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
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companies or products in advertisement does not
imply
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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
iATA Airport Development Reference Manual

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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
iATA Airport Development Reference Manual

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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. Bob Lamansky & Ms. Yasuko
Qantas Hashimoto
Swiss International Air Lines Ltd. Mr. Derek Sharp
Mr. Davor Frank
Text and Diagram Contributions:
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 Airport Development Reference Manual

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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

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ÊATA Airport Development Reference Manual
IATA

CHAPTER A — INTRODUCTION

SECTION A1: lATA'S ROLE

A1.1 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.

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iATA 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 the full range of lATA's Airport related activities, please visit
www.iata.org/airports.htm
Consulting enquiries should be addressed to: airportdev@iata.org
IATA Introduction

SECTION A2: PURPOSE OF THE MANUAL

A2.1 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.

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MTA Airport Development Reference Manual

A2.2 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).

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IATA Introduction

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.
airportdev@iata.org
Fax +1 (514) 874 2662

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IATA 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

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IATA Airport Development Reference Manual

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CHAPTER B — PLANNING

SECTION B1: MAJOR PLANNING PROCESSES

B1.1 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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 IATA 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.
IATA Planning

• 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.

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 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 authority has been agreed, IATA will request
copies of the proposed airport development plans to circulate to participants in advance of the first
ACC meeting. If this is not possible, then the initial ACC meeting with the airport authorities includes
a detailed presentation of the proposed plans.
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 co-
ordinated 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 are multi-disciplinary bodies of airline representatives
established in Europe and Asia/Pacific. They meet twice a year to review airport developments within
their regions. The review includes:
• 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.

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IATA Planning

• 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.

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IATA Airport Development Reference Manual

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.

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 IATA Planning

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 (self-
explanatory 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, 25
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.
 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 must carry their baggage to the closest terminal check-in point should be
kept to a minimum.
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 kiosks with a view to
maximising security, using biometrics, and minimising passenger check-in wait times.

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 routes through
the building, but where signs are required they must provide a continuous indication of direction.

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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 the process of
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 guideline of copy styles and sizes,
consistent terminology, recognisable and universally acceptable symbols, and uniform colours for
standard functions. Message content must be understandable by the unsophisticated as well as the
sophisticated traveller. Signposting should be in "mother tongue" and English.

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 security check point design is
favoured. They must be properly sized, and manned, in order to avoid long queues.
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.

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fATA 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:

• 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.

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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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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:
• Hydrant fuelling system.
• Electric power system (400 Hz).
• Electric power system (50/60 Hz).

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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 that maximises runway capacity and allows adequate space for apron and
terminal expansion.

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 enough space for several ground
handlers, and no cul de sacs (dead ends) that impede aircraft manoeuvring.
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 provides sufficient and suitably located
airline accommodation space including the needs of alliance airlines.
6. A passenger terminal building with an efficient outbound/transfer baggage sortation system that
also supports short MCTs (minimum connecting times).
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 distances
for commuter aircraft.
8. Excellent airport shopping for airline passengers that doesn't interfere with passenger flows
between the check-in area and the aircraft gate, and yet provides the airport with commercial
revenues that help reduce airline user charges.

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 becoming a world-class hub airport, the following is a checklist
of generic criteria that must be met:

B1.5.1 Geographic / Political Location

• A medium to large sized airport with international, regional and domestic traffic.
• Regionally competitive in terms of costs, facilities and convenience.
• Geographically situated along a major world air-route, or at the cross roads of more than one
world air route.
32 • 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.
IATA Planning
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.

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• 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

• 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).

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B1.5.7 Conclusions
It is a challenge for an airport authority to meet all of the planning criteria required to become a 'world-
class' airport. Nevertheless, it is important that airport authorities and their airport planning consultants
are aware of the airline industry's views on airport service/planning excellence.
The following tables on Airport Passenger Terminal Planning Standards summarize airline
requirements for a 'world-class' passenger terminal:

FIG. B1.1: AIRPORT PASSENGER TERMINAL PLANNING STANDARDS

AIRPORT PASSENGER TERMINAL PLANNING STANDARDS

Planning Element Planning Standard Recommended

for Typical Busy Day
Airport Access 90% of passengers can access the
airport
within 30 - 45 minutes of the CBD.
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
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.
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 24-
26m.
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.
Introduction of biometrics will
speed up
processing.
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
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
Aircraft On-Time Performance
Inbound Passport Control
36
Planning Standard
for Typical Busy Day
Space - 1.2m2 per passenger standing
& the
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.
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
Recommended
Practice
WB aircraft should be parked close to
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
(1,800-
2,000m 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.
IATA Planning

FIG. B1.1 Continued: AIRPORT PASSENGER TERMINAL PLANNING STANDARDS

AIRPORT PASSENGER TERMINAL PLANNING STANDARDS

Planning Element Planning Standard Recommended

for Typical Busy Day Practice
Baggage Claim Hall Sufficient numbers to be provided to
Wheel stop to Last Bag -
allocate at least one 85m baggage
Business Class claim
NB-15mln. unit per B747 flight. Refer to Section
U.5.3
WB-20 min. Separate device(s) for handling over
Economy Class size
baggage.
NB - 25 min.
An 11-13m separation between
WB - 40 min. baggage
Space -1.7m2 per passenger claim units
(excluding Sufficient baggage trolleys to be
baggage claim unit) available
Refer to Section F9.10.6 on entry to the baggage claim hall.
ATMs (Automated Teller Machines)
located
Inbound Customs Recommended use of
Red/Green
Channels.
Meeter Greeter Hall Easy access to train station
Space -1.7m2 per passenger &
greeter.
20% of space for seating.
Passenger Arrival- Wheel stop to Business Class - passenger on the
Curbside curbside 20-25 minutes after
ICAO recommended practice aircraft
arrival.
is 45 minutes Economy Class - passengers on the
curbside 40-45 minutes after
aircraft
Wayfinding The PTB should incorporate self-
evident
passenger flow routes through the
building,
but where signs are required they
must
provide a continuous indication of
direction.
Signposting system should use a
concise &
comprehensive system of directional,
informational, regulatory &
identification
messages. It should adhere to a basic
Airline Offices 10m2 per staff member guideline of
Sufficient copytostyles
space lease&tosizes,
Rule of Thumb - airlines &
# check-in counters x 100 m2 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 Planning Standard Recommended

Passengers with Disabilities
Retail/Concessions
MCT - (Minimum Connecting Time)
for Typical Busy Day Practice
Airport facilities must comply with
national
laws and regulations.
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
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.
inter-
queue space and baggage trolleys.

Refer to Section F9.1.3.

Seating for 5% of passengers.

38
IATA Planning

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. 39
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.
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

Singapore Copenhagen Singapore Dubai Dubai

Helsinki Singapore Sydney Singapore Singapore
Manchester Helsinki Helsinki Copenhage Hong Kong
Melbourne Vancouver Hong Kong n Copenhagen
Geneva Manchester Copenhagen Seoul Kuala Lumpur
Zurich Kuala Minneapolis St. Incheon Seoul Incheon
Amsterdam Lumpur Paul Helsinki Athens
Copenhagen Cincinnati Manchester Sydney Vancouver
Montreal Perth Vienna Athens Cincinnati
10 Mirabel Amsterda Birmingham Hong Kong Sydney_________
Orlando m Vancouver Bermuda
Hong Kong Vancouver

For information on the IATA Global Airport Monitor contact bis@iata.org.

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 Peformed by Handling Agency

If Self If Yes Name of
Handling Agency/
Function Tick (✓) Tick (✓) Airline
Ticket Sales
Passenger Check-in
Seat Allocation
Load Control
Passenger Boarding Control
Baggage Sorting
Flight Operations
Crew Briefing

1.2 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 Function Peformed by Handling Agency
If Self Handling Name of
If Yes Agency/
Tick (✓) Airline
Baggage/Cargo Tick (✓)
Loading/Unloading
Aircraft Push-back
Aircraft Catering
Aircraft Cleaning
Aircraft Toilet Service
IATA Airport Development Reference Manual

1.3 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 If Self- Function Performed by Handling Agency

Handling Name of
Tick (✓) If YeTick K) Agency/
Airline
Export
Goods acceptance/paperwork
Cargo processing
Container/Pallet build-up
Aircraft loading
Import
Aircraft unloading
Container/Pallet breakdown
Cargo processing
Customer contact/paperwork
IATA Planning

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.
Staff Desired Existing Requirements Requirements
Function Location Facilities Year Year
No. Check-in Counters

No. Self-Service
Counters
No. CUSS Kiosks
Check-in ___
Support Offices 7
No. Ticket/Sales
Counters
(not included above)
Administrative Offices m' m' m*
Operations Offices nf nf m'
VIP/CIP Lounge m^ nV m<
Communications nrr* m< m*
Facilities (specify)
Line Maintenance m< m< rtf
Offices/Stores
Ground Equipment m' m<
Parking
Other (specify)

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 Airport Development Reference Manual

2.2 Support Facilities

Function Staff Desired Existing Requirements Requirements
Location Facilities Year Year
Aircraft Maintenance m m m^
Ground Equipment m m tvf
Maintenance
Offices/Workshops
Aircraft Catering m m
—i
Other (specify) m m

2.3 Cargo Terminal (Exclusive Airline Space Only)

Function Staff Desired Existing Requirements Requirements
Location Facilities Year Year
Storage Area ITf m n?
Processing Area m* m nf
ULD/Equipment rrf rtf ttf
Storage Area
Office Space m< m<
_^
Bonded Area m m mJ
Other (specify) m m m/

B1.8 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
IATA Planning

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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 IATA 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:
• 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.

B2.2 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.
IATA Planning

• 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:
• 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.

B2.5 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

47
IATA Airport Development Reference Manual

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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 IATA Airport Development Reference Manual

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
C4.1 Purpose Overview.................................................................................. 103
C4.2 Design Characteristics ........................................................................... 103
C4.3 Control Tower Position............................................................................ 105
C4.4 IATA Recommendations ......................................................................... 106

50
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.

51
IATA Airport Development Reference Manual

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 single base. A
multi-airport system needs to have sufficient traffic volume (20 to 30 mppa) to support entirely
independent operations. Success will be heavily dependent on each facility securing the support of
a major network carrier or an alliance grouping, and many high-volume individual routes operating
to both airports would be needed.

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.
IATA Master Planning

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 C1-
6 inclusive for further details in this regard.
The primary business functions and markets of the airport will need to be clearly identified and
balanced so that the correct functional emphasis can be placed on their development. Each proposed
function of the airport should be ranked and this should in part dictate the positioning of the process
within the airfield. It sounds obvious, but passenger processing functions should be highly ranked
within passengers airports. Similarly, cargo and mail processing functions should be highly ranked
within predominantly cargo and mail airport operations.
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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C1.2 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 2 Collect via survey: geographical, geological, meteorological and environmental data
pertaining to the proposed airport site location.
Step 3 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.
Step 4 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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IATA Master Planning

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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IATA Airport Development Reference Manual
• 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:
• 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 Total Total Total Land Area
Runways Annual Annual Annual (ha)
Mvts. Passenger Caw
(mppa)

CDG 4 517,657 48.1 1,610,484 3,238

LHR 3 466,815 64.2 1,402,000 1,117
FRA 3 458,731 49.3 (2001) 1,900
1,613,292
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
OSL 2 204,275 14.2 82,383 1,300
MAN 2 191,846 18.4 122,143 883
ATH 2 186,05B (2000) 123,397 1,700
13.3
North America

ATL 4 915,454 80.1 655,983 1,518

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

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 19.4 999,692 510

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IATA Master Planning

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 Runway-

Wind 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 Visibility Runway Visual Range

Height (RVR)
Non-precision (300 ft)
Precision Cat I 200 ft 800m >550m
Cat II 100 ft >350m
Cat IIIA 50 ft >200m
Cat NIB <50ft >50m
Cat MIC <50 ft <50m

The minima herein are acceptable only when full facilities are installed and no objects penetrate
obstacle clearance surfaces. Category III requires much more sophisticated equipment, which is not
commonly installed at airports or in the aircraft using them. Given the small benefit that Category III
gives compared to its costs, it is usually not installed at most airports. Cat III is most prevalent in
Europe where it is a necessity for the airlines to maintain normal schedules in poor weather
conditions.

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C1.5.4 STEP 3f-Average Temperature and Altitude Considerations

In general terms, high temperatures will impact on the length of runway required, the rapid exit taxiway
positions and the distances that can be traversed by aircraft while taxiing.
High temperatures result in lower air densities which in turn cause lower engine thrust. When
determining runway length a correction factor needs to be applied on temperatures above 15 degrees
C or 59 degrees F.
Airports that experience excessively high temperatures during the day may find that their operations
are restricted due to insufficient runway length being available to support maximum possible take-off
weights. In these instances, cargo volumes and/or passenger numbers may be restricted or operations
may only be cost effective during cooler early morning or late evening periods.
Altitude, and its resulting effects upon air pressure and other temperature factors also plays an
important role in determining the most effective runway configuration for a given facility.

C1.5.5 STEP 3g — Obstacles/Terrain

Obstacles often represent serious constraints to an optimal layout of runways or may in some
circumstances have a negative influence on the operation to/from a runway. ICAO Annex 14 specifies
that airspace around airports should remain free of obstacles so as to permit the intended aircraft
operations at the airport to be conducted safely and to prevent the airport from becoming unusable
by the growth of the obstacles around the airport.
Criteria for evaluating such obstacles are contained in the ICAO document Procedures for Air
Navigation Services — Aircraft Operations (PANS OPS).
Features within the natural landscape may also influence the orientation or length of proposed runways.
While small obstructions can be removed, cost and the subsequent additional benefits obtained will
be the determining factors when considering removal.

C1.5.6 STEP 3h — Obstacle Limitation Requirements

The requirements for obstacle limitation surfaces are specified by the intended use of a runway (i.e.
takeoff or landing and type of approach) and are intended to be applied when such use is made of
the runway.
In many countries all approaches and departures are conducted under Instrument Flight Rules (IFR)
and limited straight-in approaches and defined departure routes.

C1.5.7 STEP 3i — Runway Configuration Options

Where figures are stated in this chapter outlining possible aircraft movement rates per hour, it
should be
noted that the figure quoted is heavily dependent on the composition of the aircraft mix,
meteorological
conditions, the navigation aids available, and ATC separation standards of the country in question.
For more information on runway capacity please refer to Section F5.

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C1.5.8 STEP 3j — Runway Configuration and Movement/Capacity

Assumptions
Runway capacity is fundamentally driven by three factors these are defined as follows:-
1. Aircraft type and mix This influences aircraft spacing on final approach or departure where
wake vortices occur, as well as runway occupancy time, where aircraft weight and stopping
distances are important factors.
2. Runway design Includes the length available, access to taxiways for entry and exit from runways,
the availability of high speed exits and entrances, etc.
3. Aerodrome design Considers the support infrastructure, including terminal design and access
to gates, and taxiway design, which can influence the ability to get to or from a runway, or to
change runways when weather or other conditions require. This factor also includes access to
precision landing or departure guidance, runway and taxiway lighting, etc.
4. Engineered Runway Capacity This is the number of movements (landings and/or departures)
that can be expected to occur on a particular runway, or set of runways, assuming that there are
no physical or practical constraints to accessing the runway(s). This means that aircraft are able
to vacate a runway at a stopping point, or roll directly onto a runway without stopping. It does,
however, factor the predicted wake vortex spacing for a known or assumed traffic mix, and
assumes known or assumed runway occupancy times for landing or departing aircraft. It is an
ideal figure, and cannot generally be achieved or sustained.
5. Operational Runway Capacity This is the maximum number of movements that a runway can
achieve and sustain in normal operating conditions. Note: "Mvts/Hr" denotes Aircraft Movements
Per Hour.

Runway Configuration Assessment Table

Runway Runway Configuration Advantages Configuration Disadvantages Configuration

Configuration Layout Operational
Figure Runway
Capacity

Single Fig C1-1 - Lesser impact on
Runway environment due to reduced
apron area and reduced
aircraft
movements per hour.
- Runway utilization often
high.
- Recommended choice of
IATA (subject to capacity
Open "V" to Fig C1-2 - Increased runway Mvts/Hr
"L" Runways yields increased airport
ultimate
capacity.
- Varied runway
orientations
can overcome seasonal
prevailing cross wind
problems.
- Runway emergencies and
62 maintenance easier to
manage
(subject to case).
- Both runways can be used
simultaneously (subject to
ATC
control limitations)
- Airport capacity restricted 36-55 Mvts/Hr
by
single runway traffic
movements
capability.
- Runway emergencies and
maintenance more difficult to
manage.
- Cross wind take off and
- Not a recommended choice 85-90 Mvts/Hr
of
IATA.
- Open "V" to "L" has larger
impact on environment than a
single runway and some
parallel
runway configurations.
- Open "V" to "L" layout
occupies larger apron plan
area.
- Open 'V" layout does not
naturally lend itself to
efficient
apron expansion.
- One runway will always be
more compromised to
prevailing
IATA Master Planning

Runway Configuration Assessment Table (cont'd)

Runway Runway Configuration Advantages Configuration Disadvantages Configuration

Configuration Layout Operational
Figure Runway
Capacity

Intersectin Fig C1-3 - Varied runway - Not a recommended choice 70-75 Mvts/Hr
g orientations of Qualification:
Runways can overcome seasonal IATA. Movements per
prevailing cross wind - Both runways cannot be hour based on
problems. used two
- Runway emergencies and simultaneously. intersecting
maintenance easier to - Intersecting runway layout runways
manage has
(subject to case). larger impact on environment
than parallel runway as apron
area increased.
- Intersecting runway layout
occupies larger apron plan
area
than single runway or parallel
runway configurations.
- Intersecting runway layout
does not naturally lend itself
to
efficient apron expansion.
- One runway will always be
more compromised to
Staggered Fig C1-4 - Runway utilization can be - Cross wind take off and 60 Mvts/Hr
Runways high. landing can present
- Runway emergencies and problems.
maintenance easier to
manage.
- Dedicated takeoff and
dedicated landing runway
operations promotes safer
multiple runway operations.
- Runway layout naturally
lends itself to efficient apron
expansion.
- Recommended choice of
IATA (subject to capacity
requirements).
Dual Parallel Fig C1-5 - Runway utilization can be - Cross wind take off and 84-105 Mvts/Hr
high. landing can present
- Runway emergencies and problems
maintenance easier to
manage.
- Dedicated takeoff and
dedicated landing runway
operations promotes safer
multiple runway operations.
- Runway layout naturally
lends itself to efficient apron
expansion.
- Recommended choice of
IATA (subject to capacity
requirements).

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Runway Configuration Assessment Table (cont'd)

Runway Runway Configuration Advantages Configuration Disadvantages Configuration

Configuration Layout Operational
Figure Runway
Capacity

Multiple Fig C1-6 - Runway utilization can be - Cross wind take off and 120-168 Mvts/Hr
Parallel high. landing can present
- Runway emergencies and problems
maintenance easier to
manage.
- Dedicated takeoff and
dedicated landing runway
operations promotes safer
multiple runway operations.
- Runway layout naturally
lends itself to efficient apron
expansion.
- Recommended choice of
IATA (subject to capacity
requirements).

C1.5.9 STEP 3k — Runway Use

Runways and their supporting taxiway connections should observe the following characteristics:
• Be linked to an efficient airspace system.
• Be supported by an air traffic control service provider that can maximize the potential of any
given runway system.
• Reduce, to a safe working minimum, runway occupancy times through the provision of
strategically
positioned rapid exit taxiways.
• Provide for the shortest possible taxiing times between runways and aircraft parking positions
for both arriving and departing aircraft.

• Avoid the need for aircraft to cross active runways.

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Cl5.10 STEP 3I — Runway Elements

Runways are made up of seven elements, all of which perform a different function. The table below
provides the formal ICAO definition of the stated apron elements.

Runway Elements Definition Table

Apron Element ICAO Annex 1 4 Definition

Runway A defined rectangular area on a land aerodrome prepared
for the
Shoulder landing
An area and takeoff
adjacent to of
theaircraft.
end of the pavement so prepared so
as to
Taxiway strip provide
An area a transition
including betweenintended
a taxiway the pavement and an
to protect theaircraft
adjacent
operating on
the taxiway and to reduce the risk of damage to an aircraft
Movement Area accidentally
The part of an aerodrome to be used for the take off,
landing and
Manoeuvring Area taxiing
The partofofaircraft, consisting
an aerodrome of the
to be usedmanoeuvring
for the take area.
off,
landing and
Runway Holding Position taxiing
A of aircraft,
designated excluding
position theto
intended aprons.
protect a runway, an
obstacle
limitation surface, or an ILS/MLS critically sensitive area at
which
Stopway taxiing
A aircraft
defined and vehicles
rectangular shall
area on thestop andat
ground hold,
the unless
end of take run
available prepared as suitable area in which an aircraft can be
stopped
in the case of an abandoned takeoff.

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CI5.11 Definition — The Single Runway

Figure C1-1: Typical Single Runway Zone Diagram

VSSSl DENOTES PRIMARY DEVELOPMENT ZONE

DENOTES TAXIWAY SYSTEM

DENOTES SECONDARY DEVELOPMENT ZONE

DENOTES TERMINAL OR CARGO INFRASTRUCTURE

DENOTES LIKELY DEVELOPMENT EXPANSION

DIRECTION

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CI5.12 Definition — Two-Runway Configuration — Open "V" To "L"

Shape
Note:
(i) Capacity changes downward when a mixed mode configuration is adopted. The main constraint
is the need to protect the possible overshoot or missed approach area for a landing aircraft in
relation to a departing aircraft on the second runway.
(ii) With respect to the table within Clause C1.5.8, the capacity estimates for this runway configuration
assume that the terminal facilities lie between the runways within the development zones defined
within Figure C1-2 below.

Figure C1-2: Typical Open "V" To "L" Shape Runway Zone Diagram

V/SSX DENOTES PRIMARY DEVELOPMENT ZONE

:::::: I DENOTES TAXIWAY SYSTEM

SSMSl DENOTES SECONDARY DEVELOPMENT ZONE

DENOTES TERMINAL OR CARGO INFRASTRUCTURE

I \ DENOTES LIKELY DEVELOPMENT EXPANSION DIRECTION

IATA Airport Development Reference Manual

CI.5.13 Definition — Intersecting Runways

Note:

(i) Intersecting runways are necessary when relatively strong winds blow from more than one
direction, resulting in excessive crosswinds if only one runway is provided. When the winds are
strong, only one runway of a pair of intersecting runways can be used, reducing the capacity of
the airfield substantially. If the winds are relatively light, both runways can be used
simultaneously.
(ii) The capacity of two intersecting runways depends a great deal on the location of the intersection
(e.g. midway or near the ends) and on the way the runways are operated. The further the
intersection is from the takeoff end of the runway and the landing threshold, the lower is the
capacity.

Figure C1-3: Typical Intersecting Runway Zone Diagram

ps/si DENOTES PRIMARY

DEVELOPMENT ZONE
E±g51 DENOTES TAXIWAY SYSTEM
DENOTES SECONDARY
DEVELOPMENT ZONE
I^MI DENOTES TERMINAL OR
CARGO INFRASTRUCTURE
| \ DENOTES LIKELY
DEVELOPMENT EXPANSION
DIRECTION

68
 Master Planning

C1.5.14 Definition — Staggered Runways

Note:
(i) In many circumstances it will be advantageous from an aircraft operational viewpoint to stagger
the thresholds of parallel runways in line with the requirements defined within ICAO Annex 14.
Airports that do not possess the capability to lay out widely-spaced parallels may opt for a close
parallel alternative. In these situations the minimum amount of stagger is predetermined by
recommendations as laid down by ICAO in Annex 14. The distance between the runways
should,
if possible, allow for aircraft to manoeuvre and hold prior to take off or to cross the other active
runway. This type of staggering may be necessary because of the limited land available for
runway construction.
(ii) From an operational point of view, the staggering of runways is only required when the
separation
distance falls below 760m. For segregated parallel operations to continue ICAO recommends
that the specified minimum distance may be decreased by 30m for each 150m that the arrival
runway is staggered toward the arriving aircraft, to a minimum of 300m, and should be
increased
by 30m for each 150m that the arrival runway is staggered away from the arriving aircraft. For
more detailed information please see ICAO Annex 14.

DENOTES PRIMARY
DEVELOPMENT ZONE
IM-v-va DENOTES
TAXIWAY SYSTEM
ESSSS DENOTES
SECONDARY DEVELOPMENT
ZONE
DENOTES TERMINAL OR
CARGO INFRASTRUCTURE
I *S DENOTES LIKELY
DEVELOPMENT EXPANSION
DIRECTION
 IATA Airport Development Reference Manual

CI5.15 Definition — Parallel Runways

Note:
(i) Provided parallel runways are spaced by at least one nautical mile, they may be treated as two
independent runways. Runways closer than 1NM apart become "dependent" — i.e. the
operation
on one runway affects the operation on the adjacent parallel. Procedures and equipment [such
as Precision Runway Monitoring] can allow the runways to operate semi-independently up to
1034 metres apart
On the condition that runways are spaced by at least 1034 metres, and are not staged by more
than approximately 1000 metres, they may be treated as independent or semi-independent.
Runways closer than 1034 metres are effectively the same runway in IMC — however, in VMC, may
be used to achieved capacity higher than a single runway — i.e., land on one runway, depart on the
close spaced parallel. A displaced instrument approach procedure and landing threshold on a close
spaced parallel runway can achieve a slight increase in arrival rates.

Figure C1-5: Typical Parallel Runway Zone Diagram

70

WSSl DENOTES PRIMARY

DEVELOPMENT ZONE
Itassa DENOTES TAXIWAY
SYSTEM
iW-?-fll DENOTES SECONDARY
DEVELOPMENT ZONE
DENOTES TERMINAL OR
CARGO INFRASTRUCTURE
I DENOTES LIKELY
DEVELOPMENT EXPANSION
DIRECTION
IATA Master Planning

C1.5.16 Definition — Multiple Parallel Runways

Note:
(i) The capacity of multiple parallel runway configurations depends primarily on the number of
runways and on the spacing between the runways.
(ii) Airports with more than four parallel runways will represent the exception, as few locations can
generate the demand to match the capacity of five or more parallel runways. Furthermore, the
ability of the air traffic control systems to supply five or more runways at the same time
becomes
progressively more difficult, and the airspace requirement becomes very large.

Figure C1-6:Typical Multiple Parallel Runway Zone Diagram

H
mm

V//A DENOTES PRIMARY

DEVELOPMENT
3 DENOTES ZONE
TAXIWAY
DENOTES SECONDARY DEVELOPMENT ZONE

y
SYSTEM
B^H DENOTES TERMINAL OR CARGO INFRASTRUCTURE

I DENOTES LIKELY DEVELOPMENT EXPANSION DIRECTION

71
CI5.17 STEP 3m — Runway Capacity
The following table can be used as a basis for comparing differing runway options. There are a
number of factors that can impact on an airport's ability to reach its theoretical maximum potential.
These can include operating restrictions (night curfews or environmental limits), infrastructure
deficiencies (insufficient or poorly positioned Rapid Exit Taxiway (RET) and/or holding bays) and
airport layout weaknesses (crossing of active runways).

Hourly and Per Annum Movement Capacities of Runway Combinations

Runway Configuration Realistic Mvts/Hr Realistic 70% Theoretical 100%

Mvts/Annum Mvts/Annum
Single runway, segregated 48 202,000 289,000
mode
Single runway, mixed mode 55 232,000 331,000
Dependant close parallel, 84 354,000 506,000
segregated
Dependant close parallel, mixed 97 409,000 584,000
mode
Independent parallel, 105 442,000 632,000
segregated
3 runways — 2 segregated, 1 (105+55)=160 675,000 964,000
mixed mode
3 runways: all independent, (55x3)=165 696,000 994,000
mixed mode
4 runways; 2 pairs of close (84x2)=168 708,000 1,012,000
parallels

• Mixed mode is assumed to add -15% to segregated mode capacity.

