: reduction in aircraft noise at source; land-use planning; development control or management; operational noise abatement procedures (when permitted by air traffic control authorities); and local noise related operating restrictions. Land-use planning is central to the overall process. Properly managed, it will effectively protect public health and safety by minimising exposure to emissions and excessive noise. These management principles need to be coupled with supportive legislation. Legislative frameworks regulating surrounding land-use outside of the airfield boundary should be provided by National Governments, as they are ultimately responsible for ensuring that the airport is interwoven into the regional and national socio-economic fabric. These should set the broad policy context within which local authorities can work, and ideally there should also be a consultation process by which the various stakeholder groups (surrounding community, airport operators, and airline representatives) can comment on and suggest changes to draft policies. The airport operator should also be consulted on monitoring the effective application of the legislation. The sustainability of air transport is heavily dependent on controlling environmental impact, with a/c being noise the largest factor to be considered when undertaking land-use planning within and around
C3.2
LONG TERM VISION Many of the available solutions to mitigate against noise in the vicinity of airports, including those obtainable from land-use planning, can often only be realised in the longer term. However this should not be seen as a reason by those responsible for seeking reductions in noise levels to apply minimal effort. This particularly holds true for existing airports where the ability to make immediate changes in land-use is limited. For existing airports it is also important that a/c source noise reductions and the resultant contraction of noise contours and population numbers impacted do not allow local authorities to relax their guard against encroachment upon the airport boundary. It should also be noted that in this regard airlines have made significant contributions by requesting efficiency gains from a/c manufacturers. Jet aircraft are now significantly quieter than when they first entered into service over 40 years ago.
Master Planning C3.3
ASSESSING NOISE Many factors influence noise level exposure. These include sound pressure levels, broadband frequency distribution, spectral irregularities, duration, SIDS and STARS, frequency of operations, application of operational noise abatement procedures, a/c mix, mode of runway operation, and prevalent meteorological conditions. Sensitivity to a/c noise will vary from one country or location to the next, and be dependent on many factors. These can include land-use, building use, type of construction, distance from source, background noise levels, sociological factors, the amount of diffraction/refraction/reflection due to buildings and topography encountered on site, and the meteorological conditions prevalent at the time of exposure. All of the above can be modelled to determine anticipated noise exposure and community response.
C3.4
LAND USE WITHIN NOISE ZONES The establishment of noise zones surrounding an airport is an important step when determining future land-use. The number of zones, noise descriptors and noise exposure calculation methods used vary from one country to the next. As a result the approach used is dependent on the individual country concerned. Whatever approach is applied it is important that local authorities apply strict controls over proposed development in the zones around the airport. It is important to stress that the zones should be calculated and based on the ultimate achievable throughput of the airport, i.e. when the runway is saturated, such that long term development flexibility is ensured. As an example, three zones could be established as follows:
•
Zone 1 — Where most land uses and developments are not permitted.
•
Zone 2 — Where some restrictions apply.
•
Zone 3 — Where no restrictions apply.
Noise zoning serves two purposes: to protect the airport from encroachment and to protect residents. A single authority should have overall responsibility for developing land-use criteria. Zoning plans should be created as a first step when establishing an airport, as retrospective steps are difficult if not impossible to achieve. In general terms noise sensitive development such as housing, schools, hospitals, offices and banks should not be permitted in the first zone. It should be noted that building construction can be utilised as a means to reduce noise exposure.
C3.5
LAND USE MANAGEMENT There are many methods for regulating development or for modifying existing land uses in order to achieve compatibility between the airport and surrounding communities. Building or land acquisition can be employed, but this tends to be an expensive solution exercised in extreme cases only. As noted above, zoning and building controls should be applied in the first instance. 107 Uncontrolled development within established airport noise zones will debase local authority control and may impact on the long term development potential of individual airports. Short-term gains resulting from the either the owner or developer's desire to increase the rate of return from property and land or by increased taxes to the Government should be avoided.
IATA Airport Development Reference Manual C3.6
LAND USE CONTROL Numerous strategies can be applied to control the use of land surrounding airports. Development restrictions within pre-defined zones can secure the longer-term vision for new airports. Retrospective noise insulation measures may go some way to redressing the balance for commercial and residential properties of long standing at existing airports. However the means of control, regulation and finance will vary from country to country and be dependent on national and local characteristics. There are three differing forms of control, as outlined below.
C3.6.1 Planning A comprehensive development or layout plan should be provided to local authorities and should be used as a guide by authorities when establishing development restrictions and controls. For existing airports this will assist in determining the compatibility of development proposals with Government policy.
C3.6.2 Mitigation Measures can be employed that will help construction, building regulations can ensure adequate level of sound insulation.
to alleviate the problems of aircraft noise. For new that building type, structure and materials provide an
Noise insulation programmes can also assist properties of long standing that are adversely by the development of existing or new airports. However the cost of applying adequate sound packages to housing can in some instances exceed the resale value or possible benefit from rent. Also, additional sound insulation measures produce increases in construction and costs and reduce flexibility of use to within the controlled building environment.
impacted insulation increased operating
In extreme cases, land acquisition and relocation is a policy that can be explored by airport authorities. However it is expensive and used primarily when no alternative will provide a satisfactory solution. It may also in some instances have negative social implications. Barriers can also be used to mitigate noise generated by manoeuvring aircraft or by ground handling equipment. Barriers can be in the form of earth mounds located adjacent to runway thresholds and holding aprons. Alternatively building structures, particularly those of main terminal buildings and finger piers or satellites can be used, and sound attenuation barriers can also be employed. A particularly good example is the reinforced concrete panels bordering the apron area to the western side of T4 at London Heathrow. These have been attractively landscaped and in parts are now totally enveloped by climbing plants and shrubbery. Such barriers can also contribute by doubling as security barriers, particularly as these often occur in critical operational areas.
C3.6.3 Financial 108
Construction of new development in the immediate surrounds to the airport can be encouraged by the existence of support infrastructure such as roads, utilities and community based facilities and services. Similarly the absence of such capital improvement programmes can have the reverse effect. Government tax incentives or reduction programmes can also direct development towards areas where these are welcomed and away from those areas where it is not. Noise related airport-charging systems could also be employed. For more information in this area see section D.
iata
C3.7
AIRPORT LAND USE PLANNING After the airport perimeter has been established, either for a new airport or for an existing airport (were the perimeter has been redefined), it is important to double check that all major components and airport support facilities can be properly located and accommodated within the overall airport boundary. Each facility should be able to expand up to the ultimate phase of the airport. Balanced optimised development, throughout the various expansion phases, is essential.
Master Planning
Prior to assessing individual functional requirements within an airport master plan, it is necessary to subdivide the overall area into optimal sub areas, each capable of supporting growth towards the maximum capacity of the airport. Airport facilities, in terms of building area, footprint and land area required to support development, should be sized from an analysis of the maximum number of aircraft movements and associated daily and peak hour passenger flows that the proposed runway system can generate. It is important to note that detailed layout information pertaining to individual facilities is not required at this conceptual layout stage. All the individual pieces of the development jigsaw need to fit and be correctly assembled and have the right interdependencies within the operational area. However at this stage detailed operational characteristics of each facility are not required. Airport characteristics, as shown on the Airport Land Use Plans, should represent the guiding tool for local authorities when determining the suitability of development on land surrounding the airport.
C3.7.1 Airfield Configuration The extent of this key operational area depends on the chosen runway configuration. See Section C1.3 for specific details.
C3.7.2 Facility Location Strategy
Once specific facility and functional areas have been identified they must be positioned on and around the airport. The optimum location of these facilities must take into account the operational relationships of the different facilities. One of the primary aims when positioning airport facilities should be to minimise aircraft, passenger, baggage and vehicular movements. For specific operational relationships see Section C1.4.5.
C3.7.3 Airport Land Use Plans Airport Land Use Plans drawn to scale should depict existing and phased development (including intended land uses) up to and including the ultimate development stage; i.e. when the runway is saturated. The plans should include:
•
Airside infrastructure including runways (including all runway elements — see section C1.3.7.2), taxiways, holding bays, aircraft aprons (including de-icing), engine test enclosures, location & specification of navigational aids, vehicle parking areas, staging areas, access roads, runway lighting & markings.
•
Landside infrastructure including passenger and cargo terminals, ground transport interchanges, hotels, primary and secondary access roads and parking structures (at grade and multi-storey), rail lines, vehicle fuelling stations.
•
Airport support infrastructure including in-flight catering, aircraft maintenance, G.H. maintenance, airport maintenance, police and security facilities, administration buildings, meteorological compounds, rescue and fire fighting facilities, general aviation, fixed base operations, helicopter operations, containment & treatment facilities and aircraft refuelling facilities.
•
Areas reserved for aviation related revenue producing development such as industrial areas, duty-free zones, etc.
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•
Control tower placement within the airfield (line of sight requirements).
•
IT systems provision and infrastructure.
•
ATC access control provision.
•
ATC staff car parking (if different to general staff car parks).
•
Systems commissioning requirements.
ATC radar and airborne aircraft communications buildings are often provided away from the airport and in dedicated facilities. Where this facility is to be integral to the control tower facility, airport building and apron designers should consult national ATC legislative bodies for precise size and facility performance requirements FIG. C4-1 shows the internal detail of a modern control tower with views overlooking the apron.
Figure C4-1: Control Tower Facility — Internal View
Photo Courtesy ofAlenia Marconi Systems Limited (UK)
Master Planning
I ATA
C4.3
CONTROL TOWER POSITION The position of the control tower on the apron is vital to the safe operation of the aircraft. Ground aircraft controllers need to be able to see all stand perimeters, taxiways and runways and final approaches. One of the more challenging aspects of control tower design is the operational requirement to permit controllers to see the stand areas and taxiways so that they can control and coordinate push back operations where pilots are effectively blind in this regard. The control tower staff must be able to provide clear guidance to pilots by being able to know the clearance status of the stand and taxiways visually and through communications. Apron areas are often vast and can be interlaced within intricate building infrastructure. Apron, runway and taxiway control rooms should, wherever possible, be consolidated into a single elevated apron control room, with 360° unobstructed panoramic vision of the areas mentioned (subject to the requirements of the national ATC provider and local operator). Dual elevated apron control rooms maybe used (subject to the requirements of the national ATC provider and local operator) where any one of more of the following situations have been met:
• Taxiways and runways are placed extra long distances away from the terminal apron stand areas, which results in the need to raise the control tower for this purpose only.
•
More controllers will have a better vision of specific areas of the apron.
Typical Control Considerations Angle of Vision Dependent on National ATC Provider Requirements
Tower
Notts (i) H1 - Denotes Primary Full Apron Control Room Height Dimension Is dependent on Terminal Design visual (II)Building H2 - Denotes Secondary ApronATC Control Room Height requirements Dimension Is dependent on Terminal Building Design ATC visual requirements (III) All stand perimeters, runways and taxiways to be visible from apron control room(s) pv) A single Apron Control Room solution is genertcally a preferred solution tnougn this ATC dependent (Designer should consultnational ATC provider/operator)
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IATA Airport Development Reference Manual C4.4
IATA RECOMMENDATIONS C4.IR1 Control Tower resign Consultation: Terminal building and apron designers must liase with national ATC providers and operators at the earliest opportunity to understand the precise operational specifications of the control tower. Designers should also consult ICAO Annex 14. \ ___________. ___________J C4.IR2 Control Tower Desigl Considerations Terminal building and apron designers must observe the design characteristics stipulated within C4.2 and the control tower positioning requirements defined within clause C4.3
C4.IR3 Visual and Non-Visual Aids Reference Material Designers embarking on the development of control towers should refer to sections G2 Visual Aids and section G3 Non Visual Aids of this manual.
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IAT A
Chapter D — Airport Economics Section D1: Airport Management D1.1 General Airport Management — Economics ...........................................
109
D1.2 Meeting the Capacity Demand.................................................................
109
D1.3 Financing Airport Capacity Expansion .....................................................
109
D1.4 The Privatization Trend ............................................................................
110
D1.5 The Need for Economic Regulation ..........................................................
111
D1.6 Airport Performance and Efficiency ..........................................................
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D1.7 IATA Recommendations ..........................................................................
113
Section D2: Airport Cost Structures and Revenue Sources D2.1 Airport Cost Structures............................................................................
114
D2.2 Airport Revenue Sources .........................................................................
114
D2.3 IATA Recommendations ..........................................................................
115
Section D3: Airport Investment Decisions and Financing D3.1 Airport Investment Decision-Making .......................................................
116
D3.2 Airport Financing Options — Debt vs. Equity ...........................................
116
D3.3 Airport Financing Options — Pre-Funding Through Charges ....................
118
D3.4 IATA Recommendations ..........................................................................
119
Section D4: Aeronautical Charge Policies D4.1 Aeronautical Charges..............................................................................
120
D4.2 Determining the Cost Base for Aeronautical Charges..............................
120
D4.3 Aeronautical Charging Policies ................................................................
124
D4.4 Market-Based Options..............................................................................
125
D4.5 Consultation with Users ...........................................................................
128
D4.6 IATA Recommendations .........................................................................
128
Section D5: International Cost Variations D5.1 Airport Benchmarking Data ....................................................................
130
D5.2 IATA Recommendations .........................................................................
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CHAPTER D — AIRPORT ECONOMICS SECTION D1: AIRPORT MANAGEMENT D1.1
GENERAL AIRPORT MANAGEMENT — ECONOMICS Up until the late 1970s, airports were seen as nothing more than an extension of government. Since then, however, the links with government have progressively loosened and the pressure for airports to become commercially viable enterprises has grown. This viability included running the airport as a business, able not only to cover its costs (including capital costs) through revenues, but also to arrange for the necessary financing of airport development programmes. Invariably, this challenge has been met with much success. Airports have generally been able to generate substantial profits and secure private sector financing for airport development programmes, usually at a low cost of capital. Further, airports have been able to do this despite the fact that the demand for airport capacity, facilities and services is derived indirectly from airline scheduling plans. While an airline's operating plan is more tactical, with scheduling decisions being made based on short-term traffic forecasts covering the next 6-18 months, the airport planning cycle is more strategic and long-term where the time frame from initial conception to completion may take 5-10 years. This then is the primary challenge for airport management — matching capacity provision with demand while maintaining financial viability or profitability and an acceptable level of service.
D1.1.1 Issues Relating to Airport Management In recent years government policy-makers and airport planners alike have generally been contending with two main issues:
1. How to meet the long-term growth in traffic demand with the necessary runway capacity and terminal facilities.
2. How best to finance airport expansion in view of limited government budgets. With respect to this latter point there has been an increased focus on developing the commercial side of an airport and improving airport financial performance, while encouraging the involvement of the private sector in both the management and financing of airport infrastructure.
D1.2
MEETING THE CAPACITY DEMAND Apart from the short-term influences of the economic cycle, growth in air travel demand has generally been outstripping the supply of infrastructure and will continue to do so for the foreseeable future. However, passenger growth can be accommodated through higher load factors, increased aircraft size, or increased frequencies. The primary capacity concern to airport managers therefore is the composition of traffic in terms of aircraft operations; this will have an impact both in terms of the infrastructure needed and the cost recovery of related expenditures. As already discussed in the chapter on forecasting, how an airline will meet the demand through its operational plan is of significant importance to airport planners.
D1.3
FINANCING AIRPORT CAPACITY EXPANSION Traditionally, the vast majority of airports around the world were directly owned and operated by national, regional or local governments. In most cases the civil aviation authority or department, being part of the transport ministry, operated the airport(s), and in some cases the CAA would also be , responsible for providing air traffic control and aeronautical meteorological services. ICAO has, for a long time, promoted the concept of an autonomous authority that has managerial and financial autonomy from government, yet is wholly owned by government. Aside from reducing
115
-aftàr IATA Airport Development Reference Manual the financial burden on governments, autonomous authorities have the advantage of creating a business culture — improving financial performance and quality of service. With professional management in place that is both financially accountable and able to undertake and implement long-term development plans, the government-owned autonomous airport authority has in a number of cases been a precursor to the privatized airport. Such was the case with the British Airport Authority, established in 1966, which later became a limited company (BAA Pic) with the Airports Act of 1986, owning seven airports. Shares in BAA Pic were subsequently floated on the London Stock Exchange in 1987.
IATA POLICY POSITION The airline industry generally favours the trend what is commonly referred to as the privatisation of airport and air navigation entities in that the facilities and services may be provided in a more cost efficient and effective manner. It is concerned, however, that the process often leads to increases in the cost base for charges, and thus, higher user charges. The requisites for industry support for privatisation are: meaningful consultation with the user community prior to and during the privatisation process; appropriate legislation obligating observance by the commercialised/privatised entity of the ICAO Policies on Charges; and the designation of an effective and independent economic regulatory mechanism providing oversight of charging practices.
D1.4
THE PRIVATIZATION TREND Privatization1 of, or private participation in airport management has usually taken the form of a longterm lease of all or part of the airport facilities and services, with the responsibility for their expansion and development resting with the concessionaire. Such leasing arrangements can take the form of build-operate-transfer (BOT), build-own-operate-transfer (BOOT), build-transfer-operate (BTO), and other variants thereof. Lease payments can take the form of an annual royalty payment or down payment toward an eventual privatization. Examples of these airport leasing arrangements are most prevalent in Latin America, although we also find examples in Africa, Australia and Canada. The problem with such leasing arrangements is that government is in a position of strength vis-à-vis the concessionaire when it comes to negotiating rights to operate facilities that have no alternative use and charge monopoly rents. With the concessionaire in most cases being given the right to set aeronautical charges, in the absence of effective price regulation, he can recover this cost from the users of the airports facilities and services. The incentive for the concessionaire to negotiate the best deal possible with the government is therefore low. Commercialisation factors Ownership: Accounting Methodology: Capital Financing Options: Employee Status: Legal Status: Entrepreneurialism: Management Reports to: Taxation: Management Focus:
116
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an^aiili fornam, jm&
rti-^rr^-rWSi Case 3
186
MJ^'aiD «D »* run ^amamjO g°qm am^amgrj^ y
The peak demand load and the level of service C standards are translated into recommended planning dimensions. As shown in figure F9.5, IATA recommends a 24 to 26 meter separation between adjacent islands (32 — 34 meters per module) to provide 2.5 meters for processing and circulating in front of the desk, 7.5 to 8.5 meters for queuing and 4 meters for circulation and passenger queue overflow. Twenty-four (24) meters provides enough space for a maximum queuing time of roughly 30 to 35 minutes for the case 1,2 and 3 of table F9.2. Twenty-six (26) meters provides the flexibility to process heavy flights, or is required when the maximum queuing time exceeds 30 — 35 minutes on a regular basis. More than 26 meters may be considered after a comprehensive demand/capacity study is conducted to reflect site-specific particularities. Twenty-two (22) meters is sufficient at airports with maximum queuing time of 30 minutes or less and for case 1 and 2 (see Table F9.2).
Figure F9.5: Recommended Dimensions for Check-In Island with Single IHIHIPIIHIMIB
..p .p^ssi .g.^ .r
.D
Queuing E
3 CO
E in
CD CM
CM
Corridor and Queue overflow
■ E IS
CM
\jE5E F9.2.1 Frontal Type Check-in Counters Figure F9.6: Recommended Dimensions for Frontal Type CheckIn Maximum Queuing Time of 30-35 Minutes 2.5 m
8.5
E
|
Processing[and ..Circulating Queuing |
_\_
o in
f
Building facade 4.0 m
F9.2.2 Wait/Circulation Area Walking distances for passengers should be as short as possible. In determining the distance between major functions in the terminal, the planner must consider whether baggage is to be carried or not, the availability of baggage trolleys, changes in levels, and the accessibility of the aircraft without resorting to ground transport. The suggested maximum walking distance between the major functions (i.e., car park to check-in/ baggage claim; check-in/baggage claim to gate lounge) is 300m. Greater distances can be accepted provided a form of mechanical assistance is made readily available to passengers. Such systems are costly and therefore a full cost/benefit analysis is necessary before installation. In all terminals where progressive expansion must incorporate a people-mover system, due provision for the necessary right-of-way and other related factors must be included in the original planning. If passengers are required to change levels when walking, escalators or moving ramps should be provided, at least in the upward direction. Passengers should not be required to move baggage other than hand baggage between levels. Experience has shown that the use of elevators to enable passengers, other than disabled passengers, to change levels is not satisfactory from a capacity point of view. Pedestrians adapt their walking speed to the environment based on the following variables:
•
The occupancy or flow in the corridor.
•
The proportion of passengers with baggage and carts.
Table F9.3: Space and Speed for Level of Service C Airside — no carts Public area after check-in — few carts Departure before check-in — carts
Space (mVpax)
Speed (m/s)
1,5 1,8 2,3
1,3 1,1 0,9
Airport Capacity
IATA F9.3
PASSPORT CONTROL Passport control systems are similar to check-in systems. The generic comments for the check-in system apply to passport control inbound and outbound traffic.
Figure F9.7: Passport Control Desks and Queuing Space Requirements
Multiple Queues (Lines)
Single (Bank) Queue
0 0
0
IBIBIBI BI BIB
L=MAX*Qx0.9/#PCD Where: MAX#Q is the maximum number of pax queuing #PCD is the number of passport control desks staffed
-w-
0
ÉBIBIBIBIB L = Max#Q x LOS Standard / W Where: MAX#Q is the maximum number of pax queuing LOS Standard: see table F9.4 (see sections F9.9.2 and F9.9.5 for details)
The main criterion for determining the queue length for multiple queue systems is the average distance between two individuals waiting in the same line (inter-person spacing). The comfort distance varies from person to person and from culture to culture. IATA recommends using 0.8 to 0.9 metres if sitespecific standards are not available. Less than 0.8 metres is possible, but could conflict with other passengers or carry-on luggage.
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IATA Airport Development Reference Manual Space requirements for a single queue at passport control is based on the space standards shown in table F9.4.
Table F9.4: Level of Service (A to E) for a Single (Bank) Queue at Passport Control Passport Control (sqm)
F9.4
A
B
C
D
E
1.4
1.2
1.0
0.8
0.6
HOLD ROOM A distinction should be made between space requirements for standing or seated passengers. 1.7 m2 is assumed for seated passengers and 1.2 m 2 for standing passengers. The occupancy rate is used to measure the level of service.
Table F9.5: Level of Service A to E in Hold Rooms Maximum Occupancy rate
A
B
C
D
E
40%
50%
65%
80%
95%
Note: 100% = maximum capacity
F9.5
THE LOADING AREA The flow of passengers between the terminal building and the aircraft should be smooth and uncomplicated, with clearly defined flow routes which are safe and operationally acceptable. Passengers should be able to enter and leave the aircraft without steep changes in floor level and under protection from weather, blast and noise. Use of loading bridges is favoured by the airlines where they can be justified by traffic requirements, commercial strategies and weather conditions. Bridges foster smooth, undirected, embarkation and disembarkation of passengers. They have proven particularly advantageous with high capacity aircraft. At airports where loading bridges are not installed, and the aircraft is not parked in front of the exit from the terminal building, transporters (buses, mobile lounges) should be used to convey passengers directly between the aircraft and the terminal. Having groups of passengers conducted across the apron is not encouraged by the airlines, as passengers are exposed to the effects of weather and aircraft blast or noise. However in the case of small commuter aircraft which are unable to use loading bridges, or where the latter are unavailable, to minimise danger it is essential that passenger movement on the apron be constrained to clearly marked walkways with a minimum number of access points onto the apron, and that such movement
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IATA F9.6
BAGGAGE CLAIM UNIT The space around a baggage claim unit serves distinct functions. Figure F9.8 shows a typical layout. The baggage claim unit frontage provides the required positions or channels for the passenger to wait and collect their luggage. The retrieval area is effectively the space required for the motion of retrieving a suitcase. The peripheral area is used: to wait for an opening in the retrieval area; for a passenger waiting for a spouse or friend to collect their luggage; to park the cart; and to circulate in/ out of the retrieval area.
The retrieval and peripheral area is a roughly 3.5 meter wide band around the unit. This area is used to measure the level of service for the passengers waiting around the carrousel and the static capacity (accumulation) of the unit. The capacity is determined by dividing the total area by the level of service C space standard shown in table F9.6. An 11 to 13 meter separation is recommended to process passengers, to circulate, and to store carts.
Table F9.6: Level of Service (A to E) for Baggage Claim Unit Space standard (nf/occupant)
A
B
C
D
E
2.6
2.0
1.7
1.3
1.0
Note 1: Sustainable capacity is at level of service C. Note 2: Assuming 40% use of trolleys.
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F9.7
LEVEL OF SERVICE BALANCE
Passenger departure and arrival facilities are often on different levels of the same building. The building grid/structural design may become a constraint when selecting the module's dimensions to achieve level of service C at check-in counters and baggage claim. It is recommended to select the module's width or grid to achieve level of service balance with the objective of providing level of service C at the critical sub-systems. The impact of the building grid on a module's width is shown in figure F9.9.
Figure F9.9: Building Grid and Module Dimensions Check-in
1 I"
h -
) m
H I—
.1
I*'
h Baggage Claim
11.0 m i- 17.0 m
12.0 m ■- 18.0 m
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F9.8
MAXIMUM QUEUING TIME The occupancy patterns in various subsystems change rapidly and thereby affect the space available to occupants. In addition, the occupancy time for a subsystem can vary, resulting in a change in comfort. For this reason, time is a significant factor in determining the quality of service and must be considered as a primary variable in level of service measures. It is very difficult to establish a precise, quantified relationship between available space, time, and level of service. This may explain why time is often neglected as a factor of level of service and standards are sometimes set purely to space requirements. ICAO has set a goal of 45 minutes for the clearance of arriving passengers, from disembarkation to exit from the airport, for all passengers requiring not more than normal inspection at international airports (ICAO Annex 9, ninth edition, recommended practice 6.28). Although this includes time taken by government inspection services, it provides an indication of an acceptable time framework. Table F9.7 shows maximum queuing time guidelines. It is however recommended to use site- and airline-specific standards when available.
F9.9
Short to acceptable
Acceptable to long
Check-in Economy Check-in Business Class
0 — 12 0—3
12 — 30 3—5
Passport Control Inbound
0—7
7 — 15
Passport Control Outbound Baggage Claim
0—5 0 — 12
5 — 10 12 — 18
Security
0—3
3—7
CAPACITY AND LEVEL OF SERVICE ASSESSMENT Capacity is a measure of throughput or system capability. Since a terminal system is capable of operating at varying degrees of congestion and delay, capacity must be related to the level of service being provided. Capacity and level of service calculation is a key step in the following airport development processes:
1. Airline strategy, traffic assignments and forecasts. 2. Planning peak period demand and planning schedules. 3. Facility requirements and level of service assessments. 4. Balance capacity and evaluate concepts. 5. Design, land use plan, masterplan. 6. Programming. 7. Construction.
Unlike the runway, where the laws of physics are used to calculate the capacity, the capacity of a passenger terminal relates directly to the extent of congestion that will be tolerated. The sustainable capacity should be based on the level of service C standard for each subsystem for the busiest 10minute period of a typical busy day. Pedestrian flows in the terminal building are comprised of both passengers in the enplaning or deplaning process, and greeters/well-wishers. Enplaning passengers must pass through some or all of a series of subsystems, while deplaning passengers must pass through some or all of a separate series. In some cases the same subsystems are used by both flows. Additionally, transfer passengers must be considered since they utilize some of the subsystems of both passenger flows. In the case of hub airports, the volume of transfer passengers may be very significant. It should be noted that these surges tend to be sector-specific for both enplaning and deplaning activity. Studies have shown that sector-specific behaviour patterns are generally stable and can therefore be predicted. In this way, it is possible to calculate the maximum load before causing saturation.
F9.9.1 Terminal Sub-systems and Demand/Capacity Characteristics Terminal design should reflect the various characteristics and volume of passengers to be handled. Managing terminal capacity and designing with level of service in mind are key issues in optimising terminal capacity with long-term financial and operational implications. A passenger terminal capacity and level of service study normally includes the following systems: • Departure facilities, including check-in, passport control, security, departure/bus lounges and hold rooms.
•
Arrival facilities, including immigration, customs, baggage reclaim, and a wellwishers/greeters hall.
•
Transfer facilities which typically include security.
•
People movers and bus operations.
•
Baggage handling in the areas, which directly relates to passenger processing.
Performance and level of service are based on operating conditions and rules, but also upon user characteristics. Passengers and other users are a source of uncertainty and thus of fluctuation not only in demand but in capacity as well. Demand/capacity characteristics form the basis of the analytical work needed to get a realistic evaluation of the requirements, performance and level of service. The basic characteristics by segment include:
•
Passenger arrival patterns.
•
Processing class type.
•
Processing rates.
•
Passenger/bag ratio.
•
Time of delivery of the first baggage.
•
Transfer passenger ratios.
•
Passenger path by class or type of passenger.
•
Gate assignment.
•
Personnel deployment schedule.
Individual subsystems can either be designed against a given level of service, or evaluated to
Airport Capacity F9.9.2 Simulation When a flight arrives or departs at the terminal building, there is a surge of occupants into the subsystems. As long as the arrival rate of passengers does not exceed the dynamic capacity of the various components, there will be minimal delay and queuing. However congestion will occur when demand is systematically greater than the sustainable capacity, and only simulation can properly reflect the complex dynamic overflow/saturation interaction. Airport capacity and level of service problems are usually simple to comprehend but may be difficult to solve because of the inter-related systems and flows considered. Many tools are available, including lATA's Total AirportSim aircraft and passenger flow model, to predict the impact of an airline schedule on the various airport facilities. The model was developed to reflect lATA's worldwide experience and expertise. Simulation is used to analyse passenger flow throughout the selected planning period to determine the performance, bottlenecks, level of service, Mean Connection Time (MCTs), total time in the terminal, etc. Flights are assigned to facilities and the passenger demand pushed or pulled through the inbound and outbound steps in the terminal according to the planning schedules. Information regarding passenger arrival patterns, processing rates, discretionary time use, passenger/bag ratio, rules for system operation such as the level of common check-in, rules for allocation of flights to chutes/make up belts, and information regarding terminal area allocations are considered. The first and often the most valuable benefit of conducting a simulation study is that it forces specialists and management to closely look into the functional and physical passenger flows, into the rules and procedures to define the causal problems, and to assess the impact on both upstream and downstream processes to avoid displacing the problem. The maximum reliable throughput, level of service, limiting factors and requirements of the major processors, reservoirs and links in the passenger paths can thus be identified. The terminal arrival and departure systems should be reviewed qualitatively to identify any areas in which the layout could be negatively impacted by the configuration of facilities, and through simulation to quantify the capacity of the various elements as well as the system as a whole. Where necessary, the base year busy schedule can be augmented to represent future demand volumes to push a concept or design to its limit and to optimise existing facilities. It is natural to make the basic assumption in the calculations that flow between individual elements is natural and unobstructed. However, the integrity of the capacity assessment can be compromised and result usefulness diminished if the assumption is not realistic. Good simulation models, unlike rules of thumb, do not require the making of such assumptions. Simulation should be able to consider if the pattern is disrupted by the introduction of any obstruction in the flow, such as ill-conceived concession locations and passenger cross-flows. The information usually required to conduct a passenger flow simulation study is:
• Typical busy day schedule including arriving, departing and transfer passenger volumes per sector of flights.
•
Floor plans in electronic format.
•
Passenger flow chart (path).
• Information regarding passenger arrival patterns, processing rates, discretionary time use, passenger/bag ratio, passenger/visitor ratio, greeter arrival patterns, and transfer passenger
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Airport Development Reference Manual A graphic interface providing real time editing, simulation, and animation (including speed control) is an asset. Reports and graphs on time, accumulation, flow, etc., should be built into the model to provide instant results and an easy way to identify problems and bottlenecks, as well as reducing the time to develop new 'what if scenarios. Using simulation tools to design or improve facilities requires expertise knowledge. A multidisciplinary team including demand/capacity experts, operations personnel and users is recommended.
IATA F9.10
Airport Capacity RULES OF THUMB The methodologies used to conduct capacity and level of service assessments can be more or less elaborate, depending on the complexity of the system and the problem studied. Mathematical capacity assessment methods can be employed to determine relevant facility requirements if actual or forecast throughput figures are known. The capacity assessment of the elements of a terminal building is a highly complex exercise involving elements such as queuing theory, simulation and statistical analysis, together with detailed studies of people movement patterns to, within, and between these elements. Those responsible for initiating a capacity analysis, or for sizing facilities, should carry out the exercise in as much detail as possible in order to eliminate likely sources of error and bias that can result from neglecting interaction from and to upstream and downstream systems. However in some instances it may be necessary to obtain fairly quickly some idea of either the capacity of an existing facility or the size that a facility needs to be in order to handle a given throughput. A variety of simplified formulae have been developed for this purpose. The equilibrium between supply, demand and level of service is expressed in these formulae. It must be emphasized that such formulae employ many simplifications and approximations and are not intended as a substitute for the detailed evaluation referred to above. Not all formulae will be applicable to all airports since not all local factors are included. 2.
Passport control departures.
3.
Centralised security check.
4.
Gate hold room.
5.
Passport control arrivals.
6.
Baggage claim units.
7.
Arrival hall.
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F9.10.1 Check-in Counter Requirement The departure flight schedule generates originating passengers arriving at the terminal from several minutes to several hours before departure time. The originating passengers are first processed at the check-in counters or at electronic check-in servers. The passenger outflow from the check-in subsystem regulates the demand on the subsequent sub-system (i.e. the maximum throughput from check-in is 10 pax/min, therefore the 10pax/min is the peak demand at the next sub-system). Check-in counters are key facilities with huge footprints and significant impact on level of service, terminal development costs and operations. The following rule of thumb determines the requirements for common use check-in counters. Step A Calculate the peak 30 minute demand at check-in. Step B
Determine the intermediate result using the chart provided.
Step C
Calculate the number of economy class (common use) check-in counters.
Step D
Calculate the total number of check-in counters (including business class).
Step E
Make adjustment for dedicated facilities.
Step A: Calculate the peak 30-minute demand at check-in. The peak 30-minute demand is a good predictor of the performance and requirements at check-in. It should be based on the site-specific planning schedule and hourly distribution of passengers arriving at check-in. The following procedure is recommended if the site-specific demand/capacity characteristics required to determine the peak 30-minute load are not available:
Peak 30-minute at check-in = PHP economy class x F1 x F2 Where:
1
PHP = Peak hour originating passengers — economy class. F1 = % of the PHP in the peak 30-minute from table 1. F2 = Additional demand generated by the flights departing before and after the peak hour period from table 2.
Table 1 — F1: Peak 30-Minute at Check-In as a Percentage of the Peak Hour Period Number of flights duringDomestic/Schengen/Long-Haulthe peak hour periodShorthaul InternationalInternational139%29%236%28%333%26%4 or more30%25%
Table 2 — F2: Additional Demand Generated by the Flights Departing Before and After the Peak Hour Period Average passenger load in the hour before and after the peak hour period in % of the PHPDomesticSchengen/Short-haul InternationalLong-haul International90%1.371.431.6280%1.311.401.5470%1.261.351.4760%1.221.301.4 050%1.181.251.3340%1.141.201.2630%1.111.151.1920%1.071.101.1210%1.03 1.061.06
Step B: Determine intermediate result, S, which takes into account the MQT using the following charts: Where: X
= Peak-30 minute at check-in.
S
= Intermediate result.
MQT = Maximum Queuing Time (minutes).
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IATA Airport Development Reference Manual
Step C: Calculate the number of check-in servers: economy class, common use during peak period.
Where: #CIY = Number of economy class check-in servers assuming common use. PTci = Average processing time at check-in in seconds.
iata
Airport Capacity Step D: Calculate the number of check-in servers including desks dedicated to business class passengers.
#CIJ = #CIYx20%
#CI = #CIY + #CIJ Where: #CI = Number of check-in servers including business class counters assuming common use. #CIY = Number of economy class check-in servers assuming common use. #CIJ = Number of business class check-in servers.
Step E: Dedicated facilities Due to the widely varying applications of dedicated facilities from airport to airport, it is difficult to develop a general rule to account for the impact of dedicated facilities on supply. Experience shows the total number of check-in positions should be increased by 30 to 40% for dedicated facilities. Alternatively, planners may calculate and add up the number of check-in servers per alliance or user group if the individual peak loads are known. Example Determine the number of check-in counters for a group of airlines processing 2500 peak hour originating passengers on 10 international flights and a maximum queuing time of 30 minutes. The hour before the peak hour has 1900 passengers (80% of PHP). The demand in the hour after the peak period is 1500 passengers (60% of PHP). Most flights have business class passengers representing about 15% of all passengers. The average processing time is 150 seconds. All checkin facilities are common use.
Step A: Peak 30-minute economy class demand at check-in. No site-specific information is available for the peak 30-minute at check-in. lATA's rules formulae should be used. The average passenger load in the hour before and after the peak hour period is:
Peak 30-minute demand = 2500 (PHP) x 85% (Y class pax) x 25% (from table 1) x 1.47 (from table 2) Peak 30-minute demand = 781 passengers
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•
IATA Airport Development Reference Manual Step B: Determine intermediate result S, using the chart. MOT = 30 min
S = 31
I
150 140 130
MQT10
120 110
^MQT 20
100 90
^MQT 30 ^MQT 40
80 70 60
r
50 40 ^
30 20 10
—
_ —----1----—
I
L
0
,I
100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 2500
c
Step C: Number of check-in servers: economy class and common use.
#c,v = s x ( ^ ) #C
,Y = 31 x (150^C0°ndS)
#CIY = 38.7 = 39 39 economy class counters
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Step D: Number of check-in servers including the desks for business class passengers. #CIJ = #CIY x 0.2 #CIJ = 7.6 = 8 business class counters #CI = 39 + 8 = 47 47 total counters including business class
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F9.10.2 Passport Control Departures The peak 10-minute number of passengers exiting check-in is used to estimate the peak inbound demand at passport control departure. The following rule to thumb is used to determine the number of passport control desks required for departing passengers: Step A: Calculate the peak 10-minute check-in throughput. Step B: Calculate the number of passport control desks required. Step C: Calculate the number of maximum number of passengers in queue assuming a single (bank) queue.
Step A: Calculate the peak 10-minute check-in throughput.
Where: #CIY = Number of economy class check-in servers assuming common use. PTci = Average processing time at check-in in seconds. %J
= % of business class passengers.
Step B: Calculate the number of passport control desks.
#PCD = Peak 10-minute demand from A x
Where: #PCD = Number of passport control desks. PTpcd = Average processing time at passport control in seconds.
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Step C: Calculate the maximum number of passenger queuing (Max # Q) assuming a single (bank) queue:
..
(MQT x #PCD x 60) -------------Pfjicd--------1
MaX#Q = i
Where: MQT = Maximum queuing time in minutes. #PCD = Number of passport control desks. PTpcd = Average processing time at passport control in seconds. Example Step A: Peak 10-minute check-in throughput. We know from the previous example that passengers travel business class.
39
Peak 10-minute demand = #CIY x Peak 10-minute demand = 39 x
economy class desks are required and 15% of the
x (1+%J) x (1.15)
Peak 10-minute demand = 180 passengers
Step B: Number of passport control desks. The average processing time (PTpcd) is 15 seconds #PCD = Peak 10-minute demand from A x ^QQQ^ #PCD = 175 x
(e ol) #PCD = 4.5 = 5 desks Step C: Maximum number of passengers queuing (Max # Q) assuming a single queue and for a maximum queuing time of 5 minutes. Ma x# Q = ÍMQTx#PCDxA0) PTpc Max # Q =
d 15
(5 x 5 x 60) Max # Q = 100 passengers
F9.10.3 Centralized security check The centralized security check system is also designed to process the check-in maximum throughput to ensure overall capacity balance. The rule of thumb is used to determine the number of security servers required. The following procedure is used: Step A: Calculate the peak 10-minute check-in counters throughput. Step B: Calculate the number of security check servers. Step C: Calculate the maximum number of passengers queuing (Max # Q) assuming a single (bank)
Step A: Calculate the peak 10-minute check-in counters throughput.
Where: #CIY = Number of economy class check-in servers assuming common use. PTci = Average processing time at check-in in seconds. %J = % of business class passengers.
Step B: Calculate the number of security check servers.
#SC = Peak 10-minute demand from Step A) x
Where: #SC = Number of security servers. PTsc = Average processing time at security check in seconds.
Step C: Calculate the maximum number of passenger queuing (Max # Q) assuming a single queue:
Where:
MQT = Maximum queuing time in minutes. #SC = Number of security servers. PTsc = Average processing time at security check in seconds. Example Step A: Peak 10-minute check-in throughput. As calculated in the previous example, the 39 economy class desks plus the business class desks generate a peak 10-minute demand of 175 originating passengers. The average processing time is 12 seconds. Peak 10-minute demand = #CIY x Peak 10-minute demand = 39 x
x (1 + %J)
(^^j x (1.15)
Peak 10-minute demand = 180 passengers
Step B: Number of security check servers /PTsc\ #SC = Peak 10-minute demand from A) x l"õõõ~) #SC = 180 x
\600)
#SC = 3.6 = 4 servers
Step C: Maximum number of passenger queuing (Max # Q) assuming a single queue a maximum queuing time of 3 minutes. „ _ (MQT x# S Cx 60) Max # Q =----------==-----------PTsc .. u r s (3 x 4 x 60) Max # Q =-------Y
2-
Max # Q = 60 passengers
F9.10.4 Gate Hold Room The Gate hold room space requirement is based on passenger load, the percentage of passengers seated, and the percentage of passengers standing. The rule of thumb calculates the area required based on aircraft capacity.
Gate hold room space required in m2 = (80% aircraft capacity x 80% seated pax x 1.7) + (80% aircraft capacity x 20% standing pax x 1.2)
Example Assuming an aircraft capacity of 420 passengers, 80% of the passengers seated and 20% standing. Gate hold room space required in m2 = (80% x aircraft capacity x % passengers seated x 1.7) + (80% x aircraft capacity x % passengers standing x 1.2) Gate hold room space required in m2 = (80% x 420 x 80% x 1.7) + (80% x 420 x 20% x 1.2) Gate hold room space required = 538 m2 Note: IATA does not recommend enclosed single flight holdrooms. IATA recommends open spaces allowing shared space between multiple gates. The 80% aircraft capacity expressed within the equation above should be replaced by the peak accumulation for an open hold room.
IATA
Airport Capacity
F9.10.5 Passport control arrivals Arrival flights generate a sudden flow of terminating and transfer passengers at the opening of the aircraft door, while transfer passengers are processed at transfer desks or go directly to a lounge or their connecting flights. The terminating passengers demand arriving at passport control is concentrated over a short period of time; i.e. the time required to exit the aircraft and to walk to passport control. The number of terminating passengers and the sum of the number of exit doors from all the flights during the peak hour are the key demand inputs. The methodology to determine the number of passport control desks is: Step A: Determine intermediate result S using chart provided. Step B: Calculate the number of passport control desks required. Step C: Calculate the maximum number of passengers queuing (Max#Q).
Step A: Determine intermediate result, S, using the following chart.
(PHP x # doors used to exit the aircrafts) 100 Where: S = Intermediate result. PHP = Terminating peak hour passengers. MQT = Maximum queuing time.
0
-f^
0
200 400 600 800 1000 1200 1400 1600 1800 2000
X
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Step B: Calculate the number of passport control desks required.
#PCD = S x
Where: #PCD = Number of passport control desks. Ptpca = Average processing time at passport control in seconds.
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Step C: Calculate the maximum number of passenger queuing (Max#Q) assuming a single (bank) queue is: Max#Q = < M Q T x * P C D x 6 0 > PTpca
Where: MQT #PCD PTpca
Maximum queuing time in minutes. Number of passport control desks. Average processing time at passport control arrival in seconds.
Example Determine the number of passport control desks for 2400 terminating passengers (PHP) on 12 flights for a maximum queuing time of 10 minutes. The average processing time (PTpca) is 30 seconds. One flight is a wide-body aircraft with two exiting doors. The total number of exiting door is thereforel 3. Step A: Determine S. _ (2400 terminating passengers x 13) 100
Y X _
X = 312 S = 13 (see chart)
200 400 2000
600
800
1000 1200 1400 1600 1800
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IATA Airport Development Reference Manual Step B: Number of passport control desks. .PCD = Sx(^)
#PCD = 13 x #PCD = 19.5 = 20 desks
Step C: Maximum number of passenger queuing (Max#Q) assuming a single queue. „_ (MQT x #PCD x 60) Max#Q = J--------==------------PTpca „_ (1 0 x2 0 x60 )
- ^----30- - - -
Max#Q = 400 passengers
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IATA F9.10.6 Number of Baggage Claim Units The number of baggage claim units is determined as follows: Wide-body aircraft
(PHP x PWB x CDW) (60 X NWB) Narrow-body aircraft
(PHP x PNB x CDN) (60 x NNB) Where: PHP
= Peak hour number of terminating passengers, international/domestic transfer passengers, where applicable.
PWB = Proportion of passengers arriving by wide-body aircraft. PNB = Proportion of passengers arriving by narrow-body aircraft. CDW = Average claim device occupancy time per wide-body aircraft (minutes) or assume 45 minutes. CDN = Average claim device occupancy time per narrow-body aircraft (minutes) or assume 20 minutes. NWB = Number of passengers per wide-body aircraft at 80% load factor or assume 320 passengers. NNB = Number of passengers per narrow-body aircraft at 80% load factor or assume 100 passengers. "Please refer to Chapter U — Baggage Handling Systems — Clause U5.3 for confirmation of baggage reclaim sizes for wide body and narrow body aircraft."
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Example Assume 2375 terminating passengers, 80% of these passengers on wide-body aircraft and 20% on narrow body aircraft. Wide-body aircraft BC = BC
(PHP x PWB x CDW) (60 x NWB) (2400 x 80% x 45) = 4.5 = 5 devices (60 x 320)
Narrow-body aircraft BC =
(PHP x PNB x CDN) (60 x NNB)
„ (2400 x 20% x 20) . _ _ . . = (60 x 100) = 1 6 = 2 deV,CeS
D BC
F9.10.7 Arrival Hall The rule of thumb to determine the arrival hall space requirement for greeters and passengers, excluding concessions, is:
A = SPP x
AOV x PHP x VPP 60
Where: PHP AOP AOV SPP VPP
= = = = =
Peak hour number of terminating passengers. Average occupancy time per passenger (minutes) or assume 5 minutes. Average occupancy time per visitor (minutes) or assume 30 minutes. Space required per person (m2) for level of service C or assume 2.0 m2. Number of visitors per passenger.
Example Assume 2400 terminating passengers and 0.7 greeters per passenger.
A = 2080 m2
IATA Airport Development Reference Manual F9.11
IATA RECOMMENDATIONS \
F9.IR.
I
Due consideration for passenger expectations, needs, characteristics and behaviour should be taken into account when planning facilities and determining level of service.
F9.IR.2 L ■:■■-■■:< of sen/ica C should be used as the lower limit to design facilities and to determine the sustainable capacity for the end of the design year.
F9.IÍ.3 The level of service A to E framework should be used to balance capacity between unrelated sub-systems.
F9.ÍR.4 IATA s space and time standards should be used when site-specific standards are not available.
F9.IR.5 Facilities should be designed with full copsideration of the dimensions stipulated in clauses 9.2 to 9.5, unless a site-specific comprehensive study shows they can be modified to provide the required level of service.
F .IR.6 Passei' ffow simulation as stipulated in clause 9.8.2 should be used to optimise existing
facilities, to validate concepts, '§0, when saturation or interaction between subsystems and overflow conditions are expected.
F9.IR.7 The passenger formulae defined in Clause F9.10 should be used as preliminary calculation reference.
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Airport Capacity
SECTION F10: THE AIRPORT SCHEDULING PROCESS F10.1
AIRPORT CAPACITY AND TRAFFIC CONGESTION The capacity of an airport is dependent on the demand for one or more of its limiting components, such as the runway system, aircraft parking positions, gates, passenger terminal throughput (e.g. check-in and baggage delivery) and surface access. Good management of these components will determine the extent to which the airport can reach its full capacity potential. The increasing demand for under constant pressure to the fact that services must be requires them. This causes demand at certain hours of the day.
air transport services implies that all facilities at an airport will remain expand. The problems associated with expansion are complicated by provided to the maximum possible extent at times when the public peaks in certain seasons of the year, on certain days of the week and
Without an expansion in capacity or resolution of the problem by other means, an airport becomes congested at certain times. This occurs when the demand for one or more of its limiting components exceeds capacity in a certain time period. To resolve the situation, airports, ATC authorities, governments and the airlines must continually find the means to develop the capacity of their own elements of the system to satisfy public demand. Increases in capacity should be undertaken to the point where the cost of doing so becomes unreasonable, or where political, sociological or environmental factors form insurmountable barriers. Additionally, all appropriate measures to mitigate congestion by making more efficient use of facilities should be taken. Overall, there are relatively few airports where all components of the facility infrastructure are fully utilised over extended periods of the day. While these airports can generally meet the needs of their customers, there are others that do not have the facilities or infrastructure to meet demand. Before embarking on costly ventures to expand capacity, airports need to regularly assess the actual capacity
217
F10.2
LEVELS OF AIRPORT ACTIVITY
While airports will continue to come under pressure to maximise their capacity potential, the aviation IATA Airport Development Reference Manual industry must deal with the realities of airport congestion and find ways to minimise its impact. Depending on the level of activity at airports, certain procedures to ensure acceptance of airline schedules have been developed to cover various situations. For the purposes of schedule clearance, there are three broad categories of airports: Level 1 Those airports whose capacities are adequate enough to meet the demands of users. Such airports are recognised from a schedule clearance viewpoint as non-coordinated. Level 2 Airports where the demand is approaching capacity and a more formal level of co-operation is required to avoid reaching, if at all possible, an over-capacity situation. These airports are referred to as schedules facilitated. Level 3 Those airports where demand exceeds capacity during the relevant period and it is impossible to resolve the problem through voluntary co-operation between airlines, and where after consultation with all the parties involved there are no possibilities of resolving the serious problems in the short term. In this scenario, formal procedures need to be implemented at the airport to allocate available capacity and coordinate schedules. Airports with such high levels of congestion are referred to as fully coordinated.
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F10.3
Airport Capacity
IATA RECOMMENDATIONS F10.IR1 Change of Level Status Level 1 to Level 2 Having Level 1 status at an airport is the ideal situation for airlines and in the event of facilities coming under pressure from increased demand, any move to change to Level 2 must be discouraged until all practical opportunities for facilities expansion have been exhausted} When after a thorough capacity analysis and full consultation, it is necessary to change the status from Level 1 to Level 2, the relevant authority should notify all interested parties (airlines, airport managing body, government, IATA Manager of Scheduling Services) as soon as a decision is reached to change the status. In any event, that notification in the change of status should be made no later than April 1 for the next Northern Hemisphere Winter Season and September 1 for the next Northern Hemisphere Summer Season. A change in status from Level 1 to Level 2 should only be made after a thorough capacity analysis has been completed by the relevant authority and there has been full consultation with the airlines, ground handling agents, immigration, customs and the airport authority.