• Actual achieved runway capacities vary with aircraft mix. A large proportion of large aircraft
or a
wide range of aircraft sizes will reduce total movement capacity.
• The inability to clear runways to allow following aircraft to land (insufficient or poorly
positioned
RETs), to reposition aircraft prior to take-off (inadequate holding bays) and the need to cross
active runways will significantly reduced assumed movement maximums.
• Mvts/Hr denotes aircraft movements per hour.
• Mvts/Annum denotes aircraft movements per annum.
• Annual movement figs, derived by taking realistic hourly movement assumptions.
• 16.5 hour operating day (06:00 to 10:30), 365 day operation assumed.
• The theoretical annual maximum figures stated are based on a 100% take up of slots over
each
day and throughout the year. 100% take up of slots is not possible or desirable. A more realistic
C1.5.18 STEP 3n — Spacing between Runways
The spacing between parallel runways dictates the mode of runway operation under IFR and VFR
and hence the capacity that can be obtained. The following table summarises the separation distances
of parallel runways:

Separation of Parallel Runways

Minimum Separation Distance Simultaneous Use Of Parallel

(Between Centrelines) Instrument Runways
1,035 Independent parallel approaches
915 Dependent parallel approaches
760 Independent parallel departures
760 Segregated parallel operations

Minimum Separation Distance Simultaneous Use Of Parallel Non-

(Between Centrelines) Instrument Runways
210 Where the higher code is 3 or 4
150 Where the higher code is 2
120 Where the higher code is 1

All dimensions in metres

Note:
(i) As a design consideration, to sustain independent parallel approaches in all weather conditions
the runways should be separated by at least 1.035m. If this cannot be achieved then dependent
approaches or segregated operations have to be applied, thus offering lower runway capacities.
(ii) Runways may be operated in mixed mode (e.g. arrivals and departures on the same runway) or
segregated mode (e.g. arrivals on one runway and departures on the other runway).
Segregated
mode is a simpler operation with parallel runways, but because of wake vortices from heavy jets
it achieves less capacity. Mixed mode has to be used on single runways. On widely spaced
parallel runways it produces an increase in capacity providing independent approaches and
departures can be established.
(iii) Data sourced from ICAO Annex 14.

CI.5.19 STEP 3o — Runway and Taxiway Systems

The land area required to support the movement of aircraft on and around an airfield can often be
in excess of 50% of the total area requirement for an airport. The following table outlines the
approximate area required given twin parallel taxiways with associated clearance to object (with
code F separation) for a single runway of varying lengths:

Note:

Runway Length 2000 2500 3000 3500 4000

Area Required (ha) 104.9 129.6 154.4 179.1 203.9

(i) The above table excludes the areas required to support RESA, approach/departure & missed
approach surfaces, glide slope area & airside roads.
Runway Length Requirements

AIRCRAFT ICA'OIER'OD'ROME MAX TAKEOFF LENGTH (M) AT

REFERENCE CODE - WEIGHT
CODE (KG) ISA +
A300-600 D 2
ELEMENT 170,500 2,645
A310-300 D 164,021 2,450
A319 C 64,000 2,080
A320-200 C 77,021 2,105
A321 C 83,000 2,286
A330-200 E 233,013 2,590
A330-300 E 233,013 2,657
A340-200 E 275,016 3,260
A340-300 E 275,016 3,230
A380-800 F 592,000 "3,600
A360-800F F 590,000 " 3,050
B717-200 C 54,885 1,840
B737-600 C 65,091 1,960
B737-700 C 70,080 2,160
B737-800 C 79,016 2,640
B737-900 C 79,016 ____2,860
B757-200 D 115,666 2,660
B757-300 D 123,831 2,820
B767- D 151,953(179,1 2,200 (2,640)
B767-300ER D 186,880 2,920
B767-400ER D 204,117 3,580
B777-200 E 247,208 2,620
B777-200ER E 297,557 3,480
B777-300 E 299,371 3,500
B777-300ER E 344,549 3,160
B747-200 E 377,842 3,720
B747-400 E 396,893 3,220
B747-400ER E 412,769 3,560
DC-10-30 D 263,084 3,820
MD-11 D 288,031 3,560

Notes:
(i) MTOW, ISA +20°C/Sea Level, no wind & a dry runway, FAA add 15% for a wet runway. **
MTOW, ISA
+15°C/Sea level. When considering new runways at existing airports, it is important to
consider the existing
and projected traffic mix. In this way the proposed runway length can be tailored to suit the
predominant
traffic type so that planned capacity enhancements suit the largest percentage of forecast
movements.
(ii) Boeing aircraft data courtesy of Boeing Aircraft Company Inc. Airbus data courtesy of Airbus
Industries
website, via published Airplane Characteristics Manuals.
(iii) The runway lengths listed do not consider the effects of aerodrome elevation, runway slope,
wind or obstacles.
Airport planners should refer to the document types listed below, which are provided by the
relevant aircraft
manufacturer(s), and which also details the recommended landing and departing runway
length data:

1) Airplane Characteristics for Airport Planning Document.

C1.6 STEP 4 — RUNWAY ORIENTATION
Runways also need to be orientated (see figure C1-7) so that aircraft may land at least 95% of the
time while experiencing varying crosswind strengths. Varying crosswind conditions can be
accommodated but these are dependent on the Aerodrome reference field length available. A low
visibility wind analysis should also be undertaken.
The number of runways required is dependent on the peak hour number of aircraft movements to
be accommodated, the mix of aircraft types and the anticipated annual volume of passenger to be
handled.
Wherever possible, land should be reserved and protected to allow airports to extend their runway
systems so as to avoid imposition of aircraft operating restrictions (max. permissible take-off weight)
and to accommodate changing fleet mix and traffic type, without having to impact on surrounding
communities.

Figure C1-7: Generic Staggered Parallel Runway

Configuration
(rotated to prevailing wind direction)

The layout in figure C1 -7 also provides an indication of the large areas taken up by the primary
infrastructure systems. Here the runway separation is 2,250m, the runway stagger is 1,500m and the
total site area is 1,297.5 ha. The cross-over taxiways are separated by 195m. This dimension allows
a further code F taxiway to be inserted between the two shown at some later date. In this example
the area required to support the movement of aircraft represents approximately 53% of the total area
available.
 Cross-over Taxiways
The area required for a twin parallel cross-over taxiway system with associated clearance to object
(with code F separation) between parallel runways with varying separations is approximately:

Runway Separation 1500 1750 2000 2250 2500

Area Required (ha) 17.2 22.5 27.8 33.1 38.4

C1.7 STEP 5 — APRONS

An apron is an airside area intended to support an aircraft as it loads and unloads passengers and
cargo or awaits entry into an aircraft maintenance facility. It also serves as a platform from which all
ground support vehicles, including refuelling, catering, baggage conveyors, toilet service, ground
power units, cargo loaders and transfer platforms can operate from.

C1.7.1 STEP 5a — Apron Sizing

The size and extent of aircraft aprons is dependent on the forecast fleet mix. Examination of the fleet-
mix by type of traffic (charter, domestic, international, etc.) will provide guidance as to the number
and type of aircraft to be accommodated in the peak hour, their principal dimensions and the clearances
required. Gate occupancy times will also have to be factored in at this stage.
Flexible-parking configurations or Multiple Aircraft Ramp System (MARS) aircraft stands should be
used, as outlined in Sections G1 and L3. A degree of flexibility also needs to be built into the depth
of the stand dimension to accommodate unforeseen expansion of the terminal/pier/satellite in later
stages.

C1.7.2 STEP 5b — Apron Positioning

In airport planning, apron areas and passenger terminal facilities go hand in hand, both heavily
dependent on the other. As such, both must be planned together. When considering the location of
aircraft aprons the following factors should be considered:
• Aprons should be located as close to the runways as possible in order that taxiing distances and
the amount of time an aircraft spends on the ground is reduced to the absolute minimum.

• The apron should allow for clearances and separation distances as indicated in ICAO Annex 14.
• Aprons should provide maximum flexibility to accommodate varying aircraft types at differing
times of the same day.
• Aprons should be sized to allow for differing aircraft types on individual routes as a result of
seasonal variations in demand that require increases or decreases in capacity.
• Aprons should be planned such that the largest aircraft are positioned as close to the main
passenger processing complex as possible.
• Aprons should be laid out such that aircraft always have one route in and one separate route
out, thereby reducing the need to stop and hold to allow aircraft to enter or exit parking positions.
• Aprons should be capable of accommodating all associated ground equipment, aircraft servicing
vehicles and forward staging areas for baggage and cargo.
 Master Planning

C1.7.3 STEP 5c — Apron Servicing

Aircraft, when parked on stands, require quick and efficient servicing by a wide variety of ground
handling equipment, services and vehicle types (refer to Section L5 and Fig L5-1). All vehicles must
be able to manoeuvre around aircraft on and off stand, between stands, and between stands and
terminals. As such adequate service road provision is essential.
In order to reduce delays and the potential for accidents between aircraft and vehicles traversing
behind stands, IATA recommends that service road locations should be restricted to the head of
stand.

C1.7.4 STEP 5d — Aprons Areas

The area required for aircraft aprons, both contact and remote, with associated taxiway clearance to
object for aircraft with varying wingspans is approximately:

ICAO Ref. Code B C D E F

Area Required (ha) 0.22 0.41 0.75 1.14 1.50
Contact
ICAO Ref. Code B C D E F

Area Required (ha) 0.19 0.37 0.69 1.07 1.42

Remote

C1.7.5 STEP 5e — Aircraft Stand Dimensions

The table below provides the generic space requirements which should be typically allowed on an
apron to accommodate the indicated aircraft types.
Lana, Centre Line To
Other Than
Aircraft Stand Taxi-

>ush Back Truck

y Centre Line To

ice & Expansion

Jf Stand Access
if Stand Access

way Centreline
1 & Push Back

e For Satellite
ck Clearance
□ Aerodrome

S
IerenceCode

tand Depth
pan Criteria

Aircraft

í
Object

i
m
Taxiway.

&
*
if
1
■
to a .c
1 IN
II
I" l
S
HI || CD

S
Type Length Span a b c d e f g

B 15 m up to but CRJ 26.78 21.21 20.00 33.50 21.50 30.00 30.00 25 -35 3.00
not including
24 m

C 24 m up to but A319 33.84 34.10 20.00 44.00 26.00 45.00 30.00 25 -35 4.50
not including A320-200 37.57 34.10
36 m B737-800 39.50 34.30

D 36 m up to but A310-300 46.66 43.90 20.00 66.50 40.50 55.00 30.00 25 -35 7.50
not Including B757-200 47.33 38,06
52 m B767-300ER 54.94 47.57

E 52 m up to but A340-600 75.30 63.45 20.00 80.00 47.50 80,00 30.00 25 -35 7.50
not including B777-200 63.73 60.95
65m B747-400 70.67 64.94

F 65 m up to but A380 73.00 79.80 20.00 97.50 57.50 85.00 30.00 25 -35 7.50
not including
80 m

All dimensions in metres form. 77

IATA Airport Development Reference Manual

Figure C1-8: Generic Apron Stand Reference Dimensions

These areas are based on the recommended separation distances for taxiways/aprons as outlined
by ICAO, and head of stand dimensions as recommended by IATA. It should be noted that IATA
does not recommend that a rear of stand service access road be provided for either contact or
remote
stands. This aids in avoiding the potential for collisions between ground support equipment and
aircraft
is removed.

C1.8 STEP 6 — TAXIWAY SYSTEMS

The principal function of taxiways is to provide access for aircraft moving between runways and
passenger terminal areas, cargo areas and maintenance hangars. Taxiways should be arranged so
that arriving aircraft do not obstruct and delay departing aircraft.
The extent of taxiway layouts is determined by the volume and frequency of traffic to be handled in
the peak hour. Should peak hour movements not require a full parallel then a partial parallel layout
can suffice. In so doing construction costs can be minimised.
Taxiway layouts should not be unnecessarily complicated and should provide easy to follow,
shortest
possible routes between runway ends and aircraft parking positions.
Simulation models will assist planners in determining exact taxiway system requirements.
For more information on runway capacity please refer to Section F6.

78
 Master Planning

C1.8.1 STEP 6a — Taxiway Minimum Separation Distances

The following diagram and tables highlight separation distances as recommended by ICAO Annex 14.

Taxiway Minimum Separation Distances Table (All Dimensions in Metres)

Distance between taxiway centreline Taxiway Taxiway, other Aircraft stand

& runway centreline centre line to than aircraft taxl-lane centre
ln?:rument runways Non-instrument runways taxiway stand taxi-lane, line to
object

Code Code Code centreline centre lin© to

letter 1 Number
2 3 4 1 Number
2 3 4 object
(D (2) (3) (51 (6) (71 (9) (10) £111 t12)
A 82 5 825
i 37.5 475
IS) 23 75 16.25 1200
B 87.0 87.0 - - 42.0 52.0 - - 33.50 21.50 16.50
C - - 168.0 - - - 93.0 - 44.00 26.00 24.50
D - 176.0 176.0 - - 101.0 101.0 66.50 40.50 36.00
E - - - 182.5 - - - 107.5 80.00 47.50 42.50
F - - 190.0 - - - 115.0 97.50 57.50 50.50
192.5 103.00 60.00 53.00

Ref. - ICAO Annex14 - Table

Notes:
(i) 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 ICAO's Aerodrome
Design Manual, Part 2.
(ii) The distances in columns (2) to (9) do not guarantee sufficient clearance behind a holding aircraft
to permit the passing of another aircraft on a parallel taxiway. See the Aerodrome Design Manual,
Part 2.
(Hi) For further information pertaining to Code F aircraft taxiway clearances please refer to ICAO New
Large Aircraft Circular (Published Dec 2003).

Separation Distances Table

ICAO i e ween Taxiway Taxiway, Other

Taxiway Centre Line
i Span Criteria Aircraft Centreline To Taxfway Than Aircraft
Aerodrome A Runway Ces .reline Stand Taxilane,
Reference Centreline Centre Line To
Cods? Instrument Object
Type Length Spen Runway.
a b c

B 15 m up to but CRJ 26.78 21.21 87.0 33.50 21.50

not
including 24 m
C 24 m up to but A319 33.84 34.10 168.0 44.00 26.00
not A320-200 37.57 34.10
including 36 m B737-800 39.50 34.30
D 36 m up to but A310-300 46.66 43.90 176.0 68.50 40.50
not B757-200 47.33 38.06
Including 52 m B767-300ER 54.94 47.57
E 52 m up to but A340-600 75.30 63.45 182.5 80.00 47.50
not B777-200 63.73 50.95
including 65 m B747-400 70.67 64.94
F 65 m up to but A380 73.00 79.60 190.0 97.50 57.50
not
Including 80 m
All dimensions in metres.
79
IÃTA Airport Development Reference Manual

Figure C1-9: Separation Distance Reference Diagram

17
i
e
a
I
& n
W "
P T

C1.8.2 STEP 6b — Taxiway Capacity

The following table provides broad guidelines as to the range of hourly movements that can be
achieved from taxiways.

Taxiway Capacity Table

Number of taxiways Taxiway capacity (movements per hour)

0 0—15
1 16 — 20
2 Maximum capacity of the runway system would be the limiting
factor. If
Landing only runway
50 — 55was not limiting then capacity would be approximately
Take-off only 30

80
IATA Master Planning

C1.8.3 STEP 6c — Exit Taxiways

Exit taxiways allow landing aircraft to leave a runway so that it is then clear for use by other arriving
and departing aircraft. At airports with peak traffic periods and continuous flows of arriving and/or
departing aircraft, the capacity of the runway is dependent to a large degree on how quickly landing
aircraft can exit the runway. An aircraft that has landed delays succeeding aircraft until it has cleared
the runway. Taxiways at right-angles are possible but this geometry restricts the speed of exit and
hence increases runway occupancy time. A RET, with exit angles between 25 and 45 degrees, permits
higher exit speeds. This in turn allows succeeding landing aircraft to be more closed spaced in terms
of time, or it might allow a takeoff to be sandwiched in between two successive landings.
The precise location of the Optimal Turn-off Segment (OTS) should be determined after considering:
• For which operational conditions runway capacity should be enhanced; i.e. peak period, special
weather conditions, particular group of aircraft, mixed mode.
• The representative fleet-mix that the exit is intended to serve after eliminating those with less
than 5 or 10% of the total.
• The separation distance between runway and taxiway; i.e. on non-instrument runways the
separation distances may not allow for design of a satisfactory RET.
• The characteristics of aircraft concerning threshold speed, braking ability and turn off speed for
differing wind conditions.
Should the above highlight more than one OTS, it may be necessary to consider construction of two
or more rapid exits. Note that a distance between exits of approximately 450m should be observed.
The OTS position should be closely related to the position of link taxiways.
Reference should be made to Annex 14 to determine the precise geometry required for radii of turn-
off curves and fillets, straight distance after turn-off and the intersection angle of the rapid exit taxiway.

C1.8.4 STEP 6d — Dual Parallel Taxiways

When planning new runways, sufficient space should always be allowed for a dual parallel taxiway
system to be located adjacent and parallel to all runways. Where availability of land does not permit
dual parallel taxiways, the airport planner should note that the capacity of the single taxiway could
then be the factor that determines runway capacity.
Dual parallel taxiways, unless constructed for replacement airports that will assume all existing
movements, should be constructed in phases, as demand requires. The absence of full dual parallel
taxiways would not prevent individual airports from functioning to their fullest potential. It would merely
reduce the efficiency of aircraft movements on the ground.
Dual parallel taxiways should also be incorporated into a master plan to cross between two widely
spaced parallel runways. The number of crossover taxiways should be related to the ultimate
development potential of the site and should be checked using a simulation model.

C1.8.5 STEP 6e — Taxi-lanes

Taxi-lanes are routes, bounded on either one or two sides by aircraft parking positions, by which
aircraft can only gain access to these parking positions. It should be noted that for taxi-lanes the
separation distances as outlined in clause C1.8.1 are less than those for the equivalent taxiway
separations.
When planning new airports, aircraft stand layouts that allow for only a single entry/exit taxi-lane or
cul-de-sac should be avoided. The resultant delays due to constriction of free movement would place
unnecessary financial inefficiencies on airline operations.

81
IATA Airport Development Reference Manual

C1.8.6 STEP 6f — Holding Bays

Holding bays are designated positions intended to protect a runway, an obstacle limitation surface
or an ILS/MLS critically sensitive area, where aircraft hold.
At runway ends a holding position allows queuing aircraft awaiting take-off to be re-ordered as
determined by ATC. This optimised re-sequencing of aircraft (with airline approval) can assist in
relieving climb and en-route ATC constraints. The holding position should be designed to accommodate
two to four aircraft and allow sufficient space for one aircraft to bypass another. The area allotted for
a waiting aircraft will depend on its size and manoeuvrability. Holding aircraft should be placed outside
the bypass route so that the blast from the holding aircraft will not be directed toward the bypass
route.
Whenever possible, runway end holding positions should be orientated to permit aircraft departing
them to access the runway at an angle of less than 90. These runway access points can allow aircraft
a rolling start to their take-off and thereby reduce runway occupancy time. For aircraft operating at
or near maximum take-off weight, the entry point should be as close to the end of the runway as
possible. Small and medium sized aircraft that do not require the full extent of the available runway's
length may be permitted to access the runway at intermediate access points leading up to the runway
end. This provides another means by which ATC can re-order departing aircraft. Such access points
should also have intermediate holding positions with all the associated and required clearances.
Peak traffic volumes at many airports may exceed the capacity of a holding position, resulting in
aircraft queuing on the taxiway leading to the runway end.

C1.8.7 STEP 6g — Holding Aprons

Holding aprons can be placed at a convenient location on the airport for the temporary storage of
aircraft. These can be required at large airports where the number of gates is insufficient to handle
demand during peak periods of the day. If this is the case, aircraft are routed by air traffic control to
the holding apron and are held there until a gate becomes available.
Holding aprons can also permit a departing flight to vacate a needed gate and to wait near the runway
without obstructing either the arriving aircraft onto stand or the departure flow, pending receipt of
ATC/ATFM (slot) en-route clearance. They can also be used for aircraft with long turnaround times,
where staying on stand would unnecessarily tie up capacity. This is particularly true of airports where
contact stands are limited.
Holding aprons are not usually required if capacity slightly exceeds demand. However fluctuations
in future demand are difficult to predict, and therefore a temporary holding facility may be necessary.

C1.9 STEP 7 — PASSENGER TERMINAL/APRON COMPLEX

CONFIGURATIONS
The area available for the passenger terminal/apron complex is heavily dependent on the runway
configuration, the land available between or adjacent to the chosen runway configuration, and the
ability to handle the forecast mix of aircraft anticipated to use the airport. At existing airports, terminal/
apron options may be restricted by the type of development that has gone before or be limited by
the nature and extent of support infrastructure. The choice may be limited to a few basic concepts
governed mainly by the ability to park as many aircraft as possible in a limited space and still allow
for aircraft to manoeuvre on their own power to and from contact stands.
At new airports this should not to be the case, with the chosen configuration having been determined
by the requirements of preceding sub-sections in this chapter. To understand what has happened to
later generation 'green-field' and 'blue-sea' airports requires a careful analysis of the genesis of these
concepts. Some new airports have adopted generous and flexible concepts of various types, with
scope for built-in changes.

82
IATA Master Planning

'Green-field' or 'blue-sea' airports have emerged in the past few years and most have the ability to
become 'mega' airports. These new airports are sized in the 400,000 sq. m range and will generally
open with an initial capacity of approximately 30 MPPA. Each airport has been designed to be a hub
airport and to grow in a modular fashion, with some planned to eventually handle up to 100 MPPA.
The size and extent of the terminal/apron complex will be determined by demand and, in the later
stages, by the capacity of the airport's runway system. All facilities on site should be developed in
balance so that the capacity in one facility is not disproportionate to others within the overall airport
processing system. The airport will be capable of expansion until one of the primary facilities within
the system fails to satisfy the demands imposed upon it.
There are many differing types of passenger terminal/apron complex concepts. These are explained
in detail within Section J2.

Figure C1-10: Hong Kong Master Plan Layout

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C1.9.1 STEP 7a — Passenger Terminal/Satellites

Experience has shown that, when designing facilities for purely domestic or charter passengers, the
corresponding maximum sq. m/PHP figure should not exceed 25.0 sq. m and 30.0 sq. m respectively.
To determine approximate building footprint requirements, the tabulated values below can be reduced
by 50%; e.g. where two floors are required.

Historical Airport Floor Area / Passenger Data

Asia & Pacific - Region

. PHP as % of MPPA Floor Area SQM/MPPA ! .Assumed Assumed Floor SQM/PHP
Annual PHP Area
Passenger 0.004
Brisbane 3.9 53,000 13,590 975 34,125 54
ShenYang Taoxian 6.1 58,000 9,508 1,525 53,375 38
Chongqing Jianbei 7.0 60,000 8,571 1,750 61,250 34
(China)
MNLT3 10.0 150,000 15,000 2,500 87,500 60

PHP as % of
Annual
SYD (Int.) 15.0 204,000 13,600 4,266 150,000 48
NRTT2 17.0 284,000 16,706 4,857 170,000 58
TPET2 17.0 308,000 18,118 4,857 170,000 63
PVG 20.0 280,000 14,000 5,714 200,000 49
N60 20.0 220,000 11,000 5,714 200,000 39
SINT3 20.0 350,000 17,500 5,714 200,000 61

PHP as % of
Annual
SINT1 21.0 276,100 13,148 7,000 245,000 39
SINT2 23.0 358,000 15,565 7,667 268,333 47
KIX 27.0 293,000 10,852 9,000 315,000 33
PEKT2 27.0 320,000 11,852 9,000 315,000 36
ICN 27.0 496,000 18,370 9,000 315,000 55
KUL 35.0 480,000 13,714 11,667 408,333 41
BKK 45.0 560,000 12,444 15,000 525,000 37
HKG 47.0 550,000 11,702 15,667 548,333 35
PEK(2010) 55.0 730,000 13,273 18,333 641,667 40
PEK(2013) 68.0 900,000 13,235 22,667 793,333 40
PEK(2016) 60.0 1,000,000 12,500 26,667 933,333 38
HKG (2020) 87.0 1,035,700 11,905 29,000 1,015,000 36
Average 13,462 45
Figs:

C1.10 STEP 8 — ALIGNMENT OF TERMINAL BUILDING AND PIERS TO

SERVICE STANDS
Once the desired runway configuration has been selected and the runway has been aligned and
orientated correctly, the primary terminal and pier infrastructure should be located. The processes
that are required which will influence the size and proximity of the terminal and pier buildings will
typically included those defined within Chapter T. Section T1 deals with the terminal processes and
section T2 deals with the apron processes. All of these activities need to be considered, applied and
accommodated where appropriate within the correct zone as identified within figures C1-1 to C1-6
inclusive.
The piers should be sized and positioned to facilitate efficient aircraft movements and passenger and
baggage connection times. It will be important to 'timeline' parallel processes, which are inherently
dependent upon one another. The objective should be to ensure the synchronisation of walking
distances and connection times for passengers, passenger baggage movement connection times,
as well as the movement times for aircraft to and from the stand.
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In practice the distances and the location of core terminal and pier functions can be 90% accurately
located within a master plan proposal without the need to perform simulations. It is however far more
effective to analyse the true dynamics and obtain the 100% confirmed best position of infrastructure
elements by using simulation tools at the earliest possible stage. While simulation activity has a cost,
the long term advantages of having the correct infrastructure placed in precisely the most effective
position can be very significant. The multiple parallel processes that interact within one another should
be dynamically understood and then the terminal buildings and piers should be aligned and sized to
achieve the optimum configuration, giving due consideration to the service standards that should be
observed.
The control tower and fire services provisions should be positioned to align with the recommendations
defined within ICAO Annex 14 and with Section C4 and Section X1 respectively.
The ground transportation processes need to be very carefully assessed within the master plan and
the facilities required will need to balanced against the requirements of locating the terminal building
and stands. The cost to provide links from national rail and road infrastructure should be of prime
concern to the airport planner, as these will have a dominant cost and environmental impact. With a
sound business behind it and the rail and road processes correctly matched to an efficient terminal
and apron layout, the result is likely to be an airport which is favoured by both passengers and airlines
alike, which should be the primary objective.

C1.11 STEP 9 — ALIGNMENT AND PROVISION OF SUPPORT

PROCESSES
Airport planners should also take into account the numerous associated and inter-related facilities
that support the operation of the passenger terminal building and the apron services. Section T3 of
this manual defines some of the typical airport support processes.
The location and provision of general services can have a significant impact on airport master
plans. The ability to provide the correct quantity and location of electrical power, gas, water and
telecommunication infrastructure can often steer airports planners to develop a terminal and piers in
a particular manner. This is because of the very high costs associated within expansion of these
fundamental services.
The airport planner will need to understand if the existing services have the capability to provide the
capacity which would be required for a new or significantly expanded airport. Major airports can be
compared to small towns in their ability to consume power, water and to generate sewage and general
waste. The airport planner will need to establish if the national supporting networks have the ability
to meet the capacity and processing challenge. If the national supporting networks do not have the
capacity, then the airport planner would need to assess the cost and practicality of installing the
necessary support infrastructure.
As another example, the security management systems used within airport complexes are vital to
the support and effective operation and resultant planning of most airport terminals and pier facilities.
The airport planner will need to account and plan for the inclusion of these systems within their
designs both at a master planning level and during the detailed design stages which shall help locate
and shape the final proposal.

C1.12 STEP 10 — AIRCRAFT MAINTENANCE

Airports and aircraft maintenance bases have a relationship of interdependency. The maintenance
capabilities of an airport play an important part in determining it's attractiveness to aircraft operators.
To build up these capabilities, airports depend on the services provided by airline maintenance
divisions and independent engineering companies who in turn rely on the airport's infrastructure to
gain access to the aircraft that need servicing.
At large airports, with widely dispersed terminal locations and apron positions, there may be a need
to strategically locate smaller line maintenance facilities in more central areas to reduce the time
required for towing between operational stands and maintenance areas.

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The scale of the required maintenance operation is dependent on several factors. These can include:
• If the operation is restricted to a single carrier or open to others.
• The availability of certified engineering staff.
• Access to spare part holdings.
• If the facility is to offer a one-stop service including engine test and paint spraying.
• Fleet composition in busy hour, percentage assumed to be maintained, number of aircraft
maintained per maintenance bay, annual utilisation rate, level of maintenance check performed
(A, B, C or D).

C1.12 STEP 10a — CARGO

It is important that the need for a strategic link between cargo facilities and aircraft parking positions
is established at an early stage in the planning process. While at larger hub airports dedicated cargo
aircraft may be accommodated on a frequent, perhaps daily basis, it is normal to find a high percentage
of cargo transported solely on routine passenger flights. As such there is a strong interdependency
between cargo handling and passenger processing facilities, as well as a need for the two areas to
be located adjacent to one another in order that transfer distances are reduced to a workable minimum.
However this adjacency requirement creates a dilemma in so far as each requires significant land to
expand and exploit their full potential. Therefore for smaller airports, with less than 1.0 MPPA or
50,000 tonnes of cargo throughput, the individual facilities should be positioned apart such that each
can expand without restricting the growth potential of the other. In the short term this may result in
separation distances between the two being somewhat greater than appears necessary. However
airports should allow for unrestricted expansion to the ultimate stage wherever possible.
The distance between cargo processing facilities and dedicated cargo stands should be less than 1
km. The distance between cargo processing facilities and passenger stands (where passenger aircraft
will be used for the shipment of cargo) should be less than 2.5km.
It is also important to note the differing types of cargo that may need to be accommodated. These
can include general freight, express freight, airmail and freight forwarders. Please refer to Chapter O,
Cargo, for further clarification.

C1.13 MASTER PLAN DELIVERABLE — PRELIMINARY LAND-USE

LAYOUTS
After the airport perimeter has been established, either for a new airport or for an existing airport
(where 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 through to the ultimate phase of the airport. The
land use layout proposal should be balanced and the development strategy should be focused on
optimising the land use in the most efficient and logical manner throughout the various expansion
phases.
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 an individual facility's
growth towards the maximum capacity of the airport.
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 the detailed operational characteristics of each facility are not required.
Airport characteristics, as shown on the Airport Land Use Plans, should be the guiding tool for local
and regional authorities when determining the suitability of development on land surrounding the
airport.

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C1.13.1 Master Plan Deliverable — Weighting Factors And Points

IATA uses the following method when carrying out evaluations of either the Master Plan or Terminal
Development Options on behalf of airport authorities or member airlines. The weighting factors and
points are defined in a table entitled the "Master Plan Deliverable-Weighting Criteria Table". When
this table is completed it shall reflect the airport planners assessment with regards to their optimum
site.
1. Assign weighting factors to all of the evaluation criteria (column 4).
Factors are assigned such that the total adds up to 100. Each factor can then be viewed as a
percentage of the total. The size of the figure allocated reflects the importance of that criterion
within the overall evaluation process.
2. A second subset of weighting points is then assigned to sub-criteria (column 5).
IATA uses the following range of weighting points:
Weighting or Importance (scores 1 to 10): 1 (minor); 5 (important); 10 (critical).
All of the above figures are specific to the criteria and sub-criteria and should not be used in order
to compare one set of criteria to another. As the importance and number of sub-criteria vary, the total
score possible (column 6) for each criterion will also vary.
From the example given columns 7, 10, 13, 16 & 19 reflect the basic score given to each site. If
possible the score should reflect the ranking of each site as given by the evaluation team for each
sub-criterion. Sites can be given equal scores. The scores given cannot exceed the maximum given
in column 5.
Using site A as an example, the weighted score is obtained by dividing the figure in column 7 by the
sub-total in column 6 multiplied by the weighting factor for the criteria in column 4. This exercise is
repeated for all scores and for all sub-criteria.
Individual scores for each sub-criterion should be explained within the evaluation report. This is
necessary as the evaluation process can:
• Be time-consuming (2 to 4 weeks on average); i.e. the reasoning should be recorded immediately
after the scoring has been determined.

• Involve multi-disciplined teams with individual members working in relative isolation.

• Be open to question and scrutiny by clients, site owners and competing airport planners.

CI.13.2 Master Plan Deliverable — Land Use Report

This interim report should be submitted such that base assumptions with respect to facility sizing,
surrounding land-use and operational relationships can be reviewed and tested. The report should
be concise & give a clear indication of any outstanding strengths & weaknesses. Recommendations
for future actions should also be given.
It is important to stress that information at this conceptual stage need not contain high levels of detail.
The information provided need only be sufficient to allow comparative analysis; i.e. to determine
which option moves forward into the next stage. As such, hand drawn information is acceptable,
providing the concept is easily recognised and understood by a broad, perhaps non-technical review
team. In this way preparation time and costs can be minimised.

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C1.13.3 Master Plan Deliverable — Land Use Concepts

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. These should include:
• Airside infrastructure, including runways (all runway elements, taxiways, holding bays, aircraft
aprons (including de/anti-icing)), engine test enclosures, location & specification of navigational
aids, vehicle parking areas, staging areas, access roads, runway lighting & markings, primary
utility routes, segmented circle, wind indicators and beacon and associated buildings.
• 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.

• Non-aviation related property and land with the current status and use specified.

• Facilities that are to be demolished.

• Airport site boundary or perimeter, facility and property boundaries, security fence lines and
control post positions.
• Runway clear zones, associated approach surfaces.
• True azimuth of runways (measured from the true north).
• North point.
• Pertinent dimensional data such as runway lengths, parallel runway and runway-taxiway
separation.
• Prominent natural and man made features such as wooded areas, rivers, lakes, coastlines, rock
outcrops, protected areas, etc.

88
 if
0)
w
fl>

72"1" I " I 4 J7 | 89 ' 10 [ Í112ft j u11Airport CriteriaWeightingMax. Weighting o>

.PojntSite AStteBStteCSite DSrteE1Financial Considerations152Adjacent airports, ATC, Airspace & 3
Routes.5Approach a Departure Traffic Patterns871.5940.9130.6640.9140.91Contingency Departure
Routes520.4530.S840.9120.4540.91Local Traffic a
Integration651.1420.4510.2371.5971.59223.182.061.822.963.413Meteorological Conditions54Obstacles & 2.
Terrain5Geology & Topography5Surrounding Development & Land Use56Surface Access <"
Systems5RoadRailSea7Runway, Taxiway, Holding Bay S Apron15Capacity PotentialPercentage of Remote
v Contact Stands8Passenger Terminal - Apron Complex Configurations15Capacity PotentialPassenger
ConvenienceAlliance CompatibilityConnections (passenger & baggage)9Environmental
Impact1010Operational Efficiency1011Social Considerations512Site Conditions5Availability of Primary to
UtilitiesAvailability of Drainage, surface water & effluent
retrieval systems100 (D
(Q
O
?*
(
D
5
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H
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00

Criteria & figures are

given as an example
only
IATA Airport Development Reference Manual

CI.13.4 Master Plan Deliverable — Airport Layout

This stage sees the development of the preferred concept into a detailed, workable master plan. Here
the optimal layout is established. All users and stakeholders will have been consulted at regular
intervals as the plan developed from the initial pre-planning period to this final stage in line with the
IATA Project process requirements defined within Section V1.
The continuous process of reviewing and testing assumptions should continue after the plan is
published. It is essential to do this, as no master plan should be viewed as the perfect solution. The
changing nature of the airline business will ensure that the current solution will soon become outdated.
As such, master planning must be viewed as a near continuous process, with fundamental reviews
undertaken at regular intervals. The maximum assumed period between reviews should therefore be
no more than 5 years, however it is hoped that the main backbone assumptions hold true and stand
the test of time.

CI.135 Master Plan Deliverable — Phase 1 Operational Cost

It is important that all users or air service providers of the airport are provided with estimated rental
rates for the facilities that they may occupy or use in phase 1.
In order to do this, the airport authority or the cost airport planner working on its behalf must possess
a robust financial model that contains and defines:

• How overall project financing is resolved.

• All terminals and other primary and secondary revenue and cost centres, their breakdown revenue
targets and cost estimates for each cost centre.
• Final estimated airport capital, maintenance and operating costs and related pricing policies for
airlines and other user space requirements.

• Income from non-aeronautical sources.

Existing airports should possess a 10-year CAPEX document that shows their intended programme
of works over two consecutive 5-year periods. The programme should be reassessed annually after
consultation with the airline/IATA airport development specialists. The resultant impact of the
development programme on user charges should be discussed and agreed with lATA's User Charges
Panel.
In so doing the users can see that charges are:
• Cost related, taking into consideration the operation of the 'single till'.
• Transparent and justified.
• Fairly and equitably applied, without discrimination or cross-subsidisation.
• Agreed after consultation.
Airlines, the principal users at airports, will be particularly interested in rental rates for land-side offices,
ramp level accommodation, gate hold rooms, check-in positions, common user terminal equipment
facilities, baggage handling systems, airline service desks and information counters. Security costs
should be assessed and accounted for. In many instances airport security costs should be borne by
the state.

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Particular attention needs to be paid when new or alternate methods of operation are proposed. As
an example, when a new airport proposes to switch from a 100% remote stand operation to one
where 100% contact is possible, airlines, particularly if they operate within the charter or low-frills
markets, may have difficulty in accommodating the additional ground handling charges resulting from
the need to push back and perhaps use air-bridges. Airport operators must therefore be subject to
the discipline of assuring that user charges do not drive away carriers working on the margin of
profitability.
Should the review of proposed operating costs indicate that the proposed development has
substantially reduced the ability for users to make an adequate return, then the preferred concept
should be re-evaluated to determine if there is scope for CAPEX reductions and Operating Expenditure
(OPEX) savings.
In extreme cases, this may require base assumptions to be re-examined and alternative, more simple
and less expensive facility solutions to be brought forward.

CI.13.6 Master Plan Deliverable — Conceptual Layouts

Conceptual layouts should clearly demonstrate how:
• All users can operate efficient, effective and profitable operations within the proposed plan.
• Long term sustainable development can be achieved.
• Projected growth in all types of traffic can be accommodated throughout the entire life of the
project until saturation is achieved in the ultimate stage.
• The environmental impact on surrounding communities and stakeholders will be minimised and
maintained at acceptable levels.
• Additional capacity can be brought into play without negatively impacting on current user
operations.
• Associated surface access infrastructure systems will be introduced in staged developments to
support forecast traffic levels and demand.
• Public transport systems can be introduced to increase the percentage of trips made by passengers
and staff when accessing the airport.

C1.13.7 Master Plan Deliverable — Development Phasing

If we assume that basic planning principals have been observed, then facility phasing and construction
should be determined by demand. Facilities should be expanded in a modular fashion and at intervals
to keep slightly ahead of demand and to maintain pre-determined and required levels of service.
Phased expansion should allow for periods where individual facilities can settle into routines such
that operational efficiencies can be maximised. In general terms this period should extend for a
minimum of 4 to 5 years after project completion. Longer periods of construction inactivity will be the
result of the over provisioning of facilities, with associated cost penalties that would invariably be
passed on through airport charges.
As master plans are drawn up, they should show the existing airport layout and as a minimum the
plans showing the first phase and/or development in years 5, 10, 20 as well as the ultimate stage.
Short term plans covering a ten year period should be supported by a rolling development programme
that is reviewed annually by the airlines and supported by a CAPEX document. IATA has developed
specific guidelines in relation to CAPEX documentation. Such guidelines are available on request.

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C1.1&8 Master Plan Deliverable — The Master Plan Report

A final master plan report should be submitted showing how the land-use option has been developed.
The report should be concise and give a clear indication of any outstanding strengths and weaknesses.
Recommendations for future actions should also be given.
For this report, drawn information needs to be of a higher quality, with precise dimensions clearly
noted such that the operational viability can be clearly demonstrated. The information must be capable
of standing up to intense scrutiny and questioning.
The report should identify how the phased implementation of the airport master plan will satisfy the
strategic brief for the region. The main elements defined within Clause C1.2, The Master Plan — Ten
Step Sequence should be clearly explained within the report.
The final master plan report should at least contain:
Definition of the strategic objectives for the region.
Executive summary.
Statement on how the master plan shall meet strategic objectives.
Financial Plan (development financing proposal & cost recovery and payback periods).
Environmental impact.
Economic impact.
ATC impact.
Qualifications of master planning team.
Explanation of how The Master Plan — Ten Step Sequence was observed.
Provision of master plan phasing diagrams to ultimate airport development (in 5 year increments).
Conclusions and recommendations statements.
Supporting forecasting/environmental/financial data.
Prospective Airline User statements.
Further Information.
Final reports may be subject to comparative analysis; i.e. to determine which airport planner's master
plan option is ultimately successful and moves forward into the final stage. Again the master plan
must be easily recognised and understood by a broad, perhaps non-technical review team. It is for
this reason that airport master plans should adopt a consistent format so that comparison of master
plans can be done on a like for like assessment basis.

C1.13.9 Master Plan Deliverable — Location Map

This is a map drawn to a suitable scale (e.g. approximately 1:50,000) sufficient to depict the airport,
city or cities near the airport, rail lines, major roads, major obstructions, terrain and geographical
boundaries within 15-20km of the airport. It is also important for environmental and political
considerations. A sectional aeronautical chart may be used. This may be shown on the title page in
lieu of the ALP.

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C1.13.10 Master Plan Deliverable — Basic Data Tables

These tables contain data on airport conditions and information on existing and proposed runways
where applicable. The following table is an illustrative example.

Master Plan Deliverable — Basic Data Tables

Runway Data
Runway 12 - 30
Existing Ultimate
Effective runway gradient (in %) 0.19 Same
% Wind Coverage 91.4 Same
Designated Instrument Runway(s) / /
Runway length (metres) 3,600 3,900
Pavement Strength (see note 1) 605, 80D. 145DT Same
Pavement type (sod, asphalt, concrete).
Approach Slopes & Clear Zones 50:1 Same
Lighting HIRL Same
Marking All Weather Same
Navigation & Visual Aids ILS, ALS, VASI Same
RETs (rapid exit taxiways) & RATs (rapid access taxiways).

Notes:
1. Values given are gross aircraft weight in 1,000' and type of main gear — Single (S) Dual (D) &
Dual Tandem (DT) Gear aircraft using the CAN-PCN system as appropriate.

Master Plan Deliverable — Basic Data Tables

Airport Data
Airport magnetic variation
Airport Elevation (highest point of the useable landing area) 850.0' Same
Airport Reference Point (ARP) Co-ordinates (WGS-84) 30* 40* 31' Same
Airport & Terminal NAV aids 111*20'3ff Same
SMR/SMGCS (surface movement radar/surface movement guidance &
control system)
Mean Max. Temperature of Hottest Month 80 F Same

Notes
:

Miscellaneous Facilities — taxiway edge: lighting, centreline and sign system.

Remarks: Trees to Northwest of runway 12 to be removed when runway is extended.

C1.13.11 Master Plan Deliverable — Building List

All buildings should be described and numbered.

C1.13.12 Master Plan Deliverable — Meteorological Information.

A wind rose should be presented, with the runway orientations superimposed. This should indicate
the data source and for what period the records cover.

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C1.13.13 Master Plan Deliverable — Main Title Block

A title block should show:
• Drawing Description.
• Who was responsible for creating the plan.
• Who prepared, checked and approved the plan.
• The drawing reference number, the date drawn, scale and number of associated sheets.
• Revision details including number, description, who revised, who approved change and date.

C1.14 IATA RECOMMENDATIONS

C1 .IR1 Master Plan Development

Airport planners should observe and follow The Master Plan — Ten Step Sequence, defined
within Clause C1.2.of this section. The master plan report deliverable should observe the
document mm&htation requirements defined within Clause C1-14 of this section.

C1 IR2 Land Use Concepts

All airports should develop land use concepts that allow all airport users to develop and expand
their business in a structured, orderly fashion, without adversely impacting on the business of
their neighbours on or adjacent to the airport.

C1.IR3 Master Plan

All airports should possess a thoroughly vetted master plan that indicates how additional
capacity
can be provided in a sustainable, cost efficient, modular and flexible manner when demand is
shown.
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
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 maximised:
V_________________________________________________J

C1 .IR4 Master Plan — Phased Development Strategy

Master plans should include a phased development strategy that allows for expansion of all
facilities in a way that does not impact on the operational viability of neighbouring facilities. As
such, layouts at 5, 10 and 20-year intervals leading up-to an ultimate long-term strategic view
should be provided.

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C1.IR5 Master Plan Assumptions

All master plan assumptions should be thorougnly reviewed and tested every five years.

C1 .IR6 Stakeholder Consultation

Adequate and meaningful consultation with stakeholders should be undertaken prior to and
during the master plan review period.

C1.IR7 CAPEX Plan — Documentation

Existing airports should possess a 10-year CAPEX document that shows their intended
programme of works over two consecutive 5-year periods. The programme should be
reassessed
annually after consultation with the airline/I ATA airport development specialists. The resultant
impact of the development programme on user charges should be discussed and agreed with
lATA's User Charges Panel.
________________;__________________......................_______________éi_____________J

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SECTION C2: FORECASTING

C2.1 INTRODUCTION AND FORECASTING DEFINITION

Airport traffic forecast studies use a combination of trend analysis, data extrapolation, expectation
surveys and professional statistical judgement. Extensive operational knowledge and a comprehensive
understanding of how the local environment in which the airport is situated is required. A close working
relationship with planning and forecasting experts of all major airlines operating at the subject airport
will also be necessary.

Particular attention is also given to comments and forecast inputs from other sectors of the travel
industry (e.g. tourist boards, tour operators, financial institutions, etc.) whenever possible to ensure
that the forecasts incorporate a wide range and broad base of views. As a result, any forecast
produced should reflect the views of the travel industry concerning future traffic development and
likely changes in operating patterns.

Air transport activity generates typical peak period demand that reflects user's characteristics and
volume for a normal busy period. Traffic forecasts often are presented using the following
recommended projection periods:

• Short Term (> 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.

The financial plan should include but should not be limited to the following data/factors:
96
• Landing Fee Projection.
• Local Community Benefits.
• Likely Airport Operational Costs.
• Alternative Transport Provision Costs.
IATA Master Planning

C2.3 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, domestic and transfer passenger volumes will be used to determine the planning
requirements of airport terminal facilities and support infrastructure. The number of passengers
collectively within the building will be derived from the flight schedules and corresponding load factors
which collectively shall provide the volumes of the passengers within the building at any instance in
time.
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 scheduled and non-scheduled passenger traffic,
for which separate forecasts should be produced.
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

Type of Pax. Europe Asia/Africa USA Rest of the

Traffic World
International Pax. 1.0-1.5 Bags/Pax 2 Bags/Pax 2 Bags/Pax 1.5 Bags/Pax
Domestic Pax. 0.5-1.0 Bags/Pax 1.0-2.0 Bags/Pax 1.0 Bags/Pax 1.0 Bags/Pax
Transfer Pax. 1-1.5 Bags/Pax 1-2 Bags/Pax 1-2 Bags/Pax 1-1.5 Bags/Pax

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C2.3.2 Commercial Aircraft Movement

The forecast of aircraft movements (i.e., aircraft landing and take-off movements) determines the
planning requirements of airport airside facilities.
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
IATA Master Planning

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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C2.5 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-by-
hour 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 48,246,137 43.597,194 38,628,916 35,327,039 31.724,035 28,356.470 28,880,214 254,559,006

,00
Per Peak Month 4,887,000 3,877,000 3,487,000 3.057.000 2,798.000 2,778.807 24,940,807

0.
4.258

0 0
Peek Month to Year 0.10 0.10 0.10 0.10 0.10 0.10
Per Peek Day* 179,519
.10 168,248
.10 151,461 137,809 128.951 114,283 108274 988,545
.04;
Peak Day to Peak Month 0.04 0.04 0.04 0.04 0.04 0.04 0.04 0.04 101
Per Peak Hour 16.791 16,474 12.927 12,699 12.085 8,915 9,148 89,039

Peak Hour to Peak Day

M 0.09 0.10 0.09 0.09 0.09 0.08 0.08 0.09
Per 40th Peak Hour 14,599 13,492 10,980 10,697 10,146 7,760 7,874 75,548
.08 0.08 0.08 0.07 0.08 0,08 0.07 0.07 0.08

10%
Peak Month to Yeat
Peak Day to Peak Month 4%

0.00038
Peak Hour to Peak Day 9%

0.00032
40th Peak Hour to Peak Day 8%
 IATA Airport Development Reference Manual

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

Passengers/Peak Month 100,000 250,000 500,000 1,000,000 1,250,000 1,500,000
Passengers/Peak Day 4,000 10,000 20,000 40,000 50,000 60,000
Passengsrs/Peak Hour 3S0 900 1,800 3,600 4,500 5,400

Passengers/Year 20,000,000 25,000,000 30,000,000 35,000,000 40,000,000 50,000,000

Passengers/Peak Month 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

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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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 important in determining traffic growth,
although GDP remains usually the most important factor. Unfortunately, statistics on yield trends
on a per country basis are generally hard to obtain.
Econometric models do not take into account non-quantifiable factors which are of prime
importance in conditioning future traffic development, therefore it is recommended not to rely
entirely on a purely model-driven forecast.
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 non-
quantifiable 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 variables that can cause air traffic
growth or decline. With this approach it will be necessary to:
• 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 causal factors develop differently from the original
assumptions.
• 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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SECTION C3: LAND USE PLANNING

C3.1 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 to alleviate the problems of aircraft noise. For new
construction, building regulations can ensure that building type, structure and materials provide an
adequate level of sound insulation.

Noise insulation programmes can also assist properties of long standing that are adversely impacted
by the development of existing or new airports. However the cost of applying adequate sound insulation
packages to housing can in some instances exceed the resale value or possible benefit from increased
rent. Also, additional sound insulation measures produce increases in construction and operating
costs and reduce flexibility of use to within the controlled building environment.

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

Construction of new development in the immediate surrounds to the airport can be encouraged by
108 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)

I ATA Master Planning

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 Tower

Considerations
Angle of Vision
Dependent on
National
ATC Provider
Requirements

Notts
(i) H1 - Denotes Primary Full Apron
Control Room Height
Dimension Is dependent on Terminal
(II)Building Design
H2 - Denotes Secondary ApronATC visual
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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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 .......................................................... 112
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 ......................................................................... 133

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IATA Airport Development Reference Manual

114
iata

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

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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 long-
term 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 0% <------ 100%

Ownership: 100% State owned 100% Public Shares
Accounting Methodology: Cash accounts Commercial practices
Capital Financing Options: State budget All options
Employee Status: Civil servants Corporate
Legal Status: Government Private
Entrepreneurialism: Little Considerable
Management Reports to: Political Board of Directors
Taxation: Low As private companies
Management Focus: Government policies Profits/Share Value

116
 Airport Economics

Private participation can also take the form of a transfer of minority ownership through the sale of
shares to a strategic partner or through a public issue. This has typically been the European model,
although we also find examples in Asia and South Africa. With the notable exception of BAA pic
and a few others, a fully privatized airport is a rarity. Governments have generally demonstrated
apprehension toward giving up full control of their airports to the private sector.
In summary, faced with budgetary constraints and the increasing financial resources required to fund
airport operations and development plans, governments have felt that airports could be better
operated
and managed as commercially autonomous entities, having access to private sector capital.
Moreover,
private participation and privatization in the provision of airport services has been seen as a source
of revenue.
Although the large majority of airports still remain under government or public ownership, either in
entirety or through a majority holding, indications are that private involvement in the ownership and
management will continue to increase. As the need for airport development funding continues to
grow, with governments being increasingly reluctant to contribute funds, the pressures to privatize
airports will continue. These pressures will not only come from governments, but also from the airport
management that desires full managerial and financial autonomy from government interference.
Typically, those airports already operating profitably as private companies are seen as mature
candidates for full privatization.

IATA POLICY POSITION

Economic regulation is essential to improving airport efficiency and countering

the potential abuse in the setting of charges. In order to gain support from the
user community for the privatization of airports, it is imperative that States
institute an effective and independent economic regulatory mechanism.

D1.5 THE NEED FOR ECONOMIC REGULATION

Due to the non-competitive nature of airports, it has long been argued and recognized that
regulation
of airport charges is essential, especially when the airport is privately owned and motivated by the
profit imperative. Economic regulation can range from hard and administratively burdensome (for
both the airport and users alike), to soft regulation—where the authorities rely on industry
approaches
based on consultation and contractual arrangements (most prevalent in North America).
In the case of BAA, tight controls were imposed:

• It has to produce more detailed accounts consistent with the Companies Act.
• The CAA, working in conjunction with the Monopolies and Mergers Commission (MMC), can
investigate complaints of discrimination or abuse of monopoly position.
• Aeronautical charges, in terms of revenue per passenger, could increase by no more than the
retail price index (RPI) less an estimate of the expected increase in productivity, a negotiated X
per cent.
The significance of this latter condition — the "RPI minus X" formula that would be revised every
five
years — is that it would force BAA to become more efficient and diversify into other revenue
generating
activities that are not subject to price controls. Thus, through the 'single till' rate-setting
methodology,
aeronautical charges could be kept within a targeted range. However, this so-called 'single117till'
regulatory mechanism has come under increased criticism and is not seen as shareholder friendly
as airport charges at Heathrow — one of the world's most congested facilities — were expected to
fall 30% in real terms by March 2003 (the end of the regulatory review period).
IATA Airport Development Reference Manual

efficiently in the first place). Other regulatory schemes are contractual, whereby the airport comes to
an agreement with the user community to cap charges at a certain level for a fixed term. Such is the
case at Copenhagen.

In other States a regulator may have been appointed to monitor the behavior of the concessionaire
of an autonomous airport authority, but is largely ineffective in carrying out its mandate. The main
reason for this is that the regulatory authority may not be sufficiently independent and entrusted with
the necessary enforcement powers. In many such situations the concessionaire has the lobbying
power to sway government officials and politicians, rendering the CAA virtually powerless. However
in the vast majority of cases of private participation or privatization of airports, examples of effective
and truly independent regulatory mechanisms do not really exist.

D1.6 AIRPORT PERFORMANCE AND EFFICIENCY

As airports are increasingly operated on a commercial basis, and the trend toward airport
privatization
continues, the need for and interest in information on financial performance will grow. Since airports
enjoy a quasi-monopolistic position, demand for airport services is relatively inelastic and the
potential
exists for abuse in extracting high revenues from airport customers. Airport profitability, therefore,
does not necessarily equate to airport efficiency. Aside from measuring airport quality of service
standards, airport managers will therefore have to measure an airport's economic efficiency by
assessing the relationship between inputs (labour, capital, etc.) and outputs (passengers, aircraft
movements, work-load units, etc.) Not only are airport performance indicators useful to airport
managers for making decisions on the best use of resources, users will insist on them and
regulatory
authorities may well impose them as a means to gauge whether the commercialization process is
delivering on the efficiency promise.

While performance indicators can be used to analyze and monitor past and current performance,
they can also be used to give an indication of the overall quality of performance when compared to
a standard that reflects industry best practice. However data comparability problems make inter-
airport comparisons difficult to calculate and interpret. Every airport has its own method for charging
for its facilities and services, making it difficult to assess the relevant charge and its underlying cost
base. Aside from currency differences, accounting practices differ from airport to airport; some
airports
are recipients of government subsidies, while others have to arrange for their own financing.

Nevertheless, knowledge about performance benchmarks and information on relative levels of

efficiency between airports will continue to grow, and appropriate analytical techniques need to be
developed. At present there exists no industry standard for measuring airport performance, although
the Transport Research Laboratory (TRL) of the UK is currently the only firm doing work in the area
of Airport Performance Indicators and Airport Charges comparisons.

Some examples of indicators for measuring airport performance are:

• Total revenue per air traffic movement (ATM), passenger, or employee.

• Aeronautical revenue per ATM, passenger, or employee.

• Aeronautical revenue as a percentage to total revenue, or total cost.

• Non-aeronautical revenue per ATM, passenger, or employee.

• Non-aeronautical revenue as a percentage to total revenue, or total cost.

• Total cost per ATM, passenger, or employee.

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D1.7 IATA RECOMMENDATIONS

D1.IR1 Privatisation Policy Statement 1

The airline industry generally favours the commercialisation and/or 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
commercialisation/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.
V _ _ __________________________________.
____________________________________________ _ J

D1.IR2 Economic Regulation Statement

Economic regulation is essential to improving airport efficiency and countering the potential
abuse in the setting of charges. In order to gain support from the user community for airport
commercialization/privatization, it is imperative that States that will or have already
commercialized or privatized their airports institute an effective and independent economic
regulatory mechanism.