Level 2 to Level 3 if elements of the airport infrastructure come under pressure from increase 'affic ievels. or if airlines to adjust their schedules in order to the schedules facilitator is unable to persuade t jf/ng the activity level of the airport to Level 3 cope with capacity limitations, the question ofch may arise. In such a situation, the following will apply:
(a) when incumbem airlines representing more than half of the operations at an airport,
and/or the airport managing body, consider that the capacity is insufficient for actual or planned operations at certain opriods or
(b) when airlines wishing to operate through the airport for the first time encounter serious problems in securing acceptable timings at the airport in question or
(c) when the government responsible for the airport considers it necessary, then the government concerned should ure that a thorough capacity analysis is carried em out as soon as possible, organised by the airp\ methods for capacity assessment. The analysis should examine the critical sub-systems and consider the practicalities of removing capacity constraints through infrastructure or operational changes, with estimates of time and cost required to resolve the problems. In the process of this analysis, the government concerned should ensure that z Mines, ground handling agents, immigration, customs and the airport authority are consulted on the 219 capacity situation. If there is no possibility of resolving the problems in the short-term, either through removal of capacity constraints or by voluntary adjustment of airline schedules, then the airport concerned should be designated as a fully co-ordinated airport. It is imperative that every opportunity is explored to avoid this situation. However, once the decision has been made to change the status of the airport, the government concerned should notify the airport authority, the Co-ordination Committee, the airlines using the airport and the IATA Manager Scheduling Services. In any event, thai notification shouldJ
SECTION F11: COMPUTATIONAL FLUID DYNAMICS F11.1
COMPUTATIONAL FLUID DYNAMICS: OVERVIEW Computational Fluid Dynamics (CFD) analysis can add tremendous value to the design of airport terminal buildings, where the internal and external environments can be predicted well before the airport building ever gets built. This can allow the designer to refine designs to optimize the building performance, safety and energy characteristics. CFD is extensively used to predict the behavior of fires in or around a building. Fire prediction and fire spread scenarios can be evaluated to determine the time it takes a fire to reach a critical point in a building and how long people have to escape a building before heat and smoke takes total control. It is possible to model the effects of sprinkler systems and their effectiveness using CFD software. It is also possible to model the effectiveness of fire escape signage and lighting systems using CFD where it can predict the time it takes for such items to be obscured by smoke. CFD has been extensively used to model the behavior of CO 2 from heating and cooling plants and the affects of airborne emissions from aircraft engines, in an attempt to fine tune airports to have the minimal impact on the local community and the environment. Where advantageous the environmental performance of airport buildings should be evaluated using CFD software, as it gives an approximation of running costs and extreme condition performance characteristics of airport terminal buildings.
F11.2
WHEN TO USE CFD SOFTWARE EFFECTIVELY Figure F11-1 shows a typical medium sized departures hall and the resultant CFD study graphical output (3D visualization is available) where a fire source has been placed in the airside lounge. CFD software is used to statistically and graphically represent the behavior of the fire and the 3D spread of smoke within the terminal. The results have been frozen at a specific time interval sometime after the start of the fire. As well, a people movement evacuation simulation has been produced and frozen at the same time interval, and both sets of data have been overlaid. The combined diagram explains where the smoke would be, its intensity, and what the effectiveness of the size and location of the emergency exits would be. It is likely these terminal exit variables would be changed to assess the best evacuation sequence for the terminal. This use of CFD software is recommended for terminal design. CFD software can also be used in the following areas of terminal and support infrastructure design. Please refer to the table below for areas where CFD software can be utilized effectively.
Table F11-1: Analysis of CFD Effectiveness on Infrastructure Study Area Fire Strategy Study
Objective of Study To determine the effectiveness of the fire strategy for the building. To understand what could happen within the building in a fire situation.
Comments Highly recommended. Useful to use with a people movement simulation developed in parallel.
Heating and Ventilation System Design Study
To understand the effectiveness of the position of the heating and ventilation vents and the mass flow rates of the air and the resultant temperature and water saturation content.
Optional. Useful to airport wishing to minimise long term operational costs.
Environmental Impact Study
The C02 emissions from heating, ventilation and general power plants can be assessed. Useful to understand the effect of de-icing agents on the environment and in particular local rivers.
Recommended. Useful where environmental issues are highly sensitive.
Building Fabric Performance Study
The thermal performance of the building envelop can be assessed, taking account of the internal and external air conditions surrounding the building.
Optional — Can produce useful energy saving design modification options.
Figure F11-1: Example of CFD Fire and Smoke Propagation Study
AIRSIDE
FIRE SOUR CE
SMOKE PROPAGATI ON PROFILE
VE PASSENGERNT MOVEMENT DATA OVERLAY FROM CFDSEPARATE TYPICAL SIMULATION AT STATISTICS SAME OBTAINABLE TIME INTERVAL SPOT TEMPERATUES T1 ,T2,T3 ETC TIME SET AT 4 MINUTES POST FIRE START VOLUME OF GASES AT POINTS V1.V2 V3 ETC GAS TYPE AND DENSITY
F11.3
IATA RECOMMENDATIONS F11 .IR1 Use of CFD Software Fire prediction and fire evacuation scenarios should be evaluated using CFD software to determine safer terminal operation of existing terminals and better design of new terminal buildings. Where it can be demonstrated that CFD studies will provide useful data, which might ultimately improve the design and operation of the airport facility, then environmental performance of airport buildings should be evaluated using CFD software.
IAT A Chapter G — Airport Flight Operations Issues Section G1: Aircraft Characteristics G1.1 Planning Parameters...............................................................................
221
G1.2 Ground Servicing Equipment ...................................................................
232
G1.3 IATA Recommendations ..........................................................................
233
Section G2: Visual Aids G2.1 Visual Aids: Introduction .........................................................................
234
G2.2 Facilities and Requirements for Non-Precision Approach and Landing Operations..............................................................................................
234
G2.3 Facitities and Requirements for Precision Approach and Landing Operations (Cat I) ..................................................................................
235
G2.4 Additional Facilities and Requirements for Precision Approach and Landing Operations (Cat I l/l 11) ..........................................................................
236
G2.5 Visual Docking Guidance Systems...........................................................
237
G2.6 IATA Recommendations ..........................................................................
238
Section G3: Non-Visual Aids G3.1 General — Non-Visual Aids......................................................................
239
G3.2 Facilities and Requirements for Non-Precision Approach and Landing Operations..............................................................................................
239
G3.3 Facilities and Requirements for Precision Approach and Landing Operations (Cat I) ..................................................................................................... 239 G3.4 Additional Facilities and Requirements for Precision Approach and Landing Operations (Cat I l/l 11) .......................................................................... 241 G3.5 IATA Recommendations ..........................................................................
242
223
IATA Airport Development Reference Manual
224
IATA CHAPTER G — AIRPORT FLIGHT OPERATIONS ISSUES SECTION G1: AIRCRAFT CHARACTERISTICS G1.1
PLANNING PARAMETERS The layout of the apron and aircraft stands is dependent on many factors, both technical and financial. With respect to the financial objective of an aircraft stand, it is essential for an airport to be as flexible as possible so that the stand layout can accommodate the optimum number of foreseeable parked aircraft combinations. The planning of the aircraft stand may allow for either dedicated narrow or wide body aircraft. Alternatively, certain modes of operation may require the stands to be configured to permit the mixing of wide body and narrow body aircraft on a single Multi Aircraft Ramping 1 Stand (MARS) layout. All layouts must be technically in accordance with ICAO stand and taxiway layout directives as defined
Figure G1-1: Typical MARS Arrangement
Figure G1-2: Comparable Single Stand
It is essential that the airport can provide the necessary number of stand centerlines, and of the correct type, to accommodate the perceived business forecast and need. To this extent the use of future flight schedules to assess the 'on ground, within stand' times and aircraft types is a necessity. The mix of parked aircraft on the ground and the perceived forecasted growth all then attribute to layout requirements. These requirements are then mapped to the technical limitations of the location, both from an availability of stand area, and to the more technically demanding assessment of soil mechanics. Community environmental issues will need to be addressed and the impact envelope of exhaust and noise emissions from aircraft approaching and parking on the stands will all need to accounted for. Only when all of this information has been analysed can the decision to accommodate a specific stand geometry be concluded.
1
Ramping refers to the centerline of the stand where the nose wheels are driven and ultimately parked.
225
IATA Airport Development Reference Manual
The aircraft apron is part of the terminal complex and is greatly influenced by the choice of terminal concept. However it must also be considered in relation to the taxiway and runway system. The apron can be divided into the following aircraft movement areas:
•
Aircraft Contact Stands (Terminal gate or remote positions) — The area on the apron designated for parking of aircraft.
•
Apron Taxiways — A portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron.
•
Aircraft Stand Taxilanes — A portion of an apron designated as a taxiway and intended to provide access to aircraft stands only.
•
Apron Service Roads — Routes designated for the movement of service vehicles within the apron area.
The apron must be planned in relation to the taxiway and runway system, as well as the terminal buildings, to ensure maximum efficiency, operational safety and allow operational users to provide cost effective standards of service.
G1.1.1 General The airport apron and airside concourse designer should review the following items and factor them in when embarking on the design of future stand layouts:
•
Required aircraft stand combinations.
•
Available stand area.
•
Aircraft clearance criteria.
•
Aircraft manoeuvring capabilities.
•
Airports future master plan development strategy.
•
The requirement to serve aircraft via airbridges.
•
Capital costs.
•
Airline operating schedules.
•
Airport geology/soil mechanics. 226
•
Control tower line of sight requirements.
•
Pilots line of sight for all aircraft considered.
•
Design standards recommended by ICAO Annex 14, Part 1.
•
Position of runway, taxiway and service road locations.
•
Type of push back equipment available.
•
Position of sub soil ground fuel pipelines and hydrants.
•
Local community environmental issues (impact, planning and noise considerations).
•
International and state safety regulations governing airline and airport operations (e.g. FAA, DfT and ACI publications).
•
Aircraft dimensions plus resultant static and dynamic aircraft weights.
•
The architectural concept design of airside concourse and terminal buildings.
IATA
Airport Flight Operations Issues •
Aircraft ground servicing equipment.
•
Fixed servicing installations.
•
Jet blast screening requirements.
G1.1.2 Aircraft Characteristics For every aircraft type manufactured in the world, the aircraft manufacturer publishes a document entitled Aircraft Characteristics for Airport Planning. This document, which may be obtained directly from the respective aircraft manufacturers, contains the minimum aircraft data required for general airport planning. The data presented by manufacturers on aircraft manoeuvring represent the maximum capability in terms of the geometry of each aircraft type. Since airline operational practices vary, it is always necessary for this information to be modified in consultation with user airlines, in order to determine values which are appropriate to the planned function of the apron prior to commencement of detailed design. The following figures listed within this section show the type of planning material that is readily available from the Aircraft Characteristics for Airport Planning documents from most aircraft manufacturers:
•
Aircraft Characteristics (FIG. G1-3a).
•
Aircraft Servicing Arrangement — Typical Turnaround (FIG. G1-4. & FIG G1-5).
•
Aircraft Servicing Points (FIG. G1-6).
•
Theoretical Aircraft Turning Radii (FIG. G1-8).
227
IATA Airport Development Reference Manual Figure G1-3a: Airbus and Boeing Commercial Aircraft Key Characteristics
228
Airport Flight Operations Issues Figure G1-4: Example of Terminal Operations — Turnaround Station for B777 200LR
229
IATA Airport Development Reference Manual Figure G1-5: Example of Aircraft Servicing Arrangement — Typical Turnaround for B777 200LR
. NOTE: : IF THE APU IS USED, ELECTRICAL....................... -. -. — ----.......-.. I PNUEMATIC AND AIR CONDITIONING SCALE TRUCKS ARE NOT REQUIRED 0 10 20 30 40
IATA
Airport Flight Operations Issues Figure G1-6: Table of Aircraft Ground Handling Equipment IATA AHM Number
Length (m)
Width (m)
Area (m)
Height (m)
Turning Radius (m)
Main Deck Loader
932
12.0
4.5
54.0
3.0
20.0
Lower Deck Loader Transporter Aircraft Tow Tractor (Wide Body) Aircraft Tow Tractor (Narrow Body)
931 969
8.5 6.5
3.5 3.5
29.7 22.8
2.9 1.5
12.0 5.5
9.0
2.8
25.2
2.0
7.5
5.5
2.5
13.7
2.3
5.5
Pallet Dolley — Side Loading (End Towing) Pallet Dolley — End Loading (Side Towing)
966
4.5
2.6
11.7
3.0
5.5
966
3.8
3.4
14.4
3.0
5.5
6m ULD Dolly
967
8.0
2.6
20.8
3.5
8.0
Container Dolly
965
4.0
1.8
7.2
2.2
4.5
Baggage Cart Belt Conveyor
963 925
3.5 7.5
1.5 2.0
5.3 15.0
2.0 1.0
6.0 7.6
Passenger Stairs (Wide Body) Catering Truck (Wide Body)
920 927
10.0 9.0
2.5 2.5
25.0 22.5
4.0 4.0
12.2 12.2
Air Conditioning Unit Lavatory Vehicle
6.5 971
2.5 6.5
16.3 2.5
2.5 16.3
6.5 2.2
6.5
Potable Water Vehicle ULD Transport Semi-Trailer (4 Pallet)
970 960
6.5 16.0
2.5 2.5
16.3 40.0
2.2 4.0
8.0 9.0
Tugs (Ramp Tractors)
968
2.5
1.3
6.5
1.7
2.5
Type of Equipment
The IATA Ramp Services and Equipment Group has developed the above table of dimensions of typical aircraft ground handling equipment for use in producing the layout of airport terminal aprons. Numerous models of each type of ground handling equipment are produced by many manufacturers in at least a dozen countries. The dimensions provided should be considered as typical of each type of equipment and should be used as a 'rule of thumb' for general airport planning purposes. Airport Planning Documents published by the aircraft manufacturers give for each model typical servicing arrangements (in composite drawings) identifying each service vehicle. See FIG. G1-5
231
IATA Airport Development Reference Manual Figure G1-7: Example of Aircraft Servicing Points — B777 200LR
232
IATA
Airport Flight Operations Issues
Figure G1-8: Example of Turning Radii, No Slip, and Line of Sight B777 200LR
NOTES: DATA SHOWN FOR AIRPLANE WITH AFT AXLE STEERING ACTUAL OPERATING TURNING RADI MAY BE GREATER THAN SHOWN CONSULT WITH AIRLINE FOR SPECIFIC OPERATING PROCEDURE DIMENSIONS ROUNDED TO NEAREST 0.1 FOOT AND 0.1 METER STEERING ANGLE (DEG) 30 35 40 45 50 55 60 65 70 (MAX)
R1 INNER GEAR FT M 122.4 37.3 97.2 29.6 77.6 23.7 61.7 18.8 48.4 14.7 36.8 11.2 26.7 8.1 17.5 5.3 9.0 2.7
R2 OUTER GEAR FT M 164.8 50.2 139.6 42.5 120.0 36.6 104.1 31.7 90.8 27.7 79.2 24.2 69.1 21.0 59.9 18.2 51.4 15.7
R3 NOSE GEAR FT M 168.8 51.5 147.7 45.0 132.3 40.3 120.7 36.8 111.8 34.1 104.8 32.0 99.5 30.3 95.3 29.0 92.1 28.1
R4 WING TIP FT M 253.0 77.1 228.1 69.5 208.8 63.7 193.3 58.9 180.2 54.9 169.0 51.5 169.1 48.5 150.2 45.8 142.0 43.3
R5 NOSE FT 177.4 157.7 143.6 133.2 125.3 119.3 114.7 111.1 108.5
M 54.1 48.1 43.8 40.6 38.2 36.4 35.0 33.9 33.1
R6 TAIL FT 207.4 186.1 170.3 158.0 148.3 140.4 133.9 128.3 123.7
M 63.2 56.7 51.9 48.2 45.2 42.8 40.8 39.1 37.7
233
IATA Airport Development Reference Manual G1.1.3 Future Aircraft Development Data The introduction of new aircraft types can have a significant effect on apron and stand design and operations at airports. Please refer to Section L1, Current and Future Aircraft Types, of this document for further details. For comprehensive details on aircraft manoeuvring and aircraft parking capabilities please refer to the aircraft manufacturers directly. The implementation of full length of fuselage dual deck aircraft, such as the ICAO code F rated A380, will have a large impact on the planning requirements of aprons and of stands layouts. The following table details some of the differences in Aircraft Characteristic Aircraft Length (m)
Wingspan (m) Height (m) Passenger Capacity (3 class Configuration) Ramp/Stand Weight (Mass — Kg) Maximum Ramp
B747 (400)
B777 (300)
A340 (600)
A380 (800)
A380 (900)
70.7 (Part Double Deck)
73.9 (Single Deck)
75.3 (Single Deck)
72.7 (Full Double Deck)
79m (Full Double Deck)
64.4 19.4
60.9 18.5
63.45 17.3
79.6m 24.1m
79.8m 24.1m
421
386
380
555
656
385,400
340,194
365,009
562,000
602,000
Airport Flight Operations Issues
235
IATA Airport Development Reference Manual The following table is replicated from ICAO Annex 14, Table 3.1, and defines the taxiway minimum separation distances for the various code letters.
Code Letter
1
Distance between taxiway and runway center line (metres) Non-instrument runways Instrument runways Code number Code number 2
3
1
4
2
3
(1)
(2)
(3)
(4)
(5)
4 (6)
A
82.5
82.5
-
-
37.5
47.5
B
87
87
-
-
42
52
C
-
-
168
-
93
D
-
-
176
176
101
-
-
-
_
_
E F
182.5 190
(7)
(8)
(9)
-
center line other than Taxiway center line aircraft to taxiway stand center line taxilane, (metres) center line to object (metres) (10) (11)
Aircraft stand taxilane center line to object (metres) (12)
23.75
16.25
12
33.5
21.5
16.5
44
26
24.5
66.5
40.5
36
107.5
80
47.5
42.5
115
97.5
57.5
50.5
101
Note /. - The separation distances shown in columns (2) to (9) represent ordinary combinations of runways and taxiways. The basis for development of these distances is given in the Aerodrome Design Manual, Part 2. Note 2. - The distances in columns (2) to (9) do not guarantee sufficient clearance behind a holding aeroplane to permit the
G1.2
GROUND SERVICING EQUIPMENT The apron must also provide for the manoeuvring and parking requirements of the various units of ground equipment employed in connection with aircraft handling and servicing. Please refer to FIG. G1-6 for a summary listing of the more common ground equipment types and sizes. For more comprehensive details in this regard please refer to the IATA Airport Handling Manual. Aircraft ground servicing equipment varies considerably according to the types of aircraft and airline methods of operations. Ground servicing equipment includes the following:
236
•
Passenger boarding — All the devices used to transfer passengers between the terminal and aircraft; e.g. airbridges, stairs and transporters.
•
Baggage, cargo and mail processing — All equipment used to transport baggage, cargo and mail between the terminals and aircraft or for loading or unloading at the aircraft. Among the most widely used are tugs and baggage carts, container and pallet dollies, belt conveyors, transporters, loaders and trucks.
•
Aircraft catering and cleaning — All equipment used to provision the aircraft for passenger inflight service; e.g. hi-lift catering trucks, lavatory service trucks, water trucks, cabin service vehicles.
•
Aircraft towing — Tow tractors used for aircraft towing and push-out operations. The size and weight of this equipment is related to the size of the aircraft handled.
•
Aircraft fuelling — Including mobile tankers as well as hydrant dispensers.
•
Other equipment — Including fixed facilities and mobile equipment such as ground power units, air starters, air conditioners, de-icing vehicles, etc.
iata
G1.3
IATA RECOMMENDATIONS G1.IR1 Reference Material The tables and diagrams provided within this section pertaining to the B777 200LR aircraft is typical of the comprehensive data that is made available by the various aircraft manufacturers across the world, and observe the factors defined within clause G1.1.1.
Airport Flight Operations Issues IA TA recommends that airport planners review the airport planning data provided by the specific aircraft manufacturers of interest. The designer should in all instances refer to the manufacturer's latest infomiation. Useful typical aircraft manufacturer's information can be obtained by viewing the following web sites: V
www.boeing.com
G1.IR2 Apron Design Considerations Items such as ground handling equipment types} e.g. catering vehicles employed at airports, should be discussed with the operators of this equipment. Items such as the power and potable water provision equipment should also be specifically accounted|pf:by make, model and usage.
237
SECTION G2: VISUAL AIDS G2.1
VISUAL AIDS: INTRODUCTION Visual aids are designed to increase the conspicuity of the runway, provide visual reference in the final stages of the approach and landing, and to expedite ground movement. Their importance increases as visibility becomes limited. There are three basic groupings of visual aids used by pilots for specific types of positional reference:
• Approach lighting, runway centre line, and runway edge lighting and markings allow pilots to assess lateral position and cross track velocity.
•
Approach lighting and threshold lighting and markings provide a roll reference.
• Touchdown zone (TDZ) lighting and markings indicate the plane of the runway surface and show the touchdown area providing vertical and longitudinal reference.
The visual guidance derived from runway lights and/or markings should be sufficient to ensure adequate take-off alignment and directional control for take-off and stopping, whether after landing or in an emergency. Although additional instruments, such as head-up displays, may enhance the safety of the operation, reference to visual aids is a primary requirement even when some form of ground run monitor and displays based on the use of external non-visual guidance are being used. The criteria for approach lighting, runway lighting and runway markings are contained in Annex 14, Volume I. Visual aids are also important for the safe and expeditious guidance and control of taxiing aeroplanes. Special attention is required for taxiway lighting, stop bars and signs. Annex 14, Volume I, contains specifications for markings, lights, mandatory- and information- signs (see Annex 14 Figure 5-6 Taxiway marking, Figure 5-7 Runway Hold Position Markings) and markers. Requirements may vary, but they consist of markings and signs supplemented by taxi holding position lights to denote holding positions, taxiing guidance signs and markings on the centre lines and edges of taxiways.
G2.2
FACILITIES AND REQUIREMENTS FOR NON-PRECISION APPROACH AND LANDING OPERATIONS For non-precision approach and landing operations the visual aids for paved instrument runways required by Annex 14, Volume I are: (a) Markings:
•
Runway designation.
•
Runway centre line.
•
Threshold.
•
Fixed distance.
•
Runway side stripe, where there is a lack of contrast.
•
Taxiway centre line markings, from the runway centre line.
IATA
Airport Flight Operations Issues (b) Lights:
G2.3
•
Approach slope indicator system (PAPI, VASIS).
•
Simple approach lighting system.
•
Runway edge lights, where the runway is intended for use at night.
•
Stopway lights, where a stopway is provided.
FACILITIES AND REQUIREMENTS FOR PRECISION APPROACH AND LANDING OPERATIONS (CAT I) For Category I precision approach and landing operations the visual aids for paved instrument runways required by Annex 14, Volume I, are: (a) Markings:
•
Runway designation.
•
Runway centre line.
•
Threshold.
•
Fixed distance.
•
Touchdown zone.
•
Runway side stripe, where there is a lack of contrast.
•
Taxiway centre line markings, from the runway centre line.
•
Taxi-holding position marking.
(b) Lights:
•
Approach slope indicator system (PAPI, VASIS).
•
Precision approach Category I lighting system.
•
Runway edge, threshold and end lights.
For Category I precision approach and landing operations the following visual aids are also recommended by Annex 14, Volume I: (a) Markings: •
Runway side stripe.
(b) Lights:
•
Runway centre line lights, under specified conditions.
•
Taxi-holding position lights, where there is a need to improve the conspicuity of the lighting of the holding position.
239
IATA Airport Development Reference Manual G2.4
ADDITIONAL FACILITIES AND REQUIREMENTS FOR PRECISION APPROACH AND LANDING OPERATIONS (CAT ll/lll) Approach, threshold, touchdown zone, runway edge, centre line, runway end and other aerodrome lights are required in compliance with Annex 14, Volume I, appropriate to the category of operation for which a runway is intended. Where the runway may in future be upgraded so as to be suitable for Category II and III operations, it is advantageous to provide the necessary improved lighting during the initial construction or resurfacing of precision approach runways. This would eliminate the need for extensive future modifications. For daylight operations, experience has shown that surface markings are an effective means of indicating the centre lines of taxiways and holding positions. A holding position sign is required at all Category II and III holding positions. Signs may also be needed to identify taxiways. Taxiway centre line lights or taxiway edge lights and centre line markings providing adequate guidance are required for Category II and III operations. The conspicuity of runway markings and taxiway markings deteriorates rapidly, particularly at airports with higher movement rates. Frequent inspection and maintenance of markings cannot be overemphasised, especially for Category II and III operations. Stop bars can also make a valuable contribution to safety and ground traffic flow control in low visibility operations. The primary safety function of the stop bar is the prevention of inadvertent penetrations of active runways and Obstacle Free Zones by aircraft and vehicles in such conditions. Stop bars when provided should be used at least in visibility conditions corresponding to RVRs to less than 350 metres (CAT III). They also may contribute, in conjunction with other elements of the SMGCS, to effective traffic flow when low visibility prevents ATC from effecting optimum flow and ground separation by visual reference. It may also be advantageous to partly automate the operation of selected stop bars so that the air traffic controller will not be required to operate them manually every time, thus avoiding possible human errors. For example, manual switch-off of a stop bar after issuance of a movement clearance would be followed by an automatic re-illumination by the crossing aeroplane. Or a 'limited visibility' setting on the control panel would automatically illuminate stop bars across taxiways which are not to be used in limited visibilities. It will be possible that some lights in a particular system may fail, but if such failures are distributed in a manner that does not confuse the lighting pattern, the system may be regarded as serviceable. It is both difficult and expensive to provide monitoring of individual lights, except by regular inspection of all sections of the lighting system, and consideration may, therefore, be given to monitoring only the lighting circuits. To help safeguard recognisable patterns in the event of failure of a single circuit, circuits should be interleaved so that the failure of adjacent lights or clusters of lights will be avoided.
240
IATA G2.5
Airport Flight Operations Issues VISUAL DOCKING GUIDANCE SYSTEMS With the adoption of nose-in parking and use of aircraft loading bridges, it is necessary to provide a guidance system to assist the pilot in positioning his aircraft accurately. The Civil Aviation Publication (CAP) 637 entitled Visual Aids Handbook, produced by the Civil Aviation Authority in the United Kingdom, should be referred to as current best industry practice on AGNIS/PAPA installations and their subsequent usefulness. The following are topics which must be addressed during the planning and development of visual docking guidance systems: Pilot Responsibility The pilot should be provided with a system which guides him accurately to the final parking position for his aircraft without ambiguity, and indicates to him his rate of closure with the desired stopping position. Accuracy The system must provide the accuracy of parking which is required on the particular airport or apron, and this should be established by airport authorities and airlines jointly. Points to be considered include:
•
The clearances involved. For some aircraft this includes distances between the pitot tube probes and the forward edge of the passenger door when open (i.e. B737).
•
The performance of the loading bridges.
•
The positions of fuelling hydrants and dispenser hose lengths available.
•
The space required for all apron servicing activities including ULD loading/unloading.
When fixed loading bridges are installed, the docking guidance system must be particularly reliable as the accuracy of this system must match the tolerance of the proposed fixed bridge. On aprons serviced by apron-drive loading bridges, parking accuracy requirements may be less stringent. Multi-Aircraft Type Capability The system must accommodate as many different aircraft types as are likely to operate and this factor should be established by airport authorities and airlines in joint consultation. In a multiaircraft system the problem of providing stopping guidance is more difficult and it is important that the correct stopping position for the specific aircraft type using the stand should be clearly identifiable by the pilot, irrespective of his height above apron level.
241
IATA Airport Development Reference Manual G2.6
IATA RECOMMENDATIONS G2.IR1 ICAO Annex 14 Parts 1 and 2 IATA recommends the application of the ICAO Annex 14 Standards and Recommended Practices, pertaining to the design of runways, taxiways and parked aircraft stands. V
1
G2.IR2 Precision Approach Path Indicators Precision Approach Path Indicator (PAPI) installations should supersede or replace other visual approach síêPg indicator systems as soon as practically possible. Where a visual approach slope indicator system is installed on an ILS runway, it is recognised that the signals received from the (non-precision) visual system may conflict with the ILS signals in such a manner as to cast doubt on the safety or validity of the precision approach guidance being provided by the ILS . IATA endorses the visual approach slope indicator systems specified in Annex 14, as follows: Precision Approach Path Indicator (PAPI) — As the ICAO International Standard, replacing the present VASIS Standard after January 1, 1995. VASIS and 3-bar VASIS January 1, 1995.
—
Specified in Annex 14 as the International Standard until
Regardless of the protection date of January 1, 1995, for VASIS and 3-bar VASIS, IATA advocates the immediate installation of PAPI. V___________________________________ . ___________________________>
Airport Flight Operations Issues
IATA SECTION G3: G3.1
NON-VISUAL AIDS
GENERAL — NON-VISUAL AIDS The term 'non-visual aids' refers to the approved radio and radar aids used to assist the pilot in carrying out approach and landing under cloud or other visibility-impairing conditions. In conditions of moderate cloud base and visibility, the purpose of the aid is to establish the aircraft in a position from which the pilot can safely complete the approach and landing by visual means, and in such conditions a relatively simple aid may well suffice. In very low cloud base and/or visibility conditions, visual contact may not be available to the pilot and a much more accurate and reliable system will be required to effectively locate the aircraft. Specifications for radio and radar aids are given in ICAO Annex 10, Volume I. The criteria for terminal area fixes and information on the construction of instrument approach procedures are given in PANSOPS (Doc 8168), Volume II. The non-visual aids for which standards have been defined range from non-precision aids such as VDF, NDB, VOR, surveillance radar, ILS localizer only and MLS azimuth only, to the precision approach aids PAR and complete ILS/MLS. In general terms the non-visual aids can support operations in decreasing cloud base and visibility conditions in the order listed.
G3.2
FACILITIES AND REQUIREMENTS FOR NON-PRECISION APPROACH AND LANDING OPERATIONS Non-precision approach aids provide azimuth and/or distance information only. When using a single non-precision aid for an instrument approach, the position of the aircraft can only be fixed by overflying the facility. Position fixes may also be obtained by an intersection of bearings or radiais from more than one navigational facility, or by the use of DME or marker beacons in association with azimuth guidance. En-route surveillance radar generally may be used to provide fixes prior to the final approach fix. Terminal area radar may be used to identify any terminal area fix including step down fixes after the final approach fix. It is essential that all non-precision aids be ground- and flight-checked at the time of commissioning, and at regular intervals thereafter.
G3.3
FACILITIES AND REQUIREMENTS FOR PRECISION APPROACH AND LANDING OPERATIONS (CAT I) Precision approach aids provide vertical (i.e. glide path) information in addition to azimuth guidance and, possibly, distance information. The ICAO standard non-visual precision approach aids are ILS and MLS. ILS is the aid in common use while MLS is in the process of evaluation/introduction. PAR is also recognised as a precision approach aid. ILS ground equipment comprises a localizer, a glide path and at least two marker beacons, or, where the siting of marker beacons is impracticable, a suitably sited DME, provided that the distance information so obtained is operationally equivalent to that furnished by marker beacons. ILS may be used for ail categories of operations, but the beam structure specifications, monitoring requirements and continuity of service requirements are more stringent for Category II and III operations (see clause G3.4). MLS ground equipment comprises azimuth and elevation transmitters, DME and for some
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IATA Airport Development Reference Manual It is essential that all ILS/MLS installations be ground- and flight-checked at the time of commissioning and at regular intervals in accordance with the requirements of Annex 10, Volume I, Part I, to ensure an adequate and uniform standard of non-visual guidance. In the event that a facility fails to meet the requirements for which it was commissioned, or if a routine flight test cannot be completed within the appropriate time interval, its status must be reviewed and the facility downgraded as necessary. Users should be advised of changes in ILS/MLS status through the AIS. Guidance material on flight testing is contained in the Manual on Testing of Radio Navigation Aids. To ensure that the integrity of the guidance signal radiated by the ILS/MLS is maintained during aircraft approaches, all vehicles and aircraft on the ground must remain outside the ILS/MLS critical areas as described in Annex 10, Volume I, Attachment C to Part I. If a vehicle or aircraft is within the critical area it will cause reflection and/or diffraction of the ILS/MLS signals which may result in significant disturbances to the guidance signals on the approach path. Diffraction and/or reflection may also be caused by one or more large aircraft or vehicles in the vicinity of the runway. This may affect both the glide path elevation and localizer azimuth signals. This additional area, outside the critical area, is called the sensitive area\ The extent of the sensitive areas will vary with the characteristics of the ILS/MLS and the category of operations. It is essential to establish the level of interference caused by aircraft and vehicles at various positions on the airport so that the boundaries of the sensitive areas may be determined. Critical areas must be protected if the weather conditions are less than 800 ft (250 m) cloud base or 3000 m visibility when instrument approach operations are being carried out. Various ILS ground installations of suitable quality are routinely used to gain automatic approach and landing experience in visibility conditions permitting visual monitoring of the operation by the pilot. They should therefore be protected by interlocks from interference due to the simultaneous radiation of opposite direction localizer beams (Annex 10, Volume I, Part I). Where this is impracticable for technical or operational reasons, and both localizers radiate simultaneously, pilots should be notified by the appropriate ATS unit, by ATIS broadcast, by NOTAM, or in the relevant part of the AIP. Similar harmful interference can occur if aircraft in the final phase of approach or roll-out pass closely in front of the ILS localizer antenna serving another runway. The provisions listed above should therefore be applied to any such installations where experience shows this to be necessary. The interim policy for MLS protection should be the same as that outlined for ILS mentioned above, until such time as more definite information is available and has been operationally validated. It is possible for ILS signals in space to be affected by the presence of signals from radio and television transmitters, citizen band radios, industrial plasma welders, spark erosion equipment, etc. The MLS system design and signal spectrum protection have been selected to protect against interference. Periodic measurements should be made, the level of any signals detected, and then these can be compared with an accepted maximum. Such measurements can be made by positioning a wide frequency band receiver in the vicinity of the middle marker. Complaints by flight crews of signal disturbances should be investigated, and special flight checks
1
Terminology and protection criteria for ILS/MLS critical and sensitive areas may vary between States. For example, some States use the term 'critical area' to refer to both ICAO critical and sensitive areas as specified in Annex 10. Thus, when terms used or protection provided
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IATA
G3.4
Airport Flight Operations Issues
ADDITIONAL FACILITIES AND REQUIREMENTS FOR PRECISION APPROACH AND LANDING OPERATIONS (CAT ll/lll) The ILS ground equipment must meet the facility performance requirements specified in Annex 10, Volume I, Part I. The guidance material in Attachment C to Part I of that document also provides information for the planning and implementation of the ILS. The Manual of Testing of Radio Navigation Aids (Doc 8071) provides guidance on ground and flight testing of radio navigation aids; Volume II of the manual is concerned with ILS facilities. The quality of the ILS signals in space is not determined solely by the quality of the ground equipment; the suitability of the site, including the influence of reflection from objects illuminated by the ILS signals and the manner in which the ground equipment is adjusted and maintained, also has significant effect on the quality of the signal received at the aircraft. It is essential that the ILS signal in space is flightchecked in order to confirm that is meets in all respects the appropriate standards of Annex 10, Volume I, Part I. All facilities associated with the ILS ground equipment must be monitored in accordance with the requirement of Annex 10, Volume I, Part I. Guidance material on monitoring is contained in Attachment C to Part I of Annex 10, Volume I. ILS critical and sensitive areas must always be protected if the weather conditions are lower than 60 m (200 ft) cloud base or 600 m RVR (i.e. CAT ll/lll conditions) when instrument approach operations are being carried out. In the latter case, aircraft which will overfly the localizer transmitter antenna after take-off should be past the antenna before an aircraft making an approach has descended to a height of 60 m (200 ft) above the runway. Similarly, an aircraft manoeuvring on the ground, for example when clearing the runway after landing, should be clear of the critical and sensitive areas before an aircraft approaching to land has descended to a height of 60 m (200 ft) above the runway. The protection of these areas when the weather conditions are better than the minimum specified above will facilitate the use of automatic approach and landing systems, and will provide a safeguard in deteriorating weather conditions and when actual weather conditions are lower than is reported. To ensure that the integrity of the guidance signal radiated by the ILS is maintained during aircraft approaches, all vehicles and aircraft on the ground must remain outside the ILS critical and sensitive areas as described in Annex 10, Volume I, Attachment C to Part I, when the aircraft on final approach has passed the outer marker. If a vehicle or aircraft is within the critical area it will cause reflection and/or diffraction of the ILS signals which may result in significant disturbances to the guidance signals on the approach path. Additional longitudinal separation between successively landing aircraft contributes to the integrity of ILS guidance signals. Diffraction and/or reflection may also be caused by large aircraft in the vicinity of the runway which may affect both the glide path and the localizer signals. This additional area, outside the critical
1
Some States do not distinguish between critical and sensitive areas as defined in Annex 10. These States define instead an area, larger than that defined in Annex 10, but still called the critical area. In addition, this area is protected when an arriving aircraft is within the middle marker, or when cloud and visibility conditions are below specified values. This affords protection equivalent to that described above.
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IATA
Airport Development Reference Manual The reliability of the ILS ground equipment is a measure of the frequency of unscheduled outages which may be experienced. Reliability will be increased by providing on-line standby equipment and by duplication or triplication of key functions, including power supplies. The lowest value of operating minima can only be achieved with ILS that have high standards of reliability. The specifications in Annex 10, Volume I, Part I, indicate the total maximum periods of time allowed outside the specified performance limits for each ILS facility performance requirement. For Category III operations it is requested to publish the classification of the ILS ground equipment in the Aeronautical Information Publication
G3.5
IATA RECOMMENDATIONS G3.IR1 ICAO Annex 10 Specifications for radio and radar aids are given in ICAO Annex 10, Volume I. The criteria for terminal area fixes and information on the construction of instrument approach procedures are given in PANS-OPS (Doc 8168), Volume II.
G3.IR2 Specification Between ILS Critical and Sensitive Areas Certain States fail to distinguish between critical areas and sensitive areas, or else employ these terms not fully in accordance with the definitions specified in, ICAO Annex 10. When terms used or protection provided require clarification, information should be made precisely clear between relevant operators or States.
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IAT A Chapter H
— Airport Security
Section H1:
General Principles
H1.1 Airport Security: Introduction................................................................
245
H1.2 IATA Recommendations ........................................................................
245
Section H2:
Passenger Operations
H2.1 Introduction and General Principles......................................................
246
H2.2 Site Evaluation and Layout of Facilities..................................................
246
H2.3 Isolated Aircraft Parking Positions .........................................................
247
H2.4 Support Operations ...............................................................................
248
H2.5 General Aviation ....................................................................................
248
H2.6 Minimising the Effects of an Explosion ..................................................
248
H2.7 Minimising the Effect of an Attack Upon People ....................................
251
H2.8 Passenger Terminal Building .................................................................
251
H2.9 Access Control .......................................................................................
254
H2.10 Passenger Security Screening Areas .....................................................
255
H2.11 VIP Facilities..........................................................................................
255
H2.12 Perimeter Security.................................................................................
256
H2.13 Vulnerable Points ...................................................................................
257
H2.14 Security Lighting....................................................................................
257
H2.15 Closed Circuit Television (CCTV) ...........................................................
257
H2.16 IATA Recommendations ........................................................................
258
Section H3: Cargo Operations H3.1 Cargo Security Overview ......................................................................
260
H3.2 Regulated Agent Status ........................................................................
260
H3.3 Known Shipper/Consignor .....................................................................
261
H3.4 Valuable Cargo........................................................................................
262
H3.5 Post Office Mail ......................................................................................
262
H3.6 Courier and Express Parcel Consignments.............................................
263
247
IATA Airport Development Reference Manual H3.7 Unknown Cargo......................................................................................
263
H3.8 Unknown Shippers ................................................................................
263
H3.9 Unaccompanied Baggage .....................................................................
265
H3.10 IATA Recommendations ........................................................................
265
248
IAT A CHAPTER H — AIRPORT SECURITY SECTION H1: GENERAL PRINCIPLES H1.1
AIRPORT SECURITY: INTRODUCTION ICAO Annex 17 to the Chicago Convention requires that the architectural and infrastructure requirements necessary for the optimum implementation of civil aviation security measures are integrated into the design and construction of new facilities, as well as into any alterations that might be undertook to existing facilities. . .•: To take adequate account of aviation security requirements in all new facilities, redevelopment of existing facilities and redevelopment of airports, it is recommended that the appropriate authority establish national criteria which should be used in planning and design so as to maintain the integrity of the nation's civil aviation security programme. The criteria should allow the architects and designers sufficient flexibility to respond to the circumstances of each airport and its operations (accomplished by allowing a range of options for achieving the desired objective), and by encouraging architects and designers to identify innovative approaches. There is also need to consider and judge the degree of exposure or risk to which a building or facility may be subjected if the threat level increases, and the steps that may become necessary to upgrade buildings or facilities and their operation to meet the increased threat. In establishing any criteria, it is essential that the security requirements be kept realistic and economically viable, and that they be able to allow for the appropriate balance between the needs of aviation security, safety, operational requirements and facilitation. The criteria should also include provisions to ensure that the airport design facilitates the implementation of contingency measures. Once the criteria are established it is essential that they be made available to designers, who will need to understand the security problem and the manner in which the criteria meet the requirements. While the designers may not be fully informed about the basis of the threat analysis, they do need
H1.2
IATA RECOMMENDATIONS H1.IR1 Airport Security Programme Each airport should develop a security development rolling master programme. This working document is intended to reflect the changes in national and international threat levels on a quarterly basis. The programme should include any field trials of new technology in the operational environment, and also propose the strategically placed updating of newer security technology and protocols within the airport. This could include but may not be limited to Hold Baggage Screening development plans and the integration of biometric technologies.
H1.IR2 Security Programme and Trial Results Each airport is required to establish and implement a written airport security programme in accordance with the ICAO Annex 17 Standard, and should issue a report of the technical conclusions of any field trials. Field trial results of security equipment should be e-mailed to:
[email protected]
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IATA Airport Development Reference Manual
SECTION H2: PASSENGER OPERATIONS H2.1
INTRODUCTION AND GENERAL PRINCIPLES As discussed in section H1.1, an effective airport security plan should be the extension of nationally conceived and adopted aviation security criteria, and will benefit from designers and planners being able to integrate the principles of a nation's aviation security programme into the structural as well as operational parameters guiding the development of an airport's passenger systems and other infrastructure. Key security concerns that need to be considered in the planning, design and enhancement of overall airport security should include the following: (a) Preventing the introduction of weapons, explosive or dangerous devices by any means into the airport or aircraft by:
•
Detection.
•
Ensuring the security of channels by which passengers, baggage, personnel, cargo, mail and other goods and vehicles access aircraft.
•
Ensuring the segregation of passengers who have been screened from those who have not.
•
Controlling access to and movement within the airside and security restricted areas.
(b)
Facilitating implementation of the airport emergency plan during a crisis such as a bomb alert, act of unlawful seizure or an aircraft disaster.
(c)
Minimising the effect of an explosion or incendiary device on persons or facilities by incorporating design features to limit casualties and damage.
H2.2
SITE EVALUATION AND LAYOUT OF FACILITIES When designing or redesigning airport facilities, there are many factors which could influence site evaluation and the layout of facilities. When designing or redesigning airport facilities the security considerations and implications should take into account:
•
The airport location.
•
The size and topography of the airport site.
•
The location of adjacent transport and support facilities.
250 H2.2.1 Terminal Building (Landside Area) In deciding the layout of the terminal building landside area, special security consideration should be given to the following: Road layout. Access control posts. Car parks. Landscaping and boundaries. Terminal forecourts. Lighting and signage. Emergency services access.
Airport Security H2.2.2 Airside Development Airside development should provide for the following security measures:
•
Physical security measures for the airport perimeter and restricted security areas.
•
Perimeter roadways and other access roads for patrol purposes.
•
Security and apron lighting.
• Perimeter and security area vehicle and pedestrian access points, including automatic access control systems.
•
Electronic intruder detection systems.
• Isolated aircraft parking positions for searching aircraft subject to a specific threat or an act of unlawful seizure.
•
A blast containment area for suspect explosive devices.
•
Explosive detection equipment for cargo containers and pallets.
•
Facilities for the kenneling and training of explosive detecting patrol dogs.
•
A simulation chamber.
If the installation of an automatic access control system is envisaged at a later stage of airport development, provision should be made at the earliest stages of runway and taxiway construction for an automatic access control system power supply, as well as data transmission trenches and conduits. Similar provisions for the future installation of intrusion detection systems, electronic alarms, and video and data transmission networks should also be made in terminal buildings and at vulnerable point locations.
H2.3
ISOLATED AIRCRAFT PARKING POSITIONS An isolated aircraft parking position should be located at the maximum distance possible from other aircraft parking positions, buildings or public areas, and the airport perimeter. Planners should keep in mind that the isolated aircraft parking position can also be used in the event of an aircraft hijacking or bomb threat. If taxiways or runways pass within this area, they may have to be closed to normal operations when a 'suspect' aircraft is in the area. Planners should seek input on ideal locations for these positions from the security or law enforcement agencies which would respond to such incidents. The isolated aircraft parking position may also serve as a 'security parking area', where an aircraft threatened with unlawful interference may be parked as long as necessary, or else positioned for the loading or unloading of passengers. It may also be necessary to remove and examine cargo, mail and stores from an aircraft during bomb threat conditions. Care should be taken to ensure that the position is not located over underground utilities such as gasoline or aviation fuel networks, water mains, or electrical or communications cables. Such parking areas would ideally be located so as to eliminate the possibility of unauthorized persons physically
251
IATA Airport Development Reference Manual H2.4
SUPPORT OPERATIONS A precise inventory of support operations and other non-aviation activities should be drawn up at the initial planning stage so that a decision can be made concerning the location of each of these activities. The following basic principles should govern this decision:
(a) Except for those which have a direct and permanent link with air transport operations, the
number of non- and para-aviation activities located on the airside should be restricted as much as possible. Hotels and freight forwarders' buildings and facilities should not be located on the airside.
(b) When facilities for support operations and other non-aviation activities do have to be located on the airside (for example to enable them to have access to the runways), they should:
•
Be located away from the airport's passenger and cargo buildings and vulnerable points.
•
Whenever possible, be isolated within the airside area.
(c) Private airside access points through those buildings or facilities should:
H2.5
GENERAL AVIATION Here the security principle to be followed is that of segregation; the purpose of which is to keep movement of persons and vehicles between the general aviation area and the main terminal areas to the strict minimum. These movements relate mainly to fuelling operations, meteorological services and the airport control reporting office.
H2.6
MINIMISING THE EFFECTS OF AN EXPLOSION An explosive or incendiary device brought into the vicinity of a terminal or infiltrated onto an aircraft is likely to contain up to 5 kilograms of high-performance military explosive. Such a device can be concealed in a wide variety of containers. Explosive devices produce two types of fragments: primary and secondary. Primary fragments are created from the device and its containers (timing mechanisms, buckles and zips of bags, locks and hinges of briefcases, waste bins and their contents, etc.). The primary fragmentation effect can be enhanced by the inclusion in the device of metal objects (bolts, screws, nails, etc.). Secondary fragments are created by the blast wave destroying friable materials (glazing, masonry, false ceilings, lightweight partitions, etc.) as it travels out from the explosion's source. Typically, the distance over which primary fragments can cause casualties is approximately twice that of secondary fragments. Therefore, to be reasonably certain of preventing casualties from the fragmentation effect of a device introduced by hand into a public area, a clear zone greater than 60 metres in radius would have to be formed around the suspect object. While prevention is the ideal, it is for practical operational purposes almost impossible to achieve in a normal airport environment. The most practical position is to accept the possibility that, despite surveillance, patrolling, security awareness of all staff and the public, an explosive or incendiary device may still be brought into a public area of a terminal and a detonation can still occur. It is, however, possible to minimize the effects of, and reduce the casualties resulting from, the consequential explosion or fire by: • Designing the terminal areas accessible to passengers and the public to facilitate patrols and surveillance, concealed and to reduce or eliminate places where explosive or incendiary devices may be • Using the appropriate glazing securely fixed into robust frames or mullions and transoms with sufficient rebate depth. The frames or glazing support systems to be securely fixed to the structure.
252
•
Ensuring that roofing, cladding, false ceilings, etc., are securely fixed, as large panels or items which become detached can cause considerable injury and damage.
•
Employing materials used in the internal fitting-out of the public and retail areas of the terminal that will minimise casualties and damage following an explosion, or fail in such a way which will minimise the formation of secondary fragments.
•
Ensuring that items such as waste receptacles are portable, so that they can be removed in the event of an increase in threat, or be of a type which will facilitate inspection to ensure that nothing dangerous has been concealed inside. Alternatively, litter receptacles may be constructed into walls in a manner which would allow garbage to be deposited into an external container.
•
Ensuring that materials used within terminal buildings, for example as upholstery on seating and for false ceilings, are fire resistant and do not give off toxic fumes or smoke. A vehicle bomb is likely to contain large amounts of explosive. It is difficult to prescribe practical measures to strengthen a structure to withstand totally the force of such an explosive device. Some Distance of explosive device from building up to 5
Effect on a building using modern framed construction Severe damage to facade,
5 — 10
Severe damage to facade, in some buildings local to bomb
Major collapse
10 — 15
Moderate damage to facade
15 — 20
Minor damage to facade
Damaged beyond repair Serious damage (but repairable)
20 — 30
Superficial damage
Moderate damage
possible local collapse in some buildings
Effect on loadbearing masonry Total collapse
It is apparent that a building of modern framed construction will experience less damage. The key elements of modern frame construction are:
(a) The building is of frame construction, having reinforced concrete or structural steel and concrete floor slabs (precast concrete frames and floor slabs should be avoided).
(b) The frame is designed to be sufficiently robust whatever the building height. The horizontal
shear forces at a given floor level should be calculated as an equivalent of a minimum of five storeys above.
(c) In the case of steel frame construction, beam/column connections should be designed for load reversals).
(d) Additional robustness for steel frame construction can be achieved by encasing the perimeter beams and columns in concrete.