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IATA Airport Development Reference Manual

SECTION D2: AIRPORT COST STRUCTURES AND REVENUE SOURCES

D2.1 AIRPORT COST STRUCTURES

Capital charges (interest expense, depreciation and amortization) relating to investments in the
infrastructure represent a large portion of an airport's total costs. For established airports with
continuous expansion plans, capital charges account for about 25-50% of total costs. For new "green
field" airports, investment-related costs are significant, with capital charges accounting for as much
as 90% of total costs.
In the earlier years of civil aviation, suitable land was more readily available, and the capital costs
related to the construction of basic infrastructure — runways, taxiways, and terminal and support
facilities — were more affordable compared to today's standards. Airports were simply built where it
was cheapest to construct. Today, after decades of continued urbanization and environmental
restriction, there is a lack of suitable land close to the city center. New airport sites are further from
the cities they serve, requiring new road and mass transit infrastructure to be built for easy access.
These sites are usually of poor quality, such that the pre-construction or site preparation phase has
become a major component of the investment. This phase could, for example, involve leveling
surrounding hills or creating a man-made island. The most extreme example of such an airport
is Kansai (Osaka), in Japan. Together with the complex nature of today's airport facilities, these
considerations make construction of new airports prohibitively expensive and almost always in need
of some form of government financial support.
Operations and maintenance costs — the costs to operate and maintain the investments in
infrastructure in good shape to prevent so-called capital deterioration — typically make up a third of
the total cost structure. Staff costs can make up as much as 40% or as little as 20% of total airport
costs, depending on the region and the airport in question. Staff costs as a proportion of total costs
tend to be low for US airports because they do not get involved in air traffic control or handling
activities, and because the airlines are much more involved in the operational activities of US airports.
Thus the unique economic, operational and financial characteristics of US airports sets them apart
from their peers in other parts of the world.
As pointed out in the chapter dealing with airport planning, an efficient, well-planned airport can save
the airlines money. The goal of reducing capital costs in order to be more cost-effective is too restrictive
an approach. The goal should be to minimize the sum of airport user charges and airline operational
costs. Optimizing a master plan by organizing the runway and terminal area layout whereby taxi
distances and times are minimized is recognized as good airport planning. Airline operating costs
also need to be considered when determining the terminal design — a sound approach to which
permits optimum airline staffing and quicker aircraft turnaround times.
Proper timing and phasing of an airport development programme is just as critical due to the effect
this has on airport unit costs. Investments in airport infrastructure, by their very nature, are lumpy
and have the tendency to produce a 'step climb' in capacity. Unit costs 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 levels, airports may be inclined to hold off on development plans until such time that
increased congestion results in an increase in related costs; e.g. the cost of busing to remote aircraft
boarding sites. Furthermore, due to economies of scale, high utilization of limited capacity will also
■ make an airport more profitable. A rather extreme example of this effect is Heathrow.

D2.2 AIRPORT REVENUE SOURCES

The two main sources of airport revenue come from aeronautical or traffic-related activities (i.e.
landing fees, passenger service charges, etc.) and non-aeronautical or commercial activities (i.e.
office-space rent, car parking, duty-free shopping concessions, handling agent concession fees, etc.).
Airports have traditionally relied more heavily on aeronautical revenue sources as their main form of
income — typically about 50-70%, while 30-50% comes from commercial activities such as leases,
duty free, car parking, airport ground handling services, etc. The smaller the airport and the more an
airport relies on domestic passenger traffic, the more dependent it will likely be on aeronautical
I ATA Airport Economics

revenues as its main source of revenue. However, if such an airport is to attract, retain and develop
traffic, it will have to set charges at reasonable levels. It is likely that these domestically-oriented
airports will not achieve full cost recovery and typically will rely on some form of subsidization.
However,
as discussed in the section dealing with privatization, government subsidies are running dry and
airports have been pressured to become financially viable through the development of other revenue
sources.
ICAO has therefore recommended for some time that airports fully develop their non-aeronautical
revenue sources. Lesser reliance on aeronautical revenues is also one of the reasons why IATA has
supported airport commercialization. However the development of additional revenue sources
through
concessions that are directly associated with the operation of air transport services; e.g. fuel through-
put fees, catering concession fees, aircraft handling concession fees, etc., should not be considered
as opportunities for revenue enhancement since this only increases the cost to operate at an airport
and is therefore considered no different from increasing aeronautical charges.

IATA POLICY POSITION

Airports should refrain from imposing non-cost-related levies on aeronautical

activities directly associated with the operation of air transport services. Such
levies only increase the cost of airline operations at an airport and could have
discriminatory effects.

The development of commercial activities has proven to be particularly profitable for certain airports,
leading some to take on more risky ventures or to get involved in non-airport-related activities. Aside
from offering consulting services, some airports have been making investments in other airports or
airport development projects, or getting involved in the provision of discotheques, casinos, or other
real estate projects.
The concern here is the potential for management distraction away from the core business of
running
efficient and cost effective airport facilities and services. An equally significant concern is the
potential
that users of the airport are exposed to the financial risk related to such ventures. Nevertheless, the
development of revenues from non-aeronautical activities has become the principle means by which
a growing number of airports have been able to recover their total costs in the case where losses
are made on the aeronautical side of the business. Under a 'single-till' rate-setting methodology,
charges can therefore be moderated and kept at reasonable levels. Further discussion on this topic
is included in the sections dealing with airport cost allocation and rate-setting methodologies.

D2.3 IATA RECOMMENDATIONS

D2.IR1 Airport Revenue Policy Statement

Airports should refrain from imposing non-cost-related levies on aeronautical activities directly
associated with the operation of air transport services. Such levies only increase the cost of
airline operations at an airport and could have discriminatory effects

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SECTION D3: AIRPORT INVESTMENT DECISIONS AND FINANCING

D3.1 AIRPORT INVESTMENT DECISION-MAKING

A detailed business plan has to be drawn up as part of any airport development programme. It should
contain financial projections and forecasts of future activity at the airport. The basic elements that
should be included in this type of business plan are:

• 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 requirements; will the proposed programme produce an
acceptable return on investment; etc.
• Financial analysis of costs and revenues, including: an operating budget; a financing plan; a cash
flow forecast; a debt servicing schedule; pro forma balance sheets and income statements;
financial ratio analysis; etc.
• Risk mitigation assessment, the primary areas being: technical risk relating to construction
completion; commercial risk relating to changes in traffic demand; cost risk relating to changes
in construction or capital and operational costs; financial risk relating to currency exchange,
inflation and interests rate changes.
For investment purposes, the next step is to draw up 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 & maintenance expenses, debt service, and other funding requirements that may be required
by bondholders or other creditors.
In most cases, airport management would do well by contracting with a reputable consultant with
expertise in project feasibility studies and airport financing programmes. Once a detailed business
and investment plan has been drawn up, an evaluation of the investment financing options can begin.

D3.2 AIRPORT FINANCING OPTIONS — DEBT vs. EQUITY

In order for airports to gain access to private finance, certain institutional and legal changes will first
have to take place, usually by way of an airports act. Once these changes have occurred, an airport
will have the same choices to make about capital structure as any other private firm would. The
optimal or target capital structure is the desired mix of debt, preferred shares, and common equity
that will cause a firm's share price to be maximized and its weighted average cost of capital (WACC) 1
to be minimized.
This optimal balance between debt and equity financing has been the central question in corporate
finance for some time. All-debt financing typically provides a lower average cost of capital and, in
any case, for most airports the choice may be limited solely to debt. This is the case in the US where
airports have access to tax-free revenue bonds.

1
The Weighted Average Cost of Capital is defined as the weighted average of the cost of debt, r B, and the cost of equity,
rs. Taking
corporate taxes into account, the appropriate cost of debt is the after-tax cost of debt since interest is tax deductible.
The formula for
122
determining the WACC is:

S B ,.
Twacc- g^g- rs + g-Tfg- rB U - sIc)
T

where rB (1 - T0) is the after-tax cost of debt.

For regulated industries like gas, power, telephone, or railways, the cost of capital has been used to set prices so that
the utility earns
this rate of return. If the cost of capital is set too low, then the company will not be able to attract sufficient capital to
IATA Airport Economics

Nevertheless, there appear to be some compelling reasons for airports to take on more debt vs.
equity. Profitable enterprises with stable, predictable cash flows and safe, tangible assets can afford
to take on more debt; unprofitable, risky firms with intangible assets less so. Utilities, such as airports,
typically can afford much greater leverage.

There is also a certain order in which firms go about seeking financing. New capital will first come
from retained earnings. Only after this option is exhausted or becomes difficult due to imposed
limitations on the build up of reserves, will a firm turn to lenders — whether the banks for loans or
lines of credit and/or the bond market. Only as a last resort does the firm turn to the equity market.

This being said, it has been observed that airports have surprisingly low levels of financial leverage
and, more importantly, they have significantly less debt than their peers; i.e. utility companies.

Bonds issued by airports can come in a variety of forms:

General obligation bonds — General obligation bonds are backed by the issuing government and
secured and serviced out of general tax receipts. They are sold at relatively low interest rates.
Total general obligation indebtedness of the relevant government may be a limiting factor in the
use of general obligation bonds.

Self-liquidating general obligation bonds — A variation
liquidating general obligation bonds, which are secured by
government, but are serviced from airport revenues. They
cost, but are not subjected to debt restrictions and do not
for capital funding.
of general obligation bonds are self-
the good faith and credit of the issuing
have the advantage of the low interest
compete with other public works projects

Airport revenue bonds — Airport revenue bonds, for which debt service is paid out of airport
revenue, have been the major financing mechanism at large and medium size airports in the US.
They are sold at slightly higher rates of interest due to greater perceived risk. Essentially, the
airport pledges that its future income will be sufficient to cover the interest and capital repayment
over the period of the bond issue. The coverage ratio typically ranges between 1.2-1.5 and level
of risk will be dependent on this coverage ratio.

Lease or special facility bonds — These bonds are guaranteed by the future rental or lease
payments of the airline or group of airlines that are going to use the facility, and are secured by
way of long-term lease/use agreements.

Bond Rating Agencies

Since bond rating agencies determine how bonds are priced, it is important to understand how airport
bonds are perceived. In general, bond rating agencies have historically rated airport revenue bonds
quite highly. A 1990 ACI survey of 31 airports found that 8 of the airports surveyed had the best
possible rating (Aaa on Moody's Credit Rating Scale), and 12 had high ratings (Aa). It is an airport's
status as a critical public utility generally lacking significant competition for local traffic, as well as its
ability to recover its costs, that have lifted airport ratings up to investment-grade levels.

Growth of the airport sector in the bond and bank debt markets will depend heavily on the extent to
which borrowers and lenders can identify and control credit risk. Credit analysis is important and will
be a key element in the long-term growth of airport debt. An evaluation of an airport's credit position
involves a fundamental analysis of its business and competitive position and its operations. As such,
the perceived credit quality of an airport is the product of its performance in a number of analytical
areas:

• Competitive position — O&D airports tend to carry less risk than do hub airports that rely heavily
on transfer traffic.

• Finances — operational comparables, benchmarks and financial ratios are used to assess an
airport's strengths and weaknesses.

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 IATA Airport Development Reference Manual
• Rate-setting methodology employed — a key consideration since it fundamentally determines
who assumes the risk for the airport's financial operations and who has control over airport capital
decisions.
• Debt profile — the amount, type and structure of the debt being issued are reviewed when
assessing an airport's credit position.
• Ownership structure — generally speaking, direct government ownership that provides for a
guarantee against default improves an airport's ability to access capital markets.
• Management — aside from an assessment of the strength and quality of the airport management,
the nature of its relations with the airlines is also considered.
• Environmental issues — noise restrictions on runway usage have become a significant issue,
particularly for western European airports, as this can hamper growth and expansion. From a
credit perspective, the extent to which operational restrictions and opposition to expansion will
affect an airport's position and impact its financial and strategic position needs to be assessed.

IATA POLICY POSITION

Pre-funding or forward financing vehicles are becoming more prominent,

increasing the cost of air transportation. In essence, the airlines and/or the
passenger are made to pay for facilities that are not yet in use. It is
acknowledged
that major capital investments will require external financing, the cost of which
should only be included in the cost base for charging purposes when the
facilities

D3.3 AIRPORT FINANCING OPTIONS — PRE-FUNDING THROUGH

CHARGES
When the forementioned financing options are limited or unavailable, airports may turn to pre-
funding
through charges as a means of financing capital investment projects. Pre-funding through charges
such as the US passenger facility charge (PFC) goes against the fundamental principles of cost
recovery, as does the build up of reserves from an excess of revenues over expenses. This was
recognized during the ICAO Conference on the Economics of Airports and Air Navigation Services
(ANSConf 2000).
However, during the Conference discussion there was general support for pre-funding under
specific
circumstances where it is determined that it is the most appropriate or only source of funding
provided
that strict safeguards are in place for users who will be paying for facilities they do not use. Such
safeguards should include effective and independent economic regulation, substantive consultation
and general agreement with users, limited time of application of the pre-funding charge, and
transparency of accounts to ensure the funds are used toward the agreed upon project.
For accounting purposes, care should be taken that once the facilities become operational the
related

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D3.4 IATA RECOMMENDATIONS

D3.IR1 Airport Financing Policy Statement

Pre-funding or forward financing vehicles are becoming more prominent, increasing the cost of
air transportation. In essence, the airlines and/a the passenger are made to pay for facilities
that are not yet in use. It is acknowledged that major capital investments will require external
financing, the cost of which should only be included in the cost base for charging purposes
when the facilities in question are operational

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IATA Airport Development Reference Manual

SECTION D4: AERONAUTICAL CHARGE POLICIES

D4.1 AERONAUTICAL CHARGES

For most airports, aeronautical charges continue to generate well over half of their total revenues.
On the part of the airlines, airport charges are critical because they have a direct impact on operating
costs. However, due to a variety of factors, airport charges impact different airlines differently.

For a short-haul carrier with a high frequency hub feeder operation, airport charges can be significant
— as much as 20-25% as a proportion of total operating costs. For a long-haul carrier operating large
aircraft, airport charges can account for about 5% of total operating costs. Depending on the region
of the world, this figure can increase to 10-12% or be as little as 2-3%. In absolute terms airport
charges have more than doubled, and as new airport facilities and services become operational in
some regions of the world higher user charges can be expected.

In summary, since airport charges are an uncontrollable cost as compared to other costs, and have
been escalating faster than any other airline cost over the last decade, they will continue to be a
major cause of concern for airline management. It is for this reason that the topic of User Charges
has been among the top three priorities for IATA in recent time.

Figure D4-1: Cost Breakdown Schedule

2001 vs.
^ATA Operating Cost 11 2JD m 1991
IATA International Scheduled services US cents US cents
per % of per % of % change
Cockpit Crew 3.3 8.4% 2.8 7.1% -15.2%
Fuel & Oil 6.1 15.4% 6.1 15.4% 0.0%

SAircraft Insurance, Depreciation & 4.9 12.4% 4.9 12.4% 0.0%

Maintenance
Leases & Overhaul 4.8 12.2% 4.0 10.1% -16.7%
Airport Landing & Related Charges 2.1 5.3% 2.0 5.1% -4.8%
Air Navigation Charges 1.4 3.5% 1.9 4.8% 35.7%
Station & Ground costs 5.6 14.2% 4.4 11.1% -21.4%
Cabin Crew & Passenger Service 6.0 15.2% 5.5 13.9% -8.3%
Ticketing, Sales & Promotion 8.9 22.5% 5.9 14.9% -33.7%
General and Administrative 2.7 6.8% 2.0 5.1% -25.9%
Total 45.8 115.9% 39.5 100.0% -13.8%
Mlíón
nsc"
Airport Landing & Related Charges 4.2 7.8 85.7%

Air Navigation Charges 2.8 7.4 164.3%

7.0 15.2 117.1%

D4.2 DETERMINING THE COST BASE FOR AERONAUTICAL CHARGES

126
Paragraph 22(i) of ICAO's Policies on Charges (Doc 9082/6) states that:

'The cost to be shared is the full cost of providing the airport and its essential ancillary
services, including appropriate amounts for cost of capital and depreciation of assets, as
well
as the cost of maintenance and operation, and management and administration expenses,
but allowing for all aeronautical revenues plus contributions from non-aeronautical revenues
accruing from the operation of the airport to its operators."
 IATA Airport Economics

The paragraph captures two important concepts for determining the cost base for airport charges.
First, the meaning ascribed to the terms 'full cost' emanates from the 1991 ICAO Conference on
Airport and Route Facility Management (CARFM) during which it was agreed to delete the word
'economic' between the words full' and 'cost' from previous version Doc 9082/4, '...to emphasize the
principle that only the costs actually incurred by the providers of airport and air traffic control facilities
and services should be charged...'
This recommendation was meantto reflect the growing trend toward airport autonomy and privatization,
and to indicate that the ICAO Statements by the Council on Airport Charges (Doc 9082/4) was only
to provide guidance on the cost recovery of the facilities and services provided to air traffic.

Rate-setting methodologies
The second concept is the application of the 'single-till' principle, in that the cost base for charges
should be based on the cost of the airport facilities and services provided, net of contributions from
non-aeronautical revenue sources.
How much of a contribution should be considered has been the subject of much debate and contention
between airports and airlines. The airline industry has historically been of the opinion that airports
exist to facilitate air transportation services and that revenue from all commercial activities within the
airport perimeter should therefore contribute to the 'single-till' in the determination of the cost base
for charging purposes.
Further, considering that airports are increasingly developing their commercial potential through
involvement in non-core activities, it is also felt that the airline community should be consulted prior
to such initiatives in regards to what extent users should be exposed to the risk involved under a
'single-till' rate-setting methodology.
In the US, this trade-off between risk exposure and user-say has been captured in airline airport use
agreements. The residual approach1 to setting airport charges guarantees the airport will break-
even, although some airports will ensure that an adequate surplus is made. In this case, the airlines
take the financial risk, but usually have veto power over airport investment decisions by way of a
'majority-in-interest' (MM) clause, which gives airlines veto power over airport-development plans.
The other rate-setting methodology is the compensatory approach 2, which on a total airport basis is
not set to necessarily break-even. A profit or loss can be made depending on the level of traffic and
commercial activity that is generated. In this case, the airport assumes the financial risk, but receives
the benefits of the concession revenues, usually during periods of traffic growth.
Airports employing this methodology have tended to produce larger surpluses and would also be in
a better position to use retained earnings for investment purposes. However, US legislation limits the
level of profit allowed and there have been cases when airlines have sued airports for the accumulated
surpluses. Nevertheless there has been a tendency for airports to move away from the residual
approach to adopt the compensatory or hybrid approach, which employs a mix of the two
methodologies, usually airside residual and landside compensatory.
Under the 'single till' or 'global residual' approach to rate setting, which IATA favours, big income
streams from areas like parking and retail have,the effect of lowering airport charges to airlines, while
the airlines, in turn, assume the financial risk and ensure the airport is kept whole. However, the
'single till' has become a topic of heated debate, with the airports arguing that it is an economic
perversity since it subsidizes the airlines, especially so during times of capacity constraint, and creates
a disincentive to develop new sources of non-aeronautical revenue.

1
Residual Methodology — under this approach, which can be applied on a cost centre or total airport basis, non-airline
revenues
127are
credited against costs to determine the net revenue required, which is then apportioned back to the airlines.
2
Compensatory Methodology — under this approach, rates and charges are calculated to fully recover the airlines' share of
operating and
capital costs without any credit for non-airline revenues. The airlines' share of costs exclude concession and public areas,
IATA Airport Development Reference Manual
Another paragraph of importance is 22(vii) which states that:
"Airports may produce sufficient revenues to exceed all direct and indirect operating costs
(including general administration, etc.) and so provide for a reasonable return on assets at
a sufficient level to secure financing on favorable terms in capital markets for the purpose of
investing in new or expanded airport infrastructure and, where relevant, to remunerate
adequately holders of airport equity."
In the context of airport privatization, airlines are of the opinion that they should not be made to pay
for the (at times) speculative returns sought by equity holders. Airport management will be tempted
to take on more risky ventures (e.g. international expansion through equity holdings) in order to attract
and retain investors. Further, the temptation would be to reduce the contributions of non-aeronautical
revenues to the cost base for aeronautical charges or abandon the 'single till' concept altogether.
This is therefore yet another reason for the need of an independent and effective economic regulatory
mechanism to help mitigate user exposure to such risk.
Given the debate surrounding the 'single till' principle to rate-setting and its link to the regulated return
an airport can generate, ACI and IATA developed a joint interpretation of sub-paragraphs 22(i) and
22(vii) which is reproduced below:
ACI/IATA JOINT INTERPRETATION OF
SUB-PARAGRAPHS 22(i) AND 22(vii) IN
ICAO'S POLICIES ON CHARGES FOR AIRPORTS AND
AIR NAVIGATION SERVICES (DOC 9082/6)
In interpreting these two sub-paragraphs, the following should apply:
1. The existence of air traffic activity is a necessary precondition for the generation of airport non-
aeronautical revenues. Such revenues are then generated through management initiatives in
offering suitable products and prices. All aeronautical and non-aeronautical revenues from the
operation of an airport accrue, in the first instance, to the airport. Reaching a common
understanding on the contributions of non-aeronautical revenues to defray the cost base for
charges is an acknowledgement of the partnership between airports and users.
2. The non-aeronautical revenues in question do not normally include revenues earned by airport
operators from activities undertaken off-airport, or those undertaken by the airport in full
competition with other suppliers.
3. Given the different local circumstances and fast changing conditions, with respect to airport
ownership and management, as well as regulatory regimes, there are likely to be a range of
different appropriate treatments of non-aeronautical income by airports.
4. When determining the contributions from non-aeronautical revenues, high priority should be given
to the investment needs of airports, taking into account paragraph 24 of Doc 9082/6, which
addresses pre-funding of projects, while recognizing that there may be many alternatives to
finance infrastructure development.
5. The appropriate return on aeronautical activities should reflect differences in the level of risk from
non-aeronautical activities. Further, iniorder to provide incentives to the airport operator, high
levels of service and efficiency in aeronautical activities may be rewarded with higher returns and
vice versa.
6. When defining the contributions from non-aeronautical revenues, an accounting system should
be in place to identify the relationship between costs and revenues of non-aeronautical and
aeronautical activities (Doc 9082/6, sub-paragraph 17(vi) refers).
7. As stated in point 4 above, it may he appropriate for airports to retain non-aeronautical revenues
rather than use such revenues to defray charges. However, there is no requirement for airports
to do so and, in appropriate circumstances, there may be solid grounds for charges to be lower,
consistent with Doc 9082/6, sub-paragraph 22(viii).

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8. None of the foregoing should be interpreted as encouragement to airports to exploit unreasonably

their market position relative to users.
Agreed to February, 2001

As a final point, in the event that aeronautical charges are determined without any contributions from
non-aeronautical revenue sources, then the cost allocation between aeronautical and non-aeronautical
functions and among landing (runways and taxi ways), parking/apron and terminal facilities should
be based on an accurate and appropriate methodology that is deemed to be reasonable and equitable
to users.

Cost accounting
It should be evident from the foregoing that a proper cost accounting system is an essential tool,
both in providing the basis for determining the cost base for charges, but also for providing information
to airport management in its assessment of operating performance from a financial perspective. The
cost accounting system should help achieve the following objectives:

• Determine the costs of specific services, programmes, and activities.

• Understand the composition of these costs and what the cost drivers are.
• Determine the efforts and accomplishments associated with programmes and delivery of services
and their changes over time in relation to costs.
• Measure the efficiency and effectiveness of the organization's management of services,
programmes, and assets.
In the determination of the cost base for charges, special attention needs to be given to the issue of
cost allocation, because so many of an airport's costs are joint costs. First, the total costs by major
cost item (operating & maintenance, marketing, administrative, capital charges, etc.) have to be
determined. The second step involves allocating these functional costs to the various airport areas
or services and this will involve allocating certain costs that are attributable to two or more areas or
services by employing a sound cost allocation methodology such as activity based costing (ABC).
For example, there are many areas and facilities that are used both for passenger handling and
commercial purposes, and care must be taken to allocate costs fairly and equitably between
aeronautical and non-aeronautical activities. Likewise, in the case of airport networks, appropriate
amounts of overhead costs need to be allocated among the relevant airports. The principles of cost-
related and site-specific charges must be maintained.

IATA POLICY POSITION

IATA has no objection to airport networks and airport cross-ownership or

alliances charging practices as long as airport charges are cost-related and site-
specific. IATA considers that there should be no cross-subsidization between
airports and finances should be strictly separated.

Finally, arriving at an equitable cost base for charges will require an allocation of costs among
different
user groups or categories, i.e. general aviation, military, and international and domestic civil traffic.
Once the costs attributable to civil air traffic have been established, the cost base for individual
charges can be estimated by determining the costs of the facilities and/or services the charge is to
cover. The relevant rate for a given charge (landing fee, parking fee, passenger service charge, etc.)
is then determined by dividing the relevant cost base by the estimated number of charging units. The
129
number of charging units in the case of a landing fee is generally the aggregate aircraft MTOW that
is estimated to take-off from the airport in the relevant year, or the number of departing passengers
in the case of a passenger service charge.
IATA Airport Development Reference Manual

D4.3 AERONAUTICAL CHARGING POLICIES

The User Charges Panel (UCP) is the group that leads the IATA approach to user charges issues.
Its objective is to ensure charges are reasonable, cost-related, non-discriminatory and equitably
applied, and the panel enters into consultations with government and their designated charging
authorities for this purpose. The UCP operates within the framework of a terms of reference set by the
IATA Financial Committee, to which it reports, and consists of 10 airline experts who are geographically
representative of the IATA Membership.

ICAO Policies on Charges

While the UCP has developed IATA policies on User Charges issues ranging from privatization to
market-based options to counter congestion and delays, much of its work is based on ICAO's Policies
on Charges for Airports and Air Navigation Services (Doc 9082/6). These Policies on Charges are
updated from time-to-time and contain the recommendations and conclusions of the ICAO Council
on charges issues. They are intended for guidance to ICAO contracting States, however, IATA
considers that States and their designated charging authorities have a moral obligation to observe
the Policies on Charges. To assist States in the implementation of the Policies on Charges, ICAO
has also developed and maintains two manuals: the Airport Economics Manual (Doc 9562) and the
Manual on Air Navigation Services Economics (Doc 9161/3), which are updated from time-to-time by
the Airport Economics Panel (AEP) and the ANS Economics Panel (ANSEP) to which IATA is an
active member.
The principles for the setting of aeronautical charges as contained in the Policies on Charges have
their origin in Article 15 — Airport and Similar Charges of the Convention on International Civil Aviation
(a.k.a. the 'Chicago' Convention). Article 15 of the Convention requires of a contracting State that:
uniform conditions shall apply to the use of airports and air navigation facilities by aircraft of other
contracting States; and charges imposed for use of such facilities shall not be higher for aircraft of
other contracting States than those paid by its national aircraft engaged in similar international
operations.

Average cost pricing

The requirements that airports be open to users under uniform conditions and that charges be non-
discriminatory form the basic underlying philosophy to airport charging policies. These basic principles
can also be found in bilateral air services agreements between States. It has also been widely
accepted that airports are public utilities and that air transport is a service of national importance.
Thus, traditional charging policies have also been based on recouping solely the costs of the facilities
and services provided. These principles have lead to an average cost pricing approach to charging.
However it was clear that larger, heavier aircraft needed longer and stronger runways and larger
handling facilities and thus imposed a higher cost on an airport. Further, larger aircraft with their
higher payloads were found to be better able to bear higher charges — the ability to pay principle.
Thus, many airports introduced specific charges for facilities and services such as aerobridges and
security and apron services. In the case of landing fees, an aircraft weight element (usually MTOW)
was included in the formula as a proxy for the cost it imposed on the airport. However, in the case
of terminal navaid (approach control) and other air navigation services charges, it was recognized
that larger aircraft are more efficient, able to transport more people in a single movement and requiring
no more air traffic management effort than was required for a small aircraft. In the case of such
charges, the practice has been to employ the square root of the weight factor as a trade-off between
the ability to pay and aircraft efficiency.

Rebates, discounts and incentives

Of late, a number of airports have offered discounts on charges, or rebates, as a marketing tool to
increase traffic volume or attract new air routes. Some such incentives are officially published, while
others are not. The argument in favor of such discounts is that they are aimed at increasing the total
business, thereby benefiting all users, especially where the 'single-till' principle to rate-setting is

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 IAT Airport Economics
A
applied. Airline start-up costs for a new route can be significant, and therefore airport assistance
through incentives for a limited time is acceptable and appreciated by the airline industry. IATA,
however, only supports rebates or discounts that are non-discriminatory and do not contravene Article
15 of the Chicago Convention. The non-discriminatory element should include the requirement for
such incentives to be published.

IATA POLICY POSITION

A number of airports offer discounts or rebates, mainly as incentives to stimulate

new or increased traffic. lATA's view is that discounts or rebates are acceptable
only if they comply with the following principles:
• Non-discriminatory — any discount or rebate offered must be available
to
all operators under the same conditions.
• Do not distort competition.
• Are time-limited.
• Are not funded through increases in existing user charges.
• Should be published.