(e) Generally, the construction of the roof should be similar to that of the floor slabs. Architectural
Windows may be broken at distances of up to 120 metres, although glass may fall from a building at a distance of 60 metres. Unprotected normal annealed glass can break at a distance of up to 50 metres from ground zero. This distance can be reduced to 30 metres by the application of antishatter film, which has the further advantage of reducing the time required to clean up, since large quantities of the glass remain glued to the film. While some terminal designs minimize the use of glazing on their outer skin, most normally incorporate the maximum use of such materials and so it is essential to understand the failure mechanism of glass types. While it is not practical to undertake substantial re-glazing of existing facilities, there are a variety of steps which can be taken to reduce the risk of injury caused by flying glass. It is preferable that the external landside aspect of the terminal building be as low as possible and have as little glazing and cladding as possible. This may be achieved by having offices or similar facilities backing onto this aspect. It is recognized that such an arrangement is unlikely to be practical for many locations, and that many such aspects will continue to contain a great deal of cladding and glazing. Where forecourt areas are covered by canopies it is recommended that they be so constructed that structural components will remain in place in the event of an explosion, but that the All vehicles should be kept at least 50 metres away from the frontage of the terminal. Ideally, the forecourt roads should be at a lower level, creating a sloping ramp which would act as a blast deflector should a car bomb be detonated. However, this solution usually conflicts with facilitation and design and is therefore unlikely to be adopted in most locations. An alternative is to ensure that no shortor long-term vehicle parking is allowed within 50 metres of the terminal and that the forecourt roads are sufficiently policed to ensure that no unattended or unauthorized vehicle is allowed to be left on them. Efficient response and rapid vehicle removal are required, especially when short-term vehicle parking is permitted at the passenger terminal curbs. The pavement area of the forecourt should have solid posts placed at intervals or some form of barrier system to prevent any vehicle from mounting the pavement or entering the terminal.
H2.6.1 Materials When fitting out the public areas of the terminal, materials should be used that will fail following an explosion in such a way as to minimise the formation of secondary fragments and thus casualties and damage. The following actions should be taken:
•
Avoid brittle materials such as glass or rigid plastics which can break into sharp fragments.
•
Use materials which are flexible and strong (e.g. polycarbonate, metal sheet and possibly toughened glass), ductile (metal sheet, laminated glass), or weak and soft (plasterboard, hardboard wood wool, foam-filled sandwiches).
•
Provide appropriately strong fixings, ideally with the same resistance capacity as the material being secured. This may mean recommending that inner sheets (away from a blast) be screwed rather than nailed or screwed through additional surface plates or battens to prevent screws being torn out.
•
Minimise opportunity for collapse of light structures. This may mean that booths, concessionary accommodation, etc., should be designed to resist blast loads even though they will be within the sheltered concourse.
H2.7
MINIMISING THE EFFECT OF AN ATTACK UPON PEOPLE The concern addressed here is that of an attack against a specific group of passengers or staff, either because of their nationality or the nationality of the carrier with which they intend travelling. Such an attack would probably use automatic weapons and grenades. It is also possible for such an attack to be indiscriminate. Within multi-storey terminal buildings, the likelihood of having landside balconies overlooking checkin areas is high. It is equally likely that the public has access to them and that commercial exploitation demands that the facilities available on the first floor or balcony area be readily seen from the ground floor or check-in area. Unrestricted access to areas overlooking a check-in zone should therefore not provide a line of fire or the ability to throw grenades. As it is an unrestricted public area, the considerations already discussed in relation to glazing and building materials also apply. To allow natural light to enter the building, and so as not to diminish unnecessarily the visual impact of the balcony facilities, screening should normally be of glass, the choice being between toughened or laminated toughened. Ideally, the glazing should reach from floor to ceiling but, where this is not possible, the minimum height of such screening should be 2.3 metres. The space between the top of the screen and ceiling should be filled so as to prevent the lobbing of explosives. The manner in which this can be achieved will depend upon environmental and ventilation needs, weight constraints, aesthetics and cost. Access to the first floor or balcony from the ground floor or check-in area should be similarly protected from the balcony level down to a height above the lower floor at which line of sight and fire is no longer possible. A suitably designed 'glazed cage' can achieve the required results if the glazing is of the necessary standard. At major airports and those handling certain high-risk flights, there is a need to protect designated check-in operations against attack, by means of either a permanent, protected facility or temporary/ portable screening which can be moved into place. The screening of high-risk flights should have protective qualities capable of minimizing the effects of an attack which may involve the use of firearms and grenades as well as suitcase bombs. A normal check-in area can be converted into a protected check-in area by means of ceiling-hung bullet/blast resistant screens, which can be pulled into place when needed. The check-in screening should be opaque, lightweight, durable and easy to store, and should where possible be of specifications that would limit the possible use of lobbed explosives (at least 2.3 metres high with netting suspended from the ceiling down to the top of the screens). With advances in materials, it may be that adequate protection can be afforded by ballistic screens or curtains made
H2.8
PASSENGER TERMINAL BUILDING To attain the general objectives of security planning, as well as those of over-all airport planning, the key to success is the simplicity resulting from the following principles:
•
Passenger and baggage flow routes should be simple and self-evident.
• Transit and transfer passenger and cargo flows, preferably in both domestic and international operations, should be physically separated.
• The number of security checkpoints should be minimized (this can be achieved by centralizing the screening points at a spot where the passenger and baggage flow routes converge).
•
The number of points where pedestrians can have access to the airside area and, particularly, the security restricted areas should be minimized (this can be done after a rigorous analysis of ground personnel flow routes and by applying the basic principle of developing the over-all plan for the permit system).
•
All passenger departure areas between the screening checkpoint and the aircraft are to be considered a security restricted area into which access must be controlled.
The following considerations should be given to any landside public spectator terraces or areas which overlook aircraft parked on the apron or passenger handling operations:
•
Access must be controlled or the area supervised by guards.
•
The areas should be enclosed, or contain barriers to prevent unauthorized access or the throwing of objects at parked aircraft or into security restricted areas.
•
Access control features should enable them to be secured and closed to the public when required. Each baggage storage facility to which passengers and the public have access should be constructed in such a way as to minimize the effects of an explosion occurring in an item being handled or stored, and should be capable of being secured when not manned. Provision should be made for the hand search or screening of all items by X-ray by trained staff before they are accepted for storage. The airside and security restricted areas should be designed and constructed to prevent the passage of articles from non-sterile areas. For example, links or connections between plumbing, air vents, drains, utility tunnels or other fixtures in restricted security area restrooms and restrooms in nonsterile areas should be avoided to limit the possibility of articles being passed from one area to the other. When planning the construction of non-restricted or public access suspended walkways or balconies over or adjacent to sterile areas, it is critical to ensure that they not facilitate the passing of items into those areas. The maintenance of the security integrity of passenger areas can be enhanced by designing built-in fixtures such as railings, pillars, benches, ashtrays, etc., to prevent concealment of weapons or dangerous devices. This could help reduce the difficulties and costs associated with monitoring such areas, which also includes closets, utility rooms, restrooms, lockers, storage areas, stairwells, recesses housing fire extinguishers, and fire hose storage cabinets. Closets and utility rooms should be capable of being locked when not in use. The objectives of fire safety and crowd control provisions and those of security provisions may appear contradictory. Optimum safety aims at enabling people to be evacuated in the event of danger, while security aims at controlling people's movements and limiting their access to certain areas. Reconciliation of these objectives should be based on a search for a preferred airside to landside evacuation direction. Each airport area should be the subject of specific evacuation planning to ensure security is not compromised. In evacuating the landside area, including those areas not freely accessible to the public, evacuation should be done towards the landside curb. If architectural constraints require evacuation in the opposite direction, the emergency exits to the airside should be secured when not in use. Evacuation from the airside area to the landside area is preferred, but an effort should be made to keep the number of emergency exits and points of passage to the minimum required for safety reasons. Evacuation should only be done towards the airside area if architectural constraints or the
Signs should be installed along the curb indicating that parking is limited to the time needed to offload passengers. It is recommended that the positions reserved for private vehicles be separated from those reserved for buses and taxis. Bus and taxi parking positions should be placed away from the manoeuvring lanes to permit them to load and offload their passengers along the curb. If the airport is served by rail, outdoor or underground stations should preferably be located away from the passenger building and be connected with it by pedestrian walkways. In planning and designing passenger buildings, provision should be made for the installation of the following airport security features:
•
Hold baggage screening points.
•
Passenger and cabin baggage screening points.
•
Flight crew screening points.
•
Staff screening points.
•
Central security control centre.
•
Emergency operations centre (EOC) and isolated aircraft parking position.
•
Hold baggage control system centralized control room(s).
•
Space required to question passengers before they reach the check-in counters.
•
Hold baggage search room(s).
•
The security service's offices and premises.
All security posts, offices or premises should be located so as to minimize response time to an incident and thus ensure maximum security service efficiency.
H2.8.1 Secured Passenger Routes Secured passenger flow routes extend from the screening point to the aircraft door. Depending on the circumstances, they may cross the following areas and points:
(a) Immigration control point. (b) Departures concourse, which may include: •
Rest lounges.
•
Food and beverage facilities.
•
Airline service counters.
•
Duty-free shops and other retail establishments.
•
Washroom facilities.
•
VIP lounges.
(c) Departure lounges. (d) Connections between the passenger building and the aircraft. In planning and designing the flow route described above, the following elements should be taken into account: (a) All doors giving access to the different areas of the departures concourse should be considered security doors and should be capable of being locked when these areas are not in use.
(b) When an automatic access control system is provided for, the following doors and exits should be secured and controlled:
•
Departures concourse landside and airside entrance and exit doors.
•
Access doors to the offices of the policing authorities and security service.
•
Departure lounge access doors and exits.
•
Passenger loading bridge access doors and exits.
(c) Emergency exits to the airside and/or landside should be secured. (d)
Departure lounge partitions should reach the ceiling to prevent objects from being thrown over them or, if that is not possible for reasons of ventilation, protective nets should be installed.
(e)
Restaurants and rest areas should in no case have terraces overlooking the aircraft parking areas unless they are equipped with fixed and sturdy windows.
H2.9
ACCESS CONTROL Maintaining the integrity of airside/landside boundaries plays a critical role in deterring unauthorized access to, or attacks on an airport or an aircraft. Effective airside security relies heavily on the integrated application of physical barriers, identification and access control systems, surveillance and detection equipment, and on the implementation of security procedures. Consideration should be given to reducing to a minimum the number of access control points, both inside and outside, to airside and other security areas. Effective access control can be achieved by:
(a)
Having plant and maintenance facilities landside (but with controlled access) and, where ducting, piping, cabling, other plant or inspection panels (such as those provided in toilet areas) pass through the security restricted area boundary, ensuring that they cannot afford unauthorized access.
(b)
Planning kitchen and catering facilities carefully. Increasingly, airports are planning one catering facility to serve airside and landside. Where this is so, the facility should be situated landside, with the means to service airside areas via security airlock hatches rather than having staff moving between landside and airside.
(c)
Having baggage reclaim areas outside the security restricted area to reduce the risk of passengers backtracking through the exit doors. To meet customs requirements for international reclaim areas, these should be non-public areas and serve as a buffer to protect the security restricted area.
(d)
Providing adequate facilities for staff within the security restricted area in order to reduce the number of times they need to pass control points in the course of their duties.
(e)
Co-ordinating landside, non-public access and airside/security restricted area access control. This can be achieved by having one strategically placed point to control access to the apron, elevators to plant rooms on the roof and, by the use of parallel corridors (one landside, one airside), all landside and airside deliveries.
(f)
Having a single, suitably located access point for staff. This should, where possible, be a dedicated facility not encumbered by other forms of traffic or other distractions.
(i) Wherever possible, avoiding locating landside toilets back-to-back with security restricted area toilets, or ensuring that, if they are, they are designed and constructed so that it would be difficult to penetrate the airside boundary through the walls or roofs. Wherever possible, maintenance areas, service areas, miscellaneous activities areas, and buildings or controlled areas should be located landside with controlled access to airside. To prevent unauthorized access, doors or gates leading from landside to airside security restricted areas and to controlled areas which are not under surveillance should be equipped with locks and/ or alarms. Buildings and other fixed structures may be used as a part of the physical barrier and be incorporated into the fence line, as long as measures are taken to restrict unauthorized passage through them. Care should also be taken to ensure that roofs or other structures do not provide an easily accessible route for unauthorized access to the airside.
H2.10 PASSENGER SECURITY SCREENING AREAS In the selection of suitable locations for passenger security screening areas at which walk-through metal detectors and X-ray equipment are to be used, it is essential that sufficient reliable power outlets be provided. It is also necessary to consider the possible effects of electrical fields generated by other types of equipment such as elevators, conveyor belts, etc. The mass of structural steel in terminal buildings may also have an adverse effect. It is not possible to recommend minimum distances from sources of such interference because of the variables of each location. Further guidance is best obtained from the manufacturer of the equipment to be used. The location and size of passenger security screening areas will be dictated primarily by passenger volume. Careful attention should be given to the number, type, configuration and positioning of screening areas so as to facilitate the flow of passengers through the terminal. Consideration will need to be given to the issues of queuing, physical search, and passengers requiring additional processing. Generally, international and domestic passenger flows are kept separate. However, this is not always possible, particularly at small and medium-sized airports. In such situations, passenger screening areas may be combined and the passenger flows controlled by either a door or a partitioning system to direct passengers to their boarding lounges. The international boarding lounge may be preceded
H2.11
VIP FACILITIES VIP facilities require careful consideration as the individuals using them may be subject to a high level of personal threat. Facilities should allow for control of the VIPs and those involved with their reception and departure procedures. The facilities should incorporate a dedicated screening area for check-in and processing passengers, and for keeping cabin baggage and hold baggage separate from the normal passenger operations. Where for ease of use the facilities straddle the landside/airside boundary, the standard of access control should be no less than at other access points and arrangements for the use of these facilities should ensure the integrity of the boundary between the landside and the airside. VIP facilities must be secured when not in use.
-M&ãr IATA H2.12
Airport
Development
Reference
PERIMETER SECURITY In deciding what form of perimeter or restricted area security is required, many factors need to be taken into account. These might include national and local threat assessment, vulnerabilities and asset values. The topography of the site should be one of the foremost considerations, together with general location, areas to be protected and the life expectancy of any materials used. It is important to note also that the physical components of perimeter security (fences, perimeter intruder detection systems, closed circuit television, etc.) should not be viewed in isolation but rather as an integrated whole. The following perimeter detection technologies should be considered and their merits evaluated as a minimum:
•
Radar Based Systems.
•
Infra-red Systems.
•
Microwave System.
•
Thermal Imaging Systems.
•
CCTV Systems.
•
Taut Wire Detection Systems.
The following fence types should considered:
•
Chain Link.
•
Welded Mesh.
•
Vertical Pressed or Rolled Steel (Painted or Galvanised).
Where airport perimeters are close to public walkways, roads or rivers, the perimeter should be under surveillance either by patrol or by automated detection system. Signs should be placed at 50m intervals which clearly advise the public that perimeters are under surveillance. Airport perimeters should be complete and to a consistent standard throughout the whole perimeter. Areas within the terminal complex which border with vulnerable areas such as vehicle and staff gate posts should be monitored with CCTV systems with data recorded on 24hour 365 days a year digital recordings. Other vulnerable areas recommended for CCTV surveillance which may bridge the perimeter include but are not limited to:
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•
Airside/land-side gate post positions for vehicles and staff.
•
Rivers bridging the perimeter.
•
Power plants.
•
Fuel farms.
•
Control tower.
•
Centralised air conditioning facilities.
•
Aircraft approach lighting.
•
Emergency access routes.
•
Drinking water reservoirs (within the perimeter and serving the airport terminal and
--7
IAT A
Airport Security When designing security systems for airport perimeters the detection systems should have full redundancy capability. If a single component fails within a system the systems overall integrity should remain intact. Field devices such as fence detectors should provide indication to the central control room that failure has occurred and where the failed field device resides. Waterways which intersect the perimeter boundary should be protected and it should not be possible for unauthorised access beneath runway or terminal complexes without prior detection.
H2.13 VULNERABLE POINTS A vulnerable point is any facility on or connected with an airport, which, if damaged or destroyed, would seriously impair the functioning of the airport. Control towers, communication facilities, radio navigation aids, power transformers, primary and secondary power supplies and fuel installations both on and off an airport must therefore be considered as vulnerable points. Communication and radio navigation aids which, if tampered with, could give false signals for the guidance of aircraft need to be afforded a higher level of security. Where such installations cannot be adequately protected by physical security measures and intrusion detection systems, they should be visited frequently by the relevant maintenance technicians or security staff. Manned installations should have strict control of access measures and admission to the installation should include the requirement to produce valid identification cards.
H2.14 SECURITY LIGHTING Security lighting can offer a high degree of deterrence to a potential intruder in addition to providing the illumination necessary for effective surveillance either directly by the guards or indirectly through a CCTV system. Security Lighting can make an important contribution to physical security but, incorrectly applied, it can assist intruders more than guard forces. Good security lighting should:
•
Allow guards to see intruders before they reach their objectives.
•
Conceal the guards from intruders.
•
Deter intruders or hinder them in their purpose.
Security lighting acts as a particularly good low-cost deterrent. Even a low level of illumination will deter most potential intruders and vandals. If CCTV is installed, the lighting level and uniformity must be such that it helps to present a clear monitor picture to security guards.
H2.15 CLOSED CIRCUIT TELEVISION (CCTV) The use of closed circuit television (CCTV) for surveillance can save manpower, especially when used in conjunction with intruder detection and automatic access control systems and may supplement, extend and make more effective an existing security system. It also enhances the effectiveness of perimeter security, particularly if used to verify the alarms signalled by a perimeter intruder detection system (PIDS). It can also lead to improved working conditions for security guards who may not need
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IATA Airport Development Reference Manual H2.16 IATA RECOMMENDATIONS H2.IR1 Terminal Clearance Distance To minimise the effects of an explosive device contained within a hold or hand bag or carrier bag. placed within the terminal complex (eg. Concourse area) a minimum clearance radius of 60m should be maintained. This clearance should be maintained upon identification that a potential explosive device exists. Typically, the distance over which prirnary fragments can cause casualties is approximately twice that of secondary fragments. Please refer to clause H2.6 for further details and clarification. H2.IR2 Use of Secure Terminal Fixings To limit the effects of an explosive device located within the terminal complex it is important to ensure that terminal infrastructure is manufactured from appropriate materials and installed securely using appropriate quality fasteners. Roof cladding systems should be sized to ensure that in the event of them falling due to an explosion they are far less likely to fatally injure person(s). Ensure that the use of brittle materials such as carbori based polymer mixes or fibre reinforced structures is limited unless used in such a way as to protect against explosions (e.g. explosion proof containers).
H2.IR3 Glazed Panels Glazed panels i .sed as eithe part of the terminal complex or within the terminal complex should wherever possible be of the anti-shatter type. Where the performance of gldzed panels deters from this recommendation for whatever reason the use of anti-shatter flame r&tardant films is recommended to be used.
H2.IR4 Flame Retardam
terials and Terminals
Terminal structures and infrastructure should be manufactured and assembled using flame retardant and fire rated materials wherever possible. All beams and columns should be fire rated and structures strategically designed to withstand the placement of s passengers sized single bag containing an explosive device. These strategic structural considerations should be sufficient for baggage containing explosives being in any passenger area 01 any areas which hold H2.IR5 Steel Frame Constructions In the case of steel frame construction beam/column connections should be designed for load reversals to account for damage / displacement caused by explosion or impact damage.
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H2.IR6 Perimeter Detection Systems The perimeter of international airports should be fitted with intruder detection equipment and surveillance equipment. All vulnerable areas (see clause H2.12) should be monitored 24 hours a day 365 days a year by CCTV systems. To limit false alarms CCTV systems should be used in parallel to perimeter intruder detection systems. V_____________________________________________________________________________ J H2.IR7 Land-side / Airside Checkpoints The number of security checkpoints within the terminal and residing upon the perimeter should be practically minimised.
H2.IR8 Reconciliation of Safety and Security provisions The objectives of fire safety and crowd control may on occasion appear contradictory with respect to security goals. Optimum safety aims at enabling people to be evacuated in the event of danger, while security aims at controlling people's movements and limiting their access to certain areas. Reconciliation of these objectives should be based on a search for a preferred airside to landside evacuation direction. Each airport area should be the subject of specific evacuation planning that includes adequate security measures.
SECTION H3: CARGO OPERATIONS H3.1
CARGO SECURITY OVERVIEW The term air cargo, in the context of aviation security, includes normal freight, consolidations, transhipments, unaccompanied courier items, postal mail, diplomatic mail, company stores, and unaccompanied baggage shipped as freight on a passenger-carrying aircraft. Known shippers/ consignors, regulated agents, and their operations are closely linked to civil aviation as the expedient method of transporting cargo, globally from point to point. Cargo can be tendered for carriage by:
•
Another airline.
•
A regulated agent.
•
Courier service company.
•
Postal service.
•
Express parcel company. A freight forwarder.
• A direct shipper. Whatever source tenders the cargo for carriage, action needs to be taken to prevent the introduction of explosives or incendiary devices into air cargo. Airlines reserve the right to examine, or cause to be examined, the packaging and contents of all cargo, courier and express parcel consignments and to enquire into the correctness or sufficiency of information or documentation tendered in respect of any consignment. The right to examine the contents of consignments does not extend to post office mail. ICAO Annex 17 requires (Standards 4.5.2 and 4.5.3) Member States to secure the operations of regulated agents concept, freight forwarders and airlines. This is achieved through the provision of the Airline Security Programme and the Regulated Agent Security Programme. Reference is made throughout this Section to regulated agents, freight forwarders, courier service companies and airlines. Although that is the case, airline operations that are away from the home base are generally handled by agents or contractors. The airline is responsible for the cargo operation regardless of what the handling arrangements might be.
H3.2
REGULATED AGENT STATUS For a freight forwarder to be designated as a 'regulated agent', that status must be obtained through the appropriate authority within the State where the business is conducted. To achieve this status it requests the production and continued compliance with a Regulated Agent's Security Programme. These programmes may be in one of two forms:
(1) Regulated Agent's Security Programme, written by the freight forwarder, courier service company, etc., and its compliance acknowledged by the appropriate authority.
(2) Manuscript Security Programme, published by the appropriate authority for acceptance by the freight forwarder, courier service company, etc.
The programme details methods of meeting the provisions of Annex 17. Arising from the programme, freight forwarders, courier service companies, airlines, etc., when meeting set standards, may be registered/listed by the appropriate authority as 'regulated agents'.
Airport Security Although reference is made to cargo, it should be understood that cargo also includes within its definition unaccompanied baggage, mail, courier and express parcels. Cargo consigned directly to an airline and not via a freight forwarder needs to be dealt with by virtue of the provisions of the Airline's Freight Forwarder Security Programme. In the case of airlines, they will also be bound by the provisions of the National Aviation Security Programme.
H3.3
KNOWN SHIPPER/CONSIGNOR A Known Shipper/Consignor is the originator of property for transportation by air for the individual's own account, and who has established business with a regulated agent or an airline on the basis of the following criteria:
• Establishing and registering the individual's identity and address, as well as the agent authorised to carry out deliveries on the individual's behalf.
•
Declaring that the individual:
(a) Prepares consignments in secure premises. (b) Employs reliable staff in preparing the consignments. (a) Protects the consignments against unauthorised interference during preparation, storage and transportation.
(b) Certifies in writing that the consignment does not contain any prohibited articles as listed in the ICAO Security Manual — Prohibited Goods.
(c) Accepts that the packaging and contents of the consignment may be examined for security reasons.
Once a shipper/consignor meets the necessary requirements, the regulated agent may declare the person or corporation a 'known shipper/consignor' and add the name to an official list held by the agent. The list shows the known shipper/consignor's name and address. Cargo from shippers that meet the known shipper/consignor status may be security cleared (accepted) under certain conditions:
(a)
The employee accepting the cargo is satisfied that the person delivering the cargo is or represents the regular customer.
(b) There is no sign of tampering with the cargo. Cargo from regulated agents may be security cleared (accepted) under the following conditions:
(a)
The employee receiving the cargo has examined the regulated agent's ID of the person delivering the cargo and there is no sign of tampering with the cargo.
(b)
If the consignor delivers, or arranges delivery of the cargo, the employee receiving the cargo acknowledges it was delivered by the person nominated on a security declaration and there is no sign of tampering with the cargo.
(c)
The regulated agent has provided a security declaration that the cargo has been cleared in accordance with the Regulated Agents Security Programme.
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IATA Airport Development Reference Manual Partially cleared cargo may be accepted from other regulated agents or forwarded to airlines for security clearance. Details of the partial clearance shall accompany the air waybill. The screening process may include X-ray, other approved technology or procedures including physical inspection. It is usual for an appropriate authority to introduce an audit programme for the purpose of examining compliance with the Regulated Agent's Security Programme. This should include the physical inspection of the agent's premises and an examination of the known shipper/consignor client list and other documentation.
H3.4
VALUABLE CARGO Valuable cargo is defined in IATA Cargo Services Conference Resolution 012. Generally it includes gold bullion and other precious metals, precious stones, bank notes, valuable securities, works of art, etc. Blank airline documents, such as miscellaneous charges orders (MCOs), air waybills (AWBs) and ticket stock, should also be dealt with as valuable cargo. Valuable cargo, by the nature of its contents, should be subject to a close inspection on the part of the airline and checked against the details on the air waybill. The airline should adopt security measures for handling valuable cargo in cargo terminals, during aircraft loading, unloading and ground transportation. Local security regulations should be instituted as the result of a review carried out by the chief security officer of the airline and the cargo terminal management. This review should be ongoing and take into consideration various levels of threat in and around the airport. As a general rule, valuable cargo must be booked with the airline and any special arrangements made for it prior to its acceptance. Details of value, contents, routing and storage must be kept confidential.
H3.5
POST OFFICE MAIL Mail carried on passenger aircraft shall be subjected to security controls by airlines and/or regulated postal authorities before being placed on board an aircraft. Global postal services are members of the Universal Postal Union, which, in turn, is a sub-committee of the United Nations (same status as that of ICAO). The Universal Postal Union Convention (UPU Convention) sets security standards for the protection of mail services and specifies the standard of forms to be used for the purpose of forwarding the mail. Such forms will be completed by the post office. A postal service regulated by the UPU Convention shall:
(a) Deliver mail to the airline in a prescribed UPU mail bag. (b)
Such mail bags will be tagged with 'airmail bag labels' and secured with the prescribed secure ties.
(c) A 'delivery bill' will accompany all airmail shipments. (d)
A copy of the 'delivery bill' will be signed by the airline and returned to the postal authority, other copies of the document will be retained by the airline as a form of quittance (proof of payment/ receipt).
266
IATA
Airport Security Airlines should take certain actions to ensure the integrity of the mail delivered to an airport mail centre before loading onto a flight. Those actions are:
(a) Ensure the number of bags stated in the delivery bill coincides with the number bags received from the postal authority.
(a) Make a visual inspection of the mail bags to ensure they have not been subjected to tampering. (b) Assure that the integrity of the mail bags and seals should be verified upon the receipt of the mail.
(b) The mail should be stored in a dedicated secure area. (c) Ensure that only persons with the necessary form of ID card and a reason to be there be permitted into the mail storage area.
Documents handed to airlines by post offices or handed over at the point of transfer should be stowed in the flight portfolio or where flight documents are kept. They should be extracted immediately upon arrival of the aircraft at its destination. Although the airline or its agent does not normally have the right to examine the mail, the airline may refuse uplift during times of increased threat. The mail, which also incorporates 'registered parcels and registered letters', is attractive to a person intent on dishonesty and should be subject to special security handling from the point of acceptance to the point of delivery. Those involved in the movement of time definite mail should not provide booking details to shippers unless they are known shippers/consignors or regulated agents.
H3.6
COURIER AND EXPRESS PARCEL CONSIGNMENTS It is usual that courier and express parcel corporations are regulated agents. Such corporations would be expected to meet the same standards as those of other regulated agents. Courier and express parcel consignments should have an affixed courier baggage identification label.
H3.7
Although airlines may have IATA Recommended Security Standards within their programmes, it should be understood that Member States of ICAO can impose more stringent standards. Individual
UNKNOWN CARGO
The uncontrolled acceptance of cargo from persons unknown to the regulated agent, and its subsequent carriage on an international passenger carrying aircraft, is a security risk. Although it is not feasible that all cargo can originate from known shippers, there is a need to control the risk factors when considering the carriage of the cargo of unknown shippers.
H3.8
UNKNOWN SHIPPERS Shippers not known to the regulated agent and/or carrier should be called upon to provide proof of identity and submit the consignment to a prescribed method of screening. Proof of identity will entail the unknown shipper providing a valid form of identification, which may include:
•
A valid passport.
•
A driver's license with photograph.
•
A photograph identification card issued by a government department or agency.
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IATA Airport Development Reference Manual Screening of cargo includes: (a) Screening by X-ray, such that:
•
The equipment used must be of a type approved by the responsible authority.
•
The equipment should be regularly maintained and meet manufacturer and other regulatory specifications.
•
The screeners must be competent in screening techniques and be trained to a standard required by the responsible authority.
•
The regulated agent will keep a record of the operatives and their training in screening techniques. (b) Hand searching:
•
Those involved in the hand search of cargo are experienced in identifying dangerous items and explosive materials.
•
It is preferred that the shipper/consignor or their representative should be present at the time of hand search if possible. (c) By other means:
•
The use of X-ray, enhanced X-ray and other detection bio-sensory technologies; i.e. centrifugal spectrum analysis.
•
Trace detection.
•
The use of simulation or pressure chamber.
•
The use of trained 'sniffer' dogs.
•
And in some cases hold for a specified period of time (e.g. 24 hrs or flight time plus 2
hours, etc.).
(d) The multiple use of the above means of search may be best to achieve the necessary degree of satisfaction that the cargo is not a danger for carriage on passenger aircraft.
(e) The search shall be as thorough as possible to verify the consignment is consistent with the description in the accompanying documents.
(f) Cargo shall be protected against unauthorised interference during preparation, storage and transportation.
Once the consignment of an unknown shipper is screened to the satisfaction of the Regulated Agent's Security Programme, a declaration should accompany the airway bill, which contains all relevant information. Cargo from unknown shippers may be exempt from screening under special circumstances. These circumstances will need to be ascribed to by the responsible authority and should be contained in the Regulated Agent's Aviation Security Programme. Those circumstances may include:
•
268
The package is less than 5mm thick.
•
Vaccines and other perishable medical use items.
•
A diplomatic bag.
IATA H3.9
• Human remains and necessary packaging, if the shipper/consignor is Airport a bona fide Security funeral director and a copy of a death certificate has been examined.
UNACCOMPANIED BAGGAGE Unaccompanied Baggage is defined as baggage that is transported as cargo and is not carried on the same aircraft with the person to whom it belongs. There are obvious dangers in transporting unaccompanied baggage on passenger carrying aircraft. Stringent standards must be implemented to overcome these dangers and the shipper/consignor of the baggage will be considered as an unknown shipper. The following security measures should be implemented for unaccompanied baggage that is being
•
The baggage will be subjected to the same security checks as that of an unknown shipper.
•
The shipper/consignor must be the holder of a valid airline ticket to the destination to which the baggage is directed.
•
The baggage will be handled by a regulated agent or directly checked into the cargo terminal of the airline on which the passenger will travel. In some cases States may exempt unaccompanied baggage from additional security screening if the passenger had no control over being separated from their baggage. This is provided the baggage
H3.10 IATA RECOMMENDATIONS H3.I11 Random Checks on Protocols Whatever source is used for the transportation and storage of cargo at or between airports, proactive action needs to be taken to prevent the introduction of explosives or incendiary devices into air cargo. Appropriate failsafe protocols need to be produced and actively monitored by spot random checks to ensure that cargo is safely transported and that only permitted items1 are transferred between international and internal national boundaries.
H3.IR2 Compliance with Annex 17 Provision Cargo process and system designers should observe the mandatory requirements setout in standards 4.5.1 to 4.5.4 inclusive of ICAO Annex 17. It is recommended that as a minimum all International cargo should be accounted for by a regulated agents system or screened using appropriate screening technology, which complies with the local national screening standard (eg DfT or TSA, etc.) or those recommended for use by Airports Council International. Protocols should be developed to ensure that complete end to end verification of security status of cargo can be assured.
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TATT Airport Development Reference Manual
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IAT A Chapter I — Airport Access Section 11: Roads
11.1 General Airport Road Considerations: Introduction..................................
269
11.2 Environmental and Security Factors Associated with Traffic ...................
270
11.3 Traffic Data ..............................................................................................
270
11.4 Road System Planning Requirements.......................................................
271
11.5 Commercial Landside Vehicles ................................................................
274
11.6 IATA Recommendations ...........................................................................
275
Section 12: Rail
12.1 General Considerations ...........................................................................
277
12.2 Typology...................................................................................................
277
12.3 Geography and Economics ......................................................................
278
12.4 System Characteristics ............................................................................
279
12.5 Good Practice ..........................................................................................
280
12.6 Cargo and Rail .........................................................................................
280
12.7 Objectives and Benefits ...........................................................................
280
12.8 IATA Recommendations ...........................................................................
281
Section 13: Intermodality and Airport Access
13.1 Principle of Intermodal Travel...................................................................
282
13.2 Ferry and Jetfoil Services .........................................................................
283
13.3 Interfaces ................................................................................................
285
13.4 IATA Recommendations ...........................................................................
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IATA Airport Development Reference Manual
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IAT A CHAPTER I — AIRPORT ACCESS SECTION 11: 11.1
ROADS
GENERAL AIRPORT ROAD CONSIDERATIONS: INTRODUCTION Traffic generated by the airport is a major influence on the surrounding environs. The influence increases with the size and throughput of the airport and its proximity to the built up residential area. Fast, convenient, economic access is essential for the airport to function properly, but it needs to impinge on the neighbouring locality with as little disturbance as possible. At the planning stage, a full analysis of the airport access system is required, with the capacity of the system needing to match the terminal and airside capacity. Close co-ordination between airport planners, local planning authorities and local transportation providers is necessary to ensure that proper and timely provision for the requirements, current and projected, is in the local or regional transportation plan and in the appropriate capital expenditure programmes. The demand for ground transportation between the airport and the metropolitan area it serves is generated by: originating and terminating passengers; meeters and greeters and other visitors (including those shopping or on business at the airport); airport and airline industry employees; cargo, express services and mail; and airport support and supply services. Advance planning is highly important. Surface access development plans should be part of the airport masterplans and development plans for the surrounding area. The forecast modal split — between rail-based access and road-based access (private car, taxi, bus and other) — can either be an input to or an output from these plans. If the airport or local planning authority have a specific target split for a specific reason, it will be an input: if it emerges from constraints on transport infrastructure elements, it is more in the nature of an output. Planning for the road network will need a traffic model to forecast vehicle trips by vehicle type and their origins and destinations, as well as the peak volumes. From this will come the need for highway capacity — on access roads, airport roads and on key junctions outside the airport.
11.1.1
Responsibilities Responsibilities for access provision can be divided, and can rest with organisations other than the airport authority. Hence there is the potential for a clash of priorities on the timing of capacity provision. This needs to be taken into account, and appropriate steps should be taken to ensure that construction
11.1.2
Objectives The objective of surface improvements needs to be accepted and understood. It can be to encourage a particular modal split (and therefore the use of public transport rather than the car), improved links to terminals (enhancing the attractiveness of the airport for passenger or cargo traffic), or merely accommodating growth in demand. The objective, especially if it is the first, needs to be an integral part of the masterplan. Surface access links are best improved in an integrated way, and in a way which furthers the objective. The most successful plans are those which improve access for both public and private modes, both road and non-road. The design of all of the facilities needs to recognise the alternatives of minimising capital expenditure, minimising running costs, or minimising construction time. An appropriate
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As surface access is upgraded, increased use of public transport should be encouraged by making it as widely available and as attractive as possible in terms of speed, image, reliability, convenience, safety, comfort and cost. The transportation network provided for access will also be attractive to non airport users. In the planning stage, this needs full consideration, namely: will all demands be met, or will the design and the pricing structure be geared to discouraging non-airport traffic? Within the airport boundary, traffic is generated by the airport itself. The amount will vary in nature and volume with the size and type of airport. It will include transfer passengers where there is more than one terminal, and adequate transfer systems (moving walkways, buses and shuttles, automated people movers) need to be evaluated and developed.
11.2
ENVIRONMENTAL AND SECURITY FACTORS ASSOCIATED WITH TRAFFIC Measures to meet surface access requirements should balance the need for capacity with environmental and security concerns, at both local and global levels. The airport can only grow with the consent of its neighbours, who have legitimate concerns about pollution, noise and congestion. Airport access traffic is a significant part of local traffic: ground traffic is responsible for a significant part of the total pollution from the airport. Separate road access for passenger and cargo facilities may be beneficial. To encourage use of environmentally responsible modes, an appropriate mix of incentives and disincentives should be used: passengers can be attracted by speed, reliability and comfort; employees by pricing (especially by travelcard schemes, demonstrating clear value for money for leisure as well as work trips), and also by car sharing and car pooling initiatives. Electric or low emission vehicles should be considered for on-airport traffic and for aircraft servicing. Off-airport consolidation of deliveries has also been successfully used to reduce traffic. Road design can reduce noise, severance and congestion impacts, and pedestrian routes which are designed in a way which encourages their use are more beneficial than those merely designed to minimise the interaction between foot and wheeled traffic. Security concerns may restrict vehicular access. A general rule of thumb is that unexamined vehicles should not be allowed to park within 300 feet (100 metres) of a terminal building, although this may be modified according to the specific design of the terminal (would it be screened from a blast from a bomb in a car park, or conversely are there large exposed areas of highly lethal glass?). Such considerations are less relevant with public transport access: passengers on public transport are far more likely to be under surveillance than car drivers, and have a far lower capacity for bringing in bombs. The movement of public transport vehicles is also far less predictable and far less controllable
11.3
TRAFFIC DATA A significant proportion of airport ground transport demand is from originating and terminating passengers. However as a rule of thumb, there are about 1000 employees for each million passengers through the airport each year, and each employee makes around 10 trips a week. So a million passengers equates to approximately 4000 passenger trips and 2000 employee trips a day. Employee traffic volumes and peaks will reflect on-airport employment situations; for instance, is it only related to day to day operations, or is there, for example, a major maintenance facility? Is it strongly peaked by time of day, days of the week, or season of the year? Is there a curfew or is it a 24 hour airport? Delivery traffic can be significant especially if the airport has a large retail and catering operation. Cargo traffic will vary with the amount of cargo through the airport, and much air cargo, especially short haul, travels by surface mode anyway.
IATA
Airport Access Meeters and greeters may create a significant amount of traffic, according to local custom: shoppers, spotters, sightseers and business partners all contribute too. On-airport traffic — hotel and car rental courtesy vehicles, transfer passengers — can also be significant. If the airport is a public transport interchange point, or a convenient park and ride point, there can also be large volumes of non-airport traffic.
11.3.1
Data Required For calculations of passenger-related vehicular traffic and the resulting facilities and capacity needed, the design year average day and peak hour forecasts will provide figures for volumes of originating and terminating passengers, as well as for transfer passengers for inter- and intra-terminal traffic. To estimate volumes of vehicular passenger traffic entering or leaving the airport, there is a need for forecasts of:
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Arrival rates for arriving and departing passengers for the average day of the peak month. Peak hour and peak minute information may also be required. Factors can be applied to each vehicular mode if necessary: for example the number of goods vehicles or buses, which take up more space than cars, may need to be weighted more than cars and taxis.
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The percentage of passengers by type of vehicle (park and ride, kiss and ride, taxi, bus, rail, water) to determine the transport mix.
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Meeters and greeters — which can be significant according to the local culture and customs.
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Occupancy of each vehicle (occupants: car) relevant for vehicle numbers and curb requirements. Total passenger related vehicle trips by mode can be estimated and added to other trips to determine
11.3.2 Stationary Traffic Additional data are required for specific requirements like parking and curb space. Average dwell times at the curb — which will vary depending on whether or not there is curb check in, for example — and the number of vehicles parked by meeters and greeters and kiss and ride (compared with park and ride) visitors is needed for this. In general, short term parking (less than 8 hours) should be reasonably close to the terminals Long term (over 8 hours) can be remote, with shuttle bus or people mover access. Pricing policies can have interesting and sometimes unintended effects: increasing car park charges to improve the use of public transport and decrease car trips, for instance, can backfire by encouraging kiss and ride (4 trips) rather than park and ride (2 trips). Incentives are needed. For example, ensuring that passengers leaving terminals see the train station before they see car parking and taxi/car hire areas is a valuable indicator of the priority the airport ascribes to the rail mode. Much of the necessary information can only be obtained from surveys — of passengers, employees, cargo handlers and support services.
11.4
ROAD SYSTEM PLANNING REQUIREMENTS Planning of airport roads, especially for high volume airports, is a specialised subject and expert advice should be sought. At all airports there will be public (landside) roads open to all traffic, and non-public (airside) service roads restricted to authorised vehicles (for cargo, catering, maintenance, fire and rescue, fuel, baggage, security and the like).
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IATA Airport Development Reference Manual At large airports, it is preferable to separate service-related traffic long before arriving at the passenger terminal curbside area. This results in a double network of roads: those for passengers, visitors and probably employees; and those for delivery of goods, services, cargo, kitchen supplies and so on.
11.4.1
Public (Landside) Airport Roads The landside road system serves a number of categories of traffic, namely:
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Passengers.
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Private cars.
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Taxis.
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Shuttle and courtesy vehicles for hotels, car rental and car parks.
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Inter terminal shuttles.
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Public transport buses including group minibuses and charter/tour buses.
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Limousine services.
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Cargo and mail.
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Light vans, pickup trucks and trailer trucks.
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Airline and airport personnel.
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Crew buses and staff vehicles (who can, of course, constitute a significant blockage at airside entry points because of the need to screen their baggage).
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Airport service vehicles.
It also needs to satisfy certain basic criteria:
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Basic planning requirements for landside roads.
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They should be designed to accommodate peak traffic volumes and have adequate expansion capacity (unless the airport takes the conscious decision not to cater for peak flows).
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All public roads should be clearly signposted. Clearly visible signs should be positioned on the roads and on the terminal curbside areas well in advance of desired destinations to allow drivers to make any necessary changes without abrupt changes of lane and direction. Signs should be properly lighted for night use, and lettering and background colours should enhance clarity and visibility. Messages should be concise, quickly identifiable and easily understood. Colour coding for multiple terminals, for specific airlines, or for major facilities like car parks, is recommended.
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Links between the external public road system and the non-public or service road system should be planned carefully in order to avoid either congestion or reductions in the potential for future expansion.
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Main through roads should bypass the road along the face of the terminal building.
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Roads running along the face of the terminal building should be wide enough to permit passing of stopped vehicles and should have a minimum of three lanes. These should be wide enough to allow space for loading and unloading bags.
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There should be no access to the apron, taxiways or runways from public roads.
IATA
Airport Access
Where the public road system accommodates service vehicles, it should connect with terminals for delivery of goods at designated locations only. Roads connected to cargo areas must have sufficient height and clearances to accommodate existing and projected cargo carrying vehicles. At large airports, special lanes may be reserved for high-occupancy vehicles, and the curbside area should segregate buses and taxis (inner lanes) from private vehicles (outer lanes). Provision should be made for a future people mover system (note that such systems can be elevated above highways). Adequate facilities for two-wheeled vehicles should be provided: secure parking spaces should be available near work areas and public transport stops. Safety can be improved by the provision of a segregated network for two wheeled or un-powered vehicles. Specialist vehicles like tow tractors or main deck loaders are not normally operated on public roads but are used extensively airside. Occasionally they are required to operate on landside roads and therefore proper consideration should be given to their non-standard physical dimensions.
11.4.2
Non Public (Airside) Airport Service Roads Basic planning requirements for airside roads are:
• Access to the non-public road network must be effectively restricted to service vehicles directly linked with aircraft handling activities.
• The service roads must be capable of accepting ULD transporter equipment between the cargo terminal and the aircraft.
• Adequate bearing strength, height clearances and turning radii must be provided to
accommodate existing and projected service and ground support equipment, including tow tractors, where applicable.
• Airport service roads should have a minimum width of 10m, preferably 12m, and a clearance
height of 4.2m, but preferably 4.6m. The latter is of particular concern with regard to service roads directly located in front of parking positions which pass under sections of the terminal building and/or passenger loading bridges. It should be noted that the figures provided are design guidelines and should be adjusted to the local situation prevailing at the specific airport concerned. Service roads should be designed to accommodate self-propelled equipment with a swept turn radius of at least 8m.
• Adequate separation in accordance with ICAO Annex 14 must be provided from runways, taxiways or other areas where aircraft manoeuvre.
• Where necessary, adequate roadway width to permit overtaking of slow-moving ground support equipment must be provided.
In planning for airside road systems it must be recognized that many restrictions exist especially in those areas where aircraft ground handling activities are in progress. Safety and security aspects together with the special needs of slow traffic (e.g. tugs and dollies), wide and very high vehicles, all need to be taken into account. Exclusive use of part of the system by some categories may be necessary. Special attention should be given to:
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The use of private cars airside should be restricted.
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Aircraft tow tractors may have to operate at right angles to service roads. Special provisions may be necessary. There are two possible locations for the service road:
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Behind the aircraft.
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Between the front of the aircraft stand and the terminal building.
Each location has its advantages and disadvantages. Since a lot of operational activity tends to occur around the forward portion of the aircraft, a frontal service road is sometimes preferred. However the disadvantage with this type of service road is that the clearance height necessary to allow certain types of service vehicles, i.e. aircraft catering, to pass underneath may create a major problem with the height or slope of the passenger boardng bridge or the elevation of the departure gate lounge. When the service road is located in front of the terminal building adequate room must be provided for the aircraft push-back tractor to manoeuvre, i.e. the tractor which is at 90° must not encroach into the service road. However this often occurs and traffic congestion on the service road follows. Though not a recommended solution by IATA, it may therefore be in certain instances more advantageous to locate the service road to the rear of the aircraft stands. In this case the service road should be very clearly marked and must not be allowed to infringe on apron taxiway operations. Proper clearance must be defined and maintained from the rear of the aircraft to the service road to the apron taxiway. Rear service roads will involve traffic coming off the service road past the aircraft wings and engines when approaching the front of the aircraft. Movement around aircraft wings, etc.,
11.5
COMMERCIAL LANDSIDE VEHICLES
11.5.1
Taxis
■
11.5.2
The requirement to provide a continual supply of taxis to the arrivals curbside loading area can be accommodated by creating a taxi pool staging area. This needs to be reasonably close to the terminal area, and provision for orderly staging and sequential dispatch of taxis to the curb is necessary. A means of alerting drivers to the need for taxis at the curb (and, in multi-terminal airports, which curb), is also needed.
Buses & Coaches
There are various types of buses and coaches, all of which have different needs to be catered for, namely:
• Charter and tour buses need dedicated curb space. This is often provided at the end of the
terminals or in a dedicated transportation centre. There is also a need for waiting and parking space, ideally with some form of communication for drivers meeting inbound passengers.
• Hotel shuttles. These also need dedicated curb space for loading and unloading, and facilities
for waiting passengers (including phones for communications with hotels). In order to reduce onairport traffic, some airports have consolidated hotel shuttles into a number of fixed route services, each one serving a number of local hotels.
• Long distance buses and coaches. These are usually accommodated at a dedicated transportation centre. This can be a valuable facility for local residents, who generally are more likely to need a bus than a plane. A dedicated transportation centre needs a good walking route or a people
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IATA• Local buses. These are particularly valuable for employees. A number of Airport Access airports have provided
a direct subsidy, start-up funding, or assistance with marketing for buses on core routes, especially those operating 24 hours a day. Some are demand-responsive, deviating from a fixed route if pre-booked — a useful answer to personal security concerns. Some airports have introduced free or discounted travel schemes for employees to reduce car traffic and to increase their pool of labour. The reputation of the airport depends in part on the quality of (often low paid) retail and cleaning staff, and increasing the ability of all shifts to get to work at an acceptable price is useful. A few large airports have negotiated free-fare zones around the airport to encourage employees to use the bus for travel between on-airport sites (for example to meetings) rather than to use a car.
11.
IATA RECOMMENDATIONS 11 .IR1 Airport Access Capacity Requirements t the planning stage, a full analysis of the airport access system is required: the capacity of the system needs to match the terminal and airside capacity. Close co-ordination between airport planners, local planning authorities and local transportation providers is necessary and recommended.
11 .IR2 Airport Road Function Requirements The airport road planner should detail the routes needed for tl if? various vehicles on and aroun: the airport complex, A traffic computer simulation model should be created to forecast vehicle trips by vehicles by type, detailing their origins and destinations, and the peak volumes. The airport road planner shall then be able to quantify road sizes and provisions accordingly. "A
11 jil Public Transpôs t Provisions For existing airports wanting to expand, studies or surveys should be undertaken to establish the percentage of passengers using public transport to get to the airport and the reasons for their choice. If enhancements to tfie existing public transport infrastructure were made, ii ten the usage by passengers should also be evaluated via passenger surveys. The passenger growth iates should then be factored into the expectations of the usage of facilities, it is important that computer simulation and forecasting models realistically represent the capabilities of expensive non-airport-owned rail infrastructure.
r 11 .IR4 Reducing Vehicular Airport Emissions Electric or low emission vehicles should be considered for on-airport traffic and for aircraft servicing.
|1 .IRS Lane Demarcation At large airports, the allocation of special lanes may be considered and reserved for higff occupancy vehicles, and the curbside area should segregate buses and taxis (inner lanes) from private vehicles (outer lanes)
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I1.IR6 Airside Service Road Sizes Airport service roads should have a minimum width of 10m, ideally 12m. This width is for the provision of two lanes of traffic. The preferred height clearance for these roads should be >4.2m UUIPP.i 1 2 3
Dubai Athens Bermuda
Incheon Sydney Vancouver
Singapore Changi Hong Kong Minneapolis/St Paul's
Ailanta Hartsfield
Dallas Fort Worth Chicago
J2.1.6.3 Ground Transportation To/From The Airport Accessibility, transportation systems and intermodality are some of the major challenges facing airports. A first-rate, integrated transportation system can improve travelling to the airport, and in so doing the airport will also help to expand their catchment area. It should be noted that the recent tightening of airport security measures has slowed down the development of rail and airport collaborations, such as rail station check-in. MIEI' MIW P,'.„r.w -i-i i
1 2 3
Dubai Bermuda Geneva
- >j
Copenhagen Zurich Stockholm Arlanda
25-40 Singapore Changi Hong Kong London Gatwick
Over 44 mppa Atlanta Hartsfield Frankfurt Chicago
J2.1.6.4 Parking Facilities Over the last decade, air travel has increased significantly and put more pressure on airports as they continue to try to support passengers and provide at least the same level of service as before. Parking facilities are directly affected by increased passenger numbers and represents another opportunity Ranking 1 2 3
Under 15
16-25
25-40
Over 40 mppa
Dubai Bermuda Athens Eleftherious
Copenhagen Taipei Vancouver
Singapore Changi Hong Kong Amsterdam
Frankfurt Chicago Dallas Fort Worth
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IATA Airport Development Reference Manual J2.1.6.5 Summary of Findings & Other Categories Atlanta, Singapore Changi, Copenhagen and Dubai rank top in their respective size categories for Overall Passenger Satisfaction. Other categories include Flight Information Displays, Availability of Flights to Cities in the Same or Other Continents, Baggage Carts, Washrooms, Government Inspection Services, Cleanliness of Airport Terminal, Speed of Baggage Delivery, Sense of Security and Ambience of the Airport.
J2.2
DESCRIPTION OF TERMINAL CONCEPTS Each airport has it own individual design characteristics. However, all these designs can be narrowed down into 5 distinctive terminal concepts:
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Pier/finger.
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Linear.
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Open apron.
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Satellite.
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Compact module unit terminal.
A description and a tabulation of the major advantages and disadvantages of each of the above concepts is given in the following sub-sections. It should be noted that there are many variations in the respective shape of each of the noted major categories. In the past, airport authorities satisfied demand for new passenger processing facilities by constructing unit terminal systems. These consisted of a combination of the above concepts (i.e. satellites, piers/ fingers, linear, etc.) in various shapes and sizes. Previous thinking was that each unit could function independently. This has proven not to be the case. While in the past space was not at a premium and facilities could be placed on demand and with ease within a site, this is no longer the case. Greater attention needs now to be paid to how the airport should be planned efficiently and effectively in the longer term (see Chapter C — Master Planning). In recent years there has been a tendency, certainly at 'Greenfield' and 'Bluesea' airports, to move towards mega terminal systems (e.g. Hong Kong CLK at 87 mppa). Economies of scale, functional design, compact single operational systems, modularity and expandability are now the fundamental driving forces behind modern day terminal design.
W&éW
IAT A
Passenger Terminal
J2.2.1 Pier/Finger Concept Figure J2-1: Central Terminal Area of Amsterdam Schiphol Airport (AMS), The Netherlands
Description The Pier/Finger Terminal Concept consists of a main centralised passenger processor and a series of piers (airside concourses). In large examples of this type, such as Amsterdam Schiphol (shown above) with approx. 39.6 mppa in the year 2000, the main processor may consist of several semicentralised check-in/baggage reclaim areas fed by a common departures/arrivals curb. All Originating & Departing passengers and baggage are directed through the central processing area to and from the aircraft parking positions, which are connected to the central building by piers (airside concourses). Departing passengers are processed at centralised check-in facilities and walk to the respective gates, assisted by moving sidewalks installed in the piers. Baggage of all departing passengers is collected at the central check-in counters and conveyed to the baggage sorting areas from where it is transported to the aircraft by mobile apron equipment or fixed conveying systems. Arriving passengers and their baggage are processed in the reverse flow.
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IATA Airport Development Reference Manual Pier/Finger Terminal Possible Advantages A high percentage of passengers can be accommodated under one roof. Permits low Mean Connecting Time (MCT) if flight pairs are properly co-ordinated. Allows variable expansion possibilities of the piers, independent of the main processor. Expansion can be undertaken in small incremental steps as demand requires. Centralisation of airline and government inspection services staff. Permits centralisation of major concession outlets (i.e. restaurants, duty-free, etc.). Permits use of relatively simple flight information display systems. Facilitates control of passengers, if required. Ease of movement for transfer passengers. Pier/Finger Terminal Possible Disadvantages Long walking distances, especially for transfer passengers. May require airlines to have secondary CIP facilities in piers to accommodate individual traffic segments. May require secondary concession outlets in piers. Curbside congestion in peak periods. Long taxiway routes to/from runways. If insufficient space is allowed between piers, resulting taxiway cul-de-sacs may restrict the freeflow of aircraft. Requirement to segregate arriving/departing passengers may result in need to build a secondary passenger circulation level in some piers. This in turn may increase walking distances for transfer passengers. Early check-in and close-out times. High capital, operating and maintenance costs for passenger conveyance and baggage handling systems. Potential for baggage mishandling. Clear signage systems required to overcome passenger way-finding and orientation difficulties. Unless independent development of supporting airside and landside infrastructure is possible and pre-planned, expansion of this operating system beyond a 55 mppa level will be difficult to achieve. • The area of land required to support pier/gate development is large due to the need to incorporate dual taxi-lanes between sets of piers that can accommodate in excess of 10 — 12 aircraft total. Other examples: Bangkok, London Heathrow T3 and Zurich.
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Passenger Terminal
J2.2.2 Linear Concept Figure
J2-2:
Terminal
4
of
London
Heathrow
(LHR),
Notes: The site for T4 is constrained on all sides by one of the primary runways, the cross-wind runway and by the primary road access system. As such, expansion of the terminal has only been possible by the addition of a remote single sided pier at some considerable distance from the main processor. Description The Linear Terminal Concept consists of a main centralised passenger processor with expansion capability to either side. On the front or airside face of the processor is a finger type concourse which may be straight or in another geometrical form. Aircraft are parked at the face and in some instances the rear of the concourse. An airside corridor may be located parallel to the terminal face with access to the terminal and gate positions. Departing passenger and baggage processing can take place either in a central area or at semicentralised groups of check-in counters.
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IATA Airport Development Reference Manual Depending on the internal layout, the walking distance between the car park and the aircraft can be reasonably short, but in the case of a centralised processing system the distance may become unacceptably long. The size of baggage conveying and sorting systems depends on the internal layout of the building. This concept is mainly used if there is only confined space available between the landside road system and the runway. Possible Advantages
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Minimum walking distances if check-in facilities are semi-centralised.
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Easy passenger orientation.
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Simple construction of the main terminal with relatively easy incremental expansion.
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If required, separation of arriving and departing passengers is relatively easy using two levels.
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Adequate curb length.
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Reasonable check-in and close-out times.
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Compact baggage conveying/sorting systems if remote drop points are not utilised in
concourses. Possible Disadvantages
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If system is decentralised, will require duplication of terminal facilities/amenities (i.e. restaurant, duty free, etc.) and staff.
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Long walking distances especially for passengers transferring between extreme ends of concourses.
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Long walking distances if passenger processing is centralised and the pier system (airside corridor) is extended.
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High capital, operating and maintenance cost if centralised passenger/baggage processing facilities are employed.
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Special logistics may be required for handling of transfer baggage depending upon size of building; i.e. remote baggage drop-off points required.
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May require airlines to have secondary CIP facilities in concourses to accommodate dispersed traffic segments.
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Aircraft movements to the rear of the concourse may be restricted due to the need to reduce engine noise levels.
IATA
Passenger Terminal
J2.2.3 Open Apron Concept Figure J2-3: Montreal Mirabel (YMX), Canada
Wore;
Mirabel (YMX) is predicted to cease commerical passenger operations from Autumn 2004.
Description
The Open Apron Terminal Concept consists of a main passenger processor with expansion capability on either side. Passenger transfers between the main processor and remote aircraft positions are accommodated by the use of apron drive busses or mobile lounges. There is no direct connection between the processor and aircraft parking positions. Departing passengers are processed at the central processing area and proceed through Government Inspection Services to a common departure lounge. From this point passengers can be handled in one of two ways:
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They can be called to remote gate hold rooms, usually located at apron level, and then transported to the aircraft by bus.
•
Or they can be called into mobile lounges which double as gate hold rooms and as transporters between the building and the aircraft parked at remote apron positions. The mobile lounges work with a scissor lift system that enables the lounge to operate at varying floor and aircraft sill levels. Baggage for all departing passengers is accepted at central check-in counters and conveyed to the 313 baggage sorting area from where it is transported to the aircraft by mobile apron equipment.
IATA Airport Development Reference Manual Possible Advantages
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Constant compatibility of terminal/apron geometry to accommodate new generation large aircraft.
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Ease of aircraft manoeuvrability (i.e. power-in, power-out operation).
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Simplified passenger movement/orientation.
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Reduced walking distances.
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Ease of expansion capability for aircraft stands.
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Low cost expansion capability.
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Operations can be expanded without significantly impacting on the existing main processor.
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A simpler, smaller and more efficient central processor.
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Separation of arriving and departing passengers can easily be achieved.
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Could be used as a low cost first phase option prior to constructing remote satellites in order to increase percentage of contact stands served. Possible Disadvantages
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Very low percentage of contact stands.
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Increased loading/unloading processing times.
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Very early close-out times required.
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Very limited last minute boarding capability.
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High capital, maintenance and operating costs of busses and transporters.
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Requires right of way/control of transporters due to high collision potential of transporters & aircraft.
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Curbside congestion in peak hours.
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Additional cost for larger number of ground vehicles for crew and baggage transport.
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Increased minimum connecting times.
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Additional airline staff required.
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Creates demand surges at arrival Government Inspection Services control positions.
Other examples: Washington Dulles & Paris Charles de Gaulle (CDG). Note CDG no longer mobile lounges.
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J2.2.4 Satellite Concept Figure J2-4: Denver (DEN), USA
Description The Satellite Terminal Concept consists of a central processing building for passengers and baggage and remote concourses around which aircraft are parked. The remote concourses or satellites are connected to the main terminal by above- or below-ground links to facilitate the movement of passengers between the satellites and the main terminal. These links can be formed by either APM (Automated People Mover) systems or by underground walkways with travelators. Baggage from departing passengers is collected at the central check-in counters and conveyed to the baggage sorting area from where it is transported to the aircraft by mobile apron equipment or mechanical systems. Arriving passengers and their baggage are processed in a reciprocal flow. Possible Advantages
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Normally provides for the centralisation of airline and government inspection services staff.
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Permits short minimum connecting times within individual satellites.
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Variety of incremental expansion possibilities to both the main processor and piers.
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Permits centralisation of major concession outlets (i.e. restaurants, duty-free, etc).
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Permits relatively simple flight information display system.
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IATA Airport Development Reference Manual •
Linear satellites permit direct aircraft routing between stands & runways.
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Separation of arriving & departing passengers within satellites can be easily achieved if required.
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Facilitates control of passengers, if required.
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Short walking distances (to/from APM).
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Additional satellites can be designed to accommodate future aircraft design developments.
Possible Disadvantages
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High.capital, operating and maintenance costs of the APM system between the main terminal and satellites, especially if these are below ground.
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High capital, operating and maintenance costs of baggage conveying/sorting systems with potential for baggage mishandling.
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May require airlines to have secondary or multiple CIP facilities in satellites to accommodate individual traffic segments.
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Requires secondary concession outlets in satellites.
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Curbside congestion in peak hours if percentage of Originating Departures traffic is high.
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Expansion capability of the main processor is limited to either side.
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Due to distance and need to locate, wait and use APM system, minimum connecting times between flights in different satellites are increased.
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Early check-in and close-out times.
Other examples: Atlanta, Paris CDG T1, Tokyo Narita
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IATA
Passenger Terminal
J2.2.5 Compact Module Unit Terminal Concept Figure J2-5: Paris Charles de Gaulle (CDG), Terminals 2A, B, C & D — France
Description The Compact Module Unit Terminal Concept is a system witnessed in the past at small, medium and large airports. In the USA it has proved popular at airports where individual modules could be owned, occupied, dedicated or assigned to individual carriers. Within Europe it has sometimes been utilised to differentiate between individual traffic segments, i.e. Schengen or Non-Schengen. However, the hubbing needs of base carriers and/or the major airline alliances has resulted in this type of solution becoming increasingly unpopular or obsolete with partnerships preferring collocation under one roof. Expansion is demand driven and carried out through construction of additional modules. The transition of passenger and baggage from landside to airside and vice versa is directed through a compact facility which provides the shortest possible distance from the car park to the aircraft. Departing passengers and their baggage are processed either at a gate check-in or a semicentralized flight check-in facility. Passenger moving equipment and outbound baggage sorting devices are usually not required within each module. The gate check-in procedure allows a very late check-in and close-out time. Arriving passengers and their baggage are processed in the vicinity of the gate in the reverse flow on the lower level.
317
IATA Airport Development Reference Manual Possible Advantages
•
Short walking distances from check-in to aircraft.
•
Late check-in and close-out times (last minute baggage/passenger acceptance capability).
•
Greater curb lengths are provided than for centralised processing terminal units.
•
Capital investment is commensurate with demand.
•
Construction of additional units in medium and large airports can be tailored to suit demand.
•
Construction may not impact on existing airline operations.
•
Moving walkways to assist passenger movement within each module are not required.
•
Only simple baggage handling systems are required within each module. As a consequence the percentage of mishandled bags is low.
•
Within the terminal, only a simple flight information display system is required.
Possible Disadvantages These occur when there is more than one terminal and include:
•
Low percentage of contact stands.
•
Difficulties in accommodating large volumes of passengers.
•
Individual terminal units are inflexible & incapable of major expansion.
•
A requirement for comprehensive flight information display and sign-posting systems, including signage along the airport access routes to orient departing passengers and/or meeters & greeters to the correct terminal.
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A complicated system is required to transfer passengers and baggage between terminals. Depending upon volumes & the number of terminals, the high costs of such a system may also be an adverse factor.
•
Higher manpower requirement — airline and government staff members will increase in order to operate multiple terminals. This also requires more careful allocation of all manpower.
•
Reduced ability to offer industry competitive minimum connecting times due to high number of transfer (terminal) variables & the distance between modules.
•
An adverse impact on any high speed rail access system (local or international) due to the inability or need to serve multiple stations, the varied and complex transfer routings and the increased transfer times from/to and between inter-modal access points and terminals.
•
The complexity of land-side road access systems.
Other examples: Budapest, Dallas Forth Worth & Hanover.
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IATA J2.3
Passenger Terminal
PROCESSING LEVELS Three arrangements of passenger processing systems are possible.
J2.3.1 Single Level This system is represented by a single level roadway/curb/terminal building with all arrival and departure processing provided at grade (ground) level. In general terms departing passengers occupy one side of the building while arrivals occupy the other. Passengers move between the main processor and remote aircraft parking positions by either walking (along controlled/supervised routes), by bus or APM. This type of operation is normally restricted to small-scale operations under 5 mppa. The exception to this broad rule would be London Stansted airport, which employs many unique features (APM to remote satellites, fully automated BHS, building services and building supplies/servicing all located on levels beneath the single passenger level). Stansted's single level terminal building was expanded in 2002 to accommodate 16 mppa.
J2.3.2 11/2 Level This system is represented by a single level roadway/curb serving both arrival and departing passengers. The terminal building is predominantly single level, although the airside face has two levels with the arrivals level located either above or below the departures level. The two levels on the airside face can be restricted to an arrivals corridor with simple airbridge connections to aircraft stands located along the front edge of the terminal. Alternatively the two levels can extend out onto the apron by means of twin level piers. In rare circumstances, single-level roadways can support two level terminals. Examples of this type of design solution can be found at London Heathrow in both T2 and T3. In T2 there is also a unique feature insofar as the arrivals and departures post check-in facilities are located at a level above the road access. Check-in is performed at road level and passengers move upstairs to process through outbound passport control and security channels to the gate.
J2.3.3 Two Level This system is represented by a two level roadway/curb/terminal building with arrival and departure processing separated vertically on two levels. The upper level is usually the departure level with the lower level accommodating arrivals. This arrangement should be considered where volumes of passengers, baggage and vehicles justify vertical separation. The two levels can extend out into the piers or satellites, but this is dependent on the degree and extent of passenger segregation
319
IATA Airport Development Reference Manual J2.3.4 Levels within Piers and Satellites With segregation of arriving and departing international passengers recommended by ICAO (see ICAO Annex 17 Clause 4.3.3 and clause K3.2 of this manual) it is becoming increasingly common for airport authorities to make provision for at least two processing levels in piers and satellites. To provide for greater flexibility, authorities may provide a third processing corridor to allow passengers to transfer in isolation between international and domestic traffic segments (refer to Chapter K for further details). In this way individual gate positions can accept aircraft serving both types of traffic without the need to push back and reposition aircraft as they switch from serving international to domestic or from domestic to international routes. With two or three levels possible within piers and satellites, safe, efficient and cost effective ways of delivering passengers to the required entry level to the passenger boarding bridge must be found. There are two ways of achieving this. The first relies on a combination of mechanical systems (lifts and escalators) and stairs (as a fall back in the event of mechanical failure), to transfer passengers between levels. However these systems are expensive to install, operate and maintain. All three systems are generally provided for by the necessity to provide unrestricted access to wheelchairs. A simpler solution is to rely on ramps. In this way installation, operation and maintenance costs are kept to an absolute minimum. The ramps can lie either parallel or perpendicular to the face of the pier or satellite. Perpendicular solutions have two advantages. Firstly, they do not obscure sight lines from within the building onto the aircraft apron. Secondly, they can allow differing rotunda off-load levels, thereby allowing varying bridge configurations to be employed from the same ramp and pier layouts.
J2.4
DESIGN AND CONSTRUCTION The building should be designed to ensure functionality, maximum operational efficiency, passenger convenience at a reasonable cost, and be capable of further modular and incremental expansion. Such considerations as space for concessions and facilities for the general public should always be subordinate to the passenger space for processing and flow requirements. Extravagant architectural statements and/or unique structural systems should not elevate sqm rates or unit costs above accepted industry norms. The structural elements of the building should be such that it is relatively easy to undertake internal modification or overall expansion in order to meet changing demands without major interruption to daily operations. The main functional elements in the terminal building should be arranged in such a manner that the expansion of one element does not necessitate the relocation of other elements which may not require expansion. For instance, expansion of the departure baggage area should not require relocation of the check-in lobby or the baggage claim area. Wherever economically feasible, terminal design should encompass a two-level structure to shorten walking distances and allow direct access to the aircraft without change of level. Passenger boarding
320
IATA J2.5
Passenger Terminal IATA RECOMMENDATIONS J2.IR1 Passenger Terminal Concept The chosen passenger terminal concept should provide a simple, functional, cost effective, expandable and user friendly solution that allows airlines to undertake efficient and profitable operations in one location until the airport reaches saturation in the ultimate phase.
J2.IR2 Passenger Terminal Type The type of passenger terminal concept to be used should only be determined after the airlines have input their functional/operational requirements into the conceptual design process. V________________________________________________________________________________________________________________________________________________________________________________________________________________________
J
r
J2.IR3 Passenger Transfer from Piers/Satellites to Aircraft Rather than relying on mechanical systems (lifts and escalators) to transfer passenger between levels a series of ramps should be used. In this way installation, operation and maintenance costs can kept to an absolute minimum.
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IATA Airport Development Reference Manual SECTION J3: SMALL AIRPORT TERMINALS J3.1
SMALL AIRPORT TERMINALS OVERVIEW The standards defined within ICAO Annex 14 and Annex 17, as well as those noted in this manual, will need to be observed by small airports and large airports alike. These types of facilities will generally make use of the same high-level processes, though with reduced capacity, throughput and infrastructure characteristics due to the difference in the scale of the equipment being utilised. Small airports often deal with higher volumes of propeller driven commercial and privately owned aircraft. As commercial propeller (turboprop) aircraft require less automated passenger docking equipment than commercial jet aircraft, support infrastructure such as push back tugs are infrequently used since the aircraft are generally less connected to the terminal infrastructure and utilize more 'remote' stand philosophies (see Section L3). Passengers are often bused or even walk between the gate room areas and the aircraft and vice versa, using dedicated apron walk routes and staff supervised protocols. While commercial propeller driven aircraft will require tarmac runways, there is the possibility of adjacent grass runways that can be made use of, predominantly for non-commercial light aircraft. Small jet powered aircraft will also use small airports, provided that the runway specifications and support infrastructure is adequately in place. Runway management protocols and equipment should be developed and provided respectively in accordance with the requirements at larger airports, befitting the code category of aircraft being accommodated. All smaller airports will require effective and well-placed control tower facilities, which should enable them to function safely and in a commercially viable manner for the ground movement of aircraft and aircraft approach guidance. Baggage handling facilities can be limited and geared around the processing of a specific flight rather than the processing of multiple outbound and inbound flights baggage simultaneously, as is the situation in larger airports. The processes and protocols for these smaller installations will still require to be modeled on the recommendations defined within Chapter U, Airport Baggage Handling, including the same level of integrity for hand and hold baggage security screening hardware and operational practices. Ground transportation at small-scale airports can be scaled down to the requirements of the airport flight traffic requirements, which can mean less equipment redundancy in the event of transportation failure. This needs to be carefully balanced to ensure that correct service standards are maintained. Information displays may be less frequent and located at critical areas only, as passenger way finding should theoretically be less arduous given the smaller infrastructure. The flight information display signage standard should be aligned with the requirements defined within Section J12. Able and disabled passenger processing will also be required in the facility. The small airport will likely need to provide limited retail, restaurant and passenger and staff public rest areas and public toilets. Limited retail will be useful for passengers and will enable small airports to create parallel revenue streams to support and help grow their airport operation. Emergency response and emergency management should be completely aligned with the
IATA
Passenger Terminal
Aircraft fueling at smaller airports will likely be accommodated by fuel container and dispensing vehicles. Please refer to Chapter M, Aviation Fuel Systems, for clarification of physical requirements and protocols to adopt.
J3.1.1 Definition of Small Airport ( 120Hz. Graphics are driven by computer software so they present a very flexible communication technology. The readable display viewing range is more limited, and screen resolutions not as high as the newer plasma screen technologies. TFT-LCD technology is currently cheaper than IATA recommended plasma-based counterparts.
J12.6.5 Light Emitting Diode (LED)
LED is a very popular display technology, offering excellent graphics presentation with high density. Applicable to all types of information systems utilizing small and large characters, they are used mostly in an indoor environment with limited application for outdoor use.
J12.6.6 Incandescent Lamps. (IL) A traditional display technology, incandescent lamps are popular for their brightness and the simplicity of their driving circuitry. Applications include large character information systems mainly in an outdoor
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IATA
Passenger Terminal
J12.6.7 Reflective Disk (RD) Reflective disk is a display technology with the most choices in display media by size, shape, positioning of the reflective element with vertical or horizontal rotations, and optional back lighting features. Used for large character information systems and is suitable for both indoor and outdoor environments.
J12.6.8 Split Flap (SF) Split Flap is one of the first electromechanical display technologies. It is being phased out and surpassed by other newer more graphical technologies. Applicable to large character information systems, it was suitable for both indoor and outdoor environments. Display graphics are limited and are difficult to update once the graphic set is chosen (the display needs to be mechanically dismantled).
J12.6.9 Plasma Screens Plasma screen technology offers very high resolution graphics and a full colour sprectrum plus total flexibility in signage application through software-based interfaces. This technology is now being used extensively inside terminals to communicate flight information and passenger messaging information (such as emergency evacuation instructions), and it is commonplace to use the same screen for various messaging tasks depending on priorities within the terminal building at particular times. For example a plasma screen used 98% of the time to display flight information can be used to display emergency messaging in emergency situations. Plasma screens have become much more reliable and cheaper than early variants of the technology. The technology benefits from thin screen assemblies which can be placed within the terminal readily and which are not bulky. Multiple screens can be connected via software enabling total wall size messaging for both flight announcements and limited advertising. Plasma screens typically allow a 160 degree viewing angle (80 degrees each way about the center of the screen). Their placement and line of sight alignment is important but not as critical when compared to LCD screens. High ambient lighting can particularly effect this type of unit, though contrasting flexibility is available and units can be fitted with ambient light intensity sensors which then adjust display contacts automatically.
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J12.6.10 In-Floor Emergency Route Lighting Although not commonplace, the safety advantages of this simple technology are very apparent. Basically the floor of departures and arrivals areas including the pier and satellite buildings are fitted with flush, durable lighting along clear paths which lead to emergency exits. The lighting system is activated only when the building needs to be evacuated and directional lighting is required. This technology can be used where ceilings are low and where signage could become obstructed in the event of a fire by smoke. In-floor emergency lighting, where used, should be fitted with a 2 hour local battery standby.
J1Z6.11 Fire and Emergency Exit Displays Unless specified in local national mandatory legislation, emergency and fire exit signage should be permanently illuminated and fitted with a 2 hour local battery standby.
J12.7
REFERENCE DOCUMENTS Additional reference should be made to the publication "Guidelines for Airport Signing and Graphics" produced by the American Association of Airport Executives (AAAE), the Airports Council International (ACI), and the Air Transport Association of America (ATA). This publication includes information on the latest technology available with regard to airport signage. Copies may be purchased from: ATA Distribution Center P.O. Box 511 Annapolis Junction Maryland 20701 USA Full information regarding the format and data which should be included in both visual and public address systems, together with related operating procedures, is contained in the IATA Passenger Services Conference Resolutions Manual (Recommended Practice No. 1785). Planners should also refer to the ICAO Document on Dynamic Flight-Related Public Information Displays (Doc. 9249).
J12.IR1 Development of Signage Masterplan The development of a clear, concise and a consistent signage strategy is paramount. It should be noted that signage will not compensate for poor building design and resultant passenger flow. It is therefore recommended that signage masterpians are developed at the earliest possible "y J12.IR2 Dynamic Signage Technology
■J12.IR3 Low Ceiling Emergency Exit Technology Where ceilings are low (*■Gate Lounge□027Passenger Boarding Bridges□028Inbound Passport Control□029Inbound Baggage System□030Baggage Claim Area□031Baggage Trolley Handling□032Left Luggage Office□033 +CIQ (Customs, Immigration, Quarantine)□034Connection/Transfer Counters□035Meeter/Greeter Hall□ Status Legend
si 2( ? ■ o o
3.
3/7
Checklist for the Successful Opening of a New Airport
IATA Status Legend
IXI ID*
Facility Element + see Checklist Sub Elements
Passenger Terminal confd 036
Currency Exchange
037
Post Office
03B
Medical Facilities
039 +
Staff Amenities
040 •>
VIP Facilities / Terminal
Recommende d Completion Date
Status
□ □ □ □ □
Terminal Systems
c n
041
FIDS (Flight Information Display System)
042
BIDS (Baggage Information Display System)
043
CCTV System (Closed Circuit TV)
044
Access Control System
045
Fire Alarm System
046
Gate Allocation System
047
Gate Dumb-Waiters/Chutes
048
HBS (Hold Baggage Screening) System
049
HVAC (Heating, Ventilation, Air Con)
050
Public Address System
051
Telephone System
052
Radio Systems
□ □ □ □ □ □ □ □ □ □ □ □
OK, Completed
IATA ACC W/G
On Track
Airport Opening Date
Problem with Completing On-Time %
Complete d
Completion Date
Data
Recovery / or Contingency Plans
Comments
CJ1
4
/7
Checklist for the Successful Opening of a New Airport
^5!
IATA Status Legend
OK, Completed
I I
1X1
ID#
Facility Element •¥ see Checklist Sub Elements
Terminal Systems cont'd 053
TV Signal
054
Automated People Mover
055
Elevators
056
Escalators
057
Moving sidewalks
Recommende d Completion Date
Time Status
□ □ □ □ □
Apron 058
Apron Markings
059
Aircraft Docking Guidance System
060
400 Hz Power System
061
Conditioned Air
062
Potable Water
063
Aircraft Fueling
064
Apron Lighting
065 *
Apron Staging Areas
066
Airline Ramp Offices
067
Airline Line Maintenance
068
Security l/D System
069
Plan to Move GSE to new Airport
□ □ □ □ □ □ □ □ □ □ □ □
On Track Problem with Completing On%
Complete d
Completion Date
■ o o
IATA ACC W/G Aiiport Opening Date Date
Recovery / or Contingency Plans
2f
Comments
o < D <
2. o ■ o 3
( D 3
z a o —K ( D ) 3 C 0
Checklist for the Successful Opening of a New Airport
IATA Status Legend
OK, Completed
I 1X1 ID#
Facility Element + see Checklist Sub Elements
Airfield 070 +
Runways
071 +
Taxiways
072 +
Instrumentation
073 +
Control Tower
074
Security Fencing/Gates
075
Drainage
Recommende d Completion
Status
□ □ □ □ □ □
Cargo/Express Terminals 076 +
Cargo Terminal
077 +
Express Terminal
078 +
Cargo/Express Aprons
Support Facilities 079
Flight Kitchen
080
Aircraft Maintenance Facility
081
De-Icing Facilities
082
Fuel Farm
083
Central Utility Plant
084 +
Petrol Facilities
□ □ □ □ □ □ □ □ □
On Track Problem with Completing On-
%
Complete d
Completion Date
Recovery /or Contingency Plans
IATA ACC W/G Airport Opening Date Date Comments
6/7
áSSk
Checklist for the Successful Opening of a New Airport
8f
IATA Status Legend
OK, Completed
I fXl ID#
Facility Element + see Checklist Sub Elements
Support Facilities cont'd 085 +
Fire/Police Facilities
086
Waste Treatment Plant
087
Aircraft Lavatory Dump
088
Staff Car Parking
Recommende d Completion Date
Status
□ □ □ □
Administration 089 + 090
Rental Leases Signed Financial
091 +
Other Agreements Executed
092 +
Permits & Licenses
□ □ □ □
Miscellaneous 093
Airport Move Plan
094
Airport Trials
095
A/P Emergency Response Plan
096
Airport User Manuals
097
Airport Capacity Study
098
Employee Familiarization Plan
099
Employee Training Plan
100+
Employee Transportation Plan
□ □ □ □ □ □ □ □
On Track Problem with Completing On-Time %
Complete d
Completion Date
IATA ACC W/G Airport Opening Date Date
Recovery / or Contingency Plans
o a. Comment
D ( D < ( D
3
( D 3 u (D — ( D fl > 3 D ) 3 C Bi
Checklist for the Successful Opening of a New Airport
IATA
Checklist Sub Elements
002
Departure Curbside Curbside Layout Signage
003
Arrival Curbside Curbside Layout Signage
004
Taxi Availability Taxi Molding Area Departure Curbside Layout
006
Bus Local National Car Rental Hotel Employee
007
026
033
039
040
Apron Staging Areas Ground Equipment Staging Areas Ground Equipment Storage Areas Baggage Container Staging Areas Cargo Staging Areas Empty Container Storage Areas
070
Runways
Parking Facilities Private Car Taxi Bus Rental Car Employees Gate Lounge Seating Layout Baggage Acceptance at the Gate Remote Aircraft Lounges CIQ (Customs, Immigration, Quarantine) Customs Immigration Agriculture/Quarantine Security Others Staff Amenities Canteen Toilets VIP Facilities/Terminal Vehicle Parking/Staging CIQ Facilities Food/Beverage Arrangements Furnishings Toilets
077
Express Termlnals(s) Access Roads Truck Queuing Area Building Structure Airline Offices CIQ Offices Sort System Tenant Access Sort System Completion Security Telecom (Operator) Telecom (FIS) Aircraft/GSE Mx Bonded Storage
078
Cargo/Express Aprons Pavement Striping Lighting Signage Tether Pits Fueling Pits (if applicable) Ground Equipment Storage ULD Storage
084
Petrol Facilities Ramp Vehicle Fueling Public Gas Station
085
Fire/Police Facilities Fire Training Pit Fire Slabon(s) Security Checkpoints/Gates
Pavement Striping Signage Lighting 071
Taxiways RETs (Rapid Exit Taxiways) Holding Bays Pavement Striping Signage Lighting
Rail Express to City Center Local National
008
065
072
Instrumentation Precision Approach Certified Backup Approach Certified Approach Plates Pub/Dist Ground Radar
073
Control Tower Equipment Installed HVAC (Heating, Ventilation, Air Con) Break Rooms/Cafeteria Parking
076
Cargo Terminals Access Roads Airline Offices Building Structures CIQ Offices Cold Storage/Hazmat Area ETV (Elevating Transfer Vehicle) Forwarders HVAC (Heating, Ventilation, Air Con) Mail Security Staff Canteen Storage Racks Telecommunications Toilets Truck Queuing Areas
089
Rental Leases Signed Landing and Parking Fees Rentals
091
Other Agreements Executed Land Leases Franchise Agreements Use Agreements
092
Permits and Licenses Building Occupancy Permits Vehicle Licenses Security Badging Business Licenses Rules and Regulations Parking Permits
100
Employee Transportation Plan Fees and Charges Determined Billing Systems Established
IATA Airport Development Reference Manual
IATA Chapter S — Future Technologies & Miscellaneous Section S1: Future Technology Systems
51.1 Future Technologies — Overview............................................................ 549 51.2 Newer Frontiers in Airport Technology ................................................... 549 Section S2: Developing & Adopting Future Technology
52.1 Developing New Technologies for New Challenges................................. 551 52.2 Future Technology Objectives................................................................. 551 52.3 Transition from Future Technology to Viable Current Technology........... 551 Section S3: Interfaces — People & Cultural Issues
53.1 Future Technologies — Impact Consultation .......................................... 553 53.2 Cultural Issues......................................................................................... 554
TÃTA Airport Development Reference Manual
IATA CHAPTER S — FUTURE TECHNOLOGIES & MISCELLANEOUS SECTION S1: S1.1
FUTURE
TECHNOLOGY SYSTEMS
The role of technology in airport operations is well-understood: conveyor systems, passenger and
FUTURE TECHNOLOGIES —immigration OVERVIEW vehicle route signage, customs and systems, passenger displays for flight arrivals and
departures, airline check-in systems, security systems, and many other forms of automation all have a part to play in a truly integrated airport operation.
These systems all contribute to the effective and efficient operation of an airport. It is essential that airports look toward the use of newer technologies in their continual effort to achieve move efficient and safer airports. Threats posed by global terrorism present airports with the challenge and opportunity to exploit newer frontiers in technology to help them mitigate these security risks and thus provide suitable confidence to passengers and aviation staff.
S1.2
NEWER FRONTIERS IN AIRPORT TECHNOLOGY There are many airport operational areas where new technologies could be used in the future following intensive parallel trials of higher technology equipment. It is essential that only proven equipment is installed into live airports and for this reason professionally conducted trials on newer technology should be instigated to prove the abilities of these higher technologies in the specific airport environment they're intended for (Refer to Section S2). The subjects listed below represent a small selection of the newer technologies which are currently within the public domain at the time of going to print, but perhaps have not yet been fully exploited in the airport operations arena. These system technologies include but are not limited to the following subjects:
•
Baggage handling systems (passenger biometric intelligence).
•
Hold and hand baggage screening technology (pulsed neutron & magnetic resonance systems).
•
Intelligent networks.
S1.2.1 Baggage Handling Systems (Passenger Biometric Intelligence) The reconciliation of passengers to their corresponding baggage presents a major problem to airports and airlines. In situations where baggage needs to be reconciled with the passenger, predominately for security reasons, it is likely that it will be of benefit to link a passenger's biometric data captured at check-in and map this onto RFID baggage tags. Free data field spaces on the agreed IATA RFID transmission spectrum offer this facility. The major benefit to an airline customer is that when they are trying to call the passenger they will be able to view the facial picture of the passenger using airport CCTV systems to broadcast the image to the relevant groups of staff and passengers as required. In situations where a bag has failed a detailed baggage screening process and has been confirmed to have contained a threat article such as a bomb, then security and police services will be provided with a facial image of the suspect which would be undisputed proof that the person loaded the baggage and should be appropriately apprehended.
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IATA Airport Development Reference Manual 51.2.2 Pulsed Neutron And Magnetic Resonance Screening Systems Pulsed neutron technology has been used in hand baggage screening processes and successful airport trials have shown that the technology has a real place in helping to detect the presence of certain dangerous items concealed within passenger or crew baggage. The pulsed neutron technology now needs to be further incorporated into operational airports while continually developed to ensure that the technology is yet further enhanced and used in physical series to conventional hand baggage X-ray technology. Magnetic resonance systems are being developed and the technology is being explored to ascertain the effectiveness, overall benefits and safety implications posed by its incorporation into airport passenger screening systems. It is believed that if this technology is commercially developed for airports it could aid passenger security processes and may present a less intrusive experience for the majority of passengers who do not have dangerous items on their person when going airside.
51.2.3 Intelligent Networks With the use of more and more common backbone networks within airports, the ability to hack into these networks and cause deliberate or accidental damage to them, or even to extract or manipulate data contained on them, will continue to be a prime issue for airport IT network staff. IT staff already need to regularly inspect the condition and integrity of their networks, though the human actions and initiatives required at present are substantial. The ability of networks to perform thorough and complete active monitoring of their integrity, and to raise alarms upon intrusion detection, will continue to become more and more sophisticated. Eventually networks will be able to not only assist the IT network staff but will be able to take over part of their day to day work load for common problems
S1.2.4 Bird Strike Mitigation Technologies (Acoustic Systems) Bird strikes on aircraft is a very real problem and can present a major safety concern to airports and airlines alike. Conventionally, airports have used apron marshals who log the habits of the local wildlife and attempt remove them, mainly by scaring the wildlife away by various physical means which can include the use of birds of prey, blanks fired on the apron by an authorised staff member, etc. Audible systems have been developed and used with acknowledged and published success rates following operational trials at airports. These systems have to a marked degree alleviated the presence of wildlife such as birds. Audible system technologies include the use of high resolution recordings of wildlife or sounds known to scare off unwanted wildlife. Additionally the use of high frequency resonating sound waves has been investigated. The benefits of this technology should be explored by airports and the use of this technology will continue to gain interest.
S1.2.4 Use of Biometrics in Retailing As the aviation industry moves toward the use of biometric systems to help solve security related problems, the usefulness of the captured data will present new opportunities. One such opportunity in the use of this data is the application of assessing passenger retail spending habits and trends. Biometric passenger data provided on newer generation passports could be obtained at retail sales points within airports. Retailers would then be able to manipulate this data to aid marketing and sales strategies (subject to national privacy legislation permissions). It should be noted that this is not an IATA recommended code of practice.
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IATA
Future Technologies & Miscellaneous
SECTION S2: 52.1
DEVELOPING & ADOPTING FUTURE TECHNOLOGY
DEVELOPING NEW TECHNOLOGIES FOR NEW CHALLENGES The airport and airline industry must work with developers of technology to ensure that new technology is developed. The private and public sectors offer a range of technology development options or avenues. These will allow the airport and airline industry to explore the boundaries of technologies and the options available to improve efficiency, safety and the environment associated with the aviation sector. The following groups of organisations should be used by the aviation industry to facilitate the development and application of newer technologies:
•
Respected universities.
•
Industry forums/peer review groups IATA/ACI/ICAO/ECAC.
•
Airport authority/airline research and development teams.
•
National or independent pioneering engineering consultants (e.g. DERA, etc.).
Airports and airlines need to have regular dialogue with these types of organisations, explain the challenges and help lead new technological advances for the industry through technology development sponsorship programmes.
52.2
FUTURE TECHNOLOGY OBJECTIVES Airports need to have confidence in the abilities of new technology to perform the desired operational function. Airports need confidence that new technological systems will:
•
Improve upon the status quo.
•
Be effective.
•
Be reliable.
•
Not adversely effect the operation.
•
Will be accepted by its users.
•
Be safe and secure for its use and fit for purpose.
•
Commercially viable.
Airports and airlines should look to gain this confidence through prudent implementation of newer technology. A philosophy of proving the value of newer technology via operational trials conducted in test conditions, within the appropriate environments should be adopted. The use of the laboratory and eventually operational airport locations should be used (refer to clause S2.3).
52.3
TRANSITION FROM FUTURE TECHNOLOGY TO VIABLE CURRENT TECHNOLOGY It can be difficult for airports and airlines to commercially make the jump to incorporate newer, 'aviation environment unproven' technology with the objective to resolve an old or new operational problem. The process steps defined below should be used by airports and airlines in an attempt to allow them to have the best level of confidence in newer technologies and the ability of new systems to deliver objectives set by the aviation industry users: Step 1 — Establish the type of technology that may be applied. Step 2 — Prove through laboratory trials that the technology can be applied to the industry
555
IATA Airport Development Reference Manual Step 3a — Repeat Step 3 test but at a separate airport operation, again with limited exposure/risk. Step 4 — Obtain independent verification of the test results collated from the tests in steps 3 and 3a from IATA, verifying that the technology meets the operational objectives and the criteria defined within clause S2.2. Step 5 — If applicable. IATA could produce a directive publication, which could effectively define the proposed standard to be adopted. This would be reviewed/refined and potentially endorsed by its members as agreed best practice if the results and application are deemed to be favourable to the industry. Once step 5 has been achieved, the industry should accept that this technology is current best practice and can where appropriate be incorporated into airports and airline operations.
IAT A
Future Technologies & Miscellaneous
SECTION S3: S3.1
INTERFACES — PEOPLE & CULTURAL ISSUES
FUTURE TECHNOLOGIES — IMPACT CONSULTATION It is essential that certain groups are consulted when new technology is proposed to be implemented. The objectives are to ensure that the technology is:
•
Suitable for the local environment.
•
Can be used or managed by either local or specialist staff alike.
•
Provides confidence to the people consulted that the technology is to support them.
•
Local community groups can help shape the implementation of newer technology to best fit their needs.
•
Staff groups are consulted to understand the need for potential staff retraining requirements well in advance.
When change is involved, if an airport developer asks a local consultant group's opinion about the proposed change, the group and the individuals involved will generally feel a sense of being part of the solution. They may not agree with the final decision, but they believe they were heard in the discussion phase. Implementing future technology is no different. Making certain groups of people part of the decision-making process almost always ensures a smoother transition of the technology and generally leads to an improved technology solution. There are a set of "best practices" to follow when looking at future technology and how to make consultation groups function effectively, these can include:
•
Form a group of those affected by the proposed technology. Not everyone affected by the technology needs to be a member, but they must have some form of representation.
•
Give the group power to decide carefully through a formalised process.
•
Ensure the group is fully informed. Give them access to all and any appropriate information about the technology.
•
Explain why the technology is necessary.
•
Have the group enumerate the impact on their lives of the proposed technology.
•
Require that the group arrive at a decision within a reasonable timeframe.
•
Require that any decision must be measurable.
•
Require that the group create a technology implementation timetable (project delivery programme; and
•
Ask the group to answer questions such as: How does this technology fit with the existing processes? How will it be used? What metrics determine if it is used effectively? What training is required?
Once the airport developer has consulted certain interested groups, the implementation of the technology becomes then a more straightforward matter of following the project delivery programme.
557
S3.2
CULTURAL ISSUES In a business where specialist Airport developers, Architects and Engineers work in many different regions of the world to design and construct airports, it will be important for these groups of professionals to appreciate that certain cultures have often subtle cultural do's and don'ts. From an airport design and construction point of view the list below should be used as a starting point for airport developers so that they fully appreciate the sensitivities that can exist. Item Description
Comments
Symbols of Nationalism
Although most images are usually appreciated, there will be situations where certain symbols could alienate market sectors for airports, by being perhaps too overpowering. A careful balance is required between proud nationalistic design and awareness to the sensitivities of the potential users of the airport.
Use of Colours
Some countries use colours to demonstrate a state of being (happy/sad/frightened etc). Wealth and poverty can also be attributed to certain colours in some countries. It is important that airport designers look not only to the local country where the airport resides but at the countries of origin of the main users of the airport. The geometric forms used in airport architecture will obviously have a major influence on how a building will be perceived and appreciated, or not, on the world stage. Airport design features, intentionally made to look like religious symbols and unbalanced in presence, can sometimes offend sections of the population which may work at or use the airport. If religious symbols are used in the airport's architectural design it is perhaps best to balance and appreciate the differences which can co-exist, and represent this view in the design solution. This is obviously a very sensitive issue and one which should be very carefully assessed.
Geometric Forms
Religious Symbolism
In all instances it will be essential for Architects in particular to consult the various user groups, following the principles defined within clause S3 .1. This will ensure that cultural sensitivities are understood and accounted for appropriately using informed guidance from the relevant groups.
IATA Chapter T — Airport Processes Section T1: Terminal Processes T1.1 Terminal Processes Overview..................................................................
557
T1.2 Sample Terminal Processes......................................................................
558
T1.3 IATA Recommendations............................................................................
559
Section T2: Apron Processes T2.1 Apron Processes Overview ......................................................................
560
T2.2 Sample Apron Processes ..........................................................................
561
T2.3 IATA Recommendations............................................................................
561
Section T3: Support Processes T3.1 Support Processes Overview ...................................................................
562
T3.2 Sample Support Processes .......................................................................
563
T3.3 IATA Recommendations............................................................................
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IATA Airport Development Reference Manual
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IATA CHAPTER T — AIRPORT PROCESSES SECTION T1: TERMINAL PROCESSES T1.1
TERMINAL PROCESSES OVERVIEW There are numerous processes which are often simultaneously in operation within the airport terminal complex. Some of the terminal processes listed will be technically independent of one another while others will interact with one another very closely. The terminal building will need to house and permit (in most cases) all of the listed processes. Passenger and staff will likely call upon the building and its support infrastructure to seamlessly provided the listed process functionality. Architects and Engineers should assess the process activity groups listed below and precisely map out the desired building functionality required. All process maps associated with airline functions should be agreed with the airlines in question. Process Activity Group
Core Function
Sub Division
Baggage Handling
Arrivals Departures
General General
Transfers
General
Post Radio
General General
Voice Communication Provision
General General
Emergency Detection
General
Emergency Alert Contingency Planning Safety Management
General General General
Noise Management Provision of Public Transport Facilities
General Bus
Provision of Public Transport Facilities Provision of Public Transport Facilities
Taxi Rail
Provision of Public Transport Facilities
Underground
Traffic Control Information Source Public Address
General Flight Schedule General
Visual Information
Passengers
Visual Information Creation of Flight Related Information
Staff General
Maintenance of Flight Related Information Planned Maintenance Management
General General
Tools
General
Communication Services
Emergency Management
Ground Transportation
Information Provision
Maintenance
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IATA Airport Development Reference Manual
Process Activity Group
Core Function
Sub Division
People Handling
Check-in
General
Passenger Movement Passenger Movement
Departures Arrivals
Passenger Movement Passenger Movement
Transfers Terminal to Aircraft
Staff Movement Concession Management
Staff General
Stores
General
Access Control Access Control
Airside/Airside Airside/Landside
Access Control Access Control Baggage Screening
Equipment Control Vehicles Hold
Baggage Screening
Hand
ID Pass Production Intruder Detection Passenger Screening Surveillance
General General General Airfield
Retail Security
Terminal Management
T1.2
Surveillance
Internal
Airline and Handling Agent Liaison
General
Passenger Services Authority Liaison
General General
Check-in Desk Allocation
General
Operational Management
General
Trolley Management
General
SAMPLE TERMINAL PROCESSES An example of a typical high level process map which should be created for all relevant airport processes is shown within Fig. T1-1. This process map relates to the movement of departing passengers between check-in and the aircraft (local variations will occur). In addition to the major activity function blocks that occur, a reference is also given to the relevant technical sections within this manual which should be referenced when planning out the particular function.
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Airport Processes Figure Ti-1: Passenger Movement-Terminal to Aircraft Passenger Movement - Terminal To Aircraft
Able Bodied Pax. Walk To Security & Immigration
Able Bodied Pax. Walk To Gate/Aircraft
Disabled Pax. Wheeled Driven To Security & Immigration
Disabled Pax Wheeled Driven To Gate/Aircraft
Pax. Completes Check-in Staffed/Self Service Process
RELEVENT ADRM SUPPORT SECTIONS Refer To Section: J9/J12/U2
T1.3
Refer To Sections: J12/K6
Refer To Section: J12/K1/K2/K3/K4/K5
Refer To Sections J7/J12
Refer To Sections: J10/J11/J12/K6
IATA RECOMMENDATIONS
T1.5R1 Mapping The Airport Processes Architects and engineers should assess the process activity groups listed within T1.1 and precisely map out the desired building functionality required. All process maps associated with airiine functions should be agreed with the aidines in question.
T1.IR2 Redundancy Processes
ifr
Airport designers, planners and operational staff should develop contingency plans such that if or when a function block within an airport process map becomes inoperable, then the airport retains the ability to function within the tolerances defined within /s manual.
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IATA Airport Development Reference Manual SECTION T2: APRON PROCESSES T2.1
APRON PROCESSES OVERVIEW While the number of activities on the apron is often less than those within the airport terminal, the complexity of the tasks on the apron can be equally, if not more technically challenging. The list defined below displays the activities and functions that typically take place on the apron during the operational day. Architects and engineers should assess the process activity groups listed below and map out precisely the desired apron functionality required. The list given is not exhaustive and further activities could exist which may need to be identified and captured. All process maps associated with airline/ground handling functions should be agreed with the user groups in question. Process Activity Group
Core Function
Sub Division
Apron Management
Aircraft Ground Movement
Stand Allocation
Aircraft Ground Movement Aircraft Handling Aircraft Handling
Taxiway Lighting Air Fuelling
Aircraft Handling
Power
Runway Safety
Apron Lighting
Runway Safety Runway Safety
Ice Detection Friction Testing
Runway Safety
De-icing Runway Apron Cleaning and Maintenance
Runway Safety
564
Emergency Management
Emergency Response
All Emergency Services
Environmental Management
Air Quality Analysis Air Quality Modeling and Reporting Surface Water Quality
General General Sewage Management Systems
IATA T2.2
Airport Processes SAMPLE APRON PROCESSES An example of a typical high level apron process map is shown in FIG. T2-1, which relates to the movement of aircraft from the runway to the allocated stand. In addition to the major activity function blocks which are identified, references are also given to the relevant technical sections within this manual which should be used when planning out the particular functions.
Figure T2-1: AIRCRAFT GROUND MOVEMENT — TAXIWAY LIGHTING Aircraft Ground Movement - Taxiway Lighting Ground Controller Internal Discussions Aircraft Proceed From Runway To Taxiway
Ground Controllers Advise Pilot Of Taxiway Route to Stand Allocation
Aircraft Parking Aids Switched on in correct Aircraft Mode
Ground Radar Reviewed Taxiway Lighting Systems Illuminated To Identify Correct Aircraft Route.
Passenger Loading Bridge Driven to Parked Aircraft
Taxiway Lighting Route Turned Off
Stand Services Instigated
RELEVENT ADRM SUPPORT SECTIONS Refer To Section: F5/F6/F7
T2.3
Refer To Sections: J3/F6/F7
Refer To Sections: F67L3/L4
Refer To Sections: J11/L6/M1/M2/M3
Refer To Section: J3/F6
IATA RECOMMENDATIONS ------
T2|R1 Mapping The Apron Processes •itects and engineers should assess the'-prcfess-'-keiivity groups listed within clause T2,1 and map out pmcr»;y the a^sired apron functionality required. All process maps associated êth airline/ground handling functions should be agreed with the user groups in question.