IATA publishes the Airport & Air Navigation Charges Manual, which is a complete compilation of up-
to-date information on airport and air navigation charges world-wide and is available for sale in print
and CD-ROM format.

D4.4 MARKET-BASED OPTIONS

In light of the more commercially oriented environment in which airports now operate, there has been
some debate in recent years as to whether the traditional airport charging schemes result in the
efficient allocation of resources, and generate sufficient revenues to provide for an adequate return
on investment.
The traditional airport charging systems, that have developed under the auspices of ICAO guidance,
aim solely to recover the cost of providing the facilities or services through a combination of average
cost pricing and ability to pay, and do not provide adequate signaling mechanisms about the costs
airlines impose on an airport. This debate has become particularly acute in the case of congested
airports and environmental mitigation.
It is argued that average cost pricing offers little inducement to operators of new aircraft types to
minimize the cost they impose on the airport in terms of new facilities that are required. All users end
up contributing to the cost for accommodating the new aircraft type. It has been further argued that
average cost pricing offers no incentive for operators to move from peak to off-peak periods. Finally,
under an average cost pricing regime, the more congested an airport gets, the cheaper it gets to
operate.
These arguments have lead airport managers and regulators alike to explore the introduction of
economic pricing principles and marginal cost pricing — the cost that would be incurred to produce
one additional unit of output. Economists have long argued that the pricing policy that leads to the
most efficient allocation of resources is one where the price of a good or service is set to the marginal
cost of providing that good or service.
However, can such pricing policies be implemented in the airport environment and will they have the
desired effect? So called market-based options have been promoted as having a possible role to
131
play in relieving airline flight delays and congestion at busy airports, thereby improving airport capacity
management, enhancing competition and promoting the efficiency of the overall aviation system.
IATA Airport Development Reference Manual
Market-based options would therefore include all market pricing regimes that could encourage air
carriers to use limited capacity in a more efficient manner, potentially bringing into balance current
supply (airport capacity) and demand (number of flight operations) while longer-term capacity
expansion is pursued. Such market-based options could include:

• Auctions, which would allocate a fixed number of operations for some particular period of time.
• Congestion pricing, which contemplates charging air carriers not only for the costs they impose
on an airport, but also the delay costs they impose on other airport users.
• Peak period pricing, which contemplates imposing fees based on the higher costs an airport
incurs to accommodate demand during peak hours, or the cost an airport does not incur because
flights are shifted from busy periods of the day to less busy periods.
• Flat fees, which would restructure existing weight-based landing fees so that total airfield costs
are recovered through a higher average fee, thereby affecting the mix of aircraft that operate at
an airport.
IATA has held the view that in order to relieve airport congestion and delay, the primary objective
should be to improve the utilization of existing capacity and make available additional capacity, rather
than ration demand through market-based options that have not proven to be effective. In regards
to the specific options mentioned, lATA's views are as follows:
Auctions — Auctions, which would allocate a fixed number of operations for some particular
period of time, would result in significantly higher costs for airlines and would not be practicable
in an international context, due to issues relating to reciprocity. The current process of allocating
limited capacity is done by way of slot allocation programmes in place at certain congested
airports. The processes to deal with congestion problems at airports need to be fair and equitable
for all air operators. Therefore, the current process of applying for and assigning international
slots is being done on similar terms at all airports. Slot applications are typically assigned as
requested. Auctions, on the other hand, entail a degree of uncertainty as to whether or not a slot
will become available, aside from the inflated price that will have to be paid. However, neither a
system of auctions or a slot allocation programme would do anything to reduce congestion, unless
the number of operations are effectively capped.
Congestion pricing — Congestion pricing, which contemplates charging air carriers not only for
the costs they impose on an airport, but also the delay costs they impose on other airport users,
relies on the correct and accurate identification of externalities. These are difficult if not impossible
to assess with any degree of accuracy, or to impose based on general agreement among
stakeholders. It would be difficult to demonstrate that congestion prices are cost-based, a
fundamental principle any airport charging scheme should adhere to as per ICAO guidance (refer
to Doc 9082/6). Further, what this concept appears to assume is that air carriers do not incur
delay costs. The fact is that air carriers incur significant delay costs, including the cost of extra
fuel burn, catering, hotel accommodation for inconvenienced passengers, etc.
Peak period pricing — Peak period pricing schemes contemplate imposing fees based on the
higher costs an airport incurs to accommodate peak hour demand, and lower fees based on the
cost an airport does not incur during less busy periods. Such a charging scheme should inherently
be revenue-neutral, however this has not been demonstrated where such schemes have been
in place. Due to difficulties associated with cost identification and allocation, airports have not
been able to identify with any great level of accuracy what their costs are at different times of
the day.
These supposed 'demand-altering' pricing schemes could only have an effect if operators had full
control over their demand patterns. This is not the case. An airline's scheduling and fleet allocation
decisions are based in large part on the demand for air travel at particular times of the day. An airline
has therefore limited ability to adjust, in an efficient way, to a system of peak/off-peak charging due
to the complex task of scheduling its operations. Scheduling is one of the most difficult tasks an
airline has — trying to optimize aircraft utilization within the constraints of airport curfews, increasing
environmental restrictions, crew availability, and many other factors.

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IATA Airport Economics

Peak charges have therefore only increased the cost for those air carriers operating during the peak
periods and raises concerns of equity and discrimination. Furthermore, at most (congested) airports
it has become impossible to differentiate between peak and off-peak hours of the day — peak hours
could well constitute the entire operating day making it impossible to implement a peak period pricing
scheme. Experience has shown that where peak/off-peak charges have existed, it has not had a
significant effect on the distribution of traffic from peak periods to off-peak periods. The result has
been that, while a few airports around the world have introduced peak/off-peak charging schemes,
others have abandoned them. ICAO has similarly concluded, on the basis of a survey it conducted
in preparation for the Conference on the Economics of Airports and Air Navigation Services (ANSConf
2000), that "...peak pricing has proved to be of limited effectiveness for capacity management." It is
for these reasons that IATA has strongly opposed any such system of peak/off-peak charging.

IATA POLICY POSITION

IATA objects to any system of peak period pricing, a scheme that arbitrarily
redistributes costs between different users. An airline faced with peak period
charges has no real opportunity to adjust to such a pricing scheme in an efficient
way due mainly to the limited flexibility it has in the scheduling of its operations.

It is clear that the three previously mentioned market-based options will have the effect of increasing
air carrier operating costs. Since air carrier demand for airport capacity is in fact derived demand,
the question is whether air carriers operating in a competitive market can effectively pass on the
increased operating cost to the ultimate consumer of air transportation services, and thus, influence
his/her behavior.
While the demand profile of a business passenger is relatively inelastic to that of a leisure passenger,
the air travel market has also demonstrated that it has a voracious appetite for cheaper fares. This
has been the basis for success of the low cost carrier and any attempt by certain carriers to raise
fares is not met with similar fare increases by other carriers. It is a known fact that airfares reflect
what an individual passenger is willing to pay and not a certain margin over an airline's costs —
effective market segmentation and the law of supply and demand dictates airfares. Thus, what
these market-based approaches would accomplish is an increase in airline operating cost, with little
opportunity of recovering this cost through the fare structure.
Flat fees —A flat fee that would recover total airfield costs through a higher average fee, or alternatively,
a high minimum charge, has proven to be more effective in moving aircraft of a certain lower weight-
class from congested airports to secondary, reliever airports. This was confirmed as a result of the
same ICAO survey noted above. However, such a pricing scheme obviously results in limiting airport
access to a certain group of users and raises concerns of equal access.
Attempts to alter current average cost charging schemes with the introduction of market-based options
should consider capacity costs as joint costs to all airport users. All airport users benefit jointly from
the availability of an airport — it has not been developed for any single user group. All users contribute
their fair share of the joint costs. An average cost pricing regime, as employed in general practice,
is therefore considered to be the most fair, transparent and equitable charging regime. Market-based
options and any other demand-management mechanisms will distort the equity principle, inevitably
treating airport users differently, while not really addressing what is essentially a supply-side capacity
problem. Strategic, long-term airport development planning is therefore key to solving the capacity
problem.

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D4.5 CONSULTATION WITH USERS

Consultation is the cornerstone to a meaningful relationship between an airport and its user community.
The ICAO Council, in its Policies on Charges for Airports and Air Navigation Services, has recognized
this. The underlying philosophy of the consultative process is transparency of information and the
rational of decisions. The goal of consultation should be to reach consensus between the participants,
and this requires a spirit of openness and understanding from both sides. The timely provision by
the airport of financial information, including projections, and forecasts of future traffic activity, together
with other relevant supplementary data or information should serve as a prerequisite for a meaningful
consultative process. On their part, airlines should provide medium-to-long-term scheduling
information to an airport.
The ICAO Policies on Charges do state that failing agreement on charges issues, an airport would
be free to impose new or revised charges. While it is recognized that agreement cannot always be
achieved, decisions made by an airport on the imposition of charges should take into account airline
views and concerns. In the case where airline views are not acted on, the reasons for this should be
explained. In case of disagreement, and failing reasonable explanation, users should have the right
of referral to the competent regulatory authority.
Where significant new or revised charges are being contemplated, consultation should take place
well in advance, i.e. 4-6 months prior to implementation, and may require several meetings before a
final decision is made. It is important to note that consultation is a process and not an event where
a decision already made is merely announced and subsequently implemented. The airport should
seek comments on a proposal, take these comments into consideration and eventually come to an
informed decision. Ideally, a proposal should be framed as a number of possible options or scenarios.

Month 4
Mon Mont Mont
I60-day consttation period
th 1 h2 h3

Initial proposal First Possible other Final Implementation

and notice of consult meetings to notice of of new or
meeting (30- ation be held and new or revised charges
day lead-time) meetin exchange of revised
g correspondence charges
during (30-
this 60-day day lead-
period time)

The benefit to the airlines of a meaningful consultation process is that they get to know what they
are paying for and have their opinions heard. The benefit to the airport is that it will implement
changes
to their charging scheme based on a well-informed decision.

D4.6 IATA RECOMMENDATIONS

D4.IR1 Airport Charges Policy Statement

IATA has no objection to airport networks and airport cross-ownership or alliances charging
practices as long as airport charges are cost-related and site-specific. IATA considers that there
should be no cross-subsidization between airports, and that finances should be strictly
separated.
134 V___________________________________________________________________________________________________________________________________________________________________________________________ J
 D4.IR2 Discount and Rebite Policy Statement
A number of airports offer discounts or rebates, mainly as incentives to stimulate new or
increased
traffic. lATA's view is that discounts or rebates are acceptable only if they comply with the
following principles:
;«6 Non-discriminatory—any discount or rebate offered must be available to all operators under
the same conditions.
• Do not distort competition.
» Are time-limited,
• Are not funded through increases in existing user charges.
• Should be published.

D4.IR3 Pricing Policy

IATA objects to any^tem of peak period pricing, a scheme that arbitrarily redistributes costs
between different users. An airline faced with peak period charges has no real opportunity to
adjust to such a pricing scheme in an efficient way due mainly to the limited flexibility it has in
the scheduling of its operatiWs.
V. ______________________^_____________________........................_________________.
IATA Airport Development Reference Manual

SECTION D5: INTERNATIONAL COST VARIATIONS

D5.1 AIRPORT BENCHMARKING DATA

The purpose and objective of this section is to provide a series of broad, indicative construction costs
for the primary facility components of an airport campus.
The given costs are drawn from historic data compiled from major aviation projects, undertaken in
both the UK and internationally. All costs have been reconciled to 4th quarter 2003 rates for the UK
construction market.
The given costs relate to new build construction work in an environment that is not excessively
affected by operational restrictions and logistical constraints. Such constraints can generate significant
additional costs — typically issues such as imposed phasing of the works, abnormal working hours,
operational safety and security requirements and working in an airside environment.
The main driver of construction cost levels for passenger buildings tends to be relate to prescribed
passenger service levels and the envisaged passenger experience. A 'budget style' regional airport
can easily cost less than 50% of the £/m2 rate of a high profile international facility.
There is a massive difference in the cost of constructing 'identical' facilities across the globe. We
have provided a conversion schedule for global adjustment from the given UK construction cost levels.
The adjusting factors take cognisance of labour costs, material costs, specifications and industry
standards.

Fourth Quarter 2003

Facility DescriptionUnitRangeTerminal BuildingsRegional Airports£/m2 GFA1300-

2000International Airports£/m2 GFA2200-3000Cargo Handling Bases£/m2 GFA570-
850Distribution Centres£/m2 GFA350-500Visual Control Towers£k/m stalk75-
200Hangars (Types C and D)£/m2 GFA1050-1350Car ParkingSurface£/space1200-
1500Multi-storey£/space6700-8100Taxiways and Runways£/m2170-205Stands£/m2150-
180HotelsBudget£/m2 GFA900-1100Mid Market£/m2 GFA1500-1750Air Conditioned
Offices£/m2 GFA1100-1500

Data provided courtesy of Davis Langdon Everest

(UK)

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IATA Airport Economics

Notes:

• These cost ranges relate to construction work in the South East of England in 4th Quarter 2003;
• The costs relate to new-build construction work in an environment which is not excessively
affected
by operational restrictions and logistical constraints;

• GFA denotes Gross Floor Area.

• For international comparison, these costs (which represent 100%) should be adjusted in
accordance with the attached International Cost Factors identified within clause D5.1.1.

D5.1.1 International Construction Cost Factors — Fourth Quarter 2003

The table of construction cost factors listed within this clause have been broken down into major
continents and then subdivided into the various countries within those continents. Select the factor
for the correct region of the world and then multiple that factor by the cost description identified

Continent Country Factor (UK = 100)

Africa Algeria 55
Africa Cameroon 67
Africa Chad 66
Africa Cote d'lvoire 71
Africa Gabon 67
Africa Gambia 74
Africa Ghana 80
Africa Nigeria 65
Africa Senegal 67
Africa South Africa 26
Africa Zambia 45

Asia Brunei 40
Asia China 56
Asia Hong Kong 72
Asia India 19
Asia Indonesia 47
Asia Japan 110
Asia Malaysia 29
Asia Philippines 37
Asia Singapore 59
Asia South Korea 66
Asia Sri Lanka 21
Asia Taiwan 62
Asia Thailand 43
Asia Vietnam 47

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Manual
International Construction Cost Factors — Fourth Quarter 2003 (cont'd)

Continent Country Factor (UK = 100)

C America Costa Rica 59
C America Mexico 70
Caribbean Bahamas 84
Caribbean Jamaica 65
Caribbean Puerto Rico 78

Europe Austria 80
Europe Belgium 84
Europe Cyprus 46
Europe Czech Rep 51
Europe Finland 80
Europe France 80
Europe Germany 72
Europe Greece 51
Europe Ireland 96
Europe Italy 73
Europe Netherlands 79
Europe Poland 56
Europe Portugal 52
Europe Romania 30
Europe Slovak Rep 33
Europe Spain 60
Europe Switzerland 89

Middle East Bahrain 68

Middle East Egypt 57
Middle East Israel 45
Middle East Jordan 60
Middle East Kuwait 66
Middle East Lebanon 66
Middle East Oman 62
Middle East Qatar 66
Middle East Saudi Arabia 57

N America Canada 56
N America USA 65

Oceania Australia 54
Oceania New Zealand 51

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 Airport Economics

International Construction Cost Factors — Fourth Quarter 2003 (cont'd)

Continent Country Factor (UK = 100)

S America Argentina 20
S America Brazil 49
S America Chile 43
S America Colombia 57
S America French Guiana 84
S America Guyana 65
S America Peru 53
S America Venezuela 37

Data provided courtesy of Davis Langdon Everest (UK)

Notes:
• The factors relate to the materials, specifications and standards that are normal in the
country
and this should be fully understood and appreciated when comparing costs;
• Factors relate to national averages and regional variations will apply. Construction costs in
primary
D5.2 IATA RECOMMENDATIONS

D5.IR1 Cost Evaluations And Comparisons

Airport cost consultants should refer to the tables listed within this section when evaluating and
comparing the cost of providing airport infrastructure facilities.

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IAT
A
Chapter E — Environmental Issues
Section E1: Main Issues
E1.1 Introduction ............................................................................................ 137
E1.2 Environmental Management Plan ............................................................ 138
E1.3 IATA Recommendations............................................................................ 140
Section E2: Social and Political Considerations
E2.1 Introduction ............................................................................................ 141
E2.2 The Importance of Partnerships................................................................. 141
E2.3 Sustainable Development......................................................................... 142
E2.4 Airport Stakeholder Partnerships and Initiatives ....................................... 143
E2.5 IATA Recommendations............................................................................ 144
Section E3: Noise
E3.1 Introduction ............................................................................................ 146
E3.2 Aircraft Noise ........................................................................................... 146
E3.3 IATA Recommendations............................................................................ 151
Section E4: Emissions
E4.1 Introduction ............................................................................................ 152
E4.2 Airport Emissions from Aircraft.................................................................. 152
E4.3 IATA Recommendations............................................................................ 154
Section E5: Waste Management
E5.1 General ................................................................................................... 155
E5.2 Waste Treatment ..................................................................................... 156
E5.3 IATA Recommendations............................................................................ 156

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CHAPTER E — ENVIRONMENTAL ISSUES

SECTION E1: MAIN ISSUES

E1.1 INTRODUCTION
Since the second World War, air transport has grown into one of the world's most important and
innovative industries, driving economic and social progress. It has brought employment and
prosperity
to millions of people while expanding world trade and increasing opportunities for travel and tourism.
The air transport industry is committed to meeting its customers' growing demands in a sustainable
manner, thereby maintaining an optimal balance between economic progress, social development
and environmental responsibility. This means balancing the needs of passengers, society, the
economy and the environment, as well as making the best use of existing facilities while addressing
the challenge of new developments.
In delivering these benefits, air transport has had less of an impact on the world's environment than
most people realise. Indeed, by continually improving its fuel efficiency, reducing noise and
introducing
new, more sustainable technologies, airtransport has been able to reduce or contain its
environmental
impact:
• Carbon dioxide (C02) emissions: Continuous improvements in aircraft engine technology have
reduced C02 emissions per passenger-kilometre (pkm) by 70% since the advent of the first jets
in the 1960s, to the extent that the fuel consumption of most modern aircraft does not exceed
3.5 litres per 100 pkm. Industry research efforts are aiming to achieve a further 50% reduction
in C02 emissions for equipment entering service in 2020.
• Nitrogen oxide (NOx) and other emissions: Improved fuel efficiency has also meant that other
emissions (such as carbon monoxide, hydro-carbons and smoke) have come down by some
90% or more. The higher temperatures required to achieve these improvements have, however,
prevented similar progress from being achieved in the reduction of NO x emissions, which have
implications for both local air quality and climate change. Ambitious research goals in the
European
Union and elsewhere are targeting a reduction of NO x emissions of future aircraft by 70% within
10 years, and by 80% within 25 years.
• Noise: Today's aircraft are typically 75% quieter at take-off or landing than the first jets in the
1960s. Research efforts are targeting a further 30% reduction within 10 years and a 50%
reduction
by 2020.
• Land use: Air transport generally uses less land than other transport modes. For example, per
passenger-kilometre, air transport uses less than 1 % of the land required for the entire
transport
network in the European Union.
In spite of these achievements, and the technological progress that lays ahead, the continuous and
growing demand for air travel tends to increase air transport's absolute contribution to climate
change.
Aviation emissions presently account for some 3.5% of man's contribution to global warming and
could grow to 5% in 2050, according to the most probable scenario as identified by the IPCC 1.

1
United Nations Intergovernmental Panel on Climate Change

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IATA Airport Development Reference Manual

E1.2 ENVIRONMENTAL MANAGEMENT PLAN

Airports are increasingly being held to account for their energy use, emissions and effects on the
environment, and many are introducing efficiency measures in the context of planning. An
environmental management plan is the first step for airports seeking to implement environmental
improvements, as it provides the framework for an airport's environmental management activities.
The purpose of such a plan is to ensure that activities undertaken at the airport are carried out in an
environmentally-responsible manner; ensuring compliance with applicable laws, regulations and
best
management practices, as well as with respect for community and public concerns.
The following are environmental considerations to be taken into account when developing a new
airport or an environmental management plan:
Airport design: The design of an airport is important, since each airport and its corresponding
infrastructure is designed for specific passenger or aircraft movement capacities. Legislation
and
airport slot allocation subsequently control that capacity. The scope for environmental
improvement at an airport is determined by its physical layout in terms of the terminal and
airport
buildings, facilities, taxiways, runways and their associated infrastructure.
For example, the provision of high-speed aircraft exits shortens aircraft taxiing time, and thereby
helps to prevent ground congestion — while the provision of fixed electrical ground power
(FEGP)
and ground power units (GPUs) at gates and maintenance areas helps to reduce noise and
emissions. Rail access to airports can help take cars off the road, thereby reducing local
emissions
and improving the environmental balance.
Ecology and natural habitat: Airports are often located in greenbelt areas. They therefore
have
a role to play in the preservation and enhancement of the biodiversity of their surrounding areas
by maintaining and restoring these habitats and creating new ones where they have been
damaged. This could include, for example, involving local schools in a tree-planting scheme, or
complementing local authorities' work in the local community.
Emissions: Managing local emissions involves both technical and operational changes relating
mainly to road vehicles and to aircraft operations at, and close to, the airport. Solutions can
include:
• Modifying road access to the airport to minimise congestion, or to provide dedicated
public
transport routes.

• Discouraging private vehicle use through the construction of remote or centralised car
parks.
• Encouraging greater use of public transport, providing electric charging stations for
vehicles,
etc.
Energy consumption: Energy reductions within airports can be achieved in a variety of ways,
including technical improvements and raising staff and business partner awareness through
environmental campaigns. The former can include:
• The removal of older, outdated equipment in buildings and its replacement with new
energy-
efficient technology.

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IATA Environmental Issues

• Monitoring electricity consumption of baggage handling systems, passenger conveyor belts,

escalators, air conditioning systems and lighting, etc.
Global climate change: Airports can work to reduce energy and ground fleet fuel consumption
that has a beneficial effect on C02 and other emissions affecting climate change. Airports can
also influence the sources and types of energy and fuel, design for lower consumption, and
manage their use and storage of ozone depleting substances. For example, all CFC equipment
at airports can be removed and replaced by more modern equipment.
Noise: Managing and finding solutions to aircraft and ground noise is an important priority for
airports. Addressing aircraft noise requires working in partnership with airlines, air traffic control,
aircraft and engine manufacturers, national governments, international organisations and the
local
community. Voluntary agreements with partners can be successful, as can developing technical
and operational measures to improve the noise environment (such as installing effective noise
measuring instruments).
Managing ground noise involves technical improvements to equipment. This can include: the
provision of fixed servicing equipment, which avoids the use of aircraft auxiliary power units and
ground power units, and; management instructions and controls to ensure that correct use is
made of equipment and that construction activities do not produce excessive noise. It can also
include the construction of special 'noise suppression facilities' used for engine ground running
and
engine testing; and the construction of 'sound walls' to reduce noise disturbance for neighbouring
communities.
Land-use planning and zoning, land acquisition, noise protection or insulation programmes also
help to optimise the benefits from quieter aircraft, and to prevent the unnecessary encroachment
of residential development into noise sensitive airport areas.
Land use planning and management: Noise nuisance from overflight, take-off or landing is
primarily due to the absence of adequate land-use planning and management in and around
airports. In many countries, land-use planning and zoning is the responsibility of national,
regional
and local municipalities. Each airport has its own geographical, political, economic and historical
characteristics and there is no single land-use planning and management approach. Compatible
land-use planning and management helps to minimise noise impact around airports and to
safeguard traffic growth.
Landscaping: Landscaping can improve the quality of the environment for people who work at,
travel to, or live near an airport. It can also play a role in integrating the airport into the
surrounding
community if partnerships are developed with local communities, local authorities, environmental
charities and land owners.
Materials: Particular care must be taken over the management and treatment of hazardous
waste
and chemicals. Environmentally hazardous materials like toxic chemicals, heavy metals, etc.
should, where possible, be replaced by more responsible alternatives.
Water consumption: The reduction of water consumption at an airport can be achieved by
installing equipment that is water efficient (e.g. replacing old sanitary equipment) and finding
ways to influence or provide incentives to airport tenants and other airport users to lower their
consumption of water. Another option is to make use of rainwater or to re-circulate/recycle water.
Water quality: Water quality management and the avoidance of water contamination can be
achieved in a number of ways. Large infrastructure projects can be developed that protect local
watercourses from flood and pollution. Staff awareness and training programmes are important
to prevent careless behaviour and accidents, and clear instructions and controls can ensure that
potential contaminants are properly disposed of and that drainage systems are used correctly.

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IATA Airport Development Reference Manual

Waste management: Solutions to waste management must generally involve the airport's
business partners, since many airports handle waste on behalf of airlines, retailers and tenants.
These partners need to be encouraged to reduce waste generation and to recycle where it is
operationally practical. Other measures for consideration are how the recycled material and
waste
is disposed of after collection — as well as specialised training and awareness programmes to
minimise the risk of air, ground and water contamination from fuel, chemical waste, dangerous
materials and oil spills.

E1.3 IATA RECOMMENDATIONS

E1.IR1 Environmental Policy

1 ATA fully recognises society's expectations towards furthei environmental progress an
committed to achieving such progress through all possible means such as technological
advances, more stringent standards, and operational improvements. Good practices and
voluntary measures are also encouraged, as well as assessing the role of emissions trading
schemes in the longer term. The industry is, however, strongly opposed to the use of
environmental taxes and charges that are considered both economically and environmentally
inefficient and may even be contrary to international law.

El. icient Apron Design Characteristics

In an effort 0 reduce fuel consumption and emissions from aircraft, the length and geographical
position of runways should be optimised wherever possible. The objective should be to maximise
aircraft efficiency during take-off and landing procedures.
Particular attention should be given to the design of rapid exit taxiways, which should be
designed
in accordance with ICAO Annex 14 clause 3.8. Particular attention should be observed to the
requirements of Figure 3-2, Rapid Exit Taxiway.

E1.IR3 Business Partner Environmental Strategy

Airport operators should actively work with their business partners, such as the airlines, the
ground handlers, the aircraft fuel suppliers, as well as the water companies and the building
electricity and gas suppliers etc, to ensure that all hazardous materials are properly used and
disposed of while at the airport
The airport operator and alt its business partners should collectively work together to ensure
o-- 'dl efficiency of the airport by developing specific energy efficiency targets.

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IAT Environmental Issues
A

SECTION E2: SOCIAL AND POLITICAL CONSIDERATIONS

E2.1 INTRODUCTION
Airports worldwide must be ready to handle current and future demand. However, many are
increasingly operating at full capacity. As a result, traffic must be transferred to neighbouring
secondary
airports to free up capacity, new runways and terminals must be built, or brand new airport sites must
be found.
When a new airport is planned or a major expansion envisaged, it is important to consider not only
what effect the change will have on the airport within its boundaries, but also to consider what the
impact will be on the surrounding community. Airports can satisfactorily be integrated into the local
community fabric if due care is taken. For example, studies into private and public road traffic
generated
by airport activities (e.g. passengers, cargo, staff, etc.) must be undertaken and the surrounding road
network designed to minimise negative effects on residential areas. Indeed, it is recognised that the
negative effects (noise and pollution) of airport road traffic are often worse than the more known
adverse effects of aircraft traffic.
The implementation of new airport projects is becoming more and more difficult despite the fact that
the lack of airport capacity is now identified as the main obstacle to future air transport growth. This
is mainly because of growing opposition from local residents surrounding airports, as well as
pressure
groups that force governments to introduce complex approval procedures. As a result, air transport
capacity lags behind demand, thereby increasing congestion and delays, energy use, costs and
emissions, as well as undermining consumer satisfaction.
Conflicting situations when developing an airport are quite often the consequence of a lack of proper
land-use planning and management. Governments and local municipalities have the responsibility to
prevent residential areas from being built around airports to avoid future problem — despite the
attraction to new residents of good communications and other facilities. A delicate balance must
therefore be found between the interests of those affected by increased air traffic, the related effects
on the environment, and the recognised and quantifiable benefits that an airport brings to a region
in terms of economic wealth and employment.
Long-term planning, management and careful advocacy are required by airports to ensure that they
are able to secure capacity and meet demand through safe and sustainable growth. Furthermore,

E2.2 THE IMPORTANCE OF PARTNERSHIPS

Given that air transport is one of the fastest growing sectors of the economy, the challenge for the
entire industry, and for airports in particular, is to ensure that aviation grows in a sustainable manner
with a proper balance between economic, environmental and social considerations (see E2.3
Sustainable Development).
Environmental issues arising from air transport growth are multi-faceted and complex. For this
reason,
joint participation in decision-making is essential, as it helps to resolve local, regional and global
trade-off situations. Solutions are most likely to be found through coordinated action and partnerships
between as many relevant stakeholders as possible. Stakeholders in the air transport sector are
diverse and include manufacturers, airlines, airport operators, air navigation services providers,
governments, civil society (neighbouring associations and NGOs), architects, planners and research
organisations.
A variety of partnerships can be formed between these stakeholders to address different issues at
different levels. The following are some examples:
• Local partnerships with communities around airports in order to further reduce environmental
impacts and to better distribute air transport's socio-economic benefits (in terms of employment,
creation of commercial activities, cultural sponsorships, etc.).