T2JR2 Redundant Apron Processes Airport designers, planners and operational staff should develop contingency plans such that if a function block or blocks within an airport process map becomes inoperable, then the airport retains the ability to function within the tolerances defined within this manual
565
SECTION T3: SUPPORT PROCESSES T3.1
SUPPORT PROCESSES OVERVIEW Airport support processes are often overlooked. The sheer number of airport support processes which may need to function in the background can be quite staggering. All of these support processes usually need to be accommodated, depending on the function, within the confines of the airport perimeter for practical reasons. There are many functions and support processes, however, which can be accommodated away from the airport complex. This can take pressure off of the airport designers and free up valuable airport real estate for terminal and apron development plans. Architects and Engineers should assess the process activity groups listed below and map out precisely the desired support processes required. The list given is not exhaustive and further activities could exist which may need to be identified and captured. Architects and Engineers should assess the merits of providing off-airport accommodation and infrastructure for support processes which may Process Activity Group
Core Function
Sub Division
Building Management Systems
Building Environment Control
Building Management System (Heating and Ventilation System)
Building Environment Control Services Provision
Fire Sprinkler Systems Gas Provision
Services Provision
Water Provision and Disposal
Financial Management
Account Payments Landing Fee Management Charging
Staff / ATC / Third Party General
Fleet Management
Fuelling Fuelling
Fuel Pass issuing and reading and fuel issuing Management Reporting
Maintenance Maintenance
Vehicle Maintenance Planning Management Reporting
Employee Relations / Pay
General
Occupational Health Recruitment Training and Development
General General General
Development Operations Development
Application/data Application/data Networks
Operations
Networks
Resource Planning Capacity planning
Staff Infrastructure
Environmental Management
Airport Staff Human Resources
IT Management
Planning
Process Activity Group Procurement
Property Management
Research
T3.2
Core Function
Sub Division
Purchasing
General
Contract
Management
Stores Control Asset Management
Parts and Office Consumables Maintenance
Preparation for Use/Occupancy Delivery Of Customer Service Delivery Of Customer Service Forecasting Market and Operational Research
General Facilities Management Billing General General
SAMPLE SUPPORT PROCESSES An example of a typical high level support process map is shown in FIG. T3 -1, which relates to Building Management Systems. In addition to the major activity function blocks that occur and which are identified, references are also given to the relevant technical sections within this manual which should be used when planning out the particular functions.
Figure T3-1: Building Management Systems Building Management Systems
BMS Controll er Sets Environ ment Paramet ers) / Commu BMS nication ControllerReviews / Assesses_\Enviro nmentn Para mete r(s)
Heating and Ventilation
%*
>
Hot Water
Lighting
Smoke Detection
BMS Maintenance Teams
Asset Maintenance Management System
Field Sensors
Preve ntativ e Maint enanc e
Fire Suppression
Emergency Messaging Airport Network
RELEVENT ADRM SUPPORT SECTIONS Refer To Sections: J8 / Y1 / Y2
Field Actuators
T3.3
IATA RECOMMENDATIONS T3.IR1 Off Airport Support Functions Architects and Engineers should assess the merits of providing off airport accommodation and infrastructure for support processes which do not necessarily need to be within the confines of the airport perimeter.
IATA Chapter U — Airport Baggage Handling Section U1: Baggage System User Requirements U1.1 Objective of a Baggage System User Requirement Specification .......... U1.2 User Requirements Specification Contents ........................................... U1.3 IATA Recommendations ........................................................................
567 567 572
Section U2: Departures Systems U2.1 Baggage Systems Design Approach ..................................................... U2.2 Acceleration and Bag Separation Conveyors .......................................... U2.3 De-Accelleration Conveyors................................................................... U2.4 Incline and Decline Conveyors .............................................................. U2.5 Queuing Conveyors................................................................................. U2.6 Verti-Sortation Conveyors ...................................................................... U2.7 High Speed Pusher................................................................................. U2.8 Slow Speed Plough................................................................................. U2.9 45 and 90 Degree Powered Belt Bends .................................................. U2.10 Accumulation Roller Conveyors (Powered and Free Units) ..................... U2.11 Check-In Systems ................................................................................. U2.12 Sortation Systems ................................................................................. U2.13 IATA Recommendations ........................................................................
573 575 577 578 581 583 585 587 588 589 591 600 611
Section U3: Transfer Systems U3.1 Transfer Baggage Systems Overview ................................................... U3.2 Transfer Baggage Reconciliation ............................................................ U3.3 Transfer Processing Facilities Within the Baggage Hall........................... U3.4 IATA Recommendations ........................................................................
613 614 616 616
Section U4: Early Baggage Processes U4.1 Early Baggage Processing — Overview................................................. U4.2 Manual Early Baggage Storage ............................................................. U4.3 Automated Early Baggage Storage ........................................................ U4.4 Typical Automatic Early Baggage Store Layout ...................................... U4.5 IATA Recommendations ........................................................................
618 618 619 620 621
Section U5: Arrivals Baggage Systems U5.1 Arriving Baggage Overview................................................................... U5.2 Arriving Baggage DCV or Tilt Tray Sorter Injection.................................. U5.3 Arriving Baggage — Passenger Reconciliation Devices .......................... U5.4 Arrival Systems Control Desk ................................................................. U5.5 IATA Recommendations ........................................................................
622 626 626 629 630
569
1
IATA Airport Development Reference Manual Section U6: Control Systems U6.1 Introduction and Definition ................................................................... U6.2 System Concept .................................................................................... U6.3 Communications.................................................................................... U6.4 IATA Recommendations ........................................................................
631 631 633 633
Section U7: Management Information Systems (MIS) U7.1 Introduction........................................................................................... U7.2 MIS Functions Defined............................................................................ U7.3 MIS Function Considerations ................................................................. U7.4 IATA Recommendations ........................................................................
634 634 635 637
Section U8: Oversized Baggage U8.1 Overview............................................................................................... U8.2 Manual Departing Oversized Baggage Processing ................................ U8.3 Automated Departing Oversized Baggage Processing ........................... U8.4 Arriving Oversized Baggage ................................................................... U8.5 IATA Recommendations ........................................................................
638 639 639 639 640
Section U9: Sort Allocation Computer (SAC) U9.1 Introduction........................................................................................... U9.2 SAC Functions Defined........................................................................... U9.3 SAC System Considerations................................................................... U9.4 IATA Recommendations ........................................................................
641 641 643 646
Section U10: Baggage Hall Design U10.1 Baggage Hall Functions ........................................................................ U10.2 Baggage Hall Environment .................................................................... U10.3 Baggage Hall Clearances ...................................................................... U10.4 Baggage Hall Health and Safety............................................................ U10.5 IATA Recommendations ........................................................................
647 647 648 650 650
Section U11: Hold Baggage Screening U11.1 ICAO Policy ........................................................................................... U11.2 IATA HBS Policy ..................................................................................... U11.3 Recommended HBS Process for New HBS Developments...................... U11.4 IATA Recommendations ........................................................................
651 651 651 657
Section U12: Passenger & Hand Baggage Screening U12.1 ICAO Passenger and Hand Baggage Screening Policy........................... U12.2 IATA Passenger and Hand Baggage Screening Policy ........................... U12.3 Recommended Passenger Screening Process ....................................... U12.4 Recommended Passenger and Hand Baggage Screening Equipment ... U12.5 Passenger Searches .............................................................................. U12.6 IATA Recommendations ........................................................................
659 659 659 662 664 665
570
IATA
CHAPTER U — AIRPORT BAGGAGE HANDLING SECTION U1: U1.1
BAGGAGE SYSTEM USER REQUIREMENTS
OBJECTIVE OF A BAGGAGE SYSTEM USER REQUIREMENT SPECIFICATION The baggage system User Requirement Specification (URS) is required to explain the user functionality, performance expectations and the specific user interface requirements of the Baggage Handling System. It is absolutely vital that this document is produced before any baggage design work has been started. The baggage handling designer should use the URS as the main tool when trying to define how the baggage handling system shall function. The URS can vary in size and complexity according to the scope of the baggage project, from a small arrivals system to a large international departures, transfers and arrivals system, or component parts thereof. It essential that all of the airlines and handling agents fully endorse the URS during a formal sign-off process as the URS will be a major benchmark performance document from which client satisfaction will be measured from.
U1.2
USER REQUIREMENTS SPECIFICATION CONTENTS The following generic contents are typically expected to be seen in a comprehensive baggage URS. Other sub heading topics may be also included, and which should be discussed with the various user groups. As a policy, it is best for all groups to clarify the details associated with at least all of the below listed headings (where appropriate). This will ensure that system handover does not become a functional disappointment, and moreover that documented facts on the performance expectation can be audited. The URS contents must include:
•
Baggage system performance expectation.
•
Baggage input statement.
•
Baggage system functionality statement.
•
Physical components of baggage handling system.
•
System availability.
•
Baggage travel times.
•
Baggage make up lengths and class separation.
•
System airline interfaces.
•
Baggage reconciliation capability.
•
Baggage tractor types and container types.
•
Baggage tractor battery charging facilities.
•
Container storage facilities.
•
Flight allocation systems and facilities.
•
Processing of oversized baggage.
Each of the headings above is explained in more detail within subsequent clauses U1.2.1 to
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IATA Airport Development Reference Manual
U1.2.1 Baggage System Performance Expectations This section of the URS should define rates (peak hour and normal flow) for the specific parts of baggage handling system to be supplied. The peak and normal flow rates in each of the various design years should be stipulated, having first assessed the consolidated flight schedules from each of the airlines. The design life of the system should be defined. This will not always be the maximum possible/achievable for the technology. Some baggage facilities will be short term solutions, designed to merely be used for 1 or 2 seasons to overcome a known forecasted operational difficulty. The design life might alternatively be 15 years. It is important that the performance capabilities of both the overall system and each of its component parts are assessed. The baggage handling system (BHS) should have a capability to process baggage from day one of opening through to the final design year without the need to operationally expand the BHS at some interim point. The BHS design should anticipate the future growth, year on year, which the new BHS should be able to process without system reconfiguration or expansion.
U1.2.2 Baggage Input Statement The baggage input statement is used to define the agreed size and weight of conveyable and nonconveyable baggage frequented at the specific airport. The sizes and the mass weight of baggage stated in the various categories listed below will be used to size the baggage handling equipment and the user interfaces. IMPORTANT NOTE: The sizes and weights of baggage listed below will vary from airport to airport. The URS author should obtain the airport-Aerminal-specific baggage input statement through consultations with the local airline user group representatives. Standard Gauge Baggage The bag size and weight of standard gauge baggage is generically defined to be:
•
Length of 450 mm — 900 mm.
•
Width of 150 mm — 300 mm.
•
Height of 400 mm — 750 mm.
•
Mass is 10 kg — 60 kg.
Oversized Baggage (OB) Conveyable The bag size and weight of conveyable OB is generically defined to be:
572
•
Length of 901 mm — 2500 mm.
•
Width of 301 mm — 600 mm.
•
Height of 751 mm — 1500 mm.
•
Mass is 10 kg — 70 kg.
Non-Conveyable Passenger Hold Baggage The bag size and weight of non conveyable OB is generically defined to be:
•
Length of 2501 mm — 3500 mm.
•
Width of 601 mm — 1500 mm.
•
Height of 1501 mm — 3000 mm.
•
Mass is 70 kg — 150 kg.
Airport Baggage Handling U1.2.3 Baggage System Functionality Statement This section defines how each component part of the baggage handling system shall function at a reasonably high usage level. It will, for instance, include statements on how and where baggage should be transferred from landside check-in area(s) to the airside baggage hall, or where transfer baggage is to moved (connected) from one airside apron area to the baggage hall and subsequent aircraft. The full processes in each case should be clearly defined block by block. Functionality statements should allow the baggage handling designer sufficient scope so as to develop a range of options, all of which should meet the airline's operational requirements. An example of an effective functionality statement would be: 'The baggage handling system should be provided with sufficient sortation capacity within the baggage hall to meet with the operational requirements of the airlines, flight separation and class as defined within the agreed flight schedules through to the final design year." The functionality statement should include statements on the type of technology to be used (e.g. biometrics, etc.), but should not detail what models or versions should be used unless it is a legislative
U1.2.4 Physical Components Of Baggage Handling Systems This section should define the high level component parts of the baggage handling systems to be used. The following component parts could be defined in more detail: Component Part Check-in Redundancy Hold Baggage Screening Early Baggage Store Sortation System Transfer System Oversized Baggage
Comments Number of desks; type of units; self service; etc. Service level criteria (See clause U12.1). Legislative screening requirements to be observed by airlines. Storage capacity (store by flight or time or both). Sort rate; technology preference. Definition of handling preference. Definition of handling preference and volumes.
U1.2.5 System Availability System availability is an important baggage handling system benchmarking tool for the airlines in their contractual relationship with the airport. The correct expression of system availability is essential. It is important to note that all baggage handling system components will more than likely fail one or more times during their often extensive operational periods. It is possible for designers to use baggage handling equipment which is more or less susceptible to failure, and important for airlines and airports to understand and agree upon permissible levels of service that can be achieved and the resultant cost of that reliability. Though not recommended, it is easy to state within a URS document that the availability of the baggage handling system should be 100% reliable and in the event of a failure a fully automated redundancy route should be selected. This availability statement is too onerous. To do this would be virtually impossible and very expensive, requiring almost full duplication of systems. It is preferable to state an achievable reliability rate and operational day cycle, coupled with realistic automated baggage contingency routings in the event of component failure conditions. It should be noted that the reliability of any system is highly reliant on the ability of the operators to use the system within its agreed operating parameters. It is equally important that the BHS is maintained within agreed
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IATA Airport Development Reference Manual Definition of availability.
S stem Availability °/__________Mean Time Before Failure x 100________gg ^
iy o -
fj\ean jj
me
Before Failure + Mean Down Time ~
0
IMPORTANT NOTE: Down time is measured from the instant that the system capacity falls below an agreed processing X%. For example, the baggage handling systems may have two or more independent faults but still be capable of processing X% of all baggage successfully. The instant the baggage system falls below this agreed target threshold then the down time begins. It is usual to set the X% the same as the redundancy capability % (see clause U2.1). The maximum time required to bring a baggage handling system to full operational use should not exceed:
(a) 15 minutes from a non-operational, serviceable state. (b) 5 minutes from a stand-by state. (c) 60 minutes from a preventive/scheduled maintenance state. The probability that the system will be available to handle 100 per cent design capacity at any instant during the operating duty cycle should be typically greater than 99%. The probability that the system will be available to handle >75% design capacity at any instant during the operating duty cycle shall be typically greater than 99.9%. The probability that the system will survive an operational year, at the stated usage, without inducing a critical failure, shall be greater than 99.99 per cent. A critical failure is defined to be any fault(s) which render the baggage handling unable to process the agreed service level standard X%. The Mean Time To Repair (MTTR) target for on-line equipment using specified procedures and resources shall not be greater than 30 minutes. Preventive maintenance activities shall not allow the system to fall below 75% design capacity. The total time due to all preventive maintenance activities per month for new equipment should not exceed 40 hours.
U1.2.6 Baggage Travel Times This section should define the time taken for baggage to travel between critical parts of the airport so as to maintain the operational integrity of the airport operation. The bag travel times should be carefully calculated, as a difference of as little as 30 seconds can often mean a requirement of far more expensive baggage handling equipment. The following table defines some useful generic benchmarks for originating departing and transfer baggage travel times, though variations will naturally occur and should be determined for each airport. Activity Time to Process Check-in to furthest Baggage Hall chute < 9 Minutes (ideal maximum) (Less HBS Level 3 Process Time) Transfer Time Domestic to Domestic Domestic to International International to Domestic International to International
Minimum Connecting Time 25 Minutes (Variations will occur) 25 Minutes (Variations will occur) 35 Minutes (Variations will occur) 35 Minutes (Variations will occur)
General loading time for containers placed onto aircraft from an adjacent apron level requires +10 minutes added to the times listed above.
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U1.2.
Baggage Make Up Lengths And Class Separation The baggage make-up lengths and class separations for the various carriers should be defined so that the sortation system is sufficiently flexible. The tables in clause U2.12.5 define the generic requirements for make lengths. The baggage handling designer should seek to confirm the precise airline requirements, which might vary from these requirements slightly. Issues relating to the ergonomics of this equipment should be provided.
U1.2.
System Airline Interfaces This section should define all of the interfaces between the airline operators and the baggage handling system equipment. As an example the following interfaces should be considered:
U1.2.
•
Check-in desk conveyor and weighing operation.
•
Sort allocation computer interface and chute / lateral use.
•
Baggage system display.
•
Emergency and standby control interfaces.
•
Hand held flight scanner interface in baggage hall.
•
Manual coding station operations.
•
Racetrack operations.
•
HBS control routings.
•
Baggage system operation control graphic displays and keyboards.
•
Apron baggage system controls.
Baggage Reconciliation Capability The departures baggage handling system will require a full functional statement defining where and how the baggage reconciliation system should work. The operational expectations of the reconciliation should be explained, as well as the intent of the provision of the equipment. Issues relating to the ergonomics of this equipment should be provided.
U12.1
Baggage Tractor Types and Container Types Where it is applicable, it will be necessary to explain the sizes and types of vehicles and containers used to support the baggage handling operation. The volumetric clearances for the equipment should be explained so that vehicle lane heights and widths within the baggage hall can be safeguarded. It is also important to define how the selected containers will be managed and opened within the baggage hall; i.e., whether the containers have fabric sides or hinged sides or both will make a big difference to the permissible clearances between the baggage hall floor and any intermediate or main ceiling. Please refer to Section L4 for further details on baggage hall vehicles and container sizes.
Baggage Tractor Battery Charging Facilities Where needed, the precise number of charging facilities should be defined and the functional requirements of these facilities described, such as voltage provision and parking orientation and battery tug sizes. If the bays are required to be located close to other airline accommodation then
1
U1.2.12 Container Storage Facilities Container storage and dispensing facilities are used in large airports to hold a supply of containers which can be called upon to service outbound aircraft more rapidly. Their use permits the inbound baggage to be off-loaded in parallel to the loading of the outbound baggage in the baggage hall. The sizes and types of containers will need to be described. The storage capacity and the automated input and output rates should be clearly defined.
U 1.2.13 Flight Allocation Systems and Facilities Flight allocation systems are used by the airlines or handling agents to assign flight numbers to the sortation system chutes or laterals. The size and functions of the operator facilities need to be defined, as do any operational preferences of the airline or handling agent in this area.
U1.2.14 Processing of Oversized Baggage Oversized Baggage (OB) can be a substantial volume of the departing and transfer baggage volume through a terminal. It is essential to identify what proportion of baggage is likely to be OB and when it is likely to arrive. Any preferences on how the baggage handling system should process OB should be defined.
U1.3
IATA RECOMMENDATIONS U1.IR1 Use Requirements A URS should be created and signed-off on before any baggage design work is startec
U1 IR2 Contents of the URS The contents of the URS should align to requirements stated within clause 1)1,2,
U1 .IR3 Airline/Handling Agent Acceptance
and
The URS should be developed in close consultation With the airlines, airport operator the ground handling agents. The final version of the URS should be formally endorsed by the airlines, airport operator and the ground handling agents.
iata
Airport Baggage Handling
SECTION U2: U2.1
DEPARTURES SYSTEMS
BAGGAGE SYSTEMS DESIGN APPROACH Departures conveyor systems have traditionally been one of the most, if not the most complex airport operational system. It is vital that the composite functions of the departures baggage handling system meet the operational requirements of the airlines and the ground handling agents and the airport operator. The departures baggage system can be a simple manual sortation system, or can be a fully automatic sortation system with integral intelligent hold baggage screening systems, transfer inputs and early baggage stores. Departures baggage handling systems are categorized as detailed below, and should be subsequently provided with the following normal operational and redundancy capabilities: Category A Baggage Handling System Where peak baggage flow rate is envisaged to be < 999bags/hour Peak Type of sortation device possible/recommended: •
Manual or Automatic Sortation.
Type of sortation device possible/recommended:
•
Manual — Racetrack(s).
•
Automatic — Conveyors with Pushers or with Verti-sorters.
System failure redundancy requirement:
•
Manual — Covered safe and secure baggage hall or apron area, twice the size of the racetrack and vehicle space normally provided plus airport operator staff sortation assistance during system downtime.
•
Automatic — Provision of an automatic sortation system capable of processing 50% of isolated peak flow rate at all times. Category B Baggage Handling System Where peak baggage flow is envisaged to be > 1000bags/hour < 4999 bags/hour Peak. Type of sortation device possible/recommended: •
Automatic Sortation Only.
Type of sortation device possible/recommended: •
Conveyors with Pushers or with Vertisorters. Tilt Tray Sorter Linear Drives. Type 1 DCV's.
System failure redundancy requirement: •
Automatic — Provision of an automatic sortation system capable of processing 75% of peak flow rate at all times.
Category C Baggage Handling System Where peak baggage flow rate is envisaged to be > 5000 bags/hour Peak
577
IATA Airport Development Reference Manual Type of sortation device possible/recommended: •
Automatic — Multiple Tilt Tray Sorters — Type 2 DCV's.
System failure redundancy requirement: •
Automatic — Provision of an automatic sortation system capable of processing 75% of peak flow rate at all times.
U2.1.1 Baggage Design Documents All categories of airport baggage handling development will need to be accompanied by the following documents. It is necessary and recommended to produce the following baggage system development documentation in the sequence listed below. This documentation will provide confidence that the Document Title
Function of Document
Document to be Written By
Document Endorsed By
Comments
1. Master Plan
Establish medium to long term aspirations of baggage handling Having established a business case, the development brief outlines the core functions and location of the proposed To understand and capture airport, airline and ground handlers' operational needs and specific functions.
Specialist Airport Master Planner: e.g. IATA Consulting Airport Operator
AirlinesAirpo rt Operator
Defines staged functionality aspirations of baggage system. This document defines: • Transfer % traffic. • Departures % traffic. • System users. • Location. • Budget aspirations, etc.
Airport Operator/ Airlines/Ground Handlers
Airport Operator/ Airlines/Ground Handlers
These flow diagrams define functions and responses of the baggage system. They are not Once a Concept Schematic has been endorsed, the production of scaled feasibility options To define: • Preferred feasibility solution schematic. • Available terminal conveyor space. • Technical performance standard specification. • Provide national standard on Defines: • Final design solution layout. • Commissioning Specification. • Operational Functional Specification. • Baggage System User Maintenance Manual.
Baggage Systems Consultant Designer: e.g. IATA Consulting Baggage Systems Consultant Designer e.g. IATA Consulting Baggage Systems Consultant Designer
Airport Operator/ Airlines/Ground Handlers/Financ e Airport Operator/ Airlines/Ground Handlers/Financ e Airport Operator/ Airlines/Ground Handlers
Baggage System Supplier
Airport Operator/ Finance
2. Project Development Brief
3. User Requirement Specification
4. Concept Schematics
5. Feasibility Design 6. Tender Design Package
7. Detail Design
Airport Operator/ Airlines/Ground Handlers/Financ e
This defines items such as: • User interfaces. • Operational protocols. • Airlines/tug and dolly sizes. • EBS storage functionality and size. • Operator Ergonomics, etc. It does not define conveyor Rates/connecting times between station are defined. Individual conveyors are not defined. This establishes whether the concept can by physically fitted into the building and surrounding infrastructure such as M&E It is important that the baggage handling detail designer/ manufacturer develops the actual final design which must meet the technical and functionality requirements. The detail design should be wholly developed by the baggage system supplier. The functions should completely meet those defined and endorsed by the airlines and ground handling agents and
The clauses within U2.2 to U2.10 inclusive define the component parts that normally make up a departures baggage handling system. Hold Baggage Screening is discussed within Section U11.
IATA U2.2
Airport Baggage Handling ACCELERATION AND BAG SEPARATION CONVEYORS
U2.2.1 Functionality Acceleration conveyors have 2 main uses. Type 1 Acceleration Conveyor Used to gradually or relatively rapidly increase the pace of baggage flow through a baggage system. Acceleration conveyors, when used to increase the pace of baggage flow, should have a minimum length of 3 times the typical baggage length from tail roller to head roller. This permits a bag to be accelerated then stabilized on the belt before proceeding to the next conveyor. Bags with wheels or bags which are cylindrical in profile tend to roll if the acceleration rate is too high, so it is essential to have adequate conveyor belt length to limit the effects of bag inertia resulting in rolling baggage. The belt speed is constant and only accelerates to normal running speed during routine startup sequences. It is classified as an acceleration conveyor because it runs at a preferred speed increase of 0.25m/s maximum differential. Higher grip belt surfaces are normally selected and conveyors are preferred to be with no incline or decline. Technical Summary
•
Minimum length tail roller to head roller: > 3 x maximum bag length.
•
Belt motion: constant speed unless in shutdown, power save modes, or die-back.
•
Head end floor to top of belt: 0.45m (no cascade).
•
Tail end floor to top of belt: 0.45m (no cascade).
•
Belt velocity: 0.1 to 1.5m/s.
•
Belt width: 1.0m to 1.5m.
•
Belt type: high grip.
•
Tracking: not desirable — optional — dependent on location and conveyor system function.
Type 2 Acceleration Conveyor Used to increase the trailing and leading edge gap between consecutive bags. Acceleration conveyors used to space baggage should be shorter in length, no less than a minimum of 1.5 times the typical baggage length from tail roller to head roller. The belt is often used with a strong braking system which limits belt inertia problems. The conveyor is frequently started and stopped every minute to induce the desired baggage spacing from the proceeding conveyor. The acceleration conveyor obviously accelerates from stop to normal running speed, but the motor and gearbox is not usually a variable speed drive in that it accelerates to a fixed speed when inducing a baggage gap. It runs at a preferred speed increase of 0.25m/s maximum differential from the proceeding conveyor. Large baggage gaps are produced by delaying the proceeding conveyors bag. It is not recommended to have multiple short baggage acceleration conveyors adjacent to one another as baggage stability must not be compromised. Higher grip belt surfaces are normally selected and conveyors are essentially with no incline or decline. Technical Summary
•
Minimum length tail roller to head roller: > 3 x maximum bag length.
•
Belt motion: stop/start characteristics.
579
IATA Airport Development Reference Manual
•
•
Tail end floor to top of belt: 0.45 m +/-0.05m for cascade.
•
Belt velocity: 0.1 to 1.5m/s.
•
Belt width: 1.0m to 1.5m.
•
Belt type: high grip.
Tracking: fitted with bag separation detection overhead arrays.
U2.2.2 Layout: Acceleration Conveyor: Types 1 & 2 Figure U2-1: Type 1 Acceleration Conveyor Motes Conveyor A Could be any length of conveyor Conveyor B and C are Acceleration Conveyors and must be 3 x Typical Baggage Length
Conveyor Velocity M/S
E
VelC = Vel B + 0.25M/S Vel B = Vel A +0.25M/S Vel A = X M/S
Conveyor Length M
580
Figure U2-2: Type 2 Acceleration Conveyor Notes
Conveyor A Could be any length of conveyor Conveyor B and C are Acceleration Conveyors and must be 1.5 Baggage Length Conveyor B can be stopped to induce larger bag gaps. Conveyor C is the pull away conveyor.
Conveyo r Velocity M/S
Conveyo r B
Conveyor A
x
Typical
Conveyo r C
VelC =
VeJ B + 0.25M/S VelA =VelB = X M/S
Any Length
âl.5 x
Length
U2.3
Bag
a 1.5 x
Bag
Length
Conveyor Length M
DE-ACCELLERATION CONVEYORS
U2.3.1 Functionality The de-acceleration conveyor is used to slow the pace of baggage flow. As a bag is transferred from a higher speed conveyor onto a de-acceleration conveyor the speed is reduced ideally by a maximum of 0.25m/s per transfer. The speed of the de-acceleration conveyor is kept constant outside of normal routine shutdown and power save modes. Higher grip belt surfaces are normally selected and conveyors are essentially free from declines. In some instances inclines of no more than 8 degrees to the horizontal maybe permitted as this more rapidly reduces the inertia of baggage and baggage momentum/kinetic energy is better absorbed. Technical Summary:
• • • • • • • •
Minimum length tail roller to head roller: > 3 x maximum bag length. Belt motion: constant speed unless in shutdown, power save modes, or die-back. Head end floor to top of belt: 0.45m +/-0.075m for cascade. Tail end floor to top of belt: 0.45 m +/-0.075m for cascade. Belt velocity: 0.1 to 1.5m/s. Belt width 1.0m to 1.5m. Belt type: higher grip than normal. Tracking: not desirable — or optional — dependent on location and conveyor system function.
U2.3.2 Layout: De-acceleration Conveyors Figure U2-3: Typical De-Acceleration Conveyor Notes
Conveyor A Could be any length of conveyor Conveyor B and C are De-acceleration Conveyors and must be 3 x Typical Baggage Length
Conveyo r Velocity M/S Vel A = XM/S Ve)B = Vel A -0.25M/S VelC = Vel -0.25M/S
B
Conveyor Length M
U2.4
INCLINE AND DECLINE CONVEYORS
U2.4.1 Functionality The main purpose of incline and decline conveyors is to permit baggage to flow from one level to another in a controlled and safe manner within a baggage system complex. Incline and decline conveyors must have appropriate slopes of no more than 18 degrees to the horizontal, though this is an absolute maximum. It is preferred and recommended that incline and decline conveyors should have a slope of no more than 16 degrees. Baggage is retained statically on the belt purely due to the down force exerted by the mass of the bag and its contents, coupled with its often unique frictional characteristics. Baggage types must not be permitted to roll down declines or fall back on incline conveyors. Incline and decline conveyors should be fitted with high grip belts. Raised profile grooves designed not to damage baggage labels or bags should be considered. Incline conveyors can be fitted with a mid position apex roller. These conveyors are kept at a constant running speed unless in shut down, power save or in a worst case die-back mode of operation. Technical Summary:
•
Minimum length tail roller to head roller incline (no apex): > 1.5 x maximum bag length.
•
Minimum length tail roller to head roller incline (with apex): > 3 x maximum bag length.
•
Minimum length tail roller to head roller decline (no apex): > 3 x maximum bag length.
•
Minimum length tail roller to head roller decline (with apex): > 3 x maximum bag length.
•
Belt motion: constant speed unless in shutdown, power save modes, or die-back.
•
Head end floor to top of belt: 0.45m +/-0.075m for cascade.
•
Tail end floor to top of belt: 0.45 m +/-0.075m for cascade.
•
Belt velocity: 0.1 to 1.5m/s.
•
Belt width 1.0m to 1.5m.
•
Belt type: higher grip than normal. Raised profile grip faces optional and subject to location requirements.
•
Tracking: not desirable — or optional — dependent on location and conveyor system function.
U2.4.2 Incline Conveyor Layouts Figure U2-4: Incline Conveyor (With Apex)
Head End
Length >3 x Maximum Bag Dim ^—--------------------------------------------------------pCross Section through Typical Incline (With Apex) Denotes Conveyor Drive
Figure U2-5: Incline Conveyor (Without Apex)
Head End
Drive Locations should be Varied To Assist Maintenance Head End
0.45m +/0.075
Cross Section through Incline (No Apex)
Typical
^X^ Denotes Conveyor Drive
Figure U2-6: Decline Conveyor (With Apex) Tail End
0.45m +/0.075
Cross Section through Typical Decline (With Apex) Denotes Conveyor Drive
Drive Locations should be Varied To Assist Maintenance Head End Biased
Figure U2-7: Decline Conveyor (No Apex) Tail End
0.45m +/0.075
Cross Section through Typical Incline (No Apex)
Drive Locations should be Varied To Assist Maintenance Head End Biased
Denotes Conveyor Drive
U2.5
QUEUING CONVEYORS
U2.5.1 Functionality Queuing conveyors should be used to smooth flows and act as controlling buffer. The precise number to select in a system is often a task for simulation as their use is heavily reliant on the baggage delivery profile. Typical uses include: (i) Prior to line merges or junctions. (ii) Prior to and during Hold Baggage Screening (HBS). (Hi) Prior to line diverts — verti-sorters, ploughs, pushers. (iv) Prior to Bar code reader bag separation conveyors. (v) Prior to sorter injection points. (vi) Prior to bag removal points. (vii) Used as flight make-up lateral components. Clearly this type of conveyor can be used in many locations, and thus the number of queuing conveyors in a system can easily become a major contributor to the total cost of the system. It is therefore essential to balance the advantages and disadvantages of using queuing conveyors. The typical advantages include:
•
Ability to be more resilient to fluctuations in baggage arrival profile.
•
Line flow profiles (peaks) can be managed out.
•
Check-in rates can be maximized.
•
Line flows can be synchronized at merge points.
•
HBS input can be controlled though acceleration/bag separation conveyors as required.
•
HBS inspection times can be dramatically improved giving rise to manpower savings.
•
Divert flows can be synchronized.
•
Bar code flows can be managed more effectively.
•
Injection of baggage onto tilt tray or DCV sorters can be synchronized.
The typical disadvantages include:
•
Capital expenditure of extensive mechanical, electrical and controls.
•
Higher power consumption year on year.
•
Higher and more frequent maintenance.
•
Reduction in system reliability.
•
More space requirement.
Technical Summary:
•
Minimum length tail roller to head roller: > 1.5 x maximum bag length.
•
Maximum length tail roller to head roller: < 2.5 x maximum bag length.
•
Belt motion: stop/ start characteristics.
•
Head end floor to top of belt: 0.45m +/-0.075m for cascade.
•
Tail end floor to top of belt: 0.45 m +/-0.075m for cascade.
•
Belt velocity: 0.1 to 1.0m/s.
•
Belt width: 1.0m to 1.5m.
•
Belt type: higher grip than normal (dependent on application/function).
•
Tracking: must be present. Though usually only through photocell bag detection.
ÈATA
Airport Baggage Handling
U2.5.2 Layout Queuing Conveyors Figure U2-8: Typical Queuing Conveyor Queuing Conveyors
PE C
A
^ Conveyor A
PEC
B
Conveyor B
PEC
c Conveyor C 3 x maximum bag length.
•
Minimum pitch between powered and free section rollers 1.5x maximum bag length.
•
Powered roller motion: power engaged when bag present on powered roller section.
•
Powered roller velocity: 0.1 — 0.3m/s.
•
Head end floor to top of roller: 0.45m +/-0.075m for cascade.
•
Tail end floor to top of roller: 0.45 m +/-0.075m for cascade.
•
Roller width 1.0m to 1.5m.
•
Roller surface: aluminum or stainless steel.
•
Tracking: optional.
U2.10.2 Layout Powered and Free Accumulation Conveyors Figure U2-14: Conveyors
Typical
Accumulation
Powered and Free Accumulation Conveyor STAGE
1 Head End
V
STAGE 2
Head End
> •
Rollers
With
Power
Availability
O Totally Free Running Rollers
594
^3
Bag weight DOES engage rollers onto powered drive mechanism
DOollll¥«OOOOOn
Bag weight does NOT engage rollers onto powered drive mechanism
U2.11 CHECK-IN SYSTEMS The following types of domestic and International check-in desks are commonly found for the processing of hold baggage only. To determine the number of check-in desk conveyors that are required to process busy hour demand, the following calculation should be undertaken: To calculate: Units:
CD
=
Baggage Design Flow Rate
Bags/Min,^,,
When
(D ®=
=
Pax/Hour
Pax Rate During Peak Hour
Ratio N/A
Bags Per Pax Ratio (Refer to Chapter C Clause C2.3.1)
Recommend: Ask Airline Users
Bags/Min ©=
Peaking Factor
Ratio N/A
Flat Peak Hour Duration = 1.00 Medium Peaking within Peak Hour = 1.25 Frequent Peaking within Peak Hour = 1.50 © =
0 x
(D
Bags/Min
Then Bags/Mina,,,^
(D
The value Bags/Mine,,,,,,should then be compared against what is possible to be processed by the proposed number of check-in desks © Bags/Mln , .i„ onveyors. —. To calculate \w) The check-in conveyor capability Then using ... Ch ek
C
*
No of check-in desk positions proposed ®=
Pax Processing Time @ Check-in Typical Values include Very High Security - 600 seconds Medium SecurityA/IP = 150 seconds International Desks = 120 seconds Domestic Desks = 90 seconds
No. of Desks Seconds
(D =
Controlled Event Discharge (CED) Effectiveness Ratio 0.9 Option 1 CED (See Fig U2-18) 0.95 Option 2 CED (See Fig U2-19) 0.80 Option 3 CED (Random injection onto collector belt)
Ratio N/A
BagS/MIn
check-
In principle ® > © . If it is not then you must change one or more of the variables or such that this condition is met
(D
U2.11.1 VIP Check-in Facility These facilities are commonly not served by conveyors. They have only baggage weighing and ticket labelling facilities. Depending on the volume of VIPs through the terminal they are fitted with dedicated
Figure U2-15: VIP Check-In Facility VIP Check-in and Arrivals.
Red
Searc h
VIP Position
Weigh Scale Conveyor)
Area (Not
a
Land-side / Air-side Boundary Automatic Metal Detection Arch Wide Secure Door For Disabled Passenger and Infant Entry Passenger Metal Object Desk Position Passenger Search Staff Check-in Staff Position Issue Bag Ticket Pax Boarding Pass & Immigration
Custom s Red Channel Customs Green Channel In Bound Bag Reclaim
Immigratio n & Customs Staff Position
Airport Baggage Handling VIP Check-in Operational Process: Step
1 Passenger taken by dedicated transport to dedicated VIP facility and approaches desk
Step 2
facility.
Airline/Passenger Profiling Questions asked and Passengers Answers Given. Process Duration Min 20-30secs.
Step 3
VIP's baggage placed on weigh scales and weighed (not a conveyor). Process Duration 10-20secs.
Step 4
VIP's baggage license plate label printed and affixed to baggage. Process Duration 10-20secs.
Step 5 (Optional) Baggage security screened through EDS (either locally or sent to central main baggage hall) — Process Duration 30-60secs (locally fitted EDS process time given includes load and unload time). Step 6
Process End for Baggage.
VIP Check-in Control System Common Logic: Links are only made between label issuing equipment and DCS. Possible further links include (i) biometric databases, and (ii) EDS equipment image data.
U2.112. Self Service Check-in The most common type of self service check-in are free standing units which handle e-ticket details or processes hardcopy tickets. The facility will issue boarding passes and instruct the passenger how and where to process your baggage, which is usually a separate manned area with conveyor system in-feed. Some self service check-in facilities have both this functionality and the ability to process baggage without the check-in operator. In addition to this some self service check-in facilities have biometric verification capability and will permit links to various security and immigration databases. The facility below uses easy-to-use technology to permit the passenger to check-in one of more pieces of their baggage into a minor or major BHS operation without a check-in operator. The overall minimum to maximum process time difference for a self service check-in desk is larger than for manned check-in desks. This is due to the large variance in the ability of passengers to respond appropriately to commands, and the level of familiarity with the systems being used by the passenger.
597
IATA Airport Development Reference Manual Figure U2-16: Self Service Check-In Facility with Optional Biometric and Conveyor
Photo courtesy of Fabricom Airport Systems & PaSec Operational process: Step 1 Step 2
Passenger approaches self service check-in kiosk with physical ticket or e-ticket details. Passenger inserts ticket or e-ticket details. Process
duration
5
Step 2a Optional biometric passenger data captured. Process duration 5 sees. Step 2b Biometric data analysed. Process duration 10 sees. Step 3
Airline/passenger profiling questions asked and passengers answers given. Process duration 30 sees.
Step 4
Optional passenger places passport on the screen. Process duration 10 sees.
Step 4a Passport data validated from central database. Process duration 10 sees. Step 5
Baggage license plate label printed and affixed to baggage by passenger. Process duration 10 sees.
Step 6
Optional passenger asked to place baggage item(s) onto conveyor system. Process duration 10 sees.
598
Step 6a Confirmation of number of pieces of luggage. If 0-1 items of luggage per passenger step 7 else step 5. Step 7
Process end for baggage.
Control System Common Logic Links are made to the DCS system and the bar code label printer. Links are optionally made to immigration and security databases in the event that biometric and passport data is to be verified.
U2.11.3 High Security Check-in Check-in areas which operate high security protocols should use the main conventional conveying equipment and system interfaces. It is possible, for example, to have high security check-in operations at normal and remote check-in facilities. The high security element involves either up-to 100% of the passenger profiling questions being implemented, access at check-in to national and international security databases including passport control, or else biometric databases. Although recent and significant security advances in self service check-in desks are evident, it is historically more common for the high security operations to be conventional manned check-in desks. Baggage that has been checked-in by high risk passengers should be clearly identified within the control system of the baggage handling system. The baggage handling systems should be able to link the profile data captured from check-in and provide this information to the baggage control system such that it will be possible to interface with the baggage security system effectively. A passenger's profile data should be presented to airport security, airport police and airport immigration services as soon as technically possible. The objective should be to share security data such that higher risk passengers are screened more rigorously while low risk passengers are permitted the normal rapid access, but still within the legislative requirements. Operational Process The operational process as described within clause 2.10.6 of this document should be referred to with the inclusion of the following additional process times: Step XI Passenger asked a series of security questions designed to ascertain level of terrorism threat potential. Step X2 Passenger responds to questions. Step X3 Hold baggage is bar coded as higher security baggage and referred to appropriate baggage screening area within baggage hall. Step X4 Passenger passport is verified either manually or automatically against immigration and national and international security databases. Step X5 Passenger is issued with coded boarding pass and identified as higher or normal risk passenger. Control System Logic The control system onhigh security check-in facilities would typically include the usual links to DCS
U2.11.4 Airport Remote Rail Head/Hotel Check-in These facilities adopt the same processes and technology as check-in systems within the terminal complex whether it be standard conventional or high security check-in. The main difference with these facilities is that they are remote from the terminal complex and that hold baggage screening is normally only completed once the baggage has been collected and transferred to the terminal complex. Baggage checked which has been profiled and deemed to be very high risk can and should be removed before transfer to the terminal complex and dealt with locally and appropriately using appropriate secure protocols and equipment. This is not always practical since some remote areas include hotel complexes, which are not versed or equipped with the technicalities associated with baggage threat issues. Operational Process The operational processes are consistent with standard conventional, self service and high security check-in facilities. The major additional process is that of the following: Step X1 Collection from remote check-in area. Step X2 Transfer from remote facility to terminal complex. Process duration (5minut.es to 2 hours typically). Step X3 Unload baggage onto terminal complex in-feed. Control System Logic The remote check-in facilities can accommodate both DCS logic connection and bar code label printing facilities. Remote facilities rarely include EDS data links, because the connection time between remote and terminal complex locations are such that baggage screened at remote locations can be interfered with during steps X1 to X3.
U2.11.5 Transfer (Airside) Check-in Transfer baggage check-in facilities are typically located airside. The primary objective is to enable passengers that are in transit on the airport complex to check-in for connecting flights without the necessity to go landside. In the context of the baggage system, the objective of the check-in facility is to confirm the connecting flight destination and inform the DCS of how to process the baggage in transfer which has been reclaimed by the passenger (from the previous flight or already within the baggage system). Please refer to Section U3, Transfer Systems, for further details. IMPORTANT: The DCS should be configured such that it can detect and identify baggage processed from check-in or from a transferring flight (where the transfer bag has been checked in locally and a new tag assigned) and the corresponding passenger boarding pass has to be correctly received at the gate with a complete alignment of data from the baggage label and the boarding pass. It is essential for the DCS to make this link. If a passenger has loaded a bag into a baggage system and has not boarded the aircraft by the flight closure time, the DCS must clearly make those passengers known to the airline baggage handlers, airline security and airport security. The airline and airport must remove any bag from the flight if the corresponding passenger cannot be located. Operational Process
Control System Logic The control system logic is consistent with standard, conventional, self service and high security check-in facilities. The transfer check-in desk commonly has links to the main terminal baggage hall DCS, and has the capability to print bar code labels. It is possible to map passenger biometric data to EDS bag content image data, though it is not commonplace at time of this printing. Transfer baggage system control logic should, in accordance with IATA resolution 709 and 1745, Baggage Transfer Messages (BTM's), be sent between airport/terminal DCS systems to permit the reconciliation of transfer passenger baggage inventories between connecting airports.
U2.11.6 Standard Concourse Check-in Facilities This is the most commonplace check-in arrangement used within the departures concourse. The facilities often comprise the following components: 0)
Check-in counter.
(ii) Desk control panel including CUTE displays. (iii) DCS display. (iv) Weighing conveyor, incorporating scales or stand alone scales. (v) Label conveyor. (vi) Dispatch conveyors. (vii) Label printing facilities. The desk is typically brought on-line when the key switch and password are entered by the checkin staff. Once energized, the desk is then able to accept baggage into the system via the collector belt. The baggage control system should identify those desks which have not been operating for more than 10 minutes. Any desk which has not been in operation for more than 10 minutes should be disabled from the main baggage system until such time as the password from an authorised checkin operator has been entered. It should not be possible to dispatch a bag into the main baggage system by an unauthorised person, either manually or automatically. Operational Process (Process description for Weight/Label/Dispatch configuration of conveyors) Step 1
Passenger desk. Process approaches duration check-in 3-5
Step 2 Passenger asked to provide flight ticket and passports — Passenger provides documents. Staff update DCS system. Process duration 5-10 sees. Step 3 Passenger asked security baggage questions — Passenger asked how many pieces of luggage to check-in. Label(s) are printed and DCS updated. Jump to step 8 if passenger has no baggage to check-in. Process duration 30 sees. Step 4 Passenger asked to load one bag onto weigh conveyor or scale — check-in staff weigh bag. Process duration 10-15 sees. Step 5 Check-in staff press the weigh conveyor MOVE LOAD button on the control console. Bag on weigh conveyor gets conveyed to label conveyor assuming label conveyor is empty. Process sees.
duration
5-10
Step 6
Passenger asked to load next bag of their belongings then repeat step 4 as necessary — Jump to next step if only one bag per passenger evident. Process duration 5-10 sees.
Step 7
Check-in staff label the bag and press the label conveyor MOVE LOAD button on the control console. Bag on label conveyor gets conveyed to dispatch conveyor. Process duration 10-15 sees.
Step 8
Process end.
Figure U2-17: Check-In Process Standard Check-in Process XX |
x x|
Denotes Physical Action Denotes Communicati on
/
x x || x x
I
XX
Step 1 &
2
XX XX
Ste p3
Step 5
Ste p4
J XX1 11
Control System Takes Over
___ Step
6
Control System Logic
Ste p7
Ste p8
The control system is commonly linked to the DCS and BHS MIS displays. Biometric and passenger tracking databases are also linked when required, enabling passenger-to-bag tracking throughout the terminal if and where deemed required and appropriate. The latter is technically possible though not operationally commonplace.
IATA
Airport Baggage Handling
U2.11.7 Collector Conveyor The collector conveyor is the most important conveyor in the whole system. It resides beyond the dispatch conveyors and effectively sets the flow rate of the rest of the system. Excluding the cart based check-in systems there are essentially three types of collector conveyor options: Option 1 — Collector Belt Window Allocation 1/1 to 1/X In this mode the collector belt is split into lengths known as windows. These are not real belt splits but are merely lengths of space on the conveying belt media which the control system recognizes are present in real time. The check-in desks inject baggage from the dispatch conveyors into the collector belt windows when they are available. As you progress down the length of the collector belt the probability of obtaining a free window progressively and linearly decreases — see Fig U2-18 below. This is not the optimum configuration in terms of window allocation.
Figure U2-18: Collector Belt Controlled Event Discharge — Opt 1 Standard Check-in Process Controlled Event Discharge Option 1 Collector Belt Window Allocation 1/1 to 1/X [3] 3rd Bag In Sequence to be Checked-in (2] 2nd Bag In Sequence to be Checked-in [I] 1st Bag In Sequence to be Checked-in X - Denotes number of Check-in Desk
Bag Window Generator Position
Positions
Probability of Obtaining Dispatch Window
Desk Position j Relative to CED' Window Allocation
Option 2 — Collector Belt Window Allocation 1/2 to 1/ÍX/2) This operates with the same principle as Option 1, except in that as the windows are generated from the tail end of the collector conveyor in the control system, every other window is left clear. These clear, free windows or slots are then allocated to the second half of the collector belt. The advantage of this mode of operation is that the check-in desk wait times as you progress down the length of the collector belt from tail to head end are reduced considerably — See Figure U2-19.
603
IATA Airport Development Reference Manual Figure U2-19: Collector Belt Controlled Event Discharge — Opt 2 Standard Check-in Process Controlled Event Discharge Option 2 -Collector Belt Window Allocation 1/2 to l/(X/2)
[D 3rd Bag In Sequence to be Checked-in [H 2nd Bag In Sequence to be Checked-in
„ Window []] 1st Bag In Sequence to be Checked-in X - Denotes number of Check-in Desk Positions NOTE: EVERY OTHER WINDOW IS KEPT FREE FOR SECOND BATCH OF CHECK-IN
-------N— Desk
Position! Option 3
—
Bag Generator Position DESKS
1/7 Probabilit y of Obtainin g tt- Dispatch Window
I
Relative to This CEDis; where there is no controlled event discharge, and baggage injection from the dispatch conveyors to collector conveyors is controlled on a random basis rather than by calculating free space. Window Allocation Commonly, the collector belt is fitted with photocells before each check-in desk injection point so as to avoid baggage jams. When this cheaper solution of dispatch-to-collection-belt-injection is adopted, the check desks closest to the head end of the collector belt have unreasonable processing times when operating in busy periods. This is not a recommended solution. U2.12.1 Primary Sortation The primary sorter is used to ensure: (i) Baggage is moved to the correct zone in the building as quickly as possible. (ii) Baggage is sent to HBS equipment in the most effective manner (load sharing). (iii) Baggage which will dwell within the system for longer than 2 hours can be routed to an Early Baggage Store (EBS). (iv) Baggage is sent to a fast track router with HBS to enable rapid flight connections. The equipment used to achieve this functionality maybe a tilt tray sorter or a conventional conveyor fitted with either pushers or verti-sorters, or less commonly DCV equipment.
604
IATA
Airport Baggage Handling Primary sortation is optional, though recommended to provide greater flexibility of both equipment and operational resources — particularly in larger airport operations. The primary sorter in smaller airports may be a conventional conveyor fitted with high speed pushers or high speed verti-sorters. It is possible to use certain DCV equipment even in small airports as part of a larger, longer term development strategy to use DCVs as airport traffic grows. The primary sorter in larger airports (See Fig U2-20) maybe a linear drive sorter or DCV. DCV equipment should be used in larger airports to take full advantage of the high speed connection times they provide. Fig U2-20 below incorporates a DCV terminal-wide system to both deliver departing baggage to aircraft and retrieve arriving and transferring baggage. The advantages of conveying baggage to and from the apron area using DCV technology directly are:
•
Airline costs for moving baggage to and from the aircraft would be considerably reduced.
•
Airside traffic and management costs are dramatically reduced.
•
Apron safety is dramatically improved.
•
Baggage connection times are much more predictable.
Figure U2-20: Primary Sorter and DCV Distribution Schematic Diagram (REDUNDANCY NOT SHOWN) ARRIVALS
N A
Large Airport Potential Configuration Shown with Automated Departures & Arrivals System DEPARTURES
Final Transfer Destination Connection Reclaim Reclaim'
_U____U____L_L Check-in Concourse
1
±±
ID'.
1±
Primary Sortation
X
Zone 2 HBS
DCV —I Zone 6 North West Apron Make Up
Zone 7 South West Apron Make Up
Zone 8 Transfer On-load
Zone 5 Core Baggage Sortation Bar Code or RF
Zone 3 North East Apron Make Up Zone 4 South East Apron Make Up
605
U2.12.2 The Linear Drive Sorter This unit can be used for primary HBS of secondary flight sortation purposes. The linear drive sorter should be the preferred option over chain driven variants. Due to their increased reliability and quieter operation. The availability of a single linear drive sorter should at least be 99.98% available with a MTBF of 2000 hours and a corresponding MTTR of no greater than 30 Minutes. These figures can be achieved by using modular components on a linear sorter which can be rapidly removed and replaced. The linear drive power inducement provides energy efficient movement of trays with low noise and reduced mechanical moving parts.