147
 • Regional partnerships with other transport modes in order to develop seamless
intermodal
solutions, in particular between rail and air. Dedicated rail links can greatly facilitate ground
access
to airports and also reduce road traffic emissions, while the complementary and coordinated
operations of short haul flights and high speed trains leads to the most rational use of existing
facilities.
• Global partnerships with other industries in order to reduce greenhouse gas emissions on
a
global scale. Open emissions trading schemes among industries have been identified by ICAO
as a potential long-term solution for aviation, subject to further assessment.
• Universal partnerships for development in order to improve transport accessibility and
mobility
in the developing world. Air transport is indispensable for the development of tourism and trade,
which play a fundamental role in eradicating poverty.
By combining the complementary skills of different stakeholders and eliminating duplication of effort
through partnerships, substantial results can be achieved that will enable aviation to grow in a
sustainable manner.

E2.3 SUSTAINABLE DEVELOPMENT

The issue of sustainable development is gathering growing social and political importance amongst
airports, airlines and governments that are conscious of the need to respond to this major public
issue. In modern society we all face the sustainability challenge that requires maintaining a proper
balance between economic growth, social progress and environmental responsibility — the three
pillars of sustainability.
The air transport industry is a good example of an industry that provides a valuable and unique
contribution to the sustainable development of our global society. It includes efficient and affordable
- access to markets — thereby improving living standards and fostering economic growth — which, in
turn, alleviates poverty and results in less environmental degradation and a more sustainable world.
Sustainable development policies require that airports conduct their operations and undertake
development in ways that "...meet the need of the present without compromising the ability of future
generations to meet their own needs1". This means that, for example, airport capacity cannot be
defined solely in technical terms, and must take into account the need for environmental and social
acceptance of airport infrastructure and operating decisions.
Airports today, therefore, must plan for the future and take account of their sustainable development
opportunities and challenges rather than proceeding with unchecked capacity expansion.
The 'three pillars of sustainability' apply to airports in different ways, as outlined below. Airports
should
make sustainable development a high priority and assume a leadership role in its promotion and
integration into airport policies, programmes and operations.

E2.3.1 Social Sustainability

Social sustainability:
• Recognises direct impacts on daily quality of life: Air transport is a key ingredient in the
quality of life of many people — accordingly, air transport policies have a direct effect on people
and must take into account the characteristics of different communities and regions.

1
Definition of sustainable development according to the World Commission on Environment and Development, Brundtland Report, 1987.
 • Promotes greater access and choice: Air transport should provide people with a reasonable
means of access to other places, goods and services — which implies the promotion of
improved
and diversified air services, including additional frequencies and routes, improved services,
more
diversified air carriers, etc.

E2.3.2 Economic Sustainability

Economic Sustainability:
• Recognises the need for an air transport Industry that is as efficient as possible to
support
the national economy — which implies that airport policies, programmes and practices should
be innovative to support the economy and industry's efficiency and competitiveness.
• Recognises the need for an air transport Industry that is affordable for the movement of
people and goods — which implies that airport policies, programmes and practices should
seek
innovative financing and implement cost-effective solutions that will ensure that airport facilities
and services are affordable.
• Recognises the need for an air transport Industry that is priced to reflect the full costs
and benefits of facilities and services provided to users and society.

E2.3.3 Environmental Sustainability

Environmental Sustainability:
• Recognises the importance of protecting and conserving natural resources—which
implies
that airports must apply sound environmental and conservation practices, and that airport
development must make efficient use of land, water, energy and other natural resources, and
preserve vital natural habitats, maintain biodiversity and repair damage.
• Recognises the importance of preventing noise, emissions and pollution before it occurs
— which implies that airports should work to ensure that the industry's needs are met in a way
that avoids or minimises pollutants and waste; and reduces the overall risk to human health,
global warming and the environment.
• Recognises the importance for airport management that is led by example and
environmental stewardship — which implies that airports should continually refine their
environmental management systems so that internal operational practices support sustainable
development. Furthermore, airports should consider the potential environmental impacts of new
undertakings, and apply risk management and due diligence practices to their real property
assets.

E2.4 AIRPORT STAKEHOLDER PARTNERSHIPS AND INITIATIVES

The sustainability debate at the local level is the most important one for airports, since preserving
good relations with the local resident population — in order to maintain their acceptance — directly
impacts upon airport and airline development.
Airports produce positive effects to the surrounding community in terms of increased employment
and increased economic activity. If well integrated, airports can contribute to the healthy growth of
their surrounding communities. It is very important for the very survival of an airport within an area
that the positive aspects be highlighted and made publicly known; e.g. advantages that would
otherwise
not exist without the presence of the airport.
 The partnerships that are of most importance to airports, therefore, are those addressing local level
concerns; e.g. partnerships between airports, local communities, NGOs and other interest groups.
Local level concerns can include, for example, public concerns regarding the environment (local air
emissions and noise), a desire to further reduce environmental impacts, or a better distribution of air
transport's socio-economic benefits to surrounding communities (in terms of employment, creation
of commercial activities, cultural sponsorships, etc.).
In order to improve the local communities acceptance, several airports have launched specific
initiatives to address this issue, especially in Europe where in recent years sensitivity to noise and
emissions has increased. The following are some examples of typical local-level solutions to local-
level concerns:
• Innovative participation procedures: these involve relevant local stakeholders, in order to
overcome the trade-off between capacity improvements and noise protection measures.
Discussions, mediation procedures and compensation are the main instruments used.
• Compensation schemes: these involve generating jobs and implementing new fund-raising
mechanisms (for example via airport and related air transport revenues) to provide compensation
to neighbouring communities around airports.
• Land use management and planning: the airport operator should be given the means to
"neutralise" enough land in order to protect the airport from new residents who would be likely
to complain about noise.
• Improving rail connections to airports: access to airports by road increases local
pollution.
Airport operators should explore improving their rail connections.
• Developing community initiatives: airports can provide support to local cultural and
sporting
events, facilitate sponsorship opportunities, provide scholarships for local children, provide
E2.5 IATA RECOMMENDATIONS

"------~------^jumuyfe-----------Wàyt^~W ~^
E2.IR1 Business Partnering Programs — Shared Airport Capacity and
Resources
By combining complemented skills and services and eliminating duplication of effort through
partnerships, substantial results can be achieved that will enable aviation to grow in a
sustainable
manner.
Airport operators arid their direct business partners should work together to share airport
services
in an effort to ensure that airport equipment usage, space and efficiency is maximised. A good
example is the use of airport ground transport vehicies é These vehicles can often be shared,
and initiatives and business relationships should be developed to allow airiines and ground
handling agents to do so.
IATA Environmental Issues

r
E2.IR2 Sustainable Development
Airports must plan for their future using a sustainable development strategy. Airports should not
just be expanded to meet year-on-year growth forecasts. Before airports embark on increasing
the size and ultimate complexity of their operation they should be looking to rationalise
processes
and common tasks. Efficiencies in the undertaking of airport processes tasks should be refined
and streamlined on an ongoing basis before the last option (to build more infrastructure) is
chosen.
Airports and their primary business partners should be looking to work in partnership to optimise
the airport operation, in order that when true capacity expansion is required it can be provided.
It should be noted that this course of action is also good commercial sense for the airport and
v.. all of its users.

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IATA Airport Development Reference Manual

SECTION E3: NOISE

E3.1 INTRODUCTION
Noise annoyance is a subjective matter and can be considered to have only a local impact on the
community surrounding an airport. Aircraft movements such as landings, takeoffs and taxiing, as
well
as ground handling activities, contribute to the airport's environmental noise impact. Efforts to
reduce
and mitigate the airport's overall noise impact should be managed and implemented in a balanced
way by considering and evaluating all available measures.

E3.2 AIRCRAFT NOISE

The development of suitable ICAO standards and recommended practices (SARPS) is important to
the
aviation industry as it assures and maintains consistency in manufacturers' and carriers'
requirements
around the world.
International noise standards for the certification of subsonic jet aeroplanes were first introduced by
ICAO in 1969 and published as Volume I of Annex 16 to the Chicago Convention. The Chapter 2
standard was complemented in 1976 by the introduction of a more severe Chapter 3 standard. A
new Chapter 4 standard was adopted in 2001 for application to new aircraft types as from 2006.
Moreover, the ICAO Assembly agreed to give individual States the right to introduce the progressive
phase out of Chapter 2 aircraft between 1995 and 2002.
As with emissions, ICAO's international certification regime for aircraft noise has brought about
significant improvements in the noise performance of aircraft through the progressive tightening of
standards. Since the 1970s, noise from aircraft has come down by at least 75% and industry
continues
to look for further reduction.
It is internationally recognised that for noise management purposes, the noise surrounding an
airport
should be assessed based on "objective, measurable criteria and other relevant factors 1." The
results
of this assessment should be handled in a manner that takes into account the methodology of the
Balanced Approach for noise management at airports.
Airports experiencing noise problems may levy noise related airport charges. Such charges should
be based upon the aircraft certificated noise performance and should not recover more than the
costs
for noise mitigation and prevention measures. The application of noise-related charges should
follow
the specific principles developed by ICAO and contained in the ICAO's Policies on Charges for
Airports and Air Navigation Services (Doc 9082), paragraph 30.

E3.2.1 Noise Management

The ICAO Balanced Approach concept provides airports with an agreed methodology to be used to
address and manage aircraft noise problems at individual airports in an environmentally responsive
and economically responsible way.
The Balanced Approach to noise management encompasses four principal elements:

1
ICAO Assembly Resolution A33-7, Appendix C, Paragraph 2(b)

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 IATA Environmental Issues

It consists of an assessment of an individual airport noise situation, identification of potential

measures
available to reduce the noise impact, a comparative economic and environmental assessment to
establish the most cost-effective solution among those measures, full consultation with stakeholders,
adequate public notification of intended actions, oversight by national authorities, and a mechanism
for dispute resolution involving all interested parties. Specifically, the goal is to address noise
problems
on an individual airport basis, by choosing the most cost-effective measure or measures under the
four elements, using objective criteria.
Reduction of Noise at the source is recommended to be regulated in accordance with the
standards and recommended practices provided in ICAO Annex 8, Airworthiness of Aircraft, and
Annex 16, Environmental Protection Volume 1 Aircraft Noise, to the Convention on International Civil
Aviation. The ICAO environmental standards look to incorporate available technology on the aircraft
and are stated in terms of aircraft performance — that is to say whether an aircraft's measured noise
reaches a stated level for a defined aircraft mass1.
Reduction of noise at the source is not limited to the development of new standards, or new, quieter
aircraft types. It can also be achieved as a result of technological improvement during the life cycle
of an aircraft type. Furthermore, by taking into account the pace of fleet modernisation and its
integration by the operators at an airport, it will result in improving the overall noise performance of
the fleet at that airport. The noise performance trend and fleet mix operating at an airport need
therefore to be considered in any noise assessment.
Land use planning and management aims to direct incompatible land use such as housing,
schools
and hospitals away from the airport environs, and to encourage compatible land use such as
industrial
and commercial development.
The problem of noise in the vicinity of airports can only be solved by pursuing all possible means for
its alleviation, and the benefits which can be derived from proper land use planning can contribute
materially to the solution. Efforts to correct situations detrimental to proper land use around airports
cannot be ignored simply because of the time required for such measures to be effective. This is
particularly appropriate to applications of land use planning to existing airports, where it is recognized
that the ability to make immediate land-use changes is limited, but where it is also important to
prevent
additional encroachment of incompatible land uses as aircraft source noise decreases and noise
contours retreat closer to the airport boundary.
There are substantial benefits to be gained from the correct application of land use planning
techniques
to the development of new airports. The value to be derived from proper land use planning and
management should not be underestimated and it is believed that more attention should be paid to
this useful tool.
Proper zoning of the airport environs is essential if encroachment is to be minimised and
environmental
153
benefits maintained. Close coordination is required with local and regional authorities, as zoning
does
not normally fall under the competence of the airport. Zoning will be subject to the noise index
selected
by the airport, the noise contours developed and projected, and the number of people affected by
noise.
Available land use planning and management measures can be categorized as:

1
Aircraft mass is normally the maximum take-off weight (MTOW) for the aircraft however there are occasions where the
maximum landing
weight (MLW) could be used
r

Noise abatement operational procedures, both in-flight and on the ground, authorities should aim
to minimise the number of people affected by noise by reducing the level of perceived noise at
particular locations around an airport. These procedures can be used to optimize the noise contour
(according to the population distribution around the airport) by changing the shape and size of the
contours.
Safety remains the highest priority in aviation, and besides the use of approved noise abatement
operational procedures, airports must ensure that the necessary safety of flight is maintained by
considering all factors that might affect a particular operation. These include, but are not limited to,
weather, topography, runway conditions, available navigation aids, etc.
Where a noise problem has been confirmed, the available noise abatement operational procedures
can include, but are not limited to, the use of the following, provided it is consistent with the advice
provided in ICAO PANS OPS1:
(a) Preferential runways.
IATA Airport Development
(b) Displaced thresholds. Reference Manual
(c) Noise preferential routes.
(d) Noise abatement take-off and approach procedures.
(e) Descent profiles such as Continuous Descent Approach (CDA).
(f) Minimising the use of reverse thrust on landing.
When selecting procedures it should be noted that environmental benefits may vary due to the
potential variation in noise distribution as a result of the type of procedure used. This may result in
generating new problems elsewhere, especially if complementary measures are not taken to
safeguard
environmental gains. It is essential therefore that the stakeholders — airports, airlines, air navigation
service providers and local communities — are in agreement with the noise objectives and resulting
procedures.
Operating restrictions are defined as any noise-related action that limits or reduces an aircraft's
access to an airport. On assessing the identified noise problem at the airport, operating restrictions
may be part of a set of measures to be implemented to mitigate the noise problem. However, before
implementing or updating operating restrictions, the possible benefits to be gained from other
measures
should be fully considered. The competent authority should ensure that any operating restrictions be
adopted only where such action is supported by a prior assessment of anticipated benefits and of
possible adverse impacts.
It is recognised that operating restrictions can improve the noise climate in the short term as they
lead to the limitation or prohibition of movements of the noisiest aircraft at an airport. However, in
order not to offset the benefits gained through operating restrictions, additional preventive measures,
such as land-use management measures, should be taken at the same time. This combination of
measures is the condition to durably improve the noise climate around an airport. Indeed, these
measures will be ineffective if lack of land-use planning and management measures enable urban
encroachment to continue as operating restrictions improve the noise climate.
As for other measures, operating restrictions should be assessed in a coherent and objective manner
with respect to the basic principles of transparency, cost-effectiveness, non-discrimination, and
avoidance of competitive distortion. Particular attention should be given to the potential impact on
current and future airline fleets. International policies and guidelines must be respected; i.e. ICAO
Assembly Resolution A33-7, which contains the unanimous agreement by States not to introduce
any operating restrictions aimed at the withdrawal of aircraft that comply with the noise standards in
Volume I, Chapter 4 of Annex 16.

1
See ICAO document titled, Procedures for Air Navigation Services, Aircraft Operations, Volume 1, Part V (ICAO Doc 8168)

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IATA Environmental Issues

Operating restrictions can be partial, global or progressive and may be classified in two categories:
(a) Restrictions of traffic such as night curfews, or a cap on movements or noise energy.
(b) Restrictions on the use of aircraft with a particular noise, technical, or performance
characteristic.
Ground Measures, although covered under the principal elements of the Balanced Approach, are
generally considered and implemented separately. They can include, but are not limited to, the
following measures:
(a) Limitation of engine ground running.
(b) Designated areas for engine ground running.
(c) Minimised APU operation.
(d) Minimised taxi times and routing.
(e) Noise barriers.

E3.2.2 Noise Assessment

The noise assessment should identify the level of noise from the airport to which the nearby
community
is exposed. Whether a noise 'problem' exists depends on whether noise is worsening based on the
particular standard that the airport and/or the competent authority in which it resides currently
employ.
The noise-related standard, or noise objective that is meant to be achieved, should be identified and
defined before the assessment is to begin. The baseline is the noise situation currently experienced
by the community surrounding the airport and projected into defined points in the future, taking into
account existing plans without revising current mitigation measures or providing additional
measures.
If the baseline noise situation does not meet the noise objective that has been identified, a noise
problem may be determined to exist. Under the balanced approach program, in such a case,
possible
new or revised noise mitigation measures under the elements of the balanced approach —
sometimes
referred to as 'action scenarios' — would be considered.
To determine whether any such measure under an 'action scenario' might improve the noise
situation,
the competent authority or airport undertaking the assessment would compare the baseline noise
situation with the noise situation that would occur were the new or revised measures adopted.
In light of the many factors contributing to the noise situation at a particular airport, methods to
measure the noise from single aircraft events or single points in time are not considered to describe
the noise situation at an airport. Instead, a noise index or equivalent parameter, comprised of
aggregated noise information, often is recommended. Although a calculated noise index 155 for a
particular
airport is a means of reflecting noise information, by itself it is not considered sufficient to describe
the noise situation at the airport. Usually one would want to place the information from the
calculated
noise index into a larger context, so that the exposure of people to significant levels of noise may be
assessed over a given time period (preferably at least one year). One way of determining the

! ICAO Circular 2054, "Recommended Method for Computing Noise Contours Around Airports," other useful documents for
reference on
contours are ECAC Document 29 and SAE A21 Document AIR1845
-IATA
BR-
Airport Development Reference
Manual

Noise Monitoring: Although noise annoyance generally is a subjective matter, it is recognized that
the noise surrounding an airport should be assessed based on objective, measurable criteria and
other relevant factors.

The noise at points on the ground, caused by aircraft flying into and out of a nearby airport, depends
on a number of factors. These include the types of aircraft using the airport, the overall number of
takeoffs and landings, the time of day the aircraft operations occur, the runways that are used,
weather
conditions, and airport-specific flight procedures that affect the noise produced. Single, point-in-time
noise measurements cannot be expected to represent the overall noise situation at an airport.
Instead,
noise monitoring and/or noise modelling may be necessary.

To the extent noise monitoring is used, it should be undertaken over time to reflect noise at the
airport
under different conditions. A one-year monitoring period would be expected to provide noise data
that is representative of the periodicity of the traffic schedule, operational characteristics such as
payload changes, and meteorological data. The noise monitoring equipment should be capable of
capturing noise from aircraft alone, or a method should be employed for screening out non-aircraft
noise. Placement of noise monitors at different distances can identify noise energy in different areas
around the airport. However their placement should not be nearer to the airport than as defined for
noise certification in order to ensure at least proper measurement at the three-certification points.

Identification and Assessment of Measures: When identifying the noise problem at an airport and
analyzing the various measures available to reduce noise through the exploration of the four principal
elements of the Balanced Approach (noise reduction at source, land-use planning and management,
noise abatement operational procedures and operating restrictions), the goal is to address the noise
problem using objective criteria in the most cost-effective manner.

On implementing the concept of the balanced approach to noise management, particular attention
shall be given to the principal elements and the analytical and methodological tools that might be
needed to assess and compare those elements. Steps taken by airports to address local noise
issues
should be consistent with the principal elements and ensure that the relationship between them —
in particular in the area of noise and emission trade-offs, the impact of short term versus long term
solutions, as well as local versus regional solutions — are fully addressed.

Environmental benefits (in terms of reduction of numbers of inhabitants severely affected by noise)
associated to the measures considered should then be compared to their respective cost of
implementation through the use of the cost-effectiveness analysis methodology. The measures will
be ranked both by potential environmental benefits and cost of implementation. For each measure
this will enable the definition of a unit cost per inhabitant that will not be further affected by noise in
the future.

This process will provide stakeholders with an assessment of benefits and costs associated with
each of the measures being considered. The appropriate measure, or a combination of appropriate
measures, should then be chosen from among the measures assessed, in consideration of the
objectives set forth at the beginning of the process.

Transparent Process: When developing or updating a noise mitigation program there is a need for
a transparent process which will include, but is not necessarily limited to, the following:

(a) Assessment of the noise situation including the evolution of the problem and expected
improvements resulting from current measures and fleet renewal.

(b) Definition of the noise objectives.

(c) Identification of available measures.

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IATA Environmental Issues

(e) Cost effectiveness analysis of the available measures.

(f) Selection of measures with the goal to achieve maximum environmental benefits most cost
effectively.

(g) Notification and coordination in the implementation of measures.

(h) Dispute resolution for stakeholders.

E3.3 IATA RECOMMENDATIONS

E3.IR1 Noise Abatement Policy

Although noise annoyance is a subjective matter and noise mitigation programs are well
established at many international airports, IATA recommends that airports, when assessing tbait
noise climate for either updating existing measures or for the introduction of new measures,
take into account the methodology for the Balanced Approach. In addition, IATA re-emphasises
the ICAO policy in Resolution A33-7 where States have agreed not to permit the introduction
of any operating restrictions aimed at the withdrawal of aircraft that comply with the noise
standards in Volume I, Chapter 4 of Annex 16.

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SECTION E4: EMISSIONS

E4.1 INTRODUCTION

Airport emissions affect the environment in a variety of ways, most of them on a local scale. Aircraft
landings and takeoffs, taxiing, ground handling, maintenance, power generation, office buildings
and
road traffic at and around the airport all contribute to the airport's environmental footprint. Efforts to
reduce the airport's overall impact should, therefore, ideally address all sources in a balanced way.

E4.2 AIRPORT EMISSIONS FROM AIRCRAFT

In the immediate vicinity of airports, aircraft emissions of nitrogen oxides (NO x) unburned
hydrocarbons
(HC), carbon monoxide (CO) and particulate matter (PM, including visible smoke) contribute to local
air quality concerns. The effects on local air quality of other minor trace species such as sulphur
dioxide (S02), hydroxyl radicals (OH), nitrous and nitric acids, and chemi-ions are negligible and
mostly poorly understood. In spite of the relatively low levels, airport emissions are increasingly
linked
to respiratory health problems among the local population.

As with noise, ICAO's international certification regime for aircraft emissions has brought about
significant improvements in the emissions performance of aircraft through the progressive tightening
of standards. Since the 1960s, emissions of HC, CO and smoke from aircraft have come down by
at least 90%, to the extent that further mitigating efforts are no longer seen as a priority by
regulators.
The combustion conditions required to achieve these reductions as well as noise reductions have,
however, led to a simultaneous increase in NOx emissions.

International emission standards for the certification of turbo-jet and turbo-fan engines were first
introduced by ICAO in June 1981, and published as Volume II of Annex 16 to the Chicago
Convention.
The ICAO standard-setting process is important to the industry because it maintains consistency in
manufacturers' and carriers' requirements around the world. In 1993 ICAO subsequently increased
the NO, stringency limit by 20% (effective 1995) and by another 16% in 1999 (effective 2004).
ICAO's
Committee on Aviation Environmental Protection (CAEP) is currently evaluating the potential for a
further increase in NOx stringency for new engines.

Additional reductions in aircraft NO x emissions require careful development and deployment of more
complex and more expensive combustor designs. Major industry research programmes focus on
NOx
reductions of 70% for future aircraft within 10 years, and 80% within 25 years. These efforts will help
to meet new NOx standards in the future, such as the European Union limits regarding NO x
emissions
around Community airports, expected to come into force in 2010.

Besides the continuous introduction of new engine technologies in their fleets (like, for example,
the DAC engine), airlines further minimise ground level emissions through a variety of operational
techniques, such as one-engine taxiing, being towed instead of taxiing, minimal APU-use, pilot shut-
down of engines during ground delays, and delayed engine start.

As a consequence of the steadily growing number of aircraft movements at airports around the
world,
authorities are, however, increasingly obliged to respond to local public and political pressures to
curb airport activities. For this reason, local NO x emissions are quickly emerging as a potential
constraint for airport capacity expansion.

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 Environmental Issues

E4.2.1 Airport Emissions from Other Sources

Contrary to what is often assumed, it is not only aircraft that are responsible for NO x and other gas
emissions around airports. Other important emission sources can be found within and outside the
airport perimeter, such as airside vehicles, Ground Support Equipment (GSE), landside vehicles
(cars,
taxis, busses, trains, etc.), and stationary power generation plants. Minor sources include regular
maintenance and handling activities. Ongoing monitoring and research suggests that the proportion
of aircraft-related NOx emissions is relatively small compared to the total amount generated by other
airport activities and road traffic around airports. The contribution from aircraft also decreases
rapidly
moving away from the runway.
Given the multi-source contribution to local air quality around airports, and the fact that aircraft are
not the major contributors, it would seem appropriate that a balanced approach is used to improve
local air quality around airports, using a range of measures and involving all sources. Source-
specific
contributions to local emission levels must be accurately measured and monitored in order to
separate
aircraft emissions from other sources and to identify the appropriate basis for mitigation goals and
measures in a balanced way.

E4.2.2 Reducing Emissions Around Airports

Airports can themselves contribute to the reduction of NO x and other emissions by taking a variety
of measures, such as:
• Lighting and heating/cooling of terminals, hangars, parkings, and offices.
• Ground transportation of staff, passengers and cargo to and from terminals and aircraft.
• Powering of ground service equipment and aircraft at the gate.
Action in the following areas would help to reduce airport emissions, either through energy savings
or the use of cleaner energy sources:
• Optimised airport design to reduce taxi times, unnecessary idling of aircraft and waiting at the
gate.
• Cleaner and more efficient GSE operations through enhanced maintenance of equipment,
optimising logistics, installation of catalytic converters, introduction of electrically powered
vehicles
and fuel cell technology, and conversion to fixed electrical ground power at gates.
• Clean airport access for passengers, visitors and staff by promoting use of public transport,
trains
and other electric vehicles (buses), and even bicycles; encourage employee car-pooling.
• Monitoring electricity consumption of baggage handling systems, passenger conveyer belts,
escalators, air conditioning systems and lighting.
• Alternative heating methods such as the use of geothermal energy, incineration of non-
recyclable

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E4.3 IATA RECOMMENDATIONS

E4.IR1 Air Quality Taxation

Local air quality is determined by a variety of sources a? and around the airport, including
aircraft.
Efforts to reduce the airports overall iftipact should therefore address all sources in a balanced
way, using a range of measures aimed at encouraging improvements in environmental
performance in the most cost-effective way. IATA considers inappropriate the levying of taxes
or charges aimed at reducing aircraft emissions.
IATA Environmental Issues

SECTION E5: WASTE MANAGEMENT

E5.1 GENERAL
The volume of waste in many industrialised countries has considerably increased in recent years,
accompanied by an increase in the volume of materials harmful to the environment. In light of these
developments, airlines and airports regard better waste management as a major concern.
Waste can be classified into 2 categories, namely:
Category 1 — Toxins
Toxins cannot be degraded by the environment naturally and should be treated before release
to ensure that no harmful particulates are retained. Treatment of toxins should be in accordance
with national regulations. Examples of a category 1 waste are aircraft fuel spills which must be
chemically treated before controlled release into the environment, so complying with national
and
best practice legislation.
Category 2 — Biodegradable
Biodegradable chemicals and produces can be naturally broken down by the environment and
do not represent a hazard to the environment upon their controlled release. Again, national
regulations on the volume and rate of release should be observed.
Major sources of Category 1 airline and airport waste at an airport include but are not limited to
the following:
Aircraft spent fuels and lubricants.
• Fuel farm and apron fuel dispensing equipment.
•
Maintenance hangers and workshops.
•
Apron vehicles.
•
Air-bridge lubricants.
•
Refrigeration plants.
•
Flight kitchens.
•
Airport power plants.
•
Aircraft lubricant dispensing vehicles.
•
Airport development materials.
•
Major sources of Category 2 airline and airport waste at an airport include but are not limited to
the following:

• Waste water and sewage.