Figure U2-21: Linear Drive Sorter
Image courtesy of Fabricom Airport Systems Operational Process Linear drives and even chain driven variants should be provided with load detection monitoring software. This will ensure that operating current is provided at the correct level to ensure that the speed of the sorter is maintained at the same speed irrespective of how many actual bags (varying loads) are residing on the sorter. The benefit of this system is that when baggage flows are low the energy consumption of the sorter is reduced (as the load is reduced). The control logic should continually learn to improve its performance automatically by detecting load variations and recommending maintenance intervals to counter monitored negative variance in performance of the DCV equipment. Tilt Tray Sorter Induction Process The induction process should be designed to permit maximum throughput onto the sorter. It is important to place the induction units at the correct pitch as recommended by the manufacturer. This distance between consecutive induction units can vary from 3m to 7m according to manufacturer and type of placement. It is important to understand the perceived flow through each induction so as to ensure that all induction units have a realistic chance of injecting baggage onto the sorter. Do not expect too much from a sorter in terms of its ability to process multiple types of baggage. While it is possible to use a single sorter to process departures baggage and transfers baggage and even arrival baggage, this will push the sorter to the operational limits of its capabilities. Small variations in flow with a sorter with multiple induction units may restrict induction input considerably. It is better to have smaller separate sorters rather than one very larger sorter.
There are three types of title tray sorter induction: (I) Side 30 degree; (ii) Side 45 Degree; and (iii) Overhead. The most common is the 30 degree side induction and this is preferred technically since the dynamic forces of the bag on the induction conveyors more closely matches that of the sorter it is trying to merge with. Settings to remember when designing a tilt tray sorter system are:
•
Keep the distance between induction units aligned with manufactures recommendations.
•
Use the minimum possible number of induction assemblies whilst still achieving the desired level of system redundancy.
•
Be realistic in terms of mixing flows of baggage and allocate a separate departures and transfer sorter rather than a single very large sorter for all flows.
•
Where an Early Baggage Store is required try to provide a separate sorter for managing this flow.
•
Keep inclines and declines as shallow as possible as this can induce premature mechanical wear.
Figure U2-22: Typical Side Induction Arrangement
Injection
Conveyor
Synchronisation Check Conveyor
Synchronisation Conveyor
Queue Conveyor #1 Queue Typical technical summary (variation according to manufacturer will occur): •
Tray pitch 750mm=>1200mm.
•
Bend radii min 2.3 metres.
•
Totally enclosed track.
•
Cable routing built into track design.
•
Linear motor drive.
•
Maximum single tray load 60kg.
•
Maximum single tray size 900x750x900mm.
Conveyor #2
•
Minimum baggage size 75x75x25.
•
Maximum linear speed 2m/sec.
•
Maximum incline angle 150°.
•
Noise level 70dba measured from 3m from sorter.
•
Induction angles 30° and 45°
U2.12.3 Flight Sortation Where a primary sorter is used, the flight sortation process is also known as the 'Secondary Sortation' process. Functionality: The flight sortation process should enable originating or transfer baggage which has been cleared through HBS to be routed automatically to the correct make-up, whether it be a flight chute, lateral or racetrack. The principle steps to flight sortation are straightforward: => Step 1
Identify the bag and its position within the baggage system via bar code or via radio frequency (RFID) tag.
=> Step 2
Monitor or track the bag through the system using a robust tracking philosophy.
=> Step 3
Dispatch or sort the tracked baggage to the correct flight make-up.
Sorter media maybe either a linear drive tilt tray linked sorter or DCV, or even conventional conveyor with high speed pushers or verti-sorters. Selection of sorting device is dependent upon:
•
Baggage flow.
•
System reliability requirements.
•
Baggage size and weight.
U2.12.3.1 Flight Identification Flight identification labels may be of the bar code or RFID label standard as defined by IATA resolutions 1740b and 1740c respectively. Bar code labels permit the airlines to both define and monitor useful data pertaining to the passenger and the flight. Their technology shows its limitations when compared to RFID systems, which are far superior in many regards. At this time RFID tags are more costly to produce and use than existing bar code labels, however RFID technology is more reliable than bar code reading equipment. The data programmed into an RFID tag is read more accurately via the RFID reader, the radiotransmission qualities of which allow secure and unique information transfer with far more available characters and subsequent combinations. The RFID label will ultimately prove its usefulness with the widespread introduction of biometric security measures. It will be possible to programme passenger biometric algorithms onto the RFID label within the optional fields on the RFID specification. RFID readers can be mounted on belt conveyors, tilt tray sorters and DCVs. The transmission between label and reader can penetrate the mechanics of conveying media. Bar code readers can be fitted to belt conveyors, though to achieve a 360 degree view of the label (which may or may not be in contact with the conveyor belt) the laser light arrays must be positioned between the rollers of adjacent
U2.12.3.2 Bag Tracking Baggage tracking may be achieved by one of the following techniques: (i) Bar code or RFID tag readers 360 degree array bar code readers are both costly and less reliable than angular measurement tracking if the tracking system is designed correctly. No matter how accurate the tracking setup, the printed quality and presentation of bar coded labels (especially while in transit) will always present a degree of read-error. RFID readers are the most reliable mechanism for tracking baggage, and the actual reader hardware is very cheap when compared to similar bar code equipment. RFID readers are also more reliable than bar-code readers, since they do not incorporate equipment which requires high levels of maintenance, such as bar code reader tubes, which degrade in performance and require regular maintenance to achieve high levels of performance. (ii) Angular Measurement This is a cheaper way to ensure that the baggage has its position tracked successfully on the conveyor. If the conveyor route is as flat and straight as possible then the degree of certainty of the tracking is actually very good. It requires the use of angular measurement devices such as optical shaft encoders or star wheel encoders. In both cases the tracking is backed up by the use of photo electric cell (PEC) diodes to positively verify bag leading and trailing edge positions within the baggage control software.
U2.12.4 Destination Coded Vehicle Systems (DCV) There are essentially 2 types of DCV systems:
1. Type 1 DCV with onboard dispensing conveyor (See Fig U2-23). 2. Type 2 DCV with dispensing tray (See Fig U2-24). Both DCV types use linear motors to propel the DCV along the DCV track. DCVs are not connected to one another other than being confined to run on the same track. DCVs can be propelled at different rates and to different destinations to meet with operational requirements as programmed by the departures control system and sort allocation computer requirements. The track components of a typical DCV circuit might include:
•
Induction straight.
•
High/Low speed straight (level/incline/decline).
•
Higher/Low speed curves (level/incline/decline).
•
Maintenance off-line positions.
•
DCV buffer storage areas.
•
Ejection straight.
The main advantages with a DCV are:
•
Higher cart speeds than tilt tray sorter units Type 1 DCVs ~5m/s Type 2 DCVs ~10m/s (Fast Straight locations)
•
Greater system availability since individual DCV carts can be maintained independently without stopping the whole system.
•
The control system places DCV carts into the track on a 'Need Cart' and 'Just In Time' basis.
•
The control system can increase or decrease DCV speeds to meet different flight connecting times.
•
Certain DCV cart maintenance can be completed in dedicated off-line tracks specifically designed for maintenance, while the rest of the system continues in operation.
•
Energy efficient operating philosophy.
Note: DCV cart control management is a complicated issue at large airports. Designers are advised
to simulate DCV cart movements to understand the true characteristics of the DCV in system usage, storage and management. Selecting a DCV System over a Tilt Tray Sorter Any one of the following attributes may warrant the decision to select a DCV system over a tilt tray sorter system. In reality most if not all of the following factors need to be considered and evaluated:
•
If the terminal complex is fragmented and the fastest possible connection between facilities is required.
•
If the distance between check-in desk and final destination make-up exceeds 0.75Km.
•
If the baggage is to be delivered to and retrieved from the apron stand make-up position directly.
•
If the total operating and maintenance forecast costs for the DCV are favourable.
•
If the reliability of the DCV cart and track are favourable.
•
If the capital cost of the DCV cart, track and controls are favourable.
The Type 1 DCV has a conveyor motor mounted on it which is activated when the DCV wants to receive a bag or when the DCV wants to eject a bag. The dispensing conveyor is retained in the horizontal position at all times. The conveyor mounted on the DCV cart is mounted perpendicular to the main direction of the DCV in transit. The conveyor is usually only powered when the DCV is stopped. The Type 1 DCV lends itself to the whole system configuration, where baggage is transferred from check-in onto the DCV and processed entirely throughout the baggage handling system (on DCV carts with the exception of the time spent within hold baggage screening, or within nearly static early baggage stores). The DCV system Type 1 (FIG. U2-23) has the capability to collect bags directly from a check-in desk, deliver them to security screening X-rays, collect the bags and then sort them to make up positions. With a capability of smooth acceleration, smooth de-acceleration and constant velocities of up to 5 m/s, the type 1 DCV systems are well suited for medium to long distance applications.
The Type 2 DCV The type 2 DCV system typically consists of one mainline loop which covers the complete piers and the baggage hall, and which serves loading stations, unloader areas, bypass lines, empty cart queues, a security area and a maintenance area. The type 1 and 2 DCV carts are driven by linear motors mounted at fixed locations between the track. The type 2 DCV system also has smooth high speed operation which is controlled by the baggage handling PCL system. This PLC system also manages handling functions such as loading and unloading, diverting and merging of tracks, curves, inclines and declines, sorting, as well as scan and check stations.
Figure U2-23: DCV Type 1
Figure U2-24: DCV Type 2
Photo courtesy of Fabricom Airport System Vanderlande
Photo courtesy of
U2.12.5 Flight Make Up — Static Calculations
The BHS should be able to process the allocation of wide body aircraft proposed to be resident within the weekly flight schedules. Baggage from a wide body aircraft should be accommodated on no less than five discrete make-up positions potentially configured thus (IMPORTANT NOTE User variations will occur): Important Note: The performance of flight make up and the resultant length should be finalised using simulation of the flight schedule and associated inputs. Single Scheduled Wide Body Outbound
No of Make-up
Length of Make-up
1 st Class
1 Make-up
7 Meters
Business Class
2 Make-ups
14 Meters
Economy Class
3 Make-ups
21 Meters
Wide Body Outbound
No of Make-up
Length of Make-up
Single Class
5 Make-ups
42 Meters
Single Charter
IATA Airport Development Reference Manual The BHS should be able to process the allocation of narrow body aircraft proposed to be resident within the weekly flight schedules. Baggage from narrow body aircraft shall be accommodated on no less than three discrete make-up positions potentially configured thus (IMPORTANT NOTE User variations will occur): Single Scheduled Narrow Body Outbound
No of Make-up
Length of Make-up
1 st/Business Class
1 Make-up
7 Meters
Economy Class
2 Make-ups
21 Meters
Single Charter Narrow Body Outbound
No of Make-up
Length of Make-up
Single
3 Make-ups
28 Meters
Class
Ergonomics: Where it is envisaged that excessively heavy baggage will be transferred from the BHS to awaiting containers, there should be the provision of heavy baggage lifting equipment at the correct locations. Baggage system interfaces with staff in the baggage hall should be ergonomically designed. Baggage off-load levels within the baggage halls should be designed to be ergonomically suited to the local workforce and should adopt best international working practices, such that the risk of off loading injuries should be minimised. Baggage which has been sorted by the baggage handling system may be sent to a variety of make up devices. The following devices and their locations are viable: Type
Location
Comments
Lateral
Baggage Hall
Laterals are usually conveyors.
Chute
Baggage Hall/Apron
Inclined Racetrack Free roller
Baggage Hall Baggage Hall/Apron
Powered & Free Roller
Baggage Hall
Can be used with free rollers. Used where secondary sort needed. Bag speed control required. Not preferred due to entrapment possibility.
IATA
Airport Baggage Handling Figure Length
U2-25:
Lateral
Presentation
Figure Length
U2-26:
Chutes
Presentation
FULL CHUTE PHOTOCE LL LOCATION
MAKE-UP LENGTH = X1 +X2 NOTEX2>1S m 2M TO ACCOMMODATE DRIVE MECHANISM
Figure
U2-28:
Powered
&
Free
Plus
POWERED & FREE PLUS FREE ROLLERS
MAKE-UP LENGTH
614
Free
Rollers
IATA U2.13
Airport Baggage Handling
IATA RECOMMENDATIONS U2.IR1 Check-in System Where there is a need to install back-to-back check-in facilities, then each check-in line should be fitted with its own dedicated collector belt(s). This requirement can be relaxed where passenger queue depths would be compromised with the installation of dual collector conveyors. Wherever possible the dual collector belts should be fitted with 2 x 90 degree belts at the tail end of the conveyors to aid system availability in the event of a collector belt failure. The recommended maximum length of collector belt in isolation or within a series should be no more than 15m. The maximum number of check-in desks in a single line feeding a single set of series collector belts should be 20. Where 20 check-in desks are provided in a single series line then these should be mated to no less than 4 series collector belts with reverse redundancy capability. Check-in desk and islands should be configured in accordance with FIG. U2-17, though the precise number of desks should be sized to the line throughput expectations. Each check-in desk should be fitted with three integrated conveyors to be entitled weigh/label/despatch, and as otherwise defined in clause U2.11.6.
v.
The weigh conveyor can be replaced by a weigh scale only where terminal throughput for the design life of the system is expected to be less than 5 million passengers per annum: The separate despatch conveyor can be replaced by a combined label/despatch conveyor where it can be demonstrated that that queue depth does not become compromised.
U2.IR2 Collector System At the point where each delivery line proceeds away from the check-in area the collector lines feed the distribution system. Each collector line should have the ability to reach the distribution system from a minimum of two separate feeds. This requirement can be relaxed where the passenger throughput in the terminal is less than 5 million passengers per annum for the design life of the equipment. The collector conveyors behind the check-in system should incorporate dual window allocation — option 2 as defined within FIG. U2-19 where passenger throughput through the terminal exceeds 5 million passengers per pnnum.
U2.IR3 Distribution System The baggage delivery system should run at the maximum permitted speed to ensure that baggage connecting times between check-in, the baggage hall and between connecting flights are minimised. The baggage delivery systems should incorporate energy efficient operating logic which ensures systems are both operationally available and consume the least amount of energy as possible.
615
IATA Airport Development Reference Manual
U2.IR4 Departure and Arrival Systems Sortation and Redundancy Requirements System redundancy should be tiered according to the flow requirements and the type of conveying system being adopted, as well as the level of contingency planning provided by the airport. The sortation and redundancy requirements of Category A. B and Ç baggage handling systems should be observed in accordance with clause U2.1 Aside Note: The failure of a single DCV cart shall not constitute a system failure as the DCV cart can be taken out of service while the DCV system is still in operation. If the DCV cart failure cannot be fixed off-line and consequently disables the DCV track system to extent that baggage flow is essentially stopped, then this would constitute a DCV system failure. U2.IR5 Baggage Make Up Preferences The airport users should be consulted via the ACC working groups to ascertain the baggage handling working preferences. The airlines should be provided with a list of the options together with an up-to-date heaith and safety report detailing the recommendations for loading and unloading baggage within the region of the airport. The health and safety report should be conducted by a specialist in manual handling regulations. The report should highlight the facts regarding the capabilities of the available space and availability of specialist equipment to aid lifting heavy baggage.
IATA
Airport Baggage Handling
SECTION U3: TRANSFER SYSTEMS U3.1
TRANSFER BAGGAGE SYSTEMS OVERVIEW The processing of transfer baggage is actually more complex than that of originating departures baggage. The dilemma confronted by baggage handling designers is that transfer baggage may be mixed with final destination arrivals baggage, and may also not have a readable tag. Airlines often load transfer baggage into aircraft in specifically dedicated containers, or within certain sections of the aircraft. This aids the identification of transfer baggage significantly by ground staff. A number of processes are required to be performed on transfer baggage before it can be connected with its outbound aircraft. These process requirements are defined within FIG. U3 -1 below. In practice, transfer baggage is off loaded from the aircraft as soon as possible and then processed in accordance with FIG. U3-1 below. Baggage which is sorted via an automatic sortation system will require bar-code/RFID labels to permit the automatic identification and sortation process. In addition to the labels it will also be necessary for the relevant information to be provided via DCS, Flight Scheduling Systems (operator input and international/domestic communication), etc.
Figure U3-1: Transfer Baggage Process Map — Manual and Automatic Sortation Containerized Single Connecting Flight -► De-contalnerize Containerized
Early Bag
Make-up Flight
Containerize
Store
Same Airline
Bags to
Multj
Connecting Flights Noncontainerized Single
. iH
Connecting Flight Non-
--------- As Inbound w
Automati c Sortation
Make-up Flight Different
containerized
w Airline
Multi Connecting
To Inbound
Flights
Transfer Bags
Hold Bagga ge Scree ning Desk Transfer
Arrivals Reclaim
Check-in
rti
\
y
Aircraft
Loose Load Bags to Aircraft
Manual Sortatio n Denotes option to rescreen bags which have excessively dwelled within the Early Bag Slore Denotes option for Pax to collect bag from transfer reclaim and re-check-ln (Mandatory in some countries)
617
U3.2
TRANSFER BAGGAGE RECONCILIATION Airport baggage handling systems and operational protocols should be designed to ensure that hold baggage should only be loaded into the hold if all of the following conditions are met: (i) Passengers have provided acceptable passport identification at the boarding gate checkpoint. (ii) Passenger hold baggage (if any) has been screened through a screening system which is in accordance with the principles and recommendations defined within Section U11. (iii) Passengers have provided a valid boarding pass. (iv) Optional: Passenger Risk Assessment status dictates passenger and his or her hold and hand baggage is suitable to be loaded onto the aircraft. FIG. U3-2 defines the high level data links and operational checks used in the processing of transfer passenger hold baggage.
Figure U3-2: Processing
Transfer
Baggage
TRANSFE R CHECKIN [ PAX. NAME
INBOUND AIRCRAFT PAX. NAMES DESTINATION ID OR CONNECTING PAX. FLIGHT NO.S
j
PAX. NAME PASSPOR T CHECK BOARDING PASS
NO. OF BAGS PAX RISK
VALIDATION PAX RISK STATUS
ASSESS
MANUAL CODING POINT BAGS INJECTED INTO BAGGAGE SYSTEM
OUTBOUND AIRCRAFT PAX. NAMES DESTINATION ID OR CONNECTING PAX. FLIGHT NO.S NO. OF BAGS/PAX
Departures Control System
PAX. PICKS UP TRANSFER BAGS FROM RECLAIM TAKES TO CHECK-IN BAGS INJECTED INTO BAGGAGE SYSTEM
HALL
Operational
I
3E
BAGGAGE
and
AT GATE - PAX ACCEPTANCE POINT
PAX. FLIGHT NO.
NO. OF BAGS/PAX
Data
Messaging System
STAFF / PAX OPERATIONAL INTERFACES BAGGAGE HALL SITUATION Baggage Handler Manually: ■Reads Pax Name •Reads Destination Flight No. ■Counts No. Of Bags •Recede Baggage - NEW Tag Issued
TRANSFER CHECK-IN Check-in Staff:Enter •Pax Name •Destination Flight No. • ** Pax. Declares No. Of Bags In t
Transit OR • " Pax Enters transfer bags from reclaim •Boarding Pass Issued.
Gate Staff Check •Boarding Pass Validity. •Pax Name ■Destination Flight No. •Total No. Of Bags In
IMPORTANT NOTE: BAG/PAX RECONCILIATION ' ACTUAL BAGS/PAX COUNT IN SYSTEM MUST TALLY WITH DCS BAG COUNT & BOARDING PASS IF NO PAX THEN NO BAG ON FLIGHT POLICY
In accordance with the Passenger Services Conference Resolution Manual, Resolution 739 — Baggage Security Control (Expiry Indefinite) states that: "RESOLVED that, Members shall:
1. Endeavour to cooperate to develop common methods to ensure that for international flights
they do transport the baggage of passengers who are not on board the aircraft unless the baggage separated from passengers is subjected to other security control measures.
2. Ensure that their non-Member handling agents follow the methods developed above." The specific airlines Departures Control Systems (DCS) should be configured to communicate as appropriate and as necessary between connecting airlines to promote the intent of IATA Resolution 739. The DCS should be used where possible with the baggage handling control system as a tool to determine if a passenger's baggage is authorized to be loaded and has been adequately screened. Where permitted, transfer passenger hold baggage may be processed entirely in the baggage hall or may be deposited onto a transfer baggage reclaim unit (where in some geographical locations it should then be reunited with the passenger). In this latter variant the passenger is then required to check-in their hold baggage again. All transfer baggage (international and domestic) should be processed through hold baggage screening equipment. Baggage is then sorted either manually or automatically to an early baggage store or to the flight chutes, laterals, or departures racetracks. Baggage is often loaded into the aircraft while passengers are being checked at the gate. It is therefore only at the point at which the flight is closed to passengers and baggage that full reconciliation of
Figure U3-3: DCS Data Table Example Passenger Name
DCS Passenger Boarded Status
DCS Check-in Bag to Pax Count
DCS Baggage Hall Count Via Manual or Automatic Sortation Bar-code
Miss W
Yes
0
0
MrX Mr Y
No Yes
1 2
1 2
Mrs Z
Yes
2
3
Case Study Situation 1 — Flight Still Open With reference to FIG. U3-3, and in the situation where the flight is still open, then only Mrs. Z will create a problem in that 3 bags have been allocated to her name in the DCS and could have been loaded while only 2 bags were checked-in. Too many bags are potentially within the aircraft hold and all of Mrs. Z's bags must be removed from the aircraft and validated to get the correct bag count and bags-per-passenger ratio. Mr. X may be somewhere within the terminal but has not boarded the aircraft, this is not a problem at this instance. The table is constantly checked by a computer program until the flight is technically closed and where a final full analysis is done. Case Study Situation 2 — Flight Closed In this situation where the flight is now closed both Mrs. Z's and Mr. X's baggage should be removed from the aircraft.
U3.3
TRANSFER PROCESSING FACILITIES WITHIN THE BAGGAGE HALL Where transfer baggage is processed within the baggage hall, it will need to have (where applicable in each case) adequate space for:
•
De-containerization.
•
Manual coding.
•
Manual sortation and flight make-up.
•
Injection into the automatic flight sortation system.
It is recommended that, where injection into an automatic sortation system is required, conveyor speeds are not greater than 0.3m/s. This recommended injection rate will avoid aggressive bag snatching as bags are loaded onto the conveyor. The conveyor itself should have markings to denote the injection window size so that operators load within the correct injection window. This takes pressure
U3.4
IATA RECOMMENDATIONS U3JR1 Transfer Baggage Processing Transfer baggage should be processed in accordance with clause U3.1 and FIG. U3-1. All transfer baggage should be receded and allocated/communicated to the connecting passenger data within the relevant Departures Control System(s).
U3.IR2 Transfer Baggage Hold Baggage Screening Status Transfer baggage should only be loaded onto an aircraft if it has first been screened and subsequently cleared through a hold baggage screening system of a design which is in accordance with section U11. Transfer baggage which has a short connection time should given a priority route through the hold baggage screening system but should undergo normal screening processes.
be
Airport Baggage Handling
U3.IR3 Transfer Baggage Reconciliation Once transfer baggage has been manually recoded it should then be 100% reconcilable to its passenger owner. The baggage handling system should provide concise, accurate inventories to staff operators at check-in, at the gate, and within the baggage hall, to ensure that only transfer baggage which is accompanied by its owner is loaded onto the aircraft. Designers should observe the requirements of IATA Resolution 739. The use of hand held mobile bag tag readers coupled to DCS data is recommended for use on the apron to aid identification of passenger baggage within the hold. Alternatively, active RFID bag tags and receivers can be used if these tags are used by the airtines in question. If a passenger fails to board a flight but his/her bag(s) have been loaded, then this status should be relayed to the ground staff at the gate and ultimately the pilot before pushback occurs. The unaccompanied bag should then be removed from the aircraft's hold. If a passenger(s) has boarded a flight but the aircraft's hold bag count is greater than the sum of each of the individuai passenger's bag counts from the DCS, then all of the suspectpassenger(s) baggage should be removed from the hold and the anomalies assessed and rectified. U3.IR4 Bilateral Screening Agreements IATÂ, promotes the development and use of bilateral screening agreements /protocols between nations. The bilateral screening agreement should ensure Compliance with the intent defined within ICAO Annex 17 Security — Clause 4.3.2. Where a bilateral agreement is in place then the Airport Operators in both nations should have full confidence in the screening equipment, screening processes and screening protocols in place to ensure, to the greatest extent possible, that only non threat transfer hold baggage is loaded into an aircraft. Either the national governments and/or the airport operators of both nations should endeavor to validate the security integrity of the bilateral screening agreements annually.
621
IATA Airport Development Reference Manual SECTION U4: U4.1
EARLY BAGGAGE PROCESSES
EARLY BAGGAGE PROCESSING — OVERVIEW Early baggage arrives at airports from multiple sources. Typically early baggage processing is most commonly found in large international airports with large volumes of transfer flights. The dilemma for airlines and airports is how and where to systematically store baggage which has potentially arrived or has been checked in up-to 24 hours before the flight (airport specific statistic). Obviously, the airport and the airline would rather the passenger check their baggage within the usual 2 or 3 hour window prior to departure time to enable them to process baggage in a 'just in time' fashion. When bags are checked in early they occupy space and also engender an added security risk to the airport and to the airline in question. The instant the bag gets into the baggage system it is the responsibility of the airline, in partnership with the airport operator (owner of the baggage system), to ensure that the contents of the bag are kept secure and ultimately delivered appropriately. Obviously the longer the bag is in storage the more opportunity there is for a problem to arise with the bag. Also, the space occupied by the bag equates to a direct cost to provide that sortation/storage space. On the assumption that baggage must be stored in significant volumes for significant periods of time, the airport operator and the airlines are then confronted with the question of how best to store and process (sod) this 'early' baggage. The bulk of this early baggage will be transfer baggage which should be processed using the principles defined within Section U3. There are essentially two options available for processing early baggage and these are defined within subsequent clauses U4.2 and U4.3.
U4.2
MANUAL EARLY BAGGAGE STORAGE Manual early baggage stores are used where early baggage input rates are < 250 bags/hour and where the total volume of early baggage is < 1000 bags in the storage area at any one time. Beyond this criteria automated early baggage systems should be seriously considered. Sortation is usually by flight number as manual sortation by flight time is difficult to manage.
U4.2.1 Typical Manual Early Baggage Store Layout Figure U4-1 is typical of a manually operated, early baggage storage facility linked to a potentially larger automatic flight sortation system. Fig U4-1 shows a holding area with a capacity of < 1000 bags with the flexibility to move bags using conveying equipment between lanes A/B/C manually (though mechanically assisted) allowing flight or time sector selection as required. Fig U4-1 is a recommended solution layout for airports where input rates are < 250 bags/hour and where the total volume of early baggage is < 1000 bags in the storage area at any one time. Alternatively, and depending on the volume of early bags, it is also possible to manually sort baggage on an appropriately designed open platform. This is also often done as a temporary measure and is not recommended, as it can lead to the violation of screening protocols. Additionally, manual
622
IATA
Airport Baggage Handling Figure U4-1: Typical Manual Early Baggage Store
ST
On-load
HBS
Early Transfer In-bound Bags
Flight Tag ) Reader/
\
Process/
Early Bags from Check-in
J
I
\
Bags to Open Flights Coded Early
No Reads
Manual • Coding Notes:-
Denotes a Pusher manual!/ operated push button
Unit via
Push Button Sort (Manual) A B C
Number of flight make-^p loading lanes may vary according to flight schedule
Iff
RightA
^I n t
U.............I - I TIME OR
Flight Make-up ^C^"
FLIGHT SORT
Out-bound Bag Tugs and Dollies c) Flight Make-up"
Out-bound Bag Tugs and Dollies Flight Make-up
t
I Secure (Flight 'B'|-^- Storage/ Holding Area Capacity (Flight 'CJ- 1000 bags in the storage area at any one time. Technically there is no limit to the amount of baggage that can be stored within an early baggage store, though it is uncommon for early baggage stores to exceed a 5000 bag storage capacity. A large, sophisticated early bag store will typically provide the following functionality:
•
Ability to sort early baggage automatically by flight number.
•
Ability to sort early baggage automatically by time sector.
•
Ability to route baggage to open flights on main sortation system.
•
Ability to route baggage to Hold Baggage Screening where applicable.
•
Provide adequate redundancy contingency in the event of single component failure.
The effective automatic early baggage store will be able to dynamically operate and switch between modes of sortation (by time and by flight) to maximize the effectiveness of the early baggage sortation equipment. IMPORTANT NOTE: It is important to ensure that if an early baggage system uses a tilt tray sorter to manage baggage flow, the sorter must be separate to any sorter used for true flight sortation. See
623
U4.4
TYPICAL AUTOMATIC EARLY BAGGAGE STORE LAYOUT Figure U4-2 is typical (redundancy not shown) of an automatically operated early baggage storage linked to a large sortation system. The early baggage sorter can be either a linear drive unit (See Fig U2-21) or a Type 1 DCV (See Fig U2-23). DCV units are particularly useful as they can have on-board cart intelligence which permits them to be more easily tracked and sort by flight and time sector simultaneously.
Figure U4-2: Typical Automated Early Baggage Store
'
Ò\
On-load
'
Cleared Screened Open Flight Bags
] Flight Tag Reader/
HBS \_ iProcess''
Early Transfer Bags^>
\
^No No Reads
Early Bags from Check-In —1
Manual Coding
TIME Or FLIGHT SORT
Coded Early
To Open Flights: Chutes Or Laterals Or Racetracks
^
Secure Storage / Holding Area Capacity is > 1000 Bags Flight 'A'jEarly Bag Sortation: Conveyors + Pushers Verti-sorters Or Conveyor + Verti-Sorters Or DCV Type 1+Conveyors Or DCV Type 1 Only
Flighl 'BJFlight 'CJFlight 'DJFlight 'E'j. Flight 'F
V
'L
Flight '?}■
Lane Limit |— Normally < 30 Lanes h-
Flight Sortation: Conveyor/Pusher Verti-sorter Or Tilt Tray Sorter Or DCV Type 1 Or DCV Type 2
U4.4
IATA RECOMMENDATIONS
U4.IR1 Manual Early Baggage Stores Fig U4-1 is a genetically recommended early baggage system layout for airports where input rates are < 250bags/hour and where the total volume of early baggage is < 1000 bags in the storage area at any one time. Designers should consult with aidines for precise system functionality requirements and determine the number of flight make-up positions on the ground that maybe required.
U4.IR2 Fully Automatic Early Baggage Stores Fig U4-2 is a genetically recommended early baggage system layout for airports where input rates are > 250bags/hour and where the total volume of early baggage is > 1000 bags in the storage area at any one time. Designers should consult with airlines for precise system functionality requirements and determine the number of flights and/or time sectors that maybe required to be controlled/sorted. _______________________________________________,___________________________________________________________-
■ J
SECTION U5: ARRIVALS BAGGAGE SYSTEMS U5.1
ARRIVING BAGGAGE OVERVIEW Inbound aircraft present arriving baggage which can be either final destination baggage only, transfer baggage only, or a combination thereof. Inbound aircraft will deliver arriving baggage which may also be containerized or un-containerized. Airports usually provide road infrastructure and arrival systems within the terminal which allows airlines to reunite arriving baggage with their respective passengers or permit the necessary connection of transfer baggage. Transfer baggage should be processed in accordance with the requirements and recommendations defined within Section U3. At the stand, the hold of the aircraft is opened as appropriate and the arriving bags are removed. The in-bound aircraft itinerary will usually identify sections within the hold which are attributed to mail, light cargo, final destination baggage and transfer baggage. This identification considerably improves (shortens) the connection time for transfer baggage without the need for manual sortation of baggage on or close to the stand. Arriving Baggage Destination
Processing Point Location Options
Aircraft to Processing Point Movement Technologies
Arrivals Baggage Processing.
Point B — Mid Field Pier Injection Conveyor connected to DCV or Sorter. (Note this ultimately connects to Point C below). Point C — Main Arrivals Terminal Carousels/Conveyors.
(i) Baggage Tug and Dollies; (ii) DCV Type 1 or Type 2; (iii) Tilt Tray Sorters/Conveyors (See Section U2)
Transfer Baggage Processing
Point B — Mid Field Pier Transfer Flight Make-up Point connected to DCV or Sorter. (Note this ultimately connects to Point C below). Point C — Departures Baggage Handling System Transfer Baggage Input Point.
(i) Baggage Tug and Dollies; (ii) DCV Type 1 or Type 2; (iii) Tilt Tray Sorters/ Conveyors (See Section U2)
The vehicular movement of arriving final destination and transfer baggage produces a high percentage of the total of airside traffic. Since this arriving and transfer baggage traffic is often completely funded and managed by the airlines, it is in their interests to seek either efficient vehicle routes and/or be provided with effective baggage handling equipment (which as an alternative can remove the need for the majority of these baggage movement vehicles). With reference to Fig U5 -1 and Fig U5-2, Mid Field Pier baggage injection points can, where economically justified, present a useful mechanism which ultimately can reduce the flow of baggage movement vehicles on the apron. The most common and simplistic approach is for arriving baggage to be transferred from Point A to Point C entirely by baggage tugs and dollies, though this not necessarily the best solution.
Figure
U5-1:
Arriving
Final
Destination
Baggage
Processing
Arrivals (Final Destination) Baggage Processing.
TERMI NAL BUILDI NG ARRIV ALS HALL
Processing Point Location Option: Main
Arrivals
'C
Terminal
Aircraft Processing Movement Technologies
to Point
(i) Baggage Tugs and Dollies OR (ii) DCV Type 1 or Type 2; OR
...4__
B
PIER
Aircraft Point A to Processing Point B Movement Technologies: (i) Baggage Processing PointTug 'B' and DolliesOption: Location Mid Field Pier CODED Baggage Injection Conveyors TO (ii) DCV Type 1 or Type 2 (iii) Tilt Tray Sorters/Conveyors
Aircraft Point A to Processing Point B Movement Technologies: (i) Baggage Tug and Dollies
NOTE: Carousels are preferred Passenger Interface Unit
Processing Point 'C Location Option: Main Arrivals Terminal Carousel
PIER
MULTIP LE A/C STANDS
It is recommended that where a DCV system has been selected for the departures baggage handling systems, in accordance with Section U2, that the baggage handling designer should also consider the merits of the use of the same DCV hardware for the processing of arriving final destination or arriving transfer baggage between Points B to C. Alternatively tilt tray sorters leading to conveyors can be used between Points B and C where the case can be financially justified. The diagram in Fig. U5-2 defines the routes and processing options available for arriving transfer baggage. Refer to Section U3 for further details on the processing of transfer baggage within international airports.
Figure
U5-2:
Arriving
Transfer
Baggage
Processing
Arriving Transfer Baggage Processing TERMINAL BUILDING DEPARTURES BAGGAGE HALL
DEPARTURES BAGGAGE HANDLING SYSTEM INCLUDING HBS/EBS (AS REQUIRED)
Processing Point 'C Location Option: Departures Baggage Handling System Transfer Baggage Input Point. (Manual or Direct Input) Aircraft to Processing Point Movement Technologies: (0 Baggage Tugs and Dollies OR (ii) DCV Type 1 or Type 2; OR (iii) Tilt Tray Sorters/Conveyors
Aircraft Point A to Processing Point B Movement Technologies: (i) Baggage Tug and Dollies
B PIER
Processing Point 'B' Location Option: Mid Field Pier Transfer Flight Make-up Point CODED Baggage Injection Conveyors TO 00 DCV Type 1 or Type 2 (iii) TiH Trey Sorters/Conveyors Aircraft Point A to Processing Point B Movement Technologies: (I) Baggage Tug and Dollies
PIER MULTIPLE A/C STANDS
Airport Baggage Handling U5.1.1 Assessing Manual vs. Automatic Option Costs The table below lists the various descriptions of the costs for manually or automatically processing amvals baggage between Points B and C as seen within Fig.'s U5-1 and U5-2. It should be noted that the manual solution is often more expensive for airlines/ground handling agents to operate due to the increased staffing requirements. Provision Description
MANUAL Baggage Tugs and Dollies Between Points A-C
AUTOMATIC Baggage Tugs and Dollies Between Points A-B then DCV or Sorter to Point C.
Tugs Costs
Applicable
Cost of Dollies
Applicable
Applicable (Though Less Required because quicker turnaround) Applicable (Though Less Required because quicker turnaround)
Cost to Provide Tug Drivers Tug Energy Costs (Diesel or Battery Charging Costs)
Applicable Applicable
Applicable (Though Less Required because quicker turnaround) Applicable (Though Less Required because less vehicles)
Maintenance Costs for Tug and Dollies DCV or Tilt Tray Sorter CAPEX Costs
Applicable
Applicable (Though Less Required because less vehicles)
Not Applicable
Applicable
DCV or Tilt Tray Sorter Maintenance Costs
Not Applicable
Applicable
Baggage Handling Staff Costs
Applicable
Applicable (Though Less Required because quicker turnaround)
Total Costs The costs associated with providing baggage handling staff, often on shift 20 hours a day, 365 days a year (airport specific observation), for 15 years can be substantial, as can the cost to provide and maintain DCV or Tilt Tray Sorter equipment for the same period. It will be essential to assess the true full costs taking into account not only the capital expenditure and running cost but also the operational costs of both manual and automatic solutions. The two main operational advantages with the automatic solution are that the baggage connection times are usually improved and the airside traffic volume is significantly reduced.
629
IATA Airport Development Reference Manual U5.2
ARRIVING BAGGAGE DCV OR TILT TRAY SORTER INJECTION Although it is not currently common practice to use DCV or sorters for inbound baggage processing, the financial and operational merits of using this baggage movement technology warrant close inspection, as this is well proven technology. Arriving final destination and arriving transfer baggage can be transferred to the arrival reconciliation devices using either DCV or Tilt Tray Sorter baggage movement technology. A conveyor can be used to process inbound baggage, though this is not recommended for larger airports and the technology is very limited due to the tracking limitations of using a standard conveyor. Obviously to inject inbound baggage onto a DCV or sorter means that the inbound baggage must be digitally coded so that the DCV or Tilt Tray Sorter can allocate the correct destination for the inbound bag; i.e. arrivals baggage passenger reconciliation device — see clause U5.3, or transfer processing locations. The most effective way to do this is to code baggage as it is loaded into the system at Point B, either in flight batches (preferred solution) or one by one as they are removed from the aircraft. The bags are not allocated a new tag but are merely injected onto sorters with corresponding inbound flight codes and tracked on the discrete DCV carts or sorter trays. The coded carts/trays then dump off the bags at the correct output, whether it be a passenger reclaim reconciliation device or a transfer processing point.
U5.3
ARRIVING BAGGAGE — PASSENGER RECONCILIATION DEVICES There are essentially two categories of devices available for the reconciliation of inbound passenger baggage, these are: (I) The Reclaim Unit The reclaim unit (See Fig. U5-3) is a closed loop conveyor running at a constant speed, which should be designed to function safely in the passenger environment with all the necessary mechanical and
IATA
Airport Baggage Handling Figure U5-3: Typical Reclaim Unit PASSENGER RECLAIM UNIT (INCLINED OR FLAT)
Passenger Arrival - Final Destination / Transfer Baggage Pick Up Area
Processing Point 'C (i) Baggage Tugs and Dollies Input OR fjf) DCV Type 1 or Type 2 Input OR (iii) Tilt Tray Sorters/Conveyors Input
IATA Airport Development Reference Manual The required presentation length of the reclaim will be dependent on the following variables:
•
Passenger arrival profile from piers (function of stand distance and passenger travel speeds).
•
Baggage delivery profile from aircraft (function of stand distance and baggage movement technology and speed employed).
•
Bags to passenger ratio witnessed.
•
Reclaim velocity (recommend speed >0.15 70m < 90m
> 20m < 40m
Upper limits should be used where the bag to passenger ratio are often > 1.5 Bags / Passenger
(1-2 Off) Narrow Body Aircraft
> 40m < 70m
> 20m < 30m
Upper limits should be used where the bag to passenger ratios are often > 1.5 Bags / Passenger Upper limits should be used where two business type flights are allocated to a single reclaim.
In situations where more than two reclaim units are proposed, it is recommended that the arrivals reclaim area be simulated using passenger movement simulation software (See Section F9.10.6. Number of Baggage Claim Units). This will allow the presentation length to be fine tuned to the precise characteristics of the arriving passengers profile and the arriving baggage profile, which all have a part to play in the effective dynamics of the arrivals area. The number of reclaim units required at any one time will be a function of the arriving flight schedule and will likely vary according to the time of day and season.
632
IATA
Airport Baggage Handling (II) Free Roller Conveyor The free roller conveyor is used for the processing of baggage at small airports, or at large airports alongside reclaim units, where the roller conveyor is used for the processing of sizable volumes of oversized baggage which needs to be reconciled with the passengers. These units are not favored by passengers or airports, as they are not the most effective use of space and require suitable entrapment guards and safety supervision when in use. Under no circumstances should powered rollers be used. The only merit with this device is that they are usual for accumulating smaller volumes of oversized baggage.
U5.4
ARRIVAL SYSTEMS CONTROL DESK The arrivals reconciliation reclaims should be actively monitored and controlled by operational staff to ensure that reclaim units are energized and de-energized safely and correctly. The arrivals control desk should be able to see all reclaims adequately, either directly or via CCTV provision so that in busy times the safe operation of the reclaims can be maintained.
633
IATA Airport Development Reference Manual U5.5
IATA RECOMMENDATIONS U5.IR1 Use of DCVs for Arriving Baggage It is recommended that where a DCV system has been selected for the departures baggage handling system, in accordance with Section U2, that the baggage handling designer should also consider the merits of the use of the same DCV hardware for the processing of arriving final destination or arriving transfer baggage between Points B to C, as defined within Fig. 's U5-1 andU5-2. V__________________________________________________________________________________________________________________________________________________________________________________________________________________________J
U5.IR1 Reclaim Units And Free Roller Conveyors Passenger reclaim units are the recommended technical solution for the reconciliation of 'Standard Gauge' (refer to clause U1.2.2) baggage. Reclaim conveyors should have a velocity \ of between >0.15m/s to 1.5m.
•
General Maximum Conveyor Characteristics (unless specified within U8.3) should align with Clauses U2.2, U2.3 and U2.5.
•
Where powered belt bends must be used they should have a bend radius of > 1.775m as defined within Clause U2.9.2.
•
Inclines and declines should be < 16 Degrees for Oversized Baggage Routes.
Hardware requirements: Check-in Desks with DCS Access / Bag Weigh Scales/ Delivery Conveyors Between Check-in and Baggage Hall / Oversized Hold Baggage Screening Area/Flight make-up Area.
U8.4
ARRIVING OVERSIZED BAGGAGE While the volume of arriving oversized baggage can be equally significant as departing oversized baggage, it is usually not practically feasible to provide automated arriving oversized baggage conveyor systems, though it can be done. The baggage designer should assess the advantages and disadvantages of providing an automated facility, and if applicable and desired by the airlines apply the requirements defined within Section U5. It should be noted that arriving oversized baggage
IATA Airport Development Reference Manual U8.5
IATA RECOMMENDATIONS U8.S1 Oversized Baggage Data Acquisition The proportions of conveyable and non-conveyable baggage will vary, and each airport operation 'ill hw. itsyovm.dàta profile which should be established and fully understood by pre baggage handling designer before proceeding to design the oversized baggage facility. 'till j|: U8.1R2 Automatic Oversized Baggage Proci Where the volume of oversized departing baggage is > !0%Wthe total volume of departing baggage being processed, then the airport should consider providing an automatic oversized iling system in line with clauses U8.3 and U8.4, ahd'with manual I ________________________________"
__^y
IATA
Airport Baggage Handling
SECTION U9: SORT ALLOCATION COMPUTER (SAC) U9.1
INTRODUCTION Sort allocation (SAC) system is a generic term describing the various baggage IT systems associated with bag routing and tracking. It is based on the IATA baggage license plate and baggage messages. IATA recommended practices (RPs) 740 and 1745 respectively apply. This article provides some general operational description of such systems together with general good practice recommendations.
U9.2
SAC FUNCTIONS DEFINED This section describes the basic functions that generally form part of an SAC system.
Figure U9-1: Sac Context Diagram BSM LPC
►
Airiine tDCS
^BS M BPM RSM
MIS
Transfers
Messagef Distributi
BPM\L Status
FLT
"BSM
i
r
SAC
k > Chute PLC
s
Flight Informatio n Chutet Allocatio n
IIIIIHIII Mill Screening
Sorter
IfllllllllllllMIII
BP
J Remote Bag Manage ment/ Reconci liation
The SAC system process starts when a passenger checks in. Through this process the check-in operator makes entries to the airline's departure control system (DCS). The DCS deals with many aspects of the check-in process, one of which is to produce a license plate code. The license plate code is a 10 digit number which is printed onto the baggage tag in the form of a human readable number and a bar code. This code is detailed in IATA recommended practice number 740. The DCS also generates a message known as the baggage source message (BSM), in accordance with IATA RP1745.
645
The BSM is passed onto the SAC system (among other systems). The BSM contains a selection of information, part of which is the flight number and the license plate code, which enable the SAC system to match a bag to a flight. The SAC system also requires some means of acquiring the flight schedule, such that it has details of all departing flights. In addition it needs a means to acquire or define an allocation of make up chutes or laterals within the baggage system to the departing flights. This mechanism allows the SAC system to translate the flight number which is gains from the BSM into a make up destination for the bag.
Figure U9-2: SAC Sorting Process DCS/Message
Flight Distribution
Chute Information Allocation
The sorting process is therefore as shown above. A bag's license plate is read from the bag within the baggage system via a bar code reader (BCR). Generally the bar code reader would be connected to a PLC control system, which is responsible for conveyor control and bag tracking on the conveyors. The bag's license plate is therefore passed to the PLC. The PLC is in turn connected to the SAC system (the PLC therefore provides a license plate code to the SAC system). The SAC system, using the mechanisms described above, can then determine which make up the bag should go to and replies to the PLC with this destination. The PLC system can then route the bag accordingly. SAC systems are also often called upon to manage early bag stores with management methods determined to suit the form of store. As a minimum the SAC system is usually required to track bags within the early bag store (EBS) and determine when they should be retrieved from the store to go
U9.2.2 Message Distribution BSM messages are generated by the airline DCS. In a terminal or airport it is usual to have many airlines operating. This will typically require that the SAC system interfaces with each airline's DCS in order for it to receive BSMs for the airlines bags and sort them on this basis. This situation can be further complicated by the variety of destinations that BPM messages may need to go to. A solution to this problem taken up by many airports is to use a message distribution system.
Figure U9-3: Message Distribution
The diagram above illustrates how the message distribution system can significantly simplify the required connectivity between SAC DCS and other systems. This situation gets more complicated when other baggage systems, at the same airport and with their own SAC, are considered. Message distribution systems simplify the interconnectivity between these systems. They also provide algorithms for filtering messages based on their contents to ensure that only the right messages get to the right place. When transfer systems are considered, the issue of filtering becomes even more important. If message filtering and routing is not implemented then each system is likely to need to handle significantly more messages than it actually needs. This is due to it receiving messages for bags that will never pass through the given facility. Message distribution is generally a function provided by another computer system outside the scope of the SAC system.
U9.3
SAC SYSTEM CONSIDERATIONS This section suggests some considerations when selecting SAC system requirements.
U9.3.1 Sorting Function The sorting function appropriate to the airport must be considered to establish on which basis the sort will be conducted (i.e. simple flight number or more complex combinations). This will involve consideration of the number of planned make up positions and flight schedule considerations. Handling of early and late bags should be considered to determine whether different handling is required or appropriate. The speed of the sorting function within the SAC is often very important since bag bar codes are read while the bag is moving. There is generally a time between the bar code reading point and the first route decision within the sort process. The time the SAC system takes to process the license plate code is important. A general guide for this time would be a worst case of 1 to 2 seconds.
U9.4
IATA RECOMMENDATIONS á------------------"-----------------w — • U9.IR1 The following defines the IATA recommendations for the instances that a SAC is required.
>
Consider the implementation of the following points when planning and implementing a SAC system:
• Bag sorting function requirements. • Bag tracking requirements. • System availability. • MIS system interíace. • Reports required. • Chute allocation. • Chute monitors. • Manual bag coding. \__________________________________________________t
________________.______________________:____________y
SECTION U10: U10.1
BAGGAGE HALL DESIGN
BAGGAGE HALL FUNCTIONS The airport baggage handling hall can be located within the main departures terminal building or can be a remote facility linked by connecting conveyor/DCV/Tilt Tray sorter devices. Irrespective of where the baggage hall is it will need to accommodate key functions and have certain characteristics which will enable the baggage hall to operate both effectively and safely. The following functions should be accommodated by most baggage halls, though variations will occur depending on the size and complexity of the airport:
U10.2
•
Hold baggage screening (HBS) operations.
•
Flight sortation equipment and operations.
•
Flight sortation staff operations.
•
CCTV provision where deemed necessary (HBS areas and manual interfaces).
•
Tug charging operations (optional as separate facility).
•
Tug/dollies/containers pending flight make-up.
•
Tug/dollies/containers storage (optional as separate facility).
•
Staff rest room and locker facilities.
•
Sortation allocation control room facilities.
•
Early baggage store — where operationally required (optional as separate facility).
•
Access control.
BAGGAGE HALL ENVIRONMENT It will be important and indeed mandatory in most countries to create a safe working environment for authorized baggage hall staff. The following criteria should be used when designing baggage halls in the absence of national legislation. If national legislation does exist which may be different to the IATA standard listed below, then the higher more onerous standard should be adopted in areas of technical standard conflict or ambiguity. Lighting Levels: All baggage hall areas should be illuminated to achieve 500 LUX (loading dock as reference plane) with the exception of the bar-code reading stations, which should illuminated to achieve < 300 LUX (conveyor belt /sorter as the reference plane). Noise Levels: Baggage handling equipment and operations are inherently noisy. It is however possible to select baggage handling equipment which will run more quietly than other variants. Baggage handling designers should aim to select baggage handling equipment which runs as quietly as possible when balanced against operational objectives. The final installed facility should, when operational, have an ambient noise level of < 68 dB(A) over frequency range of 60-8000 Hz when measured at a point 1 m from any operational baggage handling conveyor/sorter/DCV device. The sound profiles from loading baggage from conveyors to dollies and the movement of tugs and dollies generally should not be considered in the measurement of the ambient noise level. Baggage handling equipment should be fitted with anti-vibration mountings to absorb and dissipate vibration and thus remove any resultant sound signatures.