• Food waste.

E5.1.1 Prevention of Waste

A detailed understanding of the component parts of the waste cycle is critical to the successful
prevention of waste. Having a total understanding of the composite parts mapped to mechanisms
for
reducing the use of first generation materials and the use of recycling initiatives will be essential. All
organisations operating within the airport environment should seek to actively utilise recycled
materials

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Staff and organisations should be made aware of how their individual contributions will aid the plan
to reduce waste, and should be given the necessary tools to achieve the reduction targets. In the
context of staff within the office, paper recycling initiatives should be carried out. Drivers of apron
vehicles should plan their routes to ensure that travel distances and dwell periods on the apron with
engines or electric motors running will be minimised.
Designers should seek in the preliminary stages to produce energy efficient facility designs which
are less dependant on fossil fuel sources for seasonal heating and cooling. Buildings should be
commissioned with thermal imaging cameras to confirm areas of undesirable heat loss giving rise to
excessive consumption of heating fuels or electricity.
Airport operators should seek to reduce energy consumption by employing smart systems on
devices
such as escalators, conveyor motors and lighting systems, where power down cycles should be
employed in times of low or non usage.

E5.2 WASTE TREATMENT

Waste is by definition any material which cannot be further used or recycled. Usually waste can be
categorized in the following main divisions:
• Disposed waste (incineration).
• Recycling material (paper, wood, organic waste, polymers, metals).
• Hazardous waste.
The separation of waste is essential to reduce it. Therefore a whole network of collecting points
across the airport with different bins for separation is necessary. A management of these collecting
points will be necessary to achieve sustainable results.
Cabin waste originating from international flights must be removed and destroyed in conformity with
local health codes and airport authority regulations. Usually this involves incineration of the cabin
waste in a properly designed facility. Local environmental rules and regulations must be adhered to
with respect to emissions and proper disposal of the residue.

E5.3 IATA RECOMMENDATIONS

E5.IR1 Energy Efficient System

Airport operators should employ energy efficient and monitored electrical systetns to ensure
that power management strategies are employed.

r
E5.IR2 Collection of Reusable Waste
Airport operators and airlines should train staff and employ initiatives to collect waste materials
that can be reused. A target figure of at least 20% of office waste should be collected, sorted,
managed and declared suitable for recycling. This waste should then be subsequently
reprocessed.

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Chapter F — Airport Capacity
Section F1: Capacity and Level of Service
F1.1 Introduction .......................................................................................... 159
F1.2 IATA Recommendations.......................................................................... 160
Section F2: Capacity Definitions
F2.1 Capacity Measurement Overview.......................................................... 161

Section F3: Airport Systems

F3.1 Airport Systems Overview ..................................................................... 162
F3.2 IATA Recommendations.......................................................................... 164
Section F4: Planning Schedule
F4.1 Planning Schedule Overview.................................................................. 165
F4.2 Schedule Input Requirements ................................................................ 165
F4.3 IATA Recommendations.......................................................................... 165
Section F5: Runway Systems
F5.1 Runway Systems Overview.................................................................... 166
F5.2 Runway Capacity.................................................................................... 166
F5.3 Capacity Calculations ............................................................................. 167
F5.4 Runway Movement Simulation ............................................................... 169
F5.5 Rules of Thumb ...................................................................................... 170
F5.6 IATA Recommendations.......................................................................... 170

Section F6: Taxiway

F6.1 Taxiway Overview.................................................................................. 171
F6.2 Taxiway Functionality ............................................................................. 171
F6.3 Simulation .............................................................................................. 172
F6.4 IATA Recommendations.......................................................................... 172

Section F7: Apron

F7.1 Apron Overview .................................................................................... 173
F7.2 IATA Recommendations.......................................................................... 173

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Section F8: Aircraft Stand

F8.1 Aircraft Stand Overview.......................................................................... 174
F8.2 Aircraft Stand Capacity........................................................................... 174
F8.3 Improved Stand Capacity ...................................................................... 175
F8.4 Gate and Stand Assesments................................................................... 176
F8.5 IATA Recommendations.......................................................................... 177
Section F9: Passenger Terminal Facilities
F9.1 Passenger Terminal Design: Introduction .............................................. 178
F9.2 Passenger Behaviour ............................................................................. 181
F9.3 Passport Control .................................................................................... 185
F9.4 Hold Room ............................................................................................. 186
F9.5 The Loading Area ................................................................................... 186
F9.6 Baggage Claim Unit................................................................................ 187
F9.7 Level of Service Balance......................................................................... 188
F9.8 Maximum Queuing Time ........................................................................ 189
F9.9 Capacity and Level of Service Assessment............................................. 189
F9.10 Rules of Thumb....................................................................................... 193
F9.11 IATA Recommendations.......................................................................... 212
Section F10: The Airport Scheduling Process
F10.1 Airport Capacity and Traffic Congestion ................................................ 213
F10.2 Levels of Airport Activity ........................................................................ 214
F10.3 IATA Recommendations.......................................................................... 215
Section F11: Computational Fluid Dynamics
F11.1 Computational Fluid Dynamics: Overview .............................................. 216
F11.2 When to Use CFD Software Effectively ................................................... 216
F11.3 IATA Recommendations.......................................................................... 218

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IAT
A
CHAPTER F — AIRPORT CAPACITY

SECTION F1: CAPACITY AND LEVEL OF SERVICE

F1.1 INTRODUCTION
The problem of traffic peaking at airports has been the subject of increasing concern by airlines and
airport operators around the world. This problem is a complex one and has tended to defy easy or
widespread solution. Extreme traffic peaking at airports generates congestion and severe economic
penalties, or delays to aircraft and passengers.
These problems may become even more acute if the timely expansion of airport facilities to
accommodate increasing levels of traffic cannot be undertaken, for whatever reason, but especially
due to environmentally imposed runway/airport curfews. Curfews do not directly affect hourly
capacity
computations, but they do affect the total airport capacity. While a principal objective should be to
increase airport capacity to meet increasing demand, in the interim the need to maximize the
utilization
of existing airport and airline resources is becoming more critical than ever before. Effectively
managing
available airport capacity/demand in such an environment presents a major challenge to airport
operators and airlines alike.
Every reasonable effort should be made by the airlines, airport operators, and involved government
agencies to identify airport capacity limitations and potential congestion problems well before these
problems actually occur. Co-ordinated efforts can then be undertaken to avoid such problems to the
benefit of all concerned, and will require continuing and open communications and cooperation
between all parties involved. Demand/capacity and level-of-service investigations at airports where
congestion exists or is anticipated can be arranged in this type of co-operative climate in order to:

(a) Establish the time, degree and cause of congestion.

(a) Seek to agree on a methodology for determining the capacity of the airport, taking into
account
the levels of service to be provided, and compare this with typical peak demand to identify
capacity
limitations.
(b) Consider means of removing such limitations in the short term, at a relatively small
cost, taking
account of the effect of any related delay factor. It is often possible to increase capacities
significantly through relatively inexpensive changes in procedures or personnel deployment.
(c) Where larger expansion is not possible, consider other temporary expedients, such as
minor
construction or lower service levels, pending improvements in capacity in the longer term or a
significant infrastructure expenditure.
(d) Where capacity can only be increased in the longer term or at significant cost,
produce estimates
of those measures required to increase appropriate capacity, and consider whether the capacity
should be increased either to a higher level, or to a lower level involving either increased delays
or the adjustment of schedules.
Although various alternative methods of managing demand to match capacity limitations have been
considered in the past, the most satisfactory one is that of schedule co-ordination. Such schedule

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F1.2 IATA RECOMMENDATIONS

F1.IR1 Use of schedule co-ordination to manage capacity demand

In general, schedule co-ordination represents the most effective means of managing capacity
demand issues. Schedule adjustments should be made in an international forum where pertinet
industry representatives can discuss the changes required at any airport concurrently with their
varying repercussive effects at other airports.
IATA Airport Capacity

SECTION F2: CAPACITY DEFINITIONS

F2.1 CAPACITY MEASUREMENT OVERVIEW

Capacity measurements vary from one subsystem to another. The term capacity has many
definitions,
but it generally makes reference to a limit, when reached or exceeded, which affects an airport's
operations and level of service.
Capacity is often use to describe 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, noted in the following sub-
headings.

F2.1.1 Dynamic Capacity

Dynamic Capacity refers to the maximum processing or flow rate of persons (i.e. occupants)
F2.1.2 Static Capacity
Static Capacity is used to describe the storage potential of a facility or area, and is usually
expressed
as the number of occupants that a given area will accommodate at any one moment. It is a function
of the total useable space available and the level of service to be provided; i.e., the amount of space
each occupant may occupy. Static capacity standards are stated as square meters per occupant
(m2/occ.) for each level of service.
F2.1.3 Sustained Capacity
Sustained Capacity is used to describe the overall capacity of a subsystem to accommodate traffic
demand, over a sustained period within the space and time standards of a particular level of service.
It is thus a measure of the combined dynamic and static capacities of the processors, reservoirs and
links. IATA recommends using level of service C to determine the sustainable capacity. The
definition
for level of service C is shown in section F9.1.2.
F2.1.4 Maximum Capacity
Maximum Capacity refers to the maximum traffic flow which can be achieved for the chosen time
unit only, but not sustained for a longer period, in accordance with safety requirements and
regardless
of delay or level of service.

F2.1.5 Declared Capacity

Declared Capacity refers to site specific limiting capacities, in numeric terms, of individual facilities
and resources. These capacities are forwarded to the appropriate bodies to be used in the
preparation
of flight schedules.

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IATA Airport Development Reference Manual

SECTION F3: AIRPORT SYSTEMS

F3.1 AIRPORT SYSTEMS OVERVIEW

An airport is more than a large paved area, a set of plans or an architectural concept. An airport
should be seen and planned as a dynamic system that handles the flow of pedestrians, vehicles,
aircraft, baggage, cargo and mail. The passengers, baggage, greeters & well-wishers, vehicles and
aircraft must pass through inter-related systems to be queued, processed and circulated on various
links such as taxiways, corridors, escalators, etc.

F3.1.1 Airport Facilities/Systems

Airport facilities should be planned according to the following principles:
• Airports should be developed to operate in an efficient manner, taking into account the safety
of
the users and clients.
• Aircraft flows should be designed to operate with maximum efficiency across the airside sub
systems; i.e. the gate, apron, taxiways, runways, and airspace.
• Passenger flows should be designed to minimize inconvenience and confusion as passengers
proceed through the network of terminal subsystems.
• Baggage systems should be designed to provide an efficient, fast, reliable and cost-effective
flow
of hold baggage from check-in to aircraft, from aircraft to aircraft, and from aircraft to baggage
reclamation. See chapter U for information on Baggage Handling Systems (BHS).
• Vehicular flows should be designed to provide an efficient and reliable access/egress to the
terminal facilities.
• The passenger terminal building should be designed to provide an efficient and seamless flow
between the landside and airside elements.

• Airports should be designed to offer a balanced flow through the interface points of the system.
• Each system should be flexible enough to accommodate future requirements in order to
maintain
the balance of the overall airport system.
An airport can be subdivided into several main, interrelated systems. The airside network has a
larger
space requirement, while the terminal building represents the transfer portion of the overall system
through which passengers move from their ground access modes to the apron, vice versa, or
alternately
between flights.
The ground access/terminal building transition point is at the curb, while the apron/terminal building
transition point occurs at the bridge/gate. These transition or interface points between the systems
mark the points where the nature of the flow changes. In the deplaning process, for example,

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TATA* Airport Capacity

This relationship is shown in the following schematic diagram:

I
Arriving Vehicles Occupants Aircraft
Deplaning
I
_L
Departing Vehicles Occupants Aircraft Deplaning
J J

F3.1.2 Capacity Balance

A primary objective of the planning process is to find the correct, balanced capacity and level of
service between facilities, operations, rules & procedures and airline schedules. Balancing capacity
is primarily required to avoid displacing a bottleneck to another critical facility. It often means
ensuring
the terminal, gate and apron systems do not limit the runway throughput. Six major system studies
are considered when balancing capacity and determining the reliable throughput of the airport.
These
being:
Terminal Airspace
Terminal airspace studies are undertaken to determine when existing capacity and limiting
factors
require improvement prior to considering investment in new facilities. The maximum reliable
terminal airspace throughput for landings and departures is determined separately.
Runway/Taxiway
A runway capacity study is undertaken to determine the exiting and maximum reliable runway
capacity. The runway system is a critical component to the overall system, and runway capacity
ultimately determines a given airport's maximum capacity. Every effort should be made to
ensure
that other airport facilities are not limiting runway throughput and performance.
Apron
Simulation is often required to ensure that the apron acts as an effective link between the gate
and the runway systems and does not become a bottleneck.
Gate
The number of stands and aircraft parking positions for different types/sizes of aircraft is
calculated
to meet the current and future year requirements up to the ultimate runway capacity. This,
information is essential to develop realistic and cost-effective airport concepts.
Passenger Terminal
The number of counters/processors, a building's reservoir (holding) potential, levels of service,
and requirements by facility or area are calculated for the passenger and greeter/well-wisher
flows for the passenger terminal.
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. Passenger terminals also process
baggage
flows. See chapter U for information on baggage handling systems.

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 Passenger Flow Routes
A general aircraft baggage and passenger flow chart should be established. It is usually essential
to show originating, terminating, transfer and transit passengers, split by domestic and
international
passenger flow, in order to properly analyse passenger terminals. The passenger flow routes
should be flexible and should:
• Be as short and straight as possible, unimpeded by obstructions from cross-flows or
Be capable of use by all airlines and not restricted to individual aircraft loads.
Govern control positions in order to avoid bottlenecks.
Be sufficiently flexible to permit the establishment of temporary channels which can be used
as by-pass routes by other passengers (e.g., for individual health control processing of a
particular arriving aircraft passenger load) or to permit regulation evolution.
Permit processing of passengers individually or in groups.
Introduce a minimum number of level changes.
Allow flow separations for government regulations or security reasons.
Provide one flow route for departing domestic passengers and one for international
passengers.
One flow route for arriving domestic passengers and one for international passengers.
Separate departing passengers from those arriving after security check-points.

F3.2 IATA RECOMMENDATIONS

F3.2 IR1 Airport as a Dynamic System

An airport should be seen and planned as a dynamic system that handles flow of pedestrians,
vehicles, aircraft and baggage going through inter-related systems.

F3.2 IR2 Airport Facilities

Airports in general should be planned in accordance with the principles defined within Clause
F3.1.1. ~

F3.2 IR3 Balancing Capacity

Balancing capacity is required to avoid displacing a bottleneck to another critical facility
considering runway capacity ultimately determines the maximum capacity of an airport.

F3.2 IR4 Passenger Flow

Passenger flow should be planned in accordance with the principles in clause F3.1.2.
IATA Airport Capacity

SECTION F4: PLANNING SCHEDULE

F4.1 PLANNING SCHEDULE OVERVIEW

Determining airport capacity and requirements largely depends on predicting the impact of projected
airline schedules on the various airport facilities. Requirements, capacity and level of service are
based not only on operating conditions and rules, but also upon the particular demand profiles
created
by the mix of flights and flight sectors for a typical busy day.
Typical peak period or peak hour demand should be used wherever possible for planning purposes,
rather than annual figures. The typical peak is the maximum level of traffic, lower than the absolute
peak, reached in busy periods of a typical busy day. The second busiest day in the busiest or
second
busiest week of normal airport traffic is a good example of a typical 'peak day', specifically excluding
peaks associated with, for example, religious or other holiday festivals.
De-seasonalized time series can thus be used to segregate monthly passenger and aircraft
movement
data into their major cycle, trend, seasonal and random constituents. It is useful to identify
repeatable
peak passenger and aircraft days of the week, distinguishing hard trends from random fluctuations.
Historical peak period statistics such as the 30th busiest hour in the year, the 90th percentile of
F4.2 SCHEDULE INPUT REQUIREMENTS
Detailed planning, concept validation, level of service assessment, facility optimization and design
studies should be conducted with site-specific planning schedules as a key input. Baseline planning
schedule(s) by cargo and passenger traffic sector should be developed and adapted from actual
schedules to reflect the existing and future fleet mix and route structure.
Planning schedules should reflect the basic traffic characteristics of the users of the systems being
studied. A passenger flow study would typically require more information than a runway capacity
study, including:
Airline flown.
Aircraft type.
Aircraft ID.
Departure and arrival time.
Origin/Destination passenger volumes, transfer passenger volumes, transit volumes.
Traffic sector (International, Domestic, Schengen, etc.).
Gate assignment (gating).

F4.3 IATA RECOMMENDATIONS

F4.IR1 Site-specific Planning Schedules

Detailed planning, concept validation, level of service assessment, facility optimization and
design should be based on site-specific planning schedules reflecting the basic traffic
characteristics as a key input.

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IATA Airport Development Reference Manual

F5.3.3 ATC Procedures and Equipment

The performance of radar equipment and ATC limitations sometimes impose a separation greater
than the minima shown in Table F5.1. These limitations should be dealt with prior to considering
investing in new runways.

F5.3.4 The Mix of Aircraft

As shown in Table F5.1, separation between aircraft depends on the aircraft category. Therefore,
the
mix of successive aircraft operating will have an impact on the overall separation and the runway
capacity. For example, an airport operating with a majority of medium size aircraft will have an
average
arrival separation of 3NM. The same airport serving a mix of small, medium and heavy aircraft will
have a separation of 3 to 6NM, depending on the sequence of arrivals, and will have a significantly
reduced runway capacity.

F5.3.5 The Mix of Arrivals and Departures

An airport is part of a network and has a mix of arrivals and departures during the day. Aircraft that
land at an airport will eventually take-off. The distribution of arrivals and departures has an impact
on runway capacity. ATC not only needs to consider separation between successive arrivals and
successive departures, but also gaps between arrivals preceded or followed by departures.

F5.3.6 The Mixed or Segregated Mode

Airports with two or more runways sometimes dedicate runways to departures and runways to
arrivals.
However, the arrival and departure peaks rarely coincide, and the separation between successive
arrivals and successive departures are different. This results in gaps on one runway when another
is at capacity; in these situations mixing arrivals and departures as if operating with a single runway
can increase capacity.

F5.3.7 Runway Configuration

Parallel runways with adequate spacing (1035 m or more) can process independent arrivals.
Interaction
between runways is a constraint that limits capacity when the distance between runways does not
meet the minimum distance requirement or runways intersect. Independent parallel runways are
recommended for that reason.
The layout of an airport and the runway configuration is another factor having an impact on aircraft
F5.3.8 Precision Runway Monitor (FAA)
The PRM is a surveillance radar that updates essential aircraft target information 4 to 5 times more
often than conventional radar equipment. PRM also predicts the aircraft track and provides alarms
when an aircraft is within ten seconds of penetrating the non-transgression zone. Use of the PRM
allows air traffic controllers to ensure safe separation of aircraft on the parallel approach courses
and
maintain an efficient rate of aircraft landings during adverse weather conditions. In December 2001,
the FAA determined that the Traffic Alert and Collision Avoidance System (TCAS) may be operated
in the resolution advisory (RA) mode when conducting a PRM approach.
The FAA has commissioned PRMs at Minneapolis and St. Louis, and at Philadelphia International
Airport in September 2001. PRM's were scheduled for commissioning at San Francisco and John F.
Kennedy in late-2002, Cleveland in late-2004, and Atlanta in 2006, coincident with the completion of
the fifth parallel runway. The FAA has also approved procedures using a PRM to allow
simultaneous
instrument approaches in adverse weather.

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IATA Airport Capacity

F5.3.9 Simultaneous Offset Instrument Approaches (FAA)

The SOIA procedure would allow simultaneous approaches to parallel runways spaced from 230 m
(750 feet) to 910 m (3,000 feet) apart. It requires the use of a PRM, a straight-in ILS approach to
one runway, and an offset Localizer Directional Aid (LDA) with glide slope approach to the other
runway.
The SOIA concept involves the pairing of aircraft along adjacent approach courses separated by at
least 910 m (3,000 feet) with a designated missed approach point approximately 3.5 nautical miles
from the runway threshold. The pilot on the offset approach would fly a straight-but-angled approach
until descending below the cloud cover. At that point, the pilot would have a period of time to visually
acquire the traffic on the other approach before continuing to the runway. If the pilot does not see
the other aircraft before reaching the missed approach point, the approach would be discontinued.
San Francisco International Airport (SFO) and Lambert-St. Louis International Airport (STL) are the
first candidate airports for SOIA. At SFO the arrival rate is 60 aircraft per hour in clear weather using
both parallel runways, which are 230 m (750 feet) apart. In times of heavy fog and low-ceiling
conditions, aircraft are placed in-trail to one runway, reducing the airport arrival rate by half. The
SOIA procedure will enable SFO to maintain an arrival rate of up to 40 aircraft per hour with a cloud
base as low as 490 m (1,600 feet) and four miles of visibility.

F5.4 RUNWAY MOVEMENT SIMULATION

Simulations are strongly recommended to determine the runway capacity before and after proposed
improvements, procedures and rules are implemented. Delays (including where and why they
occur)
are a primary indicator of level of service and that capacity is being reached or exceeded.
Simulation models, such as Total AirportSim developed by IATA, are effective to predict the impact
of projected airline schedules on the various airport facilities. They can be used to identify the
nature,
location and degree of congestion and to measure delays. Care must be exercised in the provision
of accurate data and it must be recognized that operation of such software should be entrusted to
highly skilled and experienced operators who fully understand airport operations.
The sustainable runway throughput at airports not currently at capacity is calculated by increasing
the daily demand until the runway system is saturated, and by assuming the same hourly
distribution
of traffic and fleet mix. Unlimited gate supply should be assumed.
Figure F5.1 shows an example where departure delays are greater than the arrival delays.
Departure
is therefore the limiting factor.

3
0

♦ Landings
■ Departures

2005 2006 2007 2008 2009 2010 2011 2012

2013

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ÊATA Airport Development Reference Manual
Figure F5.2 shows the excessive queuing associated with peak departure demand exceeding
departure capacity. The number of aircraft queuing increases rapidly when runway capacity is
reached
and typically takes a long time to dissipate.
Figure F5.2 — Example of Departure
Bottleneck
(Location and Degree of Congestion)

F5.5 RULES OF THUMB

IATA proposes the following rules of thumb based on the ICAO departure and landing wake vortex
separation and assuming a runway occupancy time of 50 seconds or less.

Table F5.2 — Typical Maximum Hourly Runway Throughput

— Segregated Mode
% Heavy % Medium Departures Landings(1> Landings<2>
25 75 48 39 +5
50 50 40 37 +3
75 25 34 36 +2

(1) based on the wake vortex separation shown in table 1

(2) additional capacity assuming a 2.5 NM separation for medium size
aircraft

Fr ER1 Runway Simulation

The simulation of runway movements is recommended as defined within the ADRiV C' use
F5.4 ^SEÉilC^Éil

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IATA Airport Capacity

SECTION F6: TAXIWAY

F6.1 TAXIWAY OVERVIEW

Taxiways provide the necessary link between various parts of the airport, including to the
gate/apron
and the runway system. As such, the individual elements constitute a network serving access and
aircraft movement functions.
Figure F6.1 — shows schematically the basic functions served. The taxiways should be designed
(dimensions) according ICAO Annex 14 requirements for the future critical aircraft to operate at the
airport.
Figure F6.1 — Functional Design of a Taxiway System

Access to Cargo
Main Parallel and G.A., etc. Area
Taxiways \
/I Passenger Terminal Area \

R.E.T.s (Heavy,
Medium and Light) Multiple Queuing
for Aircraft Sequencing
at Departure

F6.2 TAXIWAY FUNCTIONALITY

The taxiway system should be designed so as to optimise runway throughput. Implementation of
taxiway functionality such as Rapid Exit Taxiways (RETs), parallel taxiways and departing multiple
queuing taxiways improve the system capacity.
RET vacate landing aircraft from the runway. They are designed to minimize runway occupancy
time
and therefore create the necessary conditions to optimise runway utilization, since a succeeding
aircraft can't touch down until the preceding aircraft clears the runway. They can provide the
necessary
conditions for High Intensity Runway Operation (HIRO), minimizing the occurrence of 'go-around'
and enabling departures in-between continuous in-coming traffic in mixed mode operation. The
number
and location of RETs depends on the aircraft fleet mix, the distance from the threshold to
touchdown,
the aircraft speed at touchdown, the initial exit speed and the rate of deceleration.
De-icing pads are an integral part of taxiway systems at many airports. It is important to design and
locate de-icing pads to accommodate the peak demand and to match the maximum runway
throughput
in bad weather conditions.

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ÈATA Airport Development Reference Manual

F6.3 SIMULATION
Runways and taxiways are inter-related systems. The runway simulations described in section F5
should include the taxiways to get from/to the gate or aircraft stand in the model. Figure F6.2 shows
an example of 'where' departing taxiing aircraft are delayed from an aircraft flow simulation. Taxiing
distance and delays should be carefully studied considering their significant impact on operation
costs
and performance.
Figure F6.2 — Example of Identification of
Potential Bottlenecks from Simulation

F6.2 IATA RECOMMENDATIONS

F6.IR.1 Taxiway System

The taxiway system should be designed to maximize runway throughput, minimize taxiing
distance and delays and improve aircraft flow and operations.

F6.IR.2 Runway Simulations

Runway simulations should include the taxiway network.

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IATA F7: APRON
SECTION Airport Capacity

F7.1 APRON OVERVIEW

The apron provides direct access to aircraft stands for purposes of loading and unloading
passengers,
mail or cargo, or for fuelling, parking or maintenance. An apron's taxilanes serve two main
functions:

(I) The aircraft stand taxilane, intended to provide access to the aircraft stand only.
(II) Apron taxiways, intended to provide a through route across the apron.
Apron and gate design should reflect the various characteristics and volume of traffic to be handled.
Significant ground delays can be experienced on aprons as they are an aircraft flow merging point
and provide an entry/exit point to aircraft for pushing back and powering up engines. The traffic
volume and characteristics can also change over time.
Single aircraft stand taxilanes giving access to more than 6-8 high-turnover cul-de-sac gates should
be avoided. Apron taxiways providing through taxi routes should be included in the ground aircraft
flow simulation for runway capacity studies in order to avoid displacing a bottleneck to the next link.
An apron aircraft flow simulation, including realistic gate assignment and push-back procedures, is

F7.2 IATA RECOMMENDATIONS

F7.IR.1 Apron and Gate Design

Apron and gate design should reflect the various charactenstics and volume of traffic to be
handled.

F7.IR .2 Single TAXILANES

A single taxilane giving access to more than & to 8 cul-de-sac gatvs should be
avoided

F7.IR.3 Aircraft Fiow Simulation

An aircraft flow simulation should be considered to verify the functionality of apron layouts.

F7.IR.4 Apron Location

The apron should be located in such a way as to minimize or eliminate the need for crossing
runways.

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IATA Airport Development Reference Manual

SECTION F8: AIRCRAFT STAND

F8.1 AIRCRAFT STAND OVERVIEW

An aircraft stand is a designated area intended for parking an aircraft where passengers can be
loaded/unloaded with a bridge or by bus. The aircraft stand system is effectively an interface
between
passenger and aircraft flow; i.e. where passenger/baggage flow become aircraft flow and vice
versa.
This system should be carefully planned so as not to become a limiting factor of runways. Gate
supply
should be calculated to match the runway throughput, and ultimately the runway saturation
schedule
plus the overnight parking requirements. Stands should not be used as a buffer for late arrivals/
departures due to ATC delays. At some airports, aircraft subject to an ATC departure delay will
actually vacate their stands at their scheduled departure time and absorb the delay on specially
designed remote stands near the runway.
Gate (contact) stands have a significant impact on the quality of service to users because they
provide
for more rapid and comfortable handling of passengers, avoid the need for buses, and enable better
turnaround times. Contact gates are often essential to improve the quality of service and reliable
MCTs, in support of airlines commercial objectives — especially at hub airports. Contact gates are
required at airports with frequent adverse weather conditions, and designers should keep in mind
that an airport is part of airline network and therefore linked to operational commercial objectives.