Ventilation: Baggage handling equipment (conveyors, sorters, DCVs, vehicles, computing equipment, power distribution cabinets, X-ray machines, etc.) all dissipate heat, and so do all the workers that operate within the environment. This heat energy level needs to be controlled and comfortable with effective temperatures and ventilation rates achieved. The following recommended parameters should Internal Design Criteria
Design Air Temperature °C
Baggage Hall (Battery Tugs) Baggage Hall (Diesel Tugs) DIESEL TUGS ARE NOT RECOMMENDED
U10.3
Humidity % Saturation
Ventilation Rate Baggage Hall Volume Air Changes Per Hour
Summer
Winter
24
18
60
>5
24
18
60
> 10 Depending on Tug Usage-Carbon Monoxide and Nitrous Oxide Levels to be made safe for Baggage Hall Staff
BAGGAGE HALL CLEARANCES The baggage hall will need clearances for maintaining baggage handling and building equipment. The vehicles will also need clearances. The following tables define these recommended clearances in each case. Maintenance clearances should also be paid attention to, and the baggage handling conveyor/sorter/DCV equipment should wherever practically possible be accessible from both sides. See Fig. U10-1. The distances defined in the table below assume all guarding systems are fitted: Maintenance Personnel Clearance Description A) Conveyors Units
B) Sorters/DCV C) All Other Support Conveying Equipment Hardware.
Plan Width (M) (X1)
Vertical Clearance (Y1)
> 1m < 1.5m
> 1.8m < 2.1m
> 1m < 2m
> 1.8m < 2.1m
> 1m < 2m (Refer to Equipment Specifications)
> 1.8m < 2.1m
Comments
1 m (X1) Clearance Is General Requirement Either Side Of Conveyors. 1.5m Recommended At Drive Locations On One Side Only Variations Will Occur See Manufacturer Specifications Variations Will Occur See Manufacturer Specifications
Vehicle Clearance DescriptionPlan Width (M)Vertical ClearanceCommentsPassing Lanes(X2) > 2.5m 2.43m (Unless Specified By Local Airline User Group)Passing Lanes Should Widen On BendsParking Lanes/Areas For Baggage Loading/Un-loading Activities(X3) > 2.5m < 3m (Unless Specified By Local Airline User Group)(Y6) Note: All Dimensions Should be Verified with > 3.2m (Rigid BiParticipating Airlines. Fold Containers Figure U10-1: Typical Cross Section Through Baggage Doors)Dimension (Y6) May Be Hall Relaxed To > 2.43m (with Mezzanine) Where ONLY fabric container doors are used.Make-Up Docks Where Containers Are Opened(X4) > 0.9m < 1.2m(Y2) > 0.1m < 0.2mDimension (Y2) Ideal Height Is 0.15m
U10.4 BAGGAGE HALL HEALTH AND SAFETY Each airport and airline should assess the following criteria using a health and safety advisor when deciding if baggage movement mechanized device(s) maybe required:
•
Magnitude of the typical baggage loads being moved per baggage loader/un-loader.
•
Frequency of actual baggage movements per baggage loader/un-loader.
•
A measure of the typical ability of baggage loaders/un-loaders to be able to pick up the actual baggage.
It is essential that baggage is not lifted but is moved from an initial higher height to a lower final height (refer to dimensions Y3 and Y4 within Fig. U10-1), and that the human body is not performing a twist operation during the baggage moving process. The baggage Forces and Moments exerted on the human body during the typical baggage movement process can be substantial, it is for this reason that the distance between conveyors/laterals/chutes/racetracks and the containers needs to be controlled using loading/unloading docks (refer to dimensions X4 and Y2 within Fig. U10-1). Where Oversized Baggage is moved by baggage handlers, mechanized assisting baggage movement aids should be provided to a design and operational protocol approved and agreed by both the local health and safety advisor and airiine(s) heath and safety representative. Loading docks are also required as a protection device and should remove the possibility of baggage
U10.5
IATA RECOMMENDATIONS U10.IR1 Functional Requirements The baggage handling designer and Architect should consider and agree upon the functional requirements of the baggage hall with reference tp the '.*ser requirements brief defined within Section U1 and Section U10 Clause U10. 1 .
UiO.IRi Baggage H II Environment The baggage handling designer and Architect should adhere to -ggage \
I
1
To So rtati on
Ciparecl
1
Ba&gagc
L2
L1 Rejected
Cleared
L3 Cle are d Ba gga ge
Baggage
Den otes Verti A" Denotes [DPI)-Sorte Decision Pointr RedundancyDynamic switching L2 Redundancy■■
From Check-in
W/Stn
lil/Xl
2L R eje cte dB agg age
L3 XRa y Stan dby L3 ETD
± L1 Reject ed Bagga ge L11 1L' ClturJXRay1Sagrjarje
Process Map Courtesy of Norman Shanks Associates Where the passenger traffic is less than 1 MPPA the principle to adopt is shown in Fig U11 -1. It should be noted that the precise number of X-ray machines used should be determined by the peak hour rate witnessed. With this principle baggage rejected at Level 1 is diverted to a separate Level 2 line which would incorporate an adequate number of queuing conveyor so that the workstation operatives have sufficient time for off-line review of the Level 2 baggage.
IATA
Airport Development Reference Manual Figure U11-2: Typical Medium to Large Airport HBS Layout
A Typical Medium - Large Airport HBS Layout In-Line Level 2
L1 Load Share VertiSorter Denotes Verti-Sorter Denotes Decision Point
L2
L2
W/Stn #1
W/Stn #2
L2
L2
W/Stn #3
W/Stn #N
Potentially Remote Networked
Rej ect L3
Stan dby L3 ETD
Level 2 Workstations
Process Map Courtesy of Norman Shanks Associates Where the passenger flow is greater than 1 MPPA but less than 25MPPA, the principle to adopt for the HBS arrangement is shown within Fig U11-2. With this principle Level 1 cleared baggage is mixed with Level 1 rejected baggage after the Level
1 decision point. All baggage within this critical section should be accurately tracked to ensure validity
of bag position and security status. Level 2 bag images are analysed while in transit to the Level 2 decision point using a matrix arrangement of Level 2 workstations (see Fig U11-4). At the Level 2 decision point the bag is then cleared for sortation or is rejected at Level 2 and declared a Level 3 bag and sent to the Level 3 centralized area. It is important to note that the Level 1 process should be fully automatic and reliant on internal Level 1 software to decide if baggage should be rejected and sent to Level 2. Level 2 inspection should be done by an operator using enhanced reprocessed and re-manipulated images obtained from Level 1 equipment. Each Level 2 image should be capable of being manually inspected by an operator for at least 5 seconds before being timed out. If a Level 2 decision has not been made by a Level 2 operator then the default condition should be to automatically default to Level 3 for that bag. Operators at Level 3 should be provided with the final image produced at Level 2 to support the detection process at Level 3.
656
IATA
Airport Baggage Handling Figure U11-3: Typical Large Airport HBS Layout
A Typical Large Airport HBS Layout Level 1 Load Presort - InLine Level 2 From Check-in
From Check-in l»IV-|||
Level 1 Presorter Load □istrlbulion Optimisation k
L1 XRa y #3 L1 XRay #N
Denotes Verti-Sorter Denotes Decision Point
L1 Clea red L1 Reje cted Bagg age Mix L2L2W/Stn• W/Stn#1#2L2L2 W/Stn,. (..W/Stn#3#NPot entially Remote NetworkedLevel 2 Workstations
Standb y L3 ETD
Process Map Courtesy of Norman Shanks Associates Where the flow of passengers using a terminal exceeds 25MPPA, then the HBS configuration seen within Fig. U11-3 should be seriously considered. The Level 1 pre-sorterwill aid distribution of baggage to the minimum possible number of available Level 1 machines. All other performance attributes of this arrangement are as defined within Fig. U11-2 and its subsequent supporting text defined above.
657
U11.3.3 Useful HBS Equipment Types The following table highlights the specific recommended uses for HBS equipment categorized by Detection, Sortation and Tracking usage. In each case, and where applicable, the usage location and corresponding design rates for the various types of equipment is given as a guide to HBS designers. Variations in technology and performance will be evident between manufacturers of HBS and conveyor sorting equipment. Equipment Type
Recommended Usage (Likely equipment rates to be used for pre-tender design stages)
Detection: EDS X-ray
Level 1 Screening Process (20-23Bags/Min)
Detection: Level 2 Workstation (Networked) Detection: CT-X-ray
Level 2 Screening Process (12Bags/Min)
Detection: Explosive Trace Detection (ETD) Sortation: Tilt-tray Pre-Sorters
Level 3 Screening Process (3 Bags/Min)
Level 3 Screening Process (3-6Bags/Min)
Sortation: DCV's (Type 1)
Level 1 Pre-sortation (Large Installations Only (60Bags/Min)
Tracking: Bar Code Readers
Level 1 Pre-sortation (Large Installations Only (5m/s cart speed) Any Location where line flow must be dynamically split or merged. (25/40Bags/Min) Not recommended — but in limited applications will aid
Tracking: Optical Shaft Encoders or Star Wheel Encoders
point 2. optical Shaft encoder is more accurate than star wheel.
Sortation: Verti-Sorters
tracking of Level 2 Baggage. High unit CAPEX and running costs prohibit common usage. Marginal increase in tracking reliability. RFID Dynamic Tracking between decision point 1 and decision
Figure U11-4: EDS Workstation Image
Image courtesy of L3 Communications
Figure U11-5: Typical CT Machines
Photo courtesy of Reveal — CT80 See Note (i)
Photo courtesy of L3 CommunicationseXmnr 3DX 6000
(i) Reveal CT80 model: TSA explosives detection certification process planned for March 2004 Notes: (correct at time of going to press).
(ii) TSA certified CT manufacturers models include: InVision CTX5000 and CTX9000 and L3 Communications eXmnr 3DX 6000 (correct at time of going to press). (iii) Images shown above are not at comparative scales.
U11.4
IATA RECOMMENDATIONS U11.IR1 IATA HBS Policy Designers should adhere to the recommended IATA HBS Policy defined within Clause U11.2 of this section.
U11.IR2 Screening Process New airport baggage systems or existing baggage systems incorporating HBS for the first time should be designed with an in-line 5 level HBS process, as defined within clause U11.3.1 of this section.
U11 .IR3 Airport System Configurations Designers should review the three options defined within clause U11.3.2 of this section and select the correct layout principle which best matches the passenger flow expectation of the airport. The selected principle should then be developed to suit the precise requirements of the airport operation needs. ______________________________________________________________________________________________________________________________
"=■■ - - -.
U11.IR4 National HBS Legislation Variations Airport designers should consult national transport government organizations to seek guidance on specific legal codes of practice pertaining to HBS process and equipment procedures. Where a national standard does not exist the standard defined within the section should be adopted. Where a national standard does exist then it is recommended that a comparison of this standard and the national standard be conducted and the most onerous screening solution selected adopted provided that the final solutions meets with national legislation.
U11.IR5 Bilateral Screening Agreements IATA promotes the development and use of bilateral screening agreements / protocols between nations. The bilateral screening agreement should comply with the intent defined within ICAO Annex 17 Security — Clause 4.4.9. Where a bilateral agreement is in place then the Airport Operators in both nations should have full confidence in the screening equipment, screening processes and screening protocols in place to ensure, to the greatest extent possible, that only non threat departures hold baggage is loaded into an aircraft. Either the national governments and/or the airport operators of both nations should endeavor to validate the security integrity of the bilateral screening agreements annually. v______________________________________________________________________________ J
SECTION U12: U12.1
PASSENGER & HAND BAGGAGE SCREENING
ICAO PASSENGER AND HAND BAGGAGE SCREENING POLICY There are three standards required to be met by ICAO which relate to passenger and hand baggage screening processes as indicated in clause 4.3 Measures relating to passengers and their cabin baggage, contained within Chapter 4 (Preventative Security Measures) of ICAO Annex 17, Security. These include: ICAO paragraph "4.3.1 Each contracting state shall establish measures to ensure that originating passengers and their cabin baggage are screened prior to boarding an aircraft engaged in international civil aviation operations." ICAO paragraph "4.3.2 Each contracting state shall ensure that transfer and transit passengers and their cabin baggage are subjected to adequate security controls to prevent unauthorized articles from being taken on board aircraft engaged in international civil aviation operations." ICAO paragraph "4.3.3 Each contracting state shall ensure that there is no possibility of mixing or contact between passengers subjected to security control and other persons not subjected to such control after the security screening points at airports serving international civil aviation have been passed; if mixing or contact does take place, the passengers concerned and their cabin baggage shall be re-screened before boarding an aircraft."
U12.2 IATA PASSENGER AND HAND BAGGAGE SCREENING POLICY IATA endorses the use of the ICAO Annex 17 security standards and all recommendations. IATA recommends that the following categories of passengers and their cabin baggage should be 100% screened using the principles defined within subsequent clauses U12.3 and U12.5 within this section:
U12.3
•
Departures Passengers.
•
Transfer (in transit) Passengers.
RECOMMENDED PASSENGER SCREENING PROCESS Departing and transfer international and domestic passengers should be processed using the following high level and low level processes defined within Figures U12.1 and U12.2 respectively. IATA recommends the optional use of Passenger Risk Assessment (PRA) techniques at the locations defined within figure U12-1 and figure U12-2. PRA allows the airport to assign the correct proportion of security scrutiny to those passengers which have been identified to be of higher risk, while the majority of passengers will experience normal levels of adequate pre-board security. Although the overall passenger processing time marginally increases for all passengers using this method, the increase in security performance is substantial and focused on where the risk is evaluated to potentially reside. The use of random 5% and 10% searches for passengers and their hand baggage is commonly
U123.1 Departures and Transfer Passenger Screening Figure U12-1 defines a typical and recommended high level departures and transfer passenger screening process map. It can be seen from this process map that arriving (terminal exit and transfer) passengers and departing passengers must not be mixed or be permitted to exchange goods items on their person within the airside environment in accordance with ICAO paragraph 4.3.3. It is recommended that segregation of these groups of passengers should be enforced at all times by the use of dedicated passenger routes where flows of passengers are carefully and constantly monitored. Transfer passenger screening must be in accordance and compliant with ICAO paragraph 4.3.2. It can be seen in figure U12-1 and figure U12-2 that the grey diamond denotes the position of potential passenger risk assessment points which are optional. At these junctions the airport security staff can ask selected questions to all passengers which will be designed to ascertain the level of risk of the passenger. The security staff can then direct the passenger and any hand baggage to appropriate passenger and hand baggage screening.
Figure U12-2 shows a typical departures and transfer passenger screening process map at a low, much more detailed level, where all of the inter-relationships between the process steps are clearly shown. It can also be seen that once the passenger and their hand baggage has been screened, the task of reunification becomes quite complex. It is very important that staff and passengers have adequate space and passengers have clear instructions on where they should go. It is recommended that the security operation is covered by high resolution, digital closed-circuit television (CCTV) cameras. Security staff should be able to review the last 24 hours of media on demand in the security screening control room. This ability to review historic passenger movements within the security area
is particularly useful when trying to resolve situations where a passenger has picked up a wrong bag by genuine mistake or when a theft has occurred. One practical and simple solution to aid the correct connection between passenger and their corresponding bag is to give the passenger a numbered token which relates to a correspondingly numbered goods tray. It is also extremely useful for ongoing security training purposes.
Figure U12-2: Typical Departures and Transfer Passenger Screening Process "Low Level"
Pax. & Hand Baggage Screening Process ] LANDSIDE |
AIRSIDE ^
CCTV Coverage Recommended
PAX Rejected @ AMD - Search Needed With Hand Held Detector
PAX found with Prohibited items Restrained
>
PAX - No BAG Exits Central Security Search
> PAX Cleared AMD PAX Boarding Pass & Flight Ticket Verification' Optional: PAX. Risk Assessment Position
Cleared Baggage Pick-up Rollers Recommend: Automated Separation Conveyor
0
Rejected Baggage' Reunited with PAX. & Searched
Optional HIGH RISK PAX. Separation Following PAX. Risk Assessment Exercise
Optional Enhanced Equipment Route AMD with Particle Analysis
1. Capability 2.
EDS / CT / Plus ETD
Process Map Courtesy of Norman Shanks Associates
PAX & Bag Exists istsV Central Security Search
U12.4
RECOMMENDED PASSENGER AND HAND BAGGAGE SCREENING EQUIPMENT The following equipment functions and rates should be considered appropriate for passenger and hand baggage screening. The rates should be used by designers in determining the static throughput requirements for security search areas. Equipment Type
Function
Capacity
Comments
Archway Metal Detector
Screening of passengers for metal based items
12 PAX./Min
Conventional XRay 1 Image Reviewer Operator
Screening of Passenger hand baggage and Staff work goods
10-12 Bags/ Min Restriction based on all images inspected and 5 second maximum per image
Archway Metal Detector with Particle Analysis Capability
Screening of passengers for metal based items. Analysis of drug and Screening of Passenger hand baggage and Staff work goods
7 PAXVMin
Used where Passenger Risk Assessment (PRA) is defined to be LOW risk where risk evaluation has occurred. (90%-100% passengers (PAX) Will use this route) Used where the PRA is defined to be LOW risk where risk evaluation has occurred. (90%-100% PAX hand baggage will use this route) Used where PRA is defined to be HIGHER risk where risk evaluation has occurred. (5%-10% PAX will use this route) Used where the PRA is defined to be HIGHER risk where risk evaluation has occurred. (5%-10% PAX hand baggage will use this route) Rarely used for this function.
EDS X-Ray 1 Image Reviewer Operator — multi reviewer possible CT-X-Ray 1 Image Reviewer Operator ETD
Screening of passenger hand baggage and staff work goods Analysis of explosive particles on passenger person or on their baggage
15 Bags/MinRestriction based on reject images only inspected and 5 second maximum per image 3-6 Bags/Min
3 Bags/Min
Commonly used as final arbiter device. Small space needed/lower cost favors use IMPORTANT NOTE ETD should never be used as the sole screening device — always in combination with AMD, HHMD, X-ray. Possible exception when there is equipment failure,
Figure
U12-3:
Advanced
Automated
Hand
Baggage
Screening
Mechanized Clear / Reject Separation Conveyor "Knife EdgeDesign
Reject hand baggage search table area. Optional to have reject image replicated at search point.
Photo courtesy of Fabricom Airport Systems UK
Glazed screen to protect passenger from conveyors though allow visibility of bag routes and permit correct level of passenger access to various baggage status.
IATA Airport Development Reference Manual U12.5
PASSENGER SEARCHES
U1Z5.1 Able Bodied Passenger Searches When planning the detailed layout of the search area is it recommended that the following search sequence for passengers is observed: Step 1
Passenger enters security search area.
Step 1a
Optional: Passenger Risk Assessment (PRA) questioning at landside/airside barrier.
Step 2
Passenger metallic object scan using AMD unit.
Step 2a
Optional: Higher risk passengers scanned using AMD with particle analysis
capability. Step 3 Step 3a detector. Step 3b Step 3c Step 3d Step 3e Step 4
Passengers cleared at AMD permitted to pick up cleared hand baggage or review contents of rejected baggage. Passengers rejected by AMD should then be scanned using hand held metal Passengers cleared by hand held metal detector permitted to pick up cleared hand baggage or review contents of rejected baggage. Passengers rejected by hand held metal detector referred to Electronic Trace Detection (ETD) equipment. Passengers cleared by Electronic Trace Detection (ETD) equipment; permitted to pick up cleared hand baggage or review contents of rejected baggage. Passengers rejected by Electronic Trace Detection (ETD) equipment; referred to Police and Security. Passengers exit security search area.
IMPORTANT NOTE: Where random searches of passengers are required then security staff should be instructed by means of an illuminated 'reject passenger' light which should be driven by either
Figure U12-4: Modern Passenger Hand Baggage X-Ray
Photo courtesy COMMUNICATIONS
of
L3
IATA
Airport Baggage Handling
U1252 Disabled Passenger Searches Passengers who are blind or unable to walk should not be processed through archway metal detectors. These disabled passengers should be scanned using hand held metal detectors and then processed from stage 3a onward as defined in clause U 12.5.1 above. All other categories of disabled passengers should be searched using the total process steps 1 to 4 inclusive as defined in U12.4.1 above.
U125.3 Infants and Infant Buggies Infants under the age of 2 should be held by their parent/guardian and then processed using the total process steps 1 to 4 inclusive as defined in U 12.4.1 above. Buggies should be screened using Electronic Trace Detection Equipment. Able bodied infants that are over 2 years are assumed to be able to walk and should be treated as adult passengers, though search of infants must always be conducted with either their parents or guardian present. Infants should not be subjected to optional
U12.6 IATA RECOMMENDATIONS U12.IR1 Passenger Risk Assessment and IATA Policy Passenger Risk Assessment questioning is recommended at the entry point of the security search area. Normal and higher risk passengers should be screened using the appropriate type of technology as defined within clause U12.5 inclusive which should be configured with reference to Fig.'s U12-1 and U12-2. Designers should observe the IATA policy requirements of clause U12.2. The official current IATA/GASAG position on Passenger Risk Assessment is defined to be:
•
Carefully defined individual passenger assessments as an element of risk analysis, based on internationally accepted'standards as incorporated into national legislation, to facilitate the identification of individuals who may pose a threat to safety and security of civil aviation.
•
The development of programs designed to facilitate the movement of passengers who, through appropriate risk assessment, are deemed to pose no risk to safety and security and thus permit more effective targeting of resources. These programs must be designed in such a way that under normal circumstances, no more than 10 % of passengers are selected for additional enhanced security screening.
•
Systems that are effectively designed in order to avoid the need for additional random checks of passengers.
•
The exchange of relevant information between appropriate organizations to assist in
U12.IR2 Passenger Screening Using Random Sampling If random sample screening of a fixed percentage of passengers is used as a technique, then a computer program should be used as the tool to randomly select passengers. The 'random' sample of searched passengers and their baggage should be taken over a 24hour repeating cycle and should not be unnaturally biased toward any one particular part of the operational day.
v_______________________________________________________________________y
667
U12.IR3 Passenger Screening Process Passengers should be screened using the process steps defined within clause U12.5 inclusive.
U12.IR4 Security Search Provision
IATA Airport Development Reference Manual
Designers should use the table defined within clause U12.4 when statically calculating the throughput capabilities of security search area designs.
IATA Chapter V — IATA Airport Project Process Section V1: Concept/Feasibility/Detail Design/Commissioning/Handover V1.1 Introduction ..........................................................................................
669
V1.2 Problem Identification ............................................................................
670
V1.3 Assessment of Existing Conditions and Inventory...................................
670
V1.4 Forecasting Traffic Demand ...................................................................
671
V1.5 Existing Facilities: Meeting the Forecasted Traffic Demand....................
671
V1.6 Identify Issue Requirements...................................................................
671
V1.7 Compile Project Brief (High Level)..........................................................
671
V1.8 Consultations / Review...........................................................................
672
V1.9 Decision to Redevelop or Build a New Facility........................................
672
V1.10 New Facility ...........................................................................................
672
V1.11 Redevelopment / Expansion .................................................................
673
V1.12 Review/Redefine Project Brief................................................................
673
V1.13 Concept Option Development ................................................................
673
V1.14 Value Examine Concept Options ............................................................
674
V1.15 Feasibility Designs..................................................................................
674
V1.16 Value Examine Feasibility Options...........................................................
674
V1.17 Consultations / Review...........................................................................
674
V1.18 Select Feasibility Design for Tender ......................................................
674
V1.19 Invite Tenders: Detail Design ................................................................
675
V1.20 Evaluation of Tender Returns ................................................................
675
V1.21 Construction..........................................................................................
675
V1.22 Commissioning ......................................................................................
675
V1.23 IATA Recommendations..........................................................................
676
Section V2: Project Cost Management V2.1 Introduction/Guidelines ........................................................................
677
V2.2 Business Plan .........................................................................................
678
V2.3 Concept Cost Estimates..........................................................................
679
V2.4 Feasibility Cost Estimates ......................................................................
679
669
IATA Airport Development Reference Manual V2.5 Financing Plan .......................................................................................
679
V2.6 Consultations / Review...........................................................................
679
V2.7 Detail Design Cost Estimates.................................................................
679
V2.8 Consultations / Review...........................................................................
680
V2.9 Award Tender.........................................................................................
680
V2.10 Construction Cost Monitoring ................................................................
680
V2.11 Diagnostic of the Project Process ..........................................................
680
V2.12 Capital Expenditure Plan .......................................................................
680
V2.13 IATA Recommendations.........................................................................
681
670
CHAPTER V — IATA AIRPORT PROJECT PROCESS SECTION CONCEPT/FEASIBILITY/DETAIL DESIGN/COMMISSIONING/ IATA V1: HANDOVER V1.1 INTRODUCTION Joint participation by the airport authority and the airlines in the initial stages of the planning process is indispensable to the development of a successful design programme. Early evaluations of airport projects will reduce the number of changes to the final programme and thereby minimize increased design costs. Such action will also contribute to the probability of meeting scheduled completion dates. The ultimate cost of any new or expanded facility, both in terms of capital expenditure and resulting annual user charges, will depend to a large extent on the size of the facility and the complexity of the project to deliver it; it is important that an accurate assessment of the required dimensions is made in the early planning stages, and suggested that planners should review the IATA APEM document methodology which defines detailed recommended project management activities for airport development projects.
Figure V1-1: Typical Airport Project Planning Process Problem Identificatio n Assess existing conditions
YES
/
Can \NO y^xiflting facilities functions N. to forecast with a new N^perstjonal process?.
Implement corrective operational process
C
Concept Dplion development
Forecast traffic demand
End
Value examine Concept -Mm— Create Feasibility designs —Mutm--
Identity issues/ requirements Compile project brief Redevelopment
New Facility /Redevelopment existing facility or build \ new facility?
Role in airport system
Internal consultations Review historic master plan
Strategic Plan
Review/redefin e project brief
/Cost estimate/ \ level "D" \
Value examine Feasibility options ~~ãt_%— Consu nations/ review
''cost estimate/ \ level "C" \
Select Feasibility option Invite lenders
Evaluation of ? Cost tender returns estimate/ \ level "B" \ —t\__V— Consultations/ review Award tender
f
Cost estimate/ \ level "A" \
Detail design solutions contractor mis-
construction
Commissioning
671
V1.2
PROBLEM IDENTIFICATION An existing and diligent airport operation will continuously be looking closely at the capabilities of its infrastructure and its ability to process passengers, freight and mail. Due to the nature of flight schedules it is quite straightforward to foresee if a capacity problem is going to manifest itself at some point in the future. Once identified, these problems could result in expansion projects, new terminal builds, or as a first choice the improvement of an operational process which resolves the problem without the need to build a new facility. It will be essential for airport operators to examine the true origins of any identified operational or capacity problem and then solve the underlying problem, assessing the perceived longevity of the problem and ensuring that best practice is adhered to at all times.
V1.3
ASSESSMENT OF EXISTING CONDITIONS AND INVENTORY The initial stage in correcting any issue is to reflect upon existing conditions and inventory. This stage enables the planner to assess the starting point of the programme that will be initiated to correct the stated issue or problem.
V1.3.1 Physical Facilities The most obvious step is an inventory of the physical facilities currently constructed. Depending on the identified problem this inventory may include the number of gates, processing facilities (i.e. checkin facilities and security), the size of arrivals hall and their resultant processing capability, etc.
V1.3.2 Operational Systems Equally as important as the physical characteristics of the building and its infrastructure, a good understanding and appreciation of how the systems operate within the limits of these physical structures is also required. Operational data and other elements such as passenger flows and operational procedures should be fully understood. Airports should request information from airlines and tenants who can provide good statistical data that will indicate levels of past performance.
V1.3.3 Constraints A preliminary listing of the constraints on the system should be identified at this stage. Constraints are to be investigated on two levels: the first being restrictions that may limit the extent of any future development and the second being issues that are currently constraining the airport capacity. Identifying these issues will allow a more focused concept development programme, as limits will have already been set by this constraint investigation exercise.
V1.3.4 Simulation When assessing operational 'dynamic' systems/airport processes, simulation tools such as lATA's Total AirportSim should be used to optimise existing facilities, evaluating saturation conditions when interaction between subsystems and overflow conditions are likely. With simulation packages and studies the 'What if scenarios can be effectively simulated and subsequently assessed, the results
IATA V1.4
IATA Airport Project Process FORECASTING TRAFFIC DEMAND Successful airport planning investigations will use proven and effective forecasting methods to evaluate and predict future events as realistically as possible. Airport traffic forecast studies use a combination of trend analysis, data extrapolation, expectation surveys and professional statistical judgement. Various forecasting methodologies exist (please refer to Section C2: Forecasting), all of which aim to achieve the objectives of: (i) providing an accurate forecast to assist in capacity planning issues and (ii) to provide an insight into the financial and cost benefits of the study if implemented. There are essentially three parameters that are covered in a forecast: passenger and baggage volumes, cargo volumes and aircraft movements.
V1.5
EXISTING FACILITIES: MEETING THE FORECASTED TRAFFIC DEMAND A complete review of the existing operational processes should be undertaken. On numerous occasions an updated or new operational process can alleviate the situation without the need to provide addition or modified infrastructure. If a revised process meets the operational brief requirements, then following successful simulations this should be the recommended course of action (it is often the most cost effective solution). Facilities should be utilized to their maximum prior to any new development.
V1.6
IDENTIFY ISSUE REQUIREMENTS This project process stage should be used to confirm whether a new facility should be built or an existing facility redeveloped. Following discussion with the various stakeholders and assessment of all of the facts presented by the various professional groups, the operational and functional issues relating to the problem should be identified and used in the subsequent High Level development brief defined within clause V1.7 that follows. The key output from this stage will be the decision to follow only one of the following design routes (please also refer to clause V1.9 for further guidance):
V1.7
•
Option 1: Redevelopment/ Expansion.
•
Option 2: New Airport/Facility.
COMPILE PROJECT BRIEF (HIGH LEVEL) In situations where a new or expanded facility is necessary, it will be appropriate to compile a high level project brief. This high level brief should explain the intent of the client and its ambition to resolve a current or future operational problem by modifying or constructing new infrastructure. The high level project brief should indicate the primary objectives of the project and will be the basis of the far more detailed feasibility/concept study brief. Documented elements within the initial project brief will include but are not limited to: ■
•
A statement of needs.
673
IATA Airport Development Reference Manual V1.8
CONSULTATIONS / REVIEW An essential element of any planning process is the inclusion of meaningful and adequate consultations with all stakeholders. Consultation should be a continuous process that is initiated prior to any sizeable planning initiative. lATA's Airport Consultative Committee (ACC) is the primary forum to facilitate an effective and mutually beneficial consultation between the airlines and the airport authority in question. The objective of an ACC is to consolidate airline views and to provide a focal point for consultation concerning the planning of major airport expansion or new airports in order to input airline functional requirements. See Section B1, Major Planning Processes for further details.
V1.9
DECISION TO REDEVELOP OR BUILD A NEW FACILITY The decision to redevelop or build a new facility is often a difficult conclusion to make. Airport operators will need to balance the operational objectives set in part by the airline and handling agents requirements with the long term aspirations of the airport operator. It will be necessary to ascertain what solution represents the best value for all the interested parties. The following questions should be raised when deciding to either redevelop an existing facility or build new or replace infrastructure:
•
How long would a process or equipment improvement last using the existing infrastructure before the facility becomes in need of redesign or processing review again?
•
What new building improvement can be afforded?
•
Does the new build option fit the master plan objectives for the airport?
In addition to these, many other similar questions will need to be raised and answered before a decision can be ultimately made. V1 .10
NEW FACILITY
V1.10.1 Role in Airport System A new airport will most certainly have regional implications and large scale airports will extend beyond See Section B2.1, National Planning Considerations for details. V1 .10 .2 Strategic Plan The strategic plan guides the direction of the master plan with respect to what the ultimate vision, goals and objectives are for the airport. The master plan translates this strategic plan by allocation of the components and processes that are required to achieve the strategic goals.
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IATA Airport Project Process V1.10.3 Master Plan The master plan ensures maximization of land use in order to optimize runway capacity and to allocate the space to achieve overall process and systems balance. A master plan is required so that all air-side, land-side and airport support facilities can develop, expand and improve the operational flexibility and efficiency of their businesses in a structured, orderly fashion, without adversely impacting on the business of their neighbours that are on or adjacent to the airport. See Section C1, Principles — Master Planning for details.
V1.11
REDEVELOPMENT / EXPANSION
V1.11.1 Review Existing Master Plan Project goals and objectives: in this stage the planners set out the direction and scope of the project and try to align the project expectations to the overall requirements set within the existing master plan, if possible. The general criteria and policy objectives should be stated. It should be noted that unforeseen changes in airport business and operational needs can arise which may legitimately change the master plan requirements. Deviation from the master plan requirements should be carefully assessed and communicated if deemed to be appropriate.
V1.12
REVIEW/REDEFINE PROJECT BRIEF Having decided to either retain the existing facility or build new infrastructure, a more focused project brief should be compiled. This more detailed brief should concentrate on the selected design route; e.g. modification of the airport process OR building of a new replacement facility/process only. In situations where it has been decided to build new infrastructure, the project brief is likely to be a very detailed and a precise document, which again should align with the master plan requirements wherever possible. The functional and business requirements should be detailed enough to help clearly steer the design team to the most appropriate solutions for development in subsequent concept and feasibility design investigation stages.
V1.13
CONCEPT OPTION DEVELOPMENT The concept design stage should produce solutions which fundamentally ensure that:
•
The master plan expectation is partly or completely met or complemented.
•
The solutions meet the project design brief (See Clause V1.12).
•
The solutions are technically and commercially viable.
•
The solutions are financially acceptable to the stakeholders.
For all developments the financial analysis involves an evaluation of the associated operational cost benefits to the various stakeholders, as well as an assessment of the cost of providing the development. The benefits usually consist of those generated over many years (payback period or Internal Rate of Return period) after the undertaking of the project, whereas the planning, design and construction
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IATA Airport Development Reference Manual V1.14 VALUE EXAMINE CONCEPT OPTIONS The concept designs should be technically and commercially assessed and the benefits evaluated using a like for like solution comparison technique. Technical Consideration: Obviously there are many types of projects which can take place within an airport, and designers should look to experts to identify the advantages and the disadvantages associated with specific technical solutions, whether they be civil infrastructure solutions or IT solutions or building systems. Financial considerations: Quantity surveyors should work with airport design engineers to determine both the capital cost for infrastructure and the running costs year on year so that solutions can be effectively assessed. The value examination of the concept designs should result in no more than three concept solution options being taken forward for further development as formal feasibility studies.
V1.15
FEASIBILITY DESIGNS At the feasibility design stage, initial space requirements are set out, general characteristics of the complex are established and other essential planning decisions are taken as to the physical and operational capability of the solution proposed. The components proposed are given general sizes, as well as accurate location within the facility. The established processing capability of the solution is also refined to provide a technically competent and totally deliverable or 'feasible' solution. The functional relationships between the components and processes are also analysed. Computer simulation tools such as, lATA's Total AirportSim, amongst others, are extremely valuable in allowing modifications and varying scenarios to be tested and evaluated.
V1.16
VALUE EXAMINE FEASIBILITY OPTIONS The value examination of the feasibility options should again include a technical and financial review of a much more detailed series of design solutions. The operational cost implications of the various solutions should be very clearly defined and aligned to the requirements explained within Section V2 of this Chapter. All feasibility solutions should assessed using a like for like comparison technique.
V1.17
CONSULTATIONS / REVIEW A formal consultation forum with all interested parties should be established, with decisions documented to review the feasibility designs. Input from the sessions should be used as weighting factors in the selection process for the feasibility design assessment.
VI.18
SELECT FEASIBILITY DESIGN FOR TENDER Upon completion of a thorough review of all submitted feasibility solutions, and taking into consideration the inputs from the consultations, a single feasibility solution should be selected.
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IATA V1.19
IATA Airport Project Process INVITE TENDERS: DETAIL DESIGN The bidding process allows formal competitive bids to be submitted by interested parties. A tender timetable should be outlined with procedures to follow. The tendering process may in most instances need to be aligned to either national or European legislation mandates. The deadline for submission, as well as the timeline for notification to the winner of the contract and all the tendering participants should also be stated in the tender notice documentation. The feasibility solution selected is then significantly refined into a detailed design proposal by the selected contractors. The subsequent detail design should be completely owned by the contractor in all regards. Any feasibility design principle concerns should be highlighted prior to contract placement. Exact sizing of the components and their location are established during detail designs, therefore establishing the size and cost of the whole facility very accurately. The tender documentation should explain what the airport is technically and operationally looking for within the tender returns and the subsequent points awarded for key attributes should be clearly communicated to the tendering participants.
V1.20
EVALUATION OF TENDER RETURNS All tenders should be evaluated using an appropriate technical skill base and consistent evaluation model. The evaluation process and model should at least assess the following tender return attributes at the highest level:
V1.21
•
Technical skills of resources to be employed.
•
Technically proven competence of the product or service to be purchased.
•
Proven history of producing successful similar projects.
•
Capital and running cost of the proposed solution.
CONSTRUCTION It will be necessary to have a quality monitoring system in place while the design and (very importantly) the construction phases are in progress. Active and effective project design and construction control methods are essential to completion within the designated time and within the set budget. A reporting and documentation system should be in place to allow progress and any variations to be monitored and assessed. Routine meetings with stakeholders should be held at milestones to review
V1.22
COMMISSIONING Most airport projects involve numerous systems working simultaneously to be fully operational. As a consequence, a review and operational readiness check of each system must be conducted prior to opening the new facility through formal commissioning initiatives. The contractor and the design consultants will be required to produce a commissioning proposal which will need to be submitted to the client for approval. See Section R1, Checklist for the Successful Opening of a New Airport.
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IATA Airport Development Reference Manual V1 .23
IATA RECOMMENDATIONS V1.IR1 IATA Airport Consultative Committee (ACC) Involvement Adequate and meaningful consultations with stakeholders should be undertaken beginning early on in the process and continuing throughout the design planning process. V1 .IR2 Master Planning
" g
Master Planning clauses as stipulated in Chapter C: Master Planning should be followed.
V1.IR3 Simulation Simulations should be used to optimize existing facilities, when saturation, interaction between subsystems and overílow conditions are expected. The use of simulations is also recommended to validate design concept for new or expanded facilities. V1 .IR4 Airport Commissioning Airport Commissioning clauses as stipulated in Chapter R. Airport Commissioning should be observed.
V1 .IRS ICAO Procedures and Recommendations ICAO Doc 9184-AN/902 Airport Planning Manual, Pari 1 Master Planning should be observed.
IATA Airport Project Process SECTION V2: V2.1
PROJECT COST MANAGEMENT
INTRODUCTION/GUIDELINES Joint participation by the airport authority and the airlines in the initial stages of the planning process will greatly assist the development of a successful cost management programme. Early evaluations reduce the number of changes to the final programme and minimise increased design costs. Such actions also contribute to the meeting of scheduled completion dates. The ultimate cost of any facility, both in terms of capital expenditure and annual user charges, will depend to a large extent on its size; it is important that an accurate assessment of the required dimensions is made in the early planning stages. With respect to IATA and the airlines, any cost evaluation must be carried out in two separate and distinct phases, related directly to the quality and quantity of the information and the data that has to be obtained. The first phase should consist of a broad cost evaluation to be carried out almost immediately after the ACC technical assessment on demand and facility requirements has been carried out. The second phase should be completed immediately after plans and cost details become available to the airlines for analysis and comment. It is hoped that early assessments will establish the level of costs to the airlines.
Figure V2- 1: Typical Project Cost Management Process Business Plan
Concept cost estimate
Expert estimates input Costing experts input________
Feasibility cost eslimales
<
Uoi1 «ahTiata / level -D" \
/ COBI esUrrale \ level 'C
/ \
Financing plan
Review
Detail design
<
cosi es!imole
Cons ultatio ns/ Revie w
(
Coil latirnite / level -B" \
CoalesUrrale / level -A- \
Cons Lrxictl on Cost Monito Oisgnostic ring. of Process
Capi tal Expe nditure Plan Note: Level A, B, C & D are cost estimates stages only and are not related to Level of Service
requirements.
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IATA Airport Development Reference Manual The aggregate cost of an airport development process is derived by totalling the project construction, development and implementation budgets. Airlines and handling agents often inherit the project results once they have been delivered and run the systems that get developed. It is important that the processes and systems provided by the project are assessed by the facility users prior to delivery, and at the relevant consultation stages described. This will help determine if the processes and systems provide a solution which is commercially viable from an operational standpoint.
V2.2
BUSINESS PLAN It will be important to correctly time the various phases of the airport development programme such that they do not impair the operational integrity of the airlines, handling agents or airport operators. Certain periods during the operational year will be sensitive to higher passenger throughput pressures (e.g. national or religious holidays). The project delivery programme included in the business plan should address these periods and suggest viable operational solutions. In many instances the project programme may need to be phased to work around such sensitive periods altogether so as to ensure undisrupted business continuity. Often there are two main results following a major project being provided by an airport, these are:
•
The terminal's capacity and ability to process passengers, planes, baggage, etc., dramatically increases. This improvement often will diminish though as the systems age following natural passenger traffic growth.
•
The user charges increase to pay for the projects (please refer to Chapter D for further clarification in this regard).
It can be seen that large investments in airport infrastructure, by their very nature, deliver peaky capacity results and have the tendency to produce a 'step by step' climb in capacity. Unit costs will increase sharply and decrease again over time as traffic builds up and the facilities are better utilized. To keep unit costs low, or at reasonable level, some airports may be inclined to hold off development plans until such time that increased facility usage is guaranteed. A detailed business plan should be created as part of the airport development programme, which should contain financial projections and forecasts detailing future airline and handling agent usage activity at the airport. The basic elements that should be included in such a business plan are:
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•
Forecast and composition of air traffic demand.
•
Scope of and business case for the airport development programme.
•
Feasibility analysis; i.e. will the airport's overall financial performance be acceptable; can the airport manage the additional cash flow requirement; will the proposed program produce an acceptable return on investment; etc.
•
Financial analysis of costs and revenues, including: an operating budget; a financing plan; cash flow forecasts; a debt servicing schedule; pro forma balance sheets and income statements; financial ratio analysis; etc.
•
Risk mitigation assessment, the primary areas of risk being: technical risk relating to construction completion; commercial risk relating to changes in traffic demand; cost risk relating to changes in construction, capital or operational costs; and financial risk relating to currency exchange, inflation and interest rate changes, etc.
IATA V2.3
IATA Airport Project Process CONCEPT COST ESTIMATES This is a first stage, broad evaluation of the cost of the identified facility requirements, e.g.; new pier = 1500 USD/ sqm.; surface parking = 1800-2000 USD/space. The accuracy of the cost estimates at this stage should be in the plus/minus (+/-) 30 % range (a 'Level D' cost estimate).
V2.4
FEASIBILITY COST ESTIMATES This is based on similar work and a preliminary design. The accuracy of the feasibility cost estimates should be narrowed to plus/minus (+/-) 20 % range (a 'Level C cost estimate). For each alternative the following capital costs and annual variable costs must be determined. Capital costs include: site acquisition costs; building construction and site work costs order of magnitude (e.g. cost per unit); and various equipment costs (e.g. passenger boarding bridges, baggage handling equipment, etc.). Variable costs include maintenance and operating costs for operational systems (e.g. loading bridge, baggage system and other costs associated with each feasibility solution must be calculated
V2.5
FINANCING PLAN For investment purposes, the next step is to develop a financing plan. Critical to this plan is an analysis of the airport's ability to generate sufficient revenues to make the required payments for operating and maintenance expenses, debt service, and other funding requirements that may be required by bond holders or other creditors. Input is required by experts including quantity surveyors, financiers, economists, etc.
V2.6
CONSULTATIONS / REVIEW Consultations between the airport authority and the airlines is an essential part of effective project cost management. From an airline perspective, once the ACC's technical assessment on demand and facility requirement is completed (see section V1 project process), a review of the initial cost estimates, taking into account the inputs provided by the airlines, should be obtained. The financial project data should be made available to the ACC during the planning process or at an early stage discussed with the airlines through the User Charges Panel (UCP). The UCP is responsible for representing IATA Member airlines in negotiations with airport authorities regarding the charges for the use of the airport including, but not limited to, landing fees, terminal building charges, passenger-related elements, lighting charges, air traffic control and monopolytype user charges. It is therefore very important that the activities of ACCs and the UCP are closely coordinated so that the UCP is fully aware of costs emerging from ACC discussions. See Section B1.2, Airport Consultative Committee for details.
V2.7
DETAIL DESIGN COST ESTIMATES After the selection of the feasibility design and the subsequent development of the detailed design, a revised project detail design delivery cost should be evaluated. This new detail design cost should include but not be limited to: capital expenditure for the project installation; annual fixed charges; project maintenance; operation and administrative costs; projected non-airline revenues; annual cost
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IATA Airport Development Reference Manual The detail design cost should be a very accurate cost assessment that should be in the range of {+/-) 5%, and is referred to as a 'Level B' cost estimate.
V2.8
CONSULTATIONS / REVIEW The updated Level B cost estimate should be made available to the airlines for analysis and comment. The Level B cost estimate should be a natural progression from the Level C cost estimate and within the financial limits of the previous Level C cost estimate. The ACC and the UCP should manage negotiations with the airport authority regarding the potential resultant user charges.
V2.9
AWARD TENDER When a contract has been awarded the project cost should be fixed, allowing only a slight variation (within a limit of 5%) for contingencies. This is normal for most projects. This final cost is referred to as a 'Level A' cost. Today's numerous variations of airport ownership and management has initiated a multitude of contracting arrangements. Some examples include Turn Key Operations, Lump Sum Contract, Open Book, Build Operate Transfer (BOT), Build Own Operate Transfer (BOOT), etc. Please see Section D, Airport Economics for details.
V2.10
CONSTRUCTION COST MONITORING A critical component of effective project budgeting is to monitor the cash flow during the entire project construction period. Construction milestones or deliverables should be identified prior to commencement of any work. These milestones can be used to verify and measure if the
V2.11
DIAGNOSTIC OF THE PROJECT PROCESS At the completion of the project process the project should be assessed to evaluate the good and bad points that have been experienced throughout its course. The following attributes should be typically reviewed during the diagnostic exercise: Effectiveness of the project team. Operational issues. Construction issues. Quality of equipment or infrastructure supply. Health and safety throughout. Commissioning issues. Effectiveness of the project process steps.
V2.12
CAPITAL EXPENDITURE PLAN Existing airports should develop a 10-year Capital Expenditure Plan that should show the intended programme of works over two consecutive 5-year periods. The programme should be re-assessed annually after consultation with the airline/IATA airport development specialists and should dovetail into the long term master plan aspirations for the airport. The resultant impact of the development programme on user charges should be discussed and agreed with lATA's UCP.
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IATA V2.13
IATA Airport Project Process IATA RECOMMENDATIONS V2.IR1 IATA ACC Involvement The ACC and the airport authority should, during the period of the project, monitor and mutually agree on the project programme for any cost variations and any recommended connective action, as deemed necessary as the project evolves.
V2.IR2 IATA UCP Involvement The UCP should be involved early on in the economic evaluation procedure and throughout the development of the project.
V2.IR3 Cost Monitoring Programme An effective cost monitoring system should be established and implemented during the proj* construction phase.
V2.IR4 Capital Expenditure Plan A Capital Expenditure Plan should be produced by all airports, in line with requirements defined within Clause V2.13.
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IATA Chapter W — Anti-Terrorism and Police Facilities Section W1: Terminal Building Considerations W1.1 Terrorist Threat to Airport Terminal Buildings.......................................
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W1.2 Risk Evaluation and Risk Mitigation.......................................................
685
W1.3 Unattended Luggage & Waste Bins.......................................................
686
W1A Internal Balconies ...................................................................................
686
W1.5 Spectator Areas.....................................................................................
687
W1.6 Closed Circuit Television (CCTV) ...........................................................
687
W1.7 IATA Recommendations.........................................................................
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Section W2: Pier Area Considerations W2.1 The Terrorist Threat Within Airport Piers .............................................
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W2.2 Risk Evaluation and Risk Mitigation.......................................................
689
W2.3 IATA Recommendations.........................................................................
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Section W3: Airfield Area Considerations W3.1 Terrorist Threat to Airport Airfield Areas ..............................................
690
W3.2 Risk Evaluation and Risk Mitigation & Response....................................
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W3.3 Hijacked Aircraft Stands ........................................................................
691
W3.4 IATA Recommendations.........................................................................
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Section W4: Airport Police Facilities W4.1 Airport Police Facilities — Overview......................................................
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W4.2 Police Facilities......................................................................................
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W4.3 Police Offices.........................................................................................
692
W4.4 Police Facility Physical Infrastructure.....................................................
692
W4.5 Law Enforcement Parking .....................................................................
693
W4.6 Remote Police Facility Sites Within Terminal Complex..........................
693
W4.7 Speciality Squad Requirements .............................................................
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W4.8 Communications Dispatch.....................................................................
693
W4.9 Police Facility Size Considerations ........................................................
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W4.10 IATA Recommendations.........................................................................
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CHAPTER W — ANTI-TERRORISM AND POLICE FACILITIES SECTION W1: TERMINAL BUILDING CONSIDERATIONS W1.1
TERRORIST THREAT TO AIRPORT TERMINAL BUILDINGS The potential for terrorist activity at airports is very real and airport designers should consider the implications of such attacks on terminal buildings and terminal support infrastructure. It is important to understand what the risks are to an airport and how they may manifest themselves, however rarely. Airports should provide both covert and high profile counter measures as appropriate, which should align with national and international legislation such as ICAO Security Annex 17 — Safeguading International Civil Aviation Against Acts of Unlawful Intervention. Terrorist acts have been conducted against the civil aviation industry in various forms. During the design phase of terminal buildings, designers should assess the potential risks that could occur and should design structures and infrastructure which will limit the abilities of terrorist groups. With respect to the structural integrity and materials utilized within airport buildings, designers should refer to the general text and IATA Recommendations detailed within Section H and in particular Clause H2 of this manual.
W1.2
RISK EVALUATION AND RISK MITIGATION Having agreed that most if not all airports have the potential to be used or targeted by terrorists in one manner or another, it will be necessary to evaluate the risks that exist and try to practically resolve them in a structured and a coordinated manner. It is extremely difficult and very costly, not to mention almost impossible to counter every conceivable terrorist act that might occur at an airport. There are however some very straightforward methods which if implemented can significantly improve the outcome of a terrorist act upon an airport. The following staged approach should be adopted by airports on a continual basis. Stage 1 — Establish the potential threats — evaluate threat impact / prioritize threats. Stage 2 — Perform a security audit on the airport. Stage 3 — Develop and implement a threat management strategy. Stage 4 — Review /update/change/alternate threat counter measures.
W1.2.1 Stage 1 — Establish The Potential Threats The threats to the outside of the terminal building could be more structurally significant than the threats posed to the inside of the building, though this is heavily dependent on the number/size of any explosive devices and their subsequent placement. Airport designers should consider the structural implications of the use of car or lorry bombs, suicide attacks and the use of rocket propelled devices upon the building facade. Designers should carefully plan the road systems and structural columns and beams such that in the unlikely event of a vehicle packed with explosives approaching the terminal building, the resulting explosion will not cause widespread catastrophic failure of the structure. Refer to Section H2 of this manual for further details in this regard. In addition to the threat of explosives, the use of biological weapons or more widely accessible dangerous chemicals also poses a threat, especially where ventilation shafts can be used as
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Inside the terminal building the threats might include the use of smaller Improvised Explosive Devices (IEDs)/hand weapons (assault rifles/machine guns/hand guns/hand grenades) and biological warfare agents. The delivery of such weapons could vary depending on the intent of the individual(s) and their resultant ability to escape the scene once they have completed their attack. Although very rare in most parts of the world, suicide attack activity does occur as well as guerillas style attacks on airports. It is important that airports and their users appreciate that threats can change over time and that threat assessments need to be regularly reviewed. Changes in national or international political policies can give rise to a need to review threats. It is recommended that airports and the airport users review the risks posed by terrorism at least every 3 months and that special risk evaluations are carried out more regularly during periods of local, national or international heightened threat.
W1.2.2 Stage 2 — Perform A Security Audit On The Airport A team of experienced engineers needs to review all aspects of the airport's security defence and surveillance systems to ascertain the appropriateness of the systems, the operational protocols and their ability to mitigate the risks identified within Stage 1.
W1.2.3 Stage 3 — Develop And Implement A Risk Strategy Where it has been identified that risks are evident, airports need to prioritize those risks and put in place programmes to mitigate the risks over a reasonable and diligent time period. The greatest threats identified in Stage 1 should be solved first.
W1.2.4 Stage 4 — Review /Update/Change/Alternate Risk Counter Measures Airports need to review risks and risk counter measures on a regular basis. It will be essential to alternate proven protocols and even proven technology, so that terrorist groups are unable to establish the current security provision.
W1.3
UNATTENDED LUGGAGE & WASTE BINS Unattended luggage represents a significant security risk. Airports should monitor terminal areas using security walk through patrols and by security CCTV surveillance of the areas on a regular and frequent basis. Public waste bins are normally required in large numbers throughout most terminal buildings. The placement of waste bins within the terminal building passenger areas should be very carefully controlled. Waste bins have been used in the past to hold lEDs which have successfully detonated. It is prudent to place waste bins away from concentrated passenger areas and critical structural members of the building. 688
W1.4
INTERNAL BALCONIES Within multi-story terminal buildings, landside balconies overlooking check-in areas must not provide the terrorist a line of fire or the facility to throw grenades. There is a need to protect designated checkin operations and general expanses of terminal space frequented by passengers and staff against
IATA W1.5
Anti-Terrorism and Police Facilities SPECTATOR AREAS Public spectator areas should be monitored, or else the access should be controlled to ensure that dangerous goods or fire arms, etc., are not used in these areas or directed against aircraft or infrastructure on the apron.
W1.6
CLOSED CIRCUIT TELEVISION (CCTV) It is vital that airport operators use CCTV systems to identify and help prevent criminal acts of terrorism on civil aviation within the confines of the airport perimeter. Airport CCTV system designers should assess the risk areas as defined within clause W1.2.1: Stage 1 — Establish The Potential Threats. The CCTV cameras should then be placed at critical areas according to the threat potential identified. The on-line data collated from the CCTV cameras should be capable of being communicated to a variety of airport operational functions namely:
•
Airport security management.
•
Airport operational duty managers.
•
Immigration management.
•
Customs management.
Airport CCTV system designers and integrators should work with immigration, customs and police departments to confirm the level of CCTV intelligence that they require access to. W1.7
IATA RECOMMENDATIONS W1.IR1 Risk Evaluations It is recommended that airports and airport users review terrorist risks at least every 3 months, and that special risk evaluations are carried out more regularly during periods of national or international heightened threat.
________________________________________________________________ W1.IR2 Location of Waste Bins Waste bins have been used it% the past to hold lED's which have successfully detonated. Waste bins should be placed away from concentrated passenger areas and critical structural members of the building. J0W------------------------------------------------------------------------------------------------------------------------------O.VO I - " . - : -------------------------------------------------------" --------------------------------------------------------------------------------- —
W1.IR3 CCTV Camera Positioning CCTV surveillance cameras should be placed at critical high risk areas within the terminal building and within the airport perimeter according to the threat potential identified. Airport CCTV system designers and integrators should work with immigration, customs and police departments to confirm the level of CCTV intelligence that they require access to.
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IATA Airport Development Reference Manual SECTION W2: W2.1
PIER AREA CONSIDERATIONS
THE TERRORIST THREAT WITHIN AIRPORT PIERS Airport piers consist of a building frame supplied with usual building services which will be occupied by arriving, transfer and originating departing passengers and staff. Often beneath or adjacent to the piers will be airside roads containing airside vehicles which contain sometimes fuel and/or passenger baggage and or cargo. Potentially there are two main high threats to piers: (1) This will be associated with the mixing of inbound passengers and outbound passengers and (2) The end to end processing of transfer passengers will present its own security concerns. Example (1) A departing high risk flight passenger who is located within a pier would most likely have cleared central security. An inbound (non terrorist targeted) flight might contain a transfer passenger concealing a weapon and/or an Improvised Explosive Device (IED) within their personal belongings which might have been carried onto the flight from an airport with perhaps less than adequate airport security. It will be vital that these collaborating individuals do not mix for obvious reasons. Please refer to Section K3 clause K3.2 for further clarification on passenger separation. Example (2) An inbound (non terrorist targeted) flight might contain a transfer passenger concealing a weapon and/or an IED within their personal belongings which might have been carried onto the flight from an airport with perhaps less than adequate airport security and who is connecting with a targeted outbound connecting flight. In both examples the only way to totally mitigate this risk is to security screen the relevant departing passengers at a centralized screen check point or if necessary at the gate lounge. This can be very costly and creates delays. It will important for airport operators and designers to assess this risk very
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W2.2
Anti-Terrorism and Police Facilities
RISK EVALUATION AND RISK MITIGATION The four stage risk evaluation and mitigation process described within Section W1 Clause W1.2 should be similarly adopted for the evaluation of all potential risks residing within or around airport pier areas. The following tables lists some of the potential risks that may reside within or around pier areas though others may exist:
W2.3
Risk Ref:
Risk/Threat Description (Assumes All Originating Departures Passengers Within the Piers Have Cleared Central Security)
Possible Risk Mitigation Strategy
1
Handover of dangerous items (e.g. weapons/IED's etc) from an inbound arriving passenger to an out-bound departing passenger within pier.
Option 1: Separation of arriving and departing passengers. Option 2: Secondary screening of passengers at centralized checkpoints or if necessary at the gates(s).
2
Transfer passenger arrives from poor quality security airport (weapon or IED on their person) and targets their connecting flight for terrorist crime.
Option 1: Secondary screening of passengers at centralized checkpoints or if necessary at the gates(s). Option 2: Confirm / monitor / manage satisfactory security quality of transfer passengers. Originating airport — plus ensure separation of transfer passengers from other flight arrival passengers.
3
Passengers with weapon or IED obtains access to the apron via the pier.
Option 1: (Preferred option) ensure all pier to apron exists/entrances have suitable permitted access control systems guarding as well. Option 2: Provision of CCTV at exits/ entrances communicated to airport security and airport police.
4
Arriving passengers uses weapon within passenger or staff areas.
Option 1: Armed police presence resulting in attack suppression. Option 2: Piers are zoned carefully evacuated and closed off in an emergency situation, Thereby limiting collateral damage/injuries. This needs to manually managed very carefully to ensure that zones are not closed off too prematurely and that fire exit routes are not compromised.
IATA RECOMMENDATIONS W2.IR1 Pier Risk Evaluations The risks and the possible risk mitigation strategies identified within the table in clause W2.2 691 should assessed and considered and necessary infrastructure and operational protocols put in place. The intent of ICAO Annex 17 Standard 4.3.2 must be observed. J
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SECTION W3: AIRFIELD AREA CONSIDERATIONS W3.1
TERRORIST THREAT TO AIRPORT AIRFIELD AREAS The airfield area is complex, both in terms of its diversity of terrain and operational equipment provisions. Often there will be numerous aircraft and vehicular movements and a large range of support equipment hardware (radar/runway ground lighting systems, etc.) functioning simultaneously. The combination of simultaneous processes in operation along with variations in weather conditions and wildlife within the perimeter make the airfield a difficult zone to protect. Intruders would need to gain access to the airfield via: (i) fencing systems; (ii) unauthorized access via terminal buildings or similar structures/support facilities; (iii) unauthorized access via staff/commercial access gates; (iv) aircraft or (v) below ground service tunnels, water ways, etc. For information on perimeter and airfield security systems please refer to Section H2 Clause H2.12.
W3.2
RISK EVALUATION AND RISK MITIGATION & RESPONSE The four stage risk evaluation and mitigation process described within Section W1 Clause W1.2 should be similarly adopted for the evaluation of all potential risks/threats residing within or around the airport airfield areas. The following table has been compiled to help identify the potential high Risk Ref:
Risk/Threat Description (other risks will/may exist)
Possible Risk Mitigation Strategy (order of notifications and precise requirements may vary from country to country — designers should review with national authorities)
1
Aircraft landing has been hijacked
ATC special protocols to put in place. Airport security alerted and special airport protocols put in place. Fire station alerted. Ambulance services alerted. Airport police/anti-terrorist police alerted.
2
Aircraft on apron has been hijacked
ATC notified. Airport security alerted and special airport protocols put in place. Fire station alerted. Ambulance services alerted. Airport police/anti-terrorist police alerted. Cleared apron where possible.
Cleared apron where possible.
•
3
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Individual(s) with weapons (mortar or missiles or rocket propelled grenades, etc.) located inside/ outside & close to airport perimeter, (includes un-authorized use of vehicles on the apron)
ATC notified. Airport security alerted and special airport protocols put in place. Fire station alerted. Ambulance services alerted. Airport police / anti-terrorist police alerted. Cleared apron where possible.
IATA
Anti-Terrorism and Police Facilities
Risk Ref:
Risk/Threat Description (other risks will/may exist) Tampering with approach lighting systems or ground radar.
Possible Risk Mitigation Strategy (order of notifications and precise requirements may vary from country to country — designers should review with national authorities)___________________ CCTV fitted to review equipment. Anti-tamper devices fitted. ATC notified. Airport security alerted and special airport protocols put in place. Fire station alerted. Ambulance services alerted. Airport police / anti-terrorist police alerted.
Fuel Farm Attack
CCTV fitted to review fuel farm area/equipment. Anti-tamper devices fitted. Access control systems installed. Fuel farm and fuel distribution shut down instigated. ATC notified. Airport security alerted and special airport protocols put in place. Fire station alerted. Ambulance services alerted. Airport police / anti-terrorist police alerted. Cleared apron where possible._______________
W3.3
HIJACKED AIRCRAFT STANDS Airports that have been designated capable of accepting delivery of hijacked aircraft should provide aircraft stands which will require special features. Please refer to Security Section H2 Clause H2.3 which clarifies the general requirements of Isolated Aircraft Parking Positions. These special stands should aid the anti-terrorist police force and reduce the risk of potential injury to passengers resulting from deliberate unlawful action upon the aircraft and its passengers and crew.
W3.4
IATA RECOMMENDATIONS W3..R1 Apron Risk Evaluations Airport planners and designers should assess the potential risks that may exist within and/o, close to the apron and its perimeter. Designers should refer initially to the risks identified within the table listed within Clause W3.2. Risks should be mitigated wherever possible using appropriate infrastructure.
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SECTION W4: AIRPORT POLICE FACILITIES W4.1
AIRPORT POLICE FACILITIES — OVERVIEW Airport Police can have a range of roles within an airport, ranging from a significant ant-terrorist role, to screening, to in some cases border control functions. When they are not the primary provider of these specialised services they almost invariably play a major backup role. The basic role performed by police in the airport setting is keeping the peace. This requires, depending on the relative size of the airport, all the traditional policing responsibilities, ranging from patrol, investigation, detention, communications and emergency response. What makes their peacekeeping mission different from other policing environments is that a large portion of the airport population is exclusively transient. With respect to more serious criminal behaviour, some airport police have also observed that airports may attract better and more organized illegal activity because of the inherent complexity that comes from multiple systems operating at higher than normal speeds. Airport police facilities, when well designed, integrate themselves on a functional basis with the overall security operations of the airport. They must first and foremost contribute to the specific operational roles played by the airport police within the localised airport security environment. This may vary substantially from facility to facility.
W4.2
POLICE FACILITIES Most modern airports provide for on-site operational police facilities in order to support their primary responsibilities for landside and airside security. The airport police facility functions primarily as the operational headquarters for the geographical area comprising the airport property. Unless it operates as a satellite office, with ready access to additional off-site detention facilities or criminal investigation functions, it should ideally be designed to function as a self sufficient unit, capable of responding to the normal range of police operations in a similarly-sized adjacent community. It must also satisfy the additional requirement that it be capable of performing, where operational requirements dictate and where anti-terrorism protocols require them, emergency response capabilities.
W4.3
POLICE OFFICES Office space for airport security or law enforcement personnel should be provided in or near the terminal building, and be sized after thorough discussions with police officials. In the terminal complex, police facilities should be designed to permit public access to a controlled greeting area, one that is protected in such a way as to mitigate the effect of an explosive device and/or small arms fire. This could be planned to employ ballistic materials, laminates, window tinting, concrete bollards and/or planters to prevent vehicular penetration. To reduce vulnerability to a single point of attack, police facilities can be distributed in a non-centralised manner throughout the terminal complex.
W4.4
POLICE FACILITY PHYSICAL INFRASTRUCTURE An airport police facility's physical infrastructure should take into account the provision of adequate space for the following functions: (i)
Closed offices for management personnel: post commander, shift commander or duty officer.
(ii) Briefing/work room for general duty constables.
IATA
Anti-Terrorism and Police Facilities
(vi) Physical fitness area in conjunction with lockers, showers, and restrooms. (vii) General storage areas. (viii) Secured arms storage.
W4.5
LAW ENFORCEMENT PARKING Providing quickly accessible parking for law enforcement is invaluable to improving response capabilities. Parking must be secure to prevent police vehicles from themselves becoming targets of criminal activities. Parking for all law enforcement vehicles should be provided with dedicated spaces and have direct landside/airside access. When applicable, consideration could be given to identifying helicopter pads to be located in secure roof or site areas.
W4.6
REMOTE POLICE FACILITY SITES WITHIN TERMINAL COMPLEX Where response time is a critical concern, consideration can be given to providing remote locations that are secure and equipped with communications and emergency equipment. This may also be a consideration in larger facilities to ensure optimal resource utilisation. If police personnel are deployed to outdoor locations, adequate shelter should be provided against the elements. Shelters, however, must provide maximum visibility over the immediate area as well as easy access. Where the terminal building itself is larger (over 300,000 square feet of public area or with large open distances of 2,000 feet or more), storage areas for tactical supplies and equipment should be located in tactically
W4.7.1 Explosives Detection The administrative area should also have secured storage for live or dummy explosives tests and training items; these areas should be co-ordinated with any domestic regulatory requirements for the storage of explosives, dangerous goods or hazardous materials.
W4.7.2 Canine Teams and Facilities When an airport has canine teams in residence, appropriate accommodations for the dogs and handlers must be provided, dependent to a certain degree on local weather conditions, number of dogs, and airport layout. This would require indoor pens with access to fenced outdoor runs, as well as separate drainage and plumbing with fresh air circulation. As dogs spend substantial time waiting to be introduced into detection activities, these design considerations are critical to the effective use of this investment. Isolation from airport noise, odours and fumes is essential to keep the dog's sense of smell uncontaminated.
W4.8
COMMUNICATIONS DISPATCH Centralized communications and dispatch facilities, along with supporting equipment repair areas, should be considered core support functions and be isolated from primary high threat areas. Depending on the overall security plan for the airport, provision of emergency backup communications services should be considered for police facilities. This should include secure electronic, fibre optic, wireless
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IATA Airport Development Reference Manual W4.9
POLICE FACILITY SIZE CONSIDERATIONS The size of an airport's overall police facility or facilities is dependent on the completion of an Airport Security Risk profile which may include the following factors: (i)
Airport service hours.
(ii) Resident airport population. (iii) Volume of enplaning and deplaning passengers. (iv) Volume of cargo. (v) Comparison with adjacent police service standards. (vi) Proximity to urban development. (vii) Range of services provided (viii) Number of access points. Many urban populations use a ratio of one officer for every 500-700 residents. This ratio is used where services are to be provided over a 24 hour period, and with at least two officers on duty at any given time. Airport police facility planning should consider using a similar ratio based upon the factors identified above and then match peaks of airport activity against the requirement for on site airport police personnel. The size of facilities should be based upon a realistic assessment of what both the constant and peak demands for police services will be, however the items and associated functions listed in section W4.4 (above) should be considered as the mandatory minimum requirements of any properly designed police facility, independent of staffing levels.
W4.10 IATA RECOMMENDATIONS W4.I11 Police Facilities Airport designers embarking on the design of policing facilities should refer to the polk areas defined within clauses W4.2 to W4.8 inclusive. Designers should also refer to the police wjfacilitv sizing requirements defined within clause W4.9.
^....,....._......_______________. . ^.HSJlHli
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___________________________________J
IATA Chapter X — Airport Fire Services Section X1: Fire Response Category X1.1 Fire Services Overview ...........................................................................
697
X1.2 Airport Category and Level of Protection...................................................
697
X1.3 IATA Recommendations............................................................................
698
Section X2: Fire Response Services & Equipment X2.1 Response Time and Airport Fire Station Location ...................................
699
X2.2 Training Personal and Equipment Provision ..............................................
700
X2.3 IATA Recommendations............................................................................
701
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.
ff,
IATA
r
CHAPTER X — AIRPORT FIRE SERVICES SECTION XI: X1.1
FIRE RESPONSE CATEGORY
FIRE SERVICES OVERVIEW The main objective of rescue and fire fighting services is to extinguish fire and rescue people within the confines of the airport boundary where the risk of an aircraft accident is the greatest. The rescue and fire fighting service should be under administrative control of the airport management, which should be responsible for ensuring that the service is organized, equipped, staffed, and trained appropriately. The airport rescue services will be called upon to emergency situations involving aircraft incidents and terminal building as well as support building incidents. Particularly in the situation of aircraft incidents, the most important factors bearing on effective rescue in a survivable aircraft accident are: the training received, the effectiveness of the equipment and the speed with which the personnel and equipment can be put into use. The rescue and fire fighting services will typically also perform other important tasks such as handling of hazardous materials, vehicular incidents and respond to any other type of emergency that threatens life, safety, property loss or environmental protection. The fire services can also be active in different programs such as fire and safety prevention and education, life safety & building code enforcement.
X1.2
AIRPORT CATEGORY AND LEVEL OF PROTECTION Figure XI-1: ICAO Annex 14, Table 9.1 — Airport Category — Fire Services Airport Category
Aeroplane overall length
Maximum fuselage width
1 2
0 m up to but not including 9 m 9 m up to but not including 12 m
2m 2m
3 4
12 m up to but not including 18 m 18 m up to but not including 24 m
3m 4m
5 6
24 m up to but not including 28 m 28 m up to but not including 39 m
4m 5m
7
39 m up to but not including 49 m
5m
8 9
49 m up to but not including 61 m 61 m up to but not including 76 m
7m 7m
10
76 m up to but not including 90 m
8m
699
IATA Airport Development Reference Manual Having established fire requirement and corresponding category of airport it is then necessary to establish the fundamental equipment requirements. This can be done in accordance with ICAO Annex 14, Table 9-1, where the minimum number of rescue and fire fighting vehicles provided should be in accordance with the following tabulation:
Figure X1-2: ICAO Annex 14, Tabulation In clause 9.2.33
X1.3
Airport Category
Number of Vehicles
1
1
2
1
3 4 5
1 1 1
6
2
7 8 9
2 3 3
10
3
IATA RECOMMENDATIONS X1.fi1 Establish Airport Fire Services Category Airport designers should establish the aircraft type usage for the airport facility in question and then refer the table in Fig X1-1 to establish the corresponding airport fire sendees category rating. The airport designer should then cross reference this airport category rating using the table in Fig. X1-2 and establish the minimum fire services vehicle requirement. Airport planners should refer to Section X2 of this manual plus ICAO Annex 14 for details pertaining to the recommended type of fire fighting equipment to be provided as a minimum.
700
IATA
Airport Fire Services
SECTION X2: X2.1
FIRE RESPONSE SERVICES & EQUIPMENT
RESPONSE TIME AND AIRPORT FIRE STATION LOCATION ICAO Annex 14, Chapter 9.2.19, sets the operational objectives of the rescue and fire fighting services resident on the airport, those being to achieve a response times of less than two minutes and not exceeding three minutes to the end of each runway, as well as to any other part of the movement area, in optimum conditions of visibility and surface condition. The response time is considered to be the time between the initial call to the rescue and fire fighting service and the time when the first responding vehicle is in position to apply the right extinguishing agent. The fire station should be located in a centralized area so that the access to the runway system is direct and clear, requiring a minimum of turns. Satellite fire stations should (where required) be provided whenever the response time cannot be achieved from a single fire station. To achieve the recommended response time, the airport should have emergency access roads capable of supporting the heaviest vehicles where terrain condition permits, and be equipped with suitable rescue and service vehicles where areas to be covered includes water surface, swamps, or other difficult environments that cannot be fully served by conventional wheeled vehicles. A co-ordination program between the rescue and fire fighting services at an airport and the local public emergency agencies, such as the local fire brigade, police force, coast guard and hospital is also a key element in the success of a rescue mission. Every link of communication should be built in place to provide quick and direct access into the airport grounds by the local and other external emergency services. Airport planners should consider the implementation of permitted vehicle access cards which can be fitted to selected local fire brigade vehicles, ambulances, etc. Access to these types of vehicles should only be permitted in situations when the external emergency services have
Figure X2-1: Fire Station Position for Category 9 Airport — Gatwick Airport
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IATA Airport Development Reference Manual
X2.2
TRAINING PERSONAL AND EQUIPMENT PROVISION All rescue and fire fighting personnel should be properly trained and equipped to respond quickly and perform efficiently in an emergency. Suitable training facilities should be provided so the personnel can perform live fire drills commensurate with the types of aircraft and the types of rescue and fire fighting equipment in use at the airport. Suitable rescue equipment and services should be available at an airport where the area to be covered includes water, swamps, or other difficult environments that cannot be fully served by conventional wheeled vehicles. The airport must select the right vehicles types to suit their need and airfield topography. Rescue and fire fighting vehicle types may range from conventional wheeled trucks to boats and helicopters. The fire fighting vehicles should be equipped with and capable of delivering the principal or complementary extinguishing agents, where the principal agent should be a mixture of foam and/or water according to ICAO Annex 14, Chapter 9, Table 9.2, and the complementary agents should be C02, dry chemical powders or halogenated hydrocarbons (halons). Dry chemical powders and halons are normally considered more efficient than C02 for aircraft rescue and fire fighting operations. Airport Planners should assess the airport specific fire and emergency specialist equipment requirements. This should be done in consultation with local fire brigades using specialist advisors. All equipment and infrastructure should be adequately positioned and protected within apron-based fire stations. Fire stations should permit rapid vehicular access in situations of emergency. The planning for the provision of the following fire and emergency services equipment should considered by airport planners, architects and engineers:
702
•
Apron fire tenders provision — suitable for the terrain(s).
•
Airside and landside airport building fire tender provision.
•
Breathing and cutting equipment provision.
•
Aircraft and building access equipment.
•
Emergency services staff accommodation area.
•
Power isolation equipment provision.
•
Fire drill training equipment (mock-up aircraft).
•
Gas isolation equipment provision.
•
Aviation fuel isolation equipment provision.
•
Communications equipment and infrastructure.
X2.3
IATA RECOMMENDATIONS X2.1 IR1 Apron Fire Station Planning Requirements Airport Planners should refer to the recommendations made within ICAO Annex 14, Chapter 9.2 when assessing the most appropriate location for apron-based fire stations.
IATA
X2.2 IR2 Planning The Provision Of Fire Services Equipment
Airport Fire Services
Airport Planners should refer to ICAO Annex 14 and work with local fire brigades and with specialist fire services advisors to establish the precise equipment requirements for the specific airport.
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Chapter
Y — Networks
Section Y1: Frontline Operational and Security Y1.1 General Use of Networks ........................................................................
705
Y1.2 Airport Supervisory Control and Data Acquisition (SCADA) Systems.........
707
Y1.3 Security Networks.....................................................................................
708
Y1.4 IATA Recommendations............................................................................
709
Section Y2: Building Services Y2.1 Heating and Cooling Systems: Introduction.............................................
710
Y2.2 Building Fabrics and Design .....................................................................
711
Y2.3 Airconditioning and Ventilation .................................................................
711
Y2.4 Lighting Systems .....................................................................................
713
Y2.5 Fire Alarm and Fire Suppression Systems ................................................
713
Y2.6 IATA Recommendations............................................................................
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IATA Airport Development Reference Manual
CHAPTER Y — NETWORKS SECTION Y1: Y1.1
FRONTLINE OPERATIONAL AND SECURITY
GENERAL USE OF NETWORKS Networks are the hidden systems within airports which are all too often underestimated when planning new or expanding existing airport facilities. It has been difficult during the past 20 years to focus on any one networking system which could solve all of an airport's operational requirements, and in reality there are few networks and systems which come close to allowing homogeneous system interaction. The reason for this is:
1. The pace of computing technology advancement. 1. The fact that programmer and network designer preferences have been influenced by the changing abilities of new and better computer platforms as they arrive into the market place.
In the early 1990s the widespread introduction of Microsoft products gave rise to the need to interface with this now well known and understood peripheral interface software. Smaller systems are often developed on this platform and as computing power has become cheaper the capabilities of personal computing equipment has become more formidable and useful. Fire alarm systems and building management systems are likely to use software developed for relatively cheap personal computers, yet are linked via comprehensive networks to industrial processors and programmable logic controller (PLC) devices or emulating PLC personal computers. PLCs were developed and are still widely used because the logic is said to be easier to understand and because it facilitates program functions. There are essentially 2 types of network:
• •
Local Areas Networks (LAN's) — Intranet. Wide Area Networks (WAN's) — Dedicated Infrastructure or Internet.
Fibre optic is by far the more commonplace communication medium nationally because of the
Table Y1-1: Network Types, Ranges and Communications Network Type
Communication Medium
LAN - Internal Office
• •
Copper Core Cables Fibre Optic
LAN - Airport Wide
•
Copper Core Cables
•
Fibre Optic
•
Microwave
•
Fibre Optic
•
Microwave
WAN - National
WAN - Global
• Satellite • Above Mixture + Satellite
Communication Distance/Provider
251m < 5000m Provider: Airport >3000m Provider: Some Airports: National Communication Provider e.g. British Telecom / AT&T, etc. National Communication Provider e.g. British Telecom / AT&T, etc.
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IATA Airport Development Reference Manual Y1.1.1 Redundancy Requirements of Networks The use of Internet type WANS has the added benefit of providing a multiple redundancy capability in the event of critical system component failure. The principle of the internet and its structural philosophy provides limited functional damage in the event of physical damage to a single component in the communications architecture. Network planners should aim to build in redundancy of cabling and repeater systems that run through the terminal infrastructure and on the apron and perimeter. The design should consider the operational impacts as a minimum of the following potential incidents. Systems should not be rendered inoperable in anyway in the result of these occurrences:
•
Single communication cabling and support equipment malfunction.
•
Extraordinarily high communications traffic demand.
•
Terrorist interference at no more than two locations within the airport perimeter.
•
Aircraft accident within the airport perimeter.
Where networks are routed across and beneath the apron they should be placed in tunnels which can be serviced appropriately. These service tunnels should be secure to permit only authorized entry. Network service tunnels should be fitted with CCTV and back indicated to the centralized maintenance and control room.
Y1.1.2 Building In Network Expansion Capacity Planners should develop networks such that they can accommodate the anticipated growth rate in traffic and interconnections with a factor of safety as a contingency for unexpected growth. The following contingency factors should be accounted for when providing new network services. It should be noted that the contingency factor will effect ultimate cable sizing and spare capacity as well as trunking and network service route sizes.
Table Y1-2: Safety Communications In Service Time
Contigency
Factors
for
Network
Type Of Network
Contingency Factor
< 5 Years
LAN
1.25
< 10 Years
LAN
1.5
< 10 Years
WAN
2-3
Expectation for Network
Equation to determine network sizing provision:
Network Provision = Final Year "X" Demand Requirement x Contingency Factor
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IATA Y1.2
Networks AIRPORT SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEMS With SCADA systems it is possible to monitor and dynamically control previously independent and stand alone systems. It is possible to supervise typically more than 30,000 real-world inputs-outputs which can be typically distributed among more than 500 discrete control panel locations. These in turn can be spread out over several kilometres of airport infrastructure. SCADA systems are particularly useful because they are designed with the sole purpose of integrating often traditionally stand alone systems. The airport user benefits because control can be centralised and cost reductions made. It also allows the control rooms to have a global appreciation of what is physically happening within the terminal complex, roads and airport apron areas. The SCADA solution takes individual systems and then links them via a custom platform which can deal with multiple input and output system software languages. Typically SCADA programmers will analyse software interface protocols between discrete systems and then map them to the abilities of the SCADA system software which provides common graphical controls. Typical functions of a SCADA system would include but are not limited to: • Valve control (water/steam/gases).
• • • • • • • • • • • • •
CCTV monitor power movement zoom control. Perimeter intruder detection systems. Fire alarm monitoring and control.
Internal airport signage and messaging and control. Road traffic control signage and messaging and control. Electrical switch gear and isolation control. Ventilation and heating systems control. Ground lighting systems. Asset management and maintenance control systems. Fault reporting. Airport operations database monitoring and control. High security risk management reporting links to biometric database systems. Water drainage and manage monitoring and control.
The true usefulness of a SCADA system is its ability, through custom programming, to link the numerous system software languages and protocols through a common backbone network architecture, coupled to easy-to-use graphics tailored for the airport user environment. SCADA systems are a well-proven technology and application which lend themselves to medium and large airport operations. New smaller airports should consider the use of SCADA systems only if the passenger traffic exceeds 1 MPPA during the first 5 years of operation.
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Y1.3
IATA
SECURITY NETWORKS The use of security networks has become more commonplace. Centralized security networks can be Airport Development Reference Manual used by numerous users within the airport in an effort to provide up-to the minute knowledge on passenger status and movement within the airport building. These security systems are in addition to the national security systems provided by the Police, Customs and Immigration services but can be linked often by SCADA systems. The following independent systems would typically be included and attached to a security network:■ • Check-in profiling questioning result logging.
•
Biometric systems.
•
Access control systems.
•
Id pass production systems.
•
Baggage screening (hold and hand luggage) passenger / baggage status records and reconciliation data provision.
•
Intruder detection systems.
•
CCTV — infra-red — security thermal imaging airport wide.
•
Car park number plate recognition systems.
•
Passenger and staff security displays.
The use of biometric readers and databases allows the airport security network to link passenger biometric data to that of any of the data listed above. For instance it's possible to link facial data captured at check-in or in car parks, along with license plate details, to the bar code data allocated to checked-in baggage. Then if a bag is screened and found to be suspect and in need of reconciliation with the passenger, the security network can relay the biometric data of the owner of the suspect bag to the passenger and staff security displays throughout the terminal. The use of fully integrated security networks is promoted by IATA for medium to large airport applications as a minimum.
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Y1.4
IATA
IATA RECOMMENDATIONS Y1 .IR1 Network Redundancy
Networks
Netwoi-k planners should build-in redundancy of cabling and repeater systems that run through the terminal infrastructure and on the apron and perimeter. The design should consider the operational impacts as a minimum of the following potential incidents. Systems should not be rendered inoperable in anyway as the result of these occurrences:
• Single communication cabling and support equipment malfunction. • Extraordinary high communications traffic demand. • Terrorist interference at no more than two locations on the airport. • Aircraft accident within the airport perimeter.
Y1.IS1 SCADA Systems The usefulness and appropriateness of SCADA systems should be considered for medium sized airports. Fully integrated SCADA systems should be provided at large airports
Y1.IR3 Security Network Systems The use of fully integrated security networks is promoted by IATA for medium to large airport applications as a minimum.
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SECTION Y2: Y2.1
BUILDING SERVICES
HEATING AND COOLING SYSTEMS: INTRODUCTION The general standards of heating and cooling systems are usually stipulated by national statutes and regulations found in publications that define the insulation properties and mandatory requirements of building environmental conditions. These standards vary from country to country and often account for local weather conditions and materials availability. The airport designer should in the first instance review the national standard and then compare the general international standard defined within this section, selecting the most appropriate course. Certain aspects of the heating and cooling systems are defined within the IATA recommendation clauses which airport designers are recommended to adhere to. It is important that the building fabric and architectural design, while important in its design form, should also function effectively within the climate that it will be operating in over the design life of the building (up to 50 years). Building insulation, conductivity and fabric design should be integrated into the approach adopted for the selection of the heating and cooling systems. The operational efficiency of the building and it's capability to be able to heat and cool itself during the annual cycle of weather conditions is a major factor, especially since the cost to heat and cool vast open airport terminal building spaces can be immense. Architects and engineers should balance the requirements of form and functionality and aim to achieve optimum design performance through better design and use of space. Architects and engineers are urged to simulate the effects of varying weather conditions and the need to maintain effective nominal internal building environments. The use of computational fluid dynamic software should be explored to ascertain the affects of sun, cloud, wind and rain on the outside fabric temperature and the resulting internal building temperatures, humidity and efficiency.
Y2.1.2 Methods of Heating and Cooling The methods of heating may depend on fuel supply and capital costs of equipment and fuel supply. Designers should assess the unit costs for fuel supply in whole-life cost assessments of the running charges associated within system selection. Large consumers of fuels such as airports are often able
Table
712
Y2-1:
Heating
and
Cooling
Systems
Operated
at
Types of Equipment
Airport Locations Used
Centralized or Local Energy Conversion Plant/ Units
Forced Heated or Cooled Air
Terminal Pier and Office Spaces
Centralized Plant Small Temporary Building Local Units
Radiators Using Water
Terminal Pier and Office Spaces
Centralized Plant
Chilled Beams
Baggage Hall Spaces Terminal Pier and Office Spaces
Centralized Plant
Baggage Hall Spaces
In the case of large and medium sized airports the use of centralized heating and cooling systems is the favored choice, as monitoring is easier and small changes to the operational conditions often yield large cost savings to the airport operation.
Y2.2
IATA
BUILDING FABRICS AND DESIGN Building fabrics do not necessarily need to be passive in their ability to aid the performance of the building. The properties of the material and their ability to both better retain heat in colder climates and lose or reflect heat gains in hotter climates should be explored.
Networks
The roof space of terminals can be extensive, and use of active materials to generate energy should be explored. The running costs of terminals can be dramatically reduced in some locations of the world if reusable energy from the sun is explored and utilized.
Y2.3
AIRCONDITIONING AND VENTILATION The objective of air conditioning is to create an internal thermal environment which possesses the correct balance of air and radiant temperatures, humidity and rate of ventilation. In glass-faced structures the heat gains and losses can be extremely high, both in winter and summer, where heating and cooling is required. The need to maintain ventilation in airport passenger and staff buildings is mainly concerned with the replacement of air vitiated by exhalation and gases resulting from cooking and even vehicles in some cases. Special consideration is required for staff areas such as baggage halls and apron areas, which must be extremely well ventilated, and filtration of these areas achieved such that combustible materials are not unduly collated in filters. Filtration systems should be back-indicated to advise maintenance teams of the need to service filters. The following table details the generally recommended parameters for temperature humidity and ventilation rates within the various facilities of the terminal complex. Special consideration should be given to baggage halls, which in some locations use tugs powered by fossil fuels. Dedicated areas
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IATA Airport Development Reference Manual Internal Design Criteria Facility
(outdoor alr)[2]Design air [1] temperature oCHumidity % saturationVentilation rate SummerWinter Check-in area to Gate Room Inclusive232160 max8Circulation and queuing area242060 max8Airbridge Fixed Link-12--232160 max8AtTiva! corridor2420-0.8 l/s/m2Immigration hall232160 max8Baggage reclaimReclaim carousel242060 max8Customs hali232160 max8Public toilets242015 air changes per hourBabycare232160 max5 air changes per hourSmoking ãfeás232160 maxSpecial Consideration RequiredPlay areas f23218Staff toilets242010 air changes per hourRest rooms no smoking232160 max8Rest rooms smoking allowed232160 max24Control rooms222160 max8Computer rooms [3]241960 max8lÕínfeg areas (no smoking)232160 max8[Workshops-19-8Service corridors and stairs-19--Storage areáss-19--Baggage handling areasSee Section U10
[1 ] The appropriate air temperature for an equivalent dry resultant temperature should be used for the design of radiant cooling or heating systems. _______________________________________________________________ Where air movement could cause discomfort the equivalent dry resultant temperature should be used for design. [2] Ventilation rates may be increased if this results in a reduction in energy consumption. [3] Computer rooms for specific purposes should be designed to comply with equipment manufacturers
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IATA LIGHTING SYSTEMS Y2.4
Networks
The lighting systems within terminals should be designed to provide appropriate levels of light according to the function and use of the building space. Architectural considerations should be balanced against the functional requirements of the passengers and staff using the facility. It is essential that operators are able to work and function in a pleasant environment and that LUX levels and UV levels for high intensity lighting systems are both balanced and safe. The airport designer should call upon the services of lighting systems specialists to advise in this complex area. Their services will ensure that the effects of proposed lighting schemes can be understood and developed before the terminal development opens. The table below outlines the necessary parameters to consider with respect to lux levels and permissible glare indices. National standards may vary and should be adhered to in the first instance.
Y2.5
Area Within the Terminal
Lux Level — Range
Reference Plane
Limiting Glare Index
Check-in Retail
100-300 100-200
Floor Floor
22 22
Escalators/Stairs
200
Treads/Steps
22
Departures Entrance Immigration Desks
200 500
Floor Desk
22 19
Piers Reclaim Units
200 500
Floor Belt
22 19
Arrivals Channel
200
Floor
22
Airbridges
150
Floor
22
FIRE ALARM AND FIRE SUPPRESSION SYSTEMS Heat sensitive and smoke detectors are usually mounted in the ceiling of airport terminal complexes and sensor status should be back indicated to the airport control rooms and fire brigade services. Sprinkler systems should be zoned to extinguish potential fires in the zone they occur. Each zone should be fitted with CCTV systems to establish the status of the building in the event of fire or evacuation. Particular attention should be placed as to the positioning of sprinklers and the effects they would have on the building operation should they be operated, particularly in the context of the use of electrical equipment at ground level (check-in equipment, conveyors, etc.) and elevated levels (signage and FIDS). The designer should seek expert guidance and should conform to the national standard on the use, maintenance and operation of fire alarm and fire suppression systems and equipment in the first instance.
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Y2.6
IATA RECOMMENDATIONS
IATA Airport Development Reference Manual Y2.iR1 Simulating the Internal Building Environment The use of computational fiuid dynamic software should be explored to ascertain the effects of sun, cloud, wind and rain on the outside fabric temperature and the resulting internal building temperatures, humidity and efficiency.
Y2.IR2 Selection of Heating and Cooling System in the case of large and medium sized airports, the use of centralised heating and cooling systems is the recommended choice. Particular attention should be paid (c temperature and humidity control systems. Active monitoring processes and protocols should be used/adopted to avoid the presence and contamination of dangerous bacteria created by heating and ventilation systems such as but not limited to legionella pneumophila, otherwise known as Legionnaires Disease.
Y2.IR3 Ventilation Systems Baggage halts must be extremely well ventilated and filtration of these areas achieved such that combustible materials are not unduly collated in filters.
Y2.IR4 Lighting Lux Levels It is essential that operators are able to work and function in a pleasant environmem and that lux and UV levels for high intensity lighting systems are both balanced and safe. The airport designer should refer to the table listed in clause Y2.4 in the absence of-local national standards. V _ _ _________________________________________________________________________________________________________________________________
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IATA GLOSSARY air bridge See passenger boarding bridge. Air Transport Action Group (ATAG) A coalition of organisations from the air transport industry, formed to press for economically beneficial aviation capacity improvements. ATAG is a leading proponent of aviation infrastructure development, advocating the economic benefits of air transport, the industry's excellent environmental performance, and the need for major improvements in airport surface access and air traffic management capacity. aircraft, combi An aircraft capable of transporting both passengers and freight/mail. aircraft movement An aircraft takeoff or landing at an airport. For airport traffic purposes, one arrival and one departure is counted as two movements. Afofe; The term international aircraft movements refers to all flights of national or foreign aircraft whose origin or destination is located in the territory of a State other than that in which the airport being reported on is located, whereas the term domestic aircraft movements refers to all flights of national or foreign aircraft in which all the airports are located in the territory of the same State. In both cases, the flight shall be considered as consisting of the total of its flight stages (i.e., from takeoff to its next landing; technical stops are not taken into account (ICAO ATREPF-Form I). airfield The network of runways and taxiways at a given airport, the configuration of which is selected based on a wide range of criteria, including future development considerations, the direction of prevailing winds, average monthly temperatures, altitude from sea level, natural obstacles, local surface transportation networks, neighbouring airport facilities, etc. Airline Operators Committees (AOC) Committees concerned with the day-to-day operation of the airport for which they are established. Usually, information concerning a proposed airport development is first received from the airport authority at AOC meetings. See Section B-1. Airport Consultative Committee (ACC) A committee developed by IATA in the event of an airport expansion proposal or new airport development. The purpose of the ACC is to consolidate the views of those airlines who use or will make use of the facility in question and provide a focal point for consultation with the airport authority. See Section B-1. airside The aircraft movement area of an airport, including adjacent terrain and buildings or portions thereof, access to which is restricted to operational employees and (in specific enplaning and deplaning areas) members of the travelling public. apron A defined airport area intended to accommodate aircraft for purposes of loading or unloading passengers, baggage, mail or cargo, fueling, parking or maintenance (ICAO Annex 2, 4, 11, 14, Vol. I, PANS-ATM). Synonymous with ramp and tarmac. available seat-kilometers/miles (ASK)/(ASM) A seat-kilometer or seat-mile is available when a seat is flown over the distance of one kilometer or one statute mile. Available seat-kilometers/miles are equal to the sum of the products obtained by multiplying the number of passenger seats available for sale on each flight stage by the stage distance expressed in kilometers or statute miles, based on airport-to-airport great circle distances. Seats not actually available for the carriage of passengers because of the weight of fuel or other load should be excluded in the calculations. Synonymous with capacity passenger-kilometers/miles (CPK)/(CPM) and seatkilometers/miles available (SKAj/SMA). available tonne-kilometers/miles (ATK)/(ATM) A metric tonne of available payload space flown over the distance of one kilometer or one statute mile. Available tonne-kilometers/miles are equal to the sum of the products obtained by multiplying the number of metric tonnes of capacity available for the carriage of revenue load, i.e., passengers, baggage, freight and mail, on each flight stage by the stage distance expressed in kilometers or statute miles, based on airport-to-airport great circle distances. The same method of calculating available payload capacity is used for both scheduled and charter flights for statistical reporting purposes.
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IATA Airport Development Reference Manual azimuth In surveying, the horizontal angle of the observer's bearing, measured clockwise from a referenced direction (usually north), or from a referenced celestial body (usually Polaris). baggage, cabin (CBBG) Baggage which the aircraft passenger retains custody of (IATA RP 1008). This covers personal belongings, such as briefcases, handbags and other non-bulky baggage conforming to specified dimensions, to permit stowage aboard the aircraft. Synonymous with carry-on baggage. baggage check Those portions of a ticket which provide for the carriage of a passenger's checked baggage and which are issued by the carrier as a receipt for same (IATA RP 1008). baggage, checked Baggage of which the carrier takes sole custody and for which the carrier has issued a baggage check (IATA RP 1724). biometrics The systems and ideologies associated with a form of passenger identification which utilises the measurement of exclusively self-identifying physical attributes. Examples of biometric devices and systems include but are not limited to facial recognition devices, fingerprint scanners, iris scanners, and the software programs developed for same. Any one of these types of systems may be used alone or in conjunction with other forms of biometric, electronic or documentary identification for purposes of passenger security and customs screening and/or passenger facilitation. bluesea See Greenfield/bluesea airports. Board of Airline Representatives (BAR) IATA recommends that a Board of Airline Representatives be established in every country where civil aviation is an important part of the nation's social and especially economic viability. These boards represent the interests of their countries' main servicing carriers and keep their member airlines up-to-date on emerging industrial, technological and regulatory developments pertinent to their national situation. busy day (Forecasting measure) A typical 'busy day' is the second busiest day in an average week during the peak month. An average weekly pattern of passenger traffic is calculated for that month, and peaks associated with special events such as religious festivals, trade fairs, conventions and sport events are excluded. The busy day should be representative of a frequently occurring 'model' busy period, indicative of a realistic day within a weekly schedule. capacity The variable measurement of a specific airport system or subsystem's throughput, or the system's capability to accommodate a designated level of demand. Comprehensive capacity assessments are based on five fundamental measurements: Dynamic Capacity; Static Capacity; Sustained Capacity; Maximum Capacity; and Declared Capacity. See Section F2 for comprehensive definitions of these specific terms. Capital Expenditure Plan The long-term financing and expenditure plan pertaining to the acquisition, construction, or improvement of fixed assets such as land and buildings. charter services Flights performed for remuneration on an irregular basis, including empty flight stages related thereto and inclusive tours other than those reported under scheduled services. combi aircraft See aircraft, combi common use terminal equipment (CUTE) CUTE is a generic term (not to be related to certain vendors' products and services) for a system of shared or common IT infrastructure which allows individual airlines to access their host computer(s), undertake all their data processing functions, make the same entries and obtain the same responses as they otherwise would through a proprietary terminal network. The basic CUTE concept is to enable airlines at an airport to share passenger terminal handling facilities, including such areas as checkin and boarding gate counters, on a common-use basis, and thus eliminate the need for individual airlines to install their own equipment. CUTE facilities also enable airlines to use their own host applications for departure control, reservations, ticketing, seat allocation, boarding pass and baggage tag issuance, etc., at such counters, as well as in their on-site administrative offices. curbside That area of an airport terminal facility dedicated to the safe and efficient transfer of passengers and meeters/greeters to and from road-based surface transport systems (cars, buses and taxis). de/anti-icing De-icing is the process which removes ice, snow, slush or frost from airplane surfaces for flight safety purposes. Anti-icing is a precautionary measure which prevents frost, ice or snow from forming or
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IAT A
Glossary
facilitation (FAL) A general term reflecting the action being taken by governments, airlines, airports and other organizations involved in civil aviation to standardize, simplify and reduce government-imposed formalities and procedures at airports. The main objectives are to improve efficiencies and services to passengers and users of cargo services, and to reduce relevant waiting times and costs. Flight Information Display System (FIDS) A computerized airport, airline and baggage claim information display. freight Includes express and diplomatic bags but not a passenger's checked baggage. gate The point where an aircraft is parked for passengers enplaning or deplaning and for loading and unloading baggage, cargo, mail, galley units and other supplies. Synonymous with arrival gate and departure gate. Global Airport Monitor An IATA information product which provides comparative airport service performance indicators for major international airports from Europe, North America and Asia Pacific. greenfield/bluesea airports 'Greenfield' or 'bluesea' are terms used to describe what most planners would consider to be 'ideal' airports or (alternately) airport locations. In general, greenfield or bluesea airports are mega facilities that have benefited from planning decisions whereby designers and ACCs have opted to create large, modern facilities incorporating many of the latest 'best-practice' airport planning guidelines. Current greenfield/bluesea airports include facilities such as CLK in Hong Kong, Denver International Airport, Kuala Lumpur KLIA, and Seoul NSIA, which all became operational between 1995 and 2000. These new airports are generally sized in the 400,000 sqm range and have operating capacities upwards of 30 mppa. They're usually designed to be hub facilities, are capable of adapting to service currently-envisioned larger aircraft, and incorporate a detailed master plan that will allow them to grow in a modular fashion to capacities up to 100 mppa. hub Any airport having numerous inbound and outbound flights and a high percentage of connecting traffic. In the context of scheduling and marketing from a hub-operating carrier's perspective, hub denotes an airport where many of its inbound and outbound schedules are coordinated with the aim of producing the most convenient connections and/or trans-shipment for passengers, freight and/or mail. The same airport may serve as a hub for more than one air carrier although this is exceptional. Currently, most hubs have been designed for passenger traffic but the concept is also used for the development of cargo and mail traffic. Hub Definitions The following specialized terms and their definitions, commonly used to describe the different types of hub airports, are contained in the ICAO Manual on the Regulation of International Air Transport (Doc 9626):
• cargo hub — An airport where facilities are provided for easy and fast connections and transshipment of air cargo traffic.
• interline hub — An airport at which connections or transferring of traffic are chiefly made between flights of different carriers.
• intermodel or multimodel hub — An airport that enables convenient connections or transshipment of traffic from one mode of transport to another, for example, surface to air on a sea-air routing.
• ma/7 or postal hub — An airport which serves as a transit center for mail or postal shipments. • major hub — An airport with a large volume of connecting traffic, usually a centrally located airport served by more than one airline with long-haul connections.
• mega- or super-hub — A very large airport. • mini-hub — A secondary airport set up by a carrier. • online hub — An airport at which connections or transferring of traffic are mostly made between different flights of the same airline.
• regional hub — An airport that serves a region of a State or a region comprising more than one State. • second country hub—An airport set up by an air carrier in a foreign country, typically to allow it to 719
International Industry Working Group (IIWG) IIWGs bring together IATA, Airports Council International (ACI) and the International Coordinating Council of Aerospace Industries Associations (ICCAIA). The IIWG was founded in 1970 and its main goal is to review airport/aircraft compatibility issues which might improve the development of the air transport system. landside Those areas of an airport to which the non-travelling public has free access. Sometimes referred to as the public side. load factor, passenger Passenger-kilometers/miles expressed as a percentage of available seat-kilometers/ miles. Alternatively, the number of passenger seats occupied expressed as a percentage of the total seat capacity of an aircraft. long-haul Operating distances of >5,000 km non-stop, presuming an aircraft with a full payload at normal cruising conditions and with an adequate fuel reserve to reach an alternate airport. mail Refers to correspondence and other objects tendered by and intended for delivery to postal administrations. master plan, airport A presentation of the airport planner's conception of the ultimate development capacity of a specific airport, created so that all air-side, land-side and airport support facilities can develop, expand and improve the operational flexibility and efficiency of their businesses in a structured, balanced and orderly fashion without adversely impacting on the business of their neighbours on or adjacent to an airport site. Master plans are applied to the modernization and expansion of existing airports and to the construction of new airports, regardless of their size or functional role. See Section C-1. medium-haul Operating distances of >1,000 km and