F8.2 AIRCRAFT STAND CAPACITY

The capacity of the runway, taxiway and apron systems is dynamic, as it relates to the ability to
process flows. The capacity of the aircraft stand system is related to the ability to accumulate
aircraft,
which is a static capacity. The number of stands and aircraft parking positions by different types/
sizes of aircraft is calculated to meet the current and future year requirements. This information is
essential to develop realistic and cost-effective airport concepts and to ensure capacity balance.
Some schedules, particularly long-haul flights, require that aircraft remain for several hours. Home-
based aircraft are likely to remain at their stands overnight, however the majority of flights seek a
rapid turnaround.
There could be a shortage of gates either (i) because of demand exceeds capacity (ii) because
there
is a higher than expected large aircraft demand or (iii) because aircraft remain in occupancy for an
extended number of hours or because of the current operations and rules applied. This highlights
that the key aspects of stand availability are:

• The number of stands provided for different types/sizes of aircraft.

• The availability of these stands as influenced by occupancy times (possibly ranging from less
than an hour to in excess of 6 hours).
• Availability of multiple aircraft ramp stands.
• Which terminal(s) are served by the stands.

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IATA Airport Capacity

Table F8-1: Typical Aircraft Processing and

Servicing Time (In minutes) at Gate

Aircraft Pax Load Unload Aircraft Through Turnaround

Type Load Passenger Passengers Servicing Flight Flight
B 40 10 5 10 - 25
C 130 20 10 15 25 45
D 250 30 15 30 45 75
E
1 DOOR 350 40 25 45 45 110
2 DOORS 350 25 15 45 45 85
F
1 DOOR 470 55 30 80 60 165
O
2 DOORS 470 30 20 80 60 130
n

(*) IATA Recommends two doors wherever possible for Code F aircraft. (**) A third door reduces the
turnaround time by only 10-15 minutes to a total of approximately 115 minutes. The boarding and
deboarding processing times are no longer in the critical path. The catering process is on the critical
path because of the high number of trolleys to be loaded and off-loaded.

F8.3 IMPROVED STAND CAPACITY

Possibilities for flexible use of aircraft operational stands (e.g. two small aircraft on one large aircraft
stand) should be kept in mind when assessing the maximum capability of a layout. The parking
configuration adopted, for example nose-in versus self manoeuvring, may not impact on stand
capacity
but could have a significant impact upon the apron capacity. Availability of facilities such as hydrant
refuelling, loading bridges etc., which help to reduce congestion, should also be considered.
Gate (contact) stands have a significant impact on the quality of service to users because they
provide
for more rapid and comfortable handling of passengers, avoiding the need for buses and enabling
better turnaround times.

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IATA Airport Development Reference Manual
F8.4 GATE AND STAND ASSESMENTS
While there is a physical limit on the number of aircraft which can be simultaneously accommodated
at the airport, operational factors such as gate assignment policy, exclusive/preferential use,
sectorization, and operational parameters impact the practical capacity of the system. The inputs
required to conduct a gate assignment study include:

• Busy day flight schedule.

• An apron plan indicating all contact gates and remote stands.

• List of all contact gates and stands by range of aircraft accommodated and sectors accepted/
preferred.

• Policy regarding exclusive and/or preferential use.

• Operational parameters, such as the buffer time between flights using the same gate (either
on
a gate by gate basis or globally), minimum tow-on and tow-off time by aircraft, and minimum
ground time before an aircraft is considered a candidate for towing.
Gate assignment study results (i.e. the number of gates by class of aircraft and by sector) and gate

Figure F8-2: Example of Gate Assignment Chart

Sahp I H^ute| StatttUct| M«tug«| Hsporl Gan»Chat|

_________ ________ 3i 10H 11H
'_, Gate F1 1GH
Concourse A
GateF2
Concourse
A
GateF3
17H
Concourse A
GateF4
Concourse A
Gate F5
Concourse A
GateF6
Concourse A
Gate 12
Concourse C
Gate 13
Concourse C
Gate 14
Concourse C
Gate 15
Concourse C
Gate 16
Concourse C
Gate 17
Concourse C
Gate 24
Concourse E

-TkmOlfsatjO _Ú

G_F€£tLS 223
A33(W('2D£='13.«3
&(W

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F8.5 IATA RECOMMENDATIONS

F8.IR.1 Gate Supply

Gate supply should be calculated to match the runway throughput and ultimately the runway
saturation schedule plus the overnight parking requirements.

s-------rr^------------------------

f
Contact Gates
F8.IR.2
Gafes (contact) should be considered to improve the quality of service to users and to provide
for more rapid and comfortable handling of passengers, avoiding the need for buses.

F8.IR.3 Gate/stand Planning

When planning gate/stands, they should be designed with full consideration of the instructions
stipulated in Clause F8.2.

r
F8.IR.4 Gate Percentage
A high percentage of contact gates is required when an airline's strategy
requiresW§§tumaround
times, good quality of service, short and reliable MCTs and dealing with frequent adverse
weather
conditions. Designers should keep in mind an airport is part of airline network and therefore is
IATA Airport Development Reference Manual

SECTION F9: PASSENGER TERMINAL FACILITIES

F9.1 PASSENGER TERMINAL DESIGN: INTRODUCTION

Terminal design and level of service should reflect the various characteristics and volume of
passengers and baggage to be handled. Managing terminal capacity and designing with level of
service in mind are key requirements in the development of competitive airports, and have long-
term
financial and operational implications for passenger facilities. Once a terminal is built, its size and
features tend to be effectively permanent unless major additional investments are made with
commensurate financial commitments.
Planners and decision-makers must keep in mind that passengers visit an airport for one primary
reason: to catch a flight. Passengers' expectations and needs should be at the very heart of the
planning process. The mark of a successful airport is its natural and unobstructed passenger flow
between objectives, easy navigation through the terminal, simplicity and cost-effectiveness.
Unfortunately, terminals are not always designed to take passenger attitudes and user needs into
consideration. This is partly related to how decisions are made. Too often, a maquette or elaborate
3-D drawings presenting the basic aesthetic approach or 'look' are presented to the selection
committee, and a given design will be chosen before airport specialists and operations consultants
can properly appraise it for effectiveness and efficiency. Changes to the chosen concept then tend
to be resisted and compromises only reluctantly considered. The result is often new terminals
without
the required capacity and with an expensive juxtaposition of subsystems that leave users with a
disappointing passenger experience.

F9.1.1 Passenger Characteristics

Different flight segments have different characteristics and needs. The amount of individual
passenger
space required for comfort and adequate level of service is examined from the point of view of
changing passenger behaviours and perceptions. The space standards developed in the 1970's,
for example, are currently being expanded to reflect newer segmented passenger behaviour and
characteristics.
Changes like these affect design attributes such as how much more queuing space might be
required
for passengers who use luggage carts and tend to carry a certain amount of luggage (this varies
depending on their passenger segment). Demand always exceeds capacity at some point, and
providing space for the formation of a queue is part of terminal design. A fundamental question is:
How much space is required to offer an economical level of comfort?
The answer should go beyond the study of operations research specialists and should be done with
passengers behaviour and expectations in mind. Passengers are one source of uncertainty and
thus
of fluctuation not only in demand but in capacity as well. Queuing phenomena at check-in counters
is a good example of this. The arrival pattern may change from flight to flight and from day to day.
The time to process passengers also fluctuates and is not entirely under the control of the agent.
Different passenger segments have different characteristics and needs. Space standards for a
IATA Airport Capacity

Figure F9.3: Pedestrian Dimensions

Source: Davis and Braaksma (1987)

F9.1.2 Level of Service

Level of service can be considered as a range of values, or as assessments of the ability of supply
to meet demand. To allow comparison among the various systems and subsystems of the airport
and to reflect the dynamic nature of demand upon a facility, a range of level of service measures
from A through to F may be used, similar to the standard employed in highway traffic engineering.
The evaluation criteria and actual standards for each subsystem are developed separately.

Table F9.1 — Level of Service Framework

A — An Excellent level of service. Conditions of free flow, no delays and excellent levels of
comfort.
B — High level of service. Conditions of stable flow, very few delays and high levels of comfort.
C — Good level of service. Conditions of stable flow, acceptable delays and good levels of
comfort.
D — Adequate level of service. Conditions of unstable flow, acceptable delays for short periods
of time and adequate levels of comfort.
E — Inadequate level of service. Conditions of unstable flow, unacceptable delays and
inadequate levels of comfort.
F — Unacceptable level of service. Conditions of cross-flows, system breakdowns and
unacceptable delays; an unacceptable level of comfort.

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IATA Airport Development Reference Manual
Since the traffic demand at each airport is dynamic and varies according to such factors as
schedule,
flight sector, and aircraft size and load factor, the level of service measures must reflect these
dynamic
aspects. In this sense, the nature of the traffic demand plays an important role in affecting the level
of service experienced by a passenger.
On the supply side there are various systems and services which comprise the airport complex.
Level
of service space can be considered as a range of values, or as an assessment of the ability of
supply
to meet demand, and combines both qualitative and quantitative measures of relative comfort and
convenience.
The framework of level of service measures permits comparison between often unrelated
subsystems
within the airport complex. This aids management in the evaluation of airport components through
the use of common terminology. It is much easier to describe level of service in this manner and to
achieve capacity balance.
Level of Service C is recommended as the minimum design objective, as it denotes good service at
a reasonable cost. Level of service A is seen as having no upper bound. The total number of
passengers in an area provided for queuing tends to be fairly constant for any given flight. The
space
per occupant when the queue overflows is seen by IATA as the frontier between level of service C
and D. Passengers manage to avoid experiencing a level of service lower than C unless forced to.
Passengers queuing in corridors that are sharing space with passengers walking through can
however
experience a lower level of service.

F9.1.3 Check-In Queue Area

Table F9.2: Level of Service Space Standards

(sq. Meter/Occupant) at Check-In for Single Queue
A B C D E
1. Few carts and few passengers with check-in 1,7 1,4 1,2 1,1 0,9
luggage (row width 1.2m).
2. Few carts and 1 or 2 pieces of luggage per 1.8 1,5 1.3 1,2 1,1
passenger (row width 1.2m).
3. High percentage of passengers using carts (row 2,3 1,9 1,7 1,6 1,5
width 1.4m).
4. 'Heavy' flights with 2 or more items per passenger 2,6 2,3 2,0 1,9 1,8
and a high percentage of passengers using carts
(row width 1.4m).
F9.2 PASSENGER BEHAVIOUR
Many factors, such as passenger behaviour patterns, cultural backgrounds, psychological
IATA requirements and passenger comfort can affect the space required in relation
time.
Airport to the occupancy
Capacity
Passengers don't necessarily use all the space available to them at certain key points in the
terminal
process, and they manage to secure a good level of space comfort even under congested
conditions,
unless they are prevented to do so by a physical constraint or the threat to lose their priority in the
queue. Figure F9.1 and F9.2 illustrate that point for 8 economy-class counters served by a single
Figure F9.1: A Queuing System not at Capacity

CQ
3

ft

50

T3T cos eoJ ■53 ~

5Õ5 ix& «t

In their attempt to maintain a comfort zone, passengers do not use all the space available for
queuing.
The number of passengers divided by the total area for queuing may represent a level of service
better than C but in reality passengers occupy the space for a good level of comfort and experience
a space level of service C.

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IATA Airport Development Reference Manual
Figure F9.2 (below) shows the situation when the system is congested. The passengers waiting in
the queuing space area do not squeeze in, thereby lowering their level of service, to make space for
the passengers waiting behind in the corridor. Instead, the queue tends to overflow. This behaviour
is consistent with research showing that humans tend to maintain a buffer zone to prevent the
chance
of intimate contact.
Figure F9.2: Queuing System Exceeding Capacity

C
cos ~ccg C
tos 63"

This observation regarding unconstrained environments has a practical application on determining

performance, capacity, level of service and requirements.

Figure. F9.4: Queuing at Check-In Based on Physical Characteristics

of
Passengers and a Maximum Queuing Time of 30 Minutes
Case
2

—s->->
*< *fr som;

an^aiili fornam,
jm& MJ^'aiD «D »* run
^amamjO
g°qm am^amgrj^ y

rti-^rr^-rWSi
Case
3

186
 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
E in
CD

3 CM CM
Corridor and Queue overflow
■
CO CM
E
IS

\jE5E
F9.2.1 Frontal Type Check-in Counters

Figure F9.6: Recommended Dimensions for Frontal Type Check-

In
Maximum Queuing Time of 30-35 Minutes
2.5 m
8.5

Processing[and ..Circulating _\_

E
| Queuing |
o

in

Building facade
f
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

Space (mVpax) Speed (m/s)
Airside — no carts 1,5 1,3
Public area after check-in — few carts 1,8 1,1
Departure before check-in — carts 2,3 0,9
IATA Airport Capacity

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 -w-
0

IBIBIBI BI ÉBIBIBIBIB
BIB
L=MAX*Qx0.9/#PCD L = Max#Q x LOS Standard / W
Where: Where:
MAX#Q is the maximum number of pax MAX#Q is the maximum number of pax
queuing queuing
#PCD is the number of passport control desks LOS Standard: see table F9.4
staffed (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 site-
specific 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
A B C D E
Passport Control (sqm) 1.4 1.2 1.0 0.8 0.6

F9.4 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

A B C D E
Maximum Occupancy rate 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

190
IATA Airport Capacity

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
A B C D E
Space standard (nf/occupant) 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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IATA Airport Development Reference Manual
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 I—
.1 I*'

h h
-
)
m

Baggage Claim

11.0 m 12.0 m

■- 18.0
i- 17.0 m

192
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.

Short to acceptable Acceptable to long

Check-in Economy 0 — 12 12 — 30
Check-in Business Class 0—3 3—5
Passport Control Inbound 0—7 7 — 15
Passport Control Outbound 0—5 5 — 10
Baggage Claim 0 — 12 12 — 18
Security 0—3 3—7

F9.9 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 10-
minute 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 well-
wishers/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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IATA 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 multi-
disciplinary
team including demand/capacity experts, operations personnel and users is recommended.
IATA Airport Capacity

F9.10 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.

197
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
sub-
system 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:

1
Peak 30-minute at check-in = PHP economy class x F1 x F2

Where:
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 periodShort-
haul 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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T- icoNc cDor ^^ -omocoDoi ^Ta- ac cMncoo-í-
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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 check-
in 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

201
 •
IATA Airport Development Reference Manual

Step B: Determine intermediate result S, using the chart.

MOT = 30 min
S = 31

150
I
140
130
120 MQT10
110
100 ^MQT 20
90
80 ^MQT 30
70 ^MQT 40
60
50 r
40
^
30 —

20 _ I
—
—----1-----
10 L
0
c
,I
1000

1200

1400

1600

1800

2000

2200

2400
1100

1300

1500

1700

1900

2100

2300

2500
100
200
300
400
500
600
700
800
900

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

202
IATA Airport Capacity

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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 IATA Airport Development Reference Manual

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.

204
Step C: Calculate the maximum number of passenger queuing (Max # Q)
assuming a single (bank) queue:

.. (MQT x #PCD x 60)

MaX#Q = i
-------------Pfjicd--------1

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 39 economy class desks are required and 15% of the
passengers travel business class.

Peak 10-minute demand = #CIY x x (1+%J)

Peak 10-minute demand = 39 x 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

d
Max # Q =
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 x (1 + %J)

Peak 10-minute demand = 39 x (^^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

209
IATA Airport Development Reference Manual

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.

210
IATA Airport Capacity
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 Maximum queuing time in minutes.
#PCD Number of passport control desks.
PTpca 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.

Y _ (2400 terminating passengers x 13)

X _
100

X = 312

S = 13 (see chart)

200 400 600 800 1000 1200 1400 1600 1800

2000

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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

212
IATA Airport Capacity

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."

213
Example

Assume 2375 terminating passengers, 80% of these passengers on wide-body aircraft and 20% on
narrow body aircraft.

Wide-body aircraft

(PHP x PWB x CDW)

BC
(60 x NWB)
=
(2400 x 80% x 45)
BC = 4.5 = 5 devices
(60 x 320)

Narrow-body aircraft

(PHP x PNB x CDN)

BC =
(60 x NNB)

D„ (2400 x 20% x 20) . _ _ . .

BC
= (60 x 100) = 1 6 = 2 deV,CeS
F9.10.7 Arrival Hall
The rule of thumb to determine the arrival hall space requirement for greeters and passengers,
excluding concessions, is:

AOV x PHP x VPP

A = SPP x
60

Where:
PHP = Peak hour number of terminating passengers.
AOP = Average occupancy time per passenger (minutes) or assume 5 minutes.
AOV = Average occupancy time per visitor (minutes) or assume 30 minutes.
SPP = Space required per person (m2) for level of service C or assume 2.0 m2.
VPP = 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.

216
IATA 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 air transport services implies that all facilities at an airport will remain
under constant pressure to expand. The problems associated with expansion are complicated by
the
fact that services must be provided to the maximum possible extent at times when the public
requires
them. This causes demand peaks in certain seasons of the year, on certain days of the week and
at certain hours of the day.
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

IATA Airport Development

While airports Reference
will continue to come Manual
under pressure to maximise their capacity potential, the aviation
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.

218
IATA Airport Capacity

F10.3 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
the schedules facilitator is unable to persuade t airlines to adjust their schedules in order to
cope with capacity limitations, the question ofch jf/ng the activity level of the airport to Level 3
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 Objective of Study Comments
Fire Strategy To determine the effectiveness of the Highly recommended. Useful to
Study fire strategy for the building. To use with a people movement
understand what could happen within simulation developed in parallel.
the building in a fire situation.
Heating and To understand the effectiveness of Optional. Useful to airport
Ventilation System the position of the heating and wishing to minimise long term
Design Study ventilation vents and the mass flow operational costs.
rates of the air and the resultant
temperature and water saturation
content.
Environmental The C02 emissions from heating, Recommended. Useful where
Impact Study ventilation and general power plants environmental issues are highly
can be assessed. Useful to sensitive.
understand the effect of de-icing
agents on the environment and in
particular local rivers.
Building Fabric The thermal performance of the Optional — Can produce useful
Performance building envelop can be assessed, energy saving design
Study taking account of the internal and modification options.
external air conditions surrounding
the building.

Figure F11-1: Example of CFD Fire and Smoke Propagation

Study

AIRSIDE

VE
PASSENGERNT
SMOKE MOVEMENT DATA
PROPAGATI OVERLAY
ON FROM
CFDSEPARATE
TYPICAL
PROFILE SIMULATION
STATISTICSAT
SAME
OBTAINABLE
FIRE TIME INTERVAL
SPOT TEMPERATUES
SOUR T1 ,T2,T3 ETC
CE 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).

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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

Type of Equipment IATA Length Width Area Height Turning
AHM (m) (m) (m) (m) Radius
Number (m)
Main Deck Loader 932 12.0 4.5 54.0 3.0 20.0
Lower Deck Loader 931 8.5 3.5 29.7 2.9 12.0
Transporter 969 6.5 3.5 22.8 1.5 5.5
Aircraft Tow Tractor (Wide 9.0 2.8 25.2 2.0 7.5
Body)
Aircraft Tow Tractor (Narrow 5.5 2.5 13.7 2.3 5.5
Body)
Pallet Dolley — Side Loading 966 4.5 2.6 11.7 3.0 5.5
(End Towing)
Pallet Dolley — End Loading 966 3.8 3.4 14.4 3.0 5.5
(Side Towing)
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 963 3.5 1.5 5.3 2.0 6.0
Belt Conveyor 925 7.5 2.0 15.0 1.0 7.6
Passenger Stairs (Wide Body) 920 10.0 2.5 25.0 4.0 12.2
Catering Truck (Wide Body) 927 9.0 2.5 22.5 4.0 12.2
Air Conditioning Unit 6.5 2.5 16.3 2.5 6.5
Lavatory Vehicle 971 6.5 2.5 16.3 2.2 6.5
Potable Water Vehicle 970 6.5 2.5 16.3 2.2 8.0
ULD Transport Semi-Trailer 960 16.0 2.5 40.0 4.0 9.0
(4 Pallet)
Tugs (Ramp Tractors) 968 2.5 1.3 6.5 1.7 2.5

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

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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 R1 R2 R3 R4 R5 R6
ANGLE INNER OUTER NOSE WING NOSE TAIL
GEAR GEAR GEAR TIP
(DEG) FT M FT M FT M FT M FT M FT M
30 122.4 37.3 164.8 50.2 168.8 51.5 253.0 77.1 177.4 54.1 207.4 63.2
35 97.2 29.6 139.6 42.5 147.7 45.0 228.1 69.5 157.7 48.1 186.1 56.7
40 77.6 23.7 120.0 36.6 132.3 40.3 208.8 63.7 143.6 43.8 170.3 51.9
45 61.7 18.8 104.1 31.7 120.7 36.8 193.3 58.9 133.2 40.6 158.0 48.2
50 48.4 14.7 90.8 27.7 111.8 34.1 180.2 54.9 125.3 38.2 148.3 45.2
55 36.8 11.2 79.2 24.2 104.8 32.0 169.0 51.5 119.3 36.4 140.4 42.8
60 26.7 8.1 69.1 21.0 99.5 30.3 169.1 48.5 114.7 35.0 133.9 40.8
65 17.5 5.3 59.9 18.2 95.3 29.0 150.2 45.8 111.1 33.9 128.3 39.1
70 (MAX) 9.0 2.7 51.4 15.7 92.1 28.1 142.0 43.3 108.5 33.1 123.7 37.7

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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 B747 B777 A340 A380 A380
Characteristic (400) (300) (600) (800) (900)
Aircraft Length (m) 70.7 73.9 75.3 72.7 79m
(Part Double (Single (Single (Full Double (Full Double
Deck) Deck) Deck) Deck) Deck)
Wingspan (m) 64.4 60.9 63.45 79.6m 79.8m
Height (m) 19.4 18.5 17.3 24.1m 24.1m
Passenger 421 386 380 555 656
Capacity (3 class
Configuration)
Ramp/Stand 385,400 340,194 365,009 562,000 602,000
Weight (Mass —
Kg) Maximum
Ramp
Airport Flight Operations Issues

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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.

Distance between taxiway center line

and runway center line (metres) Taxiway other than Aircraft
Code 1 Non-instrument runways center line aircraft stand
Letter Instrument runways to taxiway stand taxilane
Code number center line taxilane, center line
Code number (metres) center line to object
1 2 3
to object (metres)
2 3 4 (metres)
4
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)

A 82.5 82.5 - - 37.5 47.5 23.75 16.25 12

B 87 87 - - 42 52 - 33.5 21.5 16.5

C - - 168 - 93 44 26 24.5

D - - 176 176 101 101 66.5 40.5 36

E - - - 182.5 107.5 80 47.5 42.5

_ _
F 190 115 97.5 57.5 50.5

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:
• 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 in-
flight 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.

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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
IA TA recommends that airport planners review Flight
the airport Operations
planning Issues
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:
www.boeing.com
V

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.

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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:
• 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.

G2.3 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.

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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 over-
emphasised, 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.

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IATA Airport Flight Operations Issues
G2.5 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 multi-
aircraft 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.

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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 — Specified in Annex 14 as the International Standard until
January 1, 1995.
Regardless of the protection date of January 1, 1995, for VASIS and 3-bar VASIS, IATA
advocates the immediate installation of PAPI.
V___________________________________ . ___________________________>
IATA Airport Flight Operations Issues

SECTION G3: NON-VISUAL AIDS

G3.1 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
PANS-
OPS (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 over-
flying 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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G3.4 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 flight-
checked 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

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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:
Security@iata.org

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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 over-
all 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.
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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
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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.

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 • 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 Effect on a building Effect on load-
explosive using bearing
device from modern framed masonry
building construction
up to 5 Severe damage to facade, Total collapse
possible local collapse in some
buildings
5 — 10 Severe damage to facade, in Major collapse
some buildings local to bomb
10 — 15 Moderate damage to facade Damaged beyond repair
15 — 20 Minor damage to facade Serious damage (but
repairable)
20 — 30 Superficial damage Moderate damage

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 anti-
shatter
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 short-
or 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 check-
in 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 non-
sterile 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 Airport Development Reference
H2.12 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:

• 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

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--7
Airport Security
IAT
A 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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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).

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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.

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
H3.7 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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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:

• The package is less than 5mm thick.

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 • Vaccines and other perishable medical use items.

• A diplomatic bag.

IATA • Human remains and necessary packaging, if the shipper/consignor is Airport

director
a bona fide Security
funeral

and a copy of a death certificate has been examined.

H3.9 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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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 ........................................................................... 285

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CHAPTER I — AIRPORT ACCESS

SECTION 11: ROADS

11.1 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:

• 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.

• The percentage of passengers by type of vehicle (park and ride, kiss and ride, taxi, bus, rail,
water) to determine the transport mix.

• Meeters and greeters — which can be significant according to the local culture and customs.

• 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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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:

• Passengers.

• Private cars.

• Taxis.

• Shuttle and courtesy vehicles for hotels, car rental and car parks.

• Inter terminal shuttles.

• Public transport buses including group minibuses and charter/tour buses.

• Limousine services.

• Cargo and mail.

• Light vans, pickup trucks and trailer trucks.

• Airline and airport personnel.

• 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).

• Airport service vehicles.

It also needs to satisfy certain basic criteria:

• Basic planning requirements for landside roads.

• 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).

• 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.

• 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.

• Main through roads should bypass the road along the face of the terminal building.

• 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.

• There should be no access to the apron, taxiways or runways from public roads.
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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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IATA Airport Development Reference Manual
• The use of private cars airside should be restricted.

• 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:

• Behind the aircraft.

• 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
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.
11.5.2 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
on-
airport 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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ÈATA Airport Development Reference Manual

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
<4.6m. The upper limit of 4.6m should be observed where airside vehicles are to travel beneath
sections of the terminal building or pier or beneath the link bridges connecting the passenger
boarding bridges rotundas with the terminal/pier infrastructure. 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:

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IATA Airport Access

SECTION 12: RAIL

12.1 GENERAL CONSIDERATIONS

In the planning stage, a full analysis of the airport rail 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 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 rail 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 rail 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

I2.2 TYPOLOGY

There are several different types of rail access:

• Metro rail.

• High speed dedicated.

• Regional and national.

• Light rail.

The characteristics of each type should be reviewed to decide which is best for the transfer
processes
in hand. Each type has evolved to meet local requirements.

12.2.1 Metro Rail System

The most common types of metro rail system are the subway, metro extension or station on a local
commuter network. These are particularly good for employee access (because they are usually part
of a network serving residential areas, and because the fare structure is geared to frequent
travellers).
An advantage to the railway operator is that many employees — and air passengers — travel out of
or against the local peaks and therefore make good use of the spare capacity inherent in a
commuter
operation.

However some North American variants of commuter rail only have a few peak trips in the peak
direction only. Clearly this is unsuited to airport traffic and an expansion of service (to both
directions,
reverse commute, and trips throughout the day) would be required.

This type is less good for air passengers — especially those travelling long haul, with much
baggage.
There may not be appropriate accommodation on the trains, and the airport needs to be alert for
problems and to be ready to liaise if necessary with the transport provider. There is a need for

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12.2.2 High Speed Dedicated

The most popular type among passengers is the high quality dedicated airport express. There are
about a dozen of these around the world, characterised by high speed limited stop services, and
trains with a business class ambience and purpose built luggage accommodation. In some cases
these provide in-town check-in. Many make a commitment to punctuality and reliability, with a
scheme
offering compensation for delays. In a number of cases, the timetable is such that there is always a
train waiting for passengers — they can wait for departure in the train rather than on the platform.

12.2.3 Regional

A regional rail service is valuable for increasing the airport catchment area as it can feed in traffic
from nearby towns and cities. Frequency may be an issue, especially at hub airports; because trains
serve a larger market than the airport, timings may not suit the classic hub and spoke operation with
waves of inbound and outbound connecting flights.
-

12.2.4 Light Rail

Light rail is increasingly becoming a solution to the airport access problem, although as with
suburban
and metro systems it is more suited to employees than air passengers due to the types of rail
carriages
provided and their ability to deal with cumbersome baggage. However those passengers with only
hand baggage especially may find its penetration into the conurbation valuable.
12.3 GEOGRAPHY AND ECONOMICS

All types of rail access require investment plus the correct geography. If a rail line runs nearby, how
easy would it be to connect it to the airport? If there is not an existing railway nearby, how can rail
best be used to access the conurbation centre? New construction is costly and significant new build
would require either a large airport or long distances from the centre (where the speed advantage is
most beneficial) to justify the outlay. But when built, it can be highly attractive — rail has a better
image than bus and is therefore more efficient in changing modal share. A key lesson is that it
needs
to go where people want to go — although if the airport is big enough and the service good enough,
commercial development will be attracted to the city terminal area, making it a destination in its own
right.

The economic viability of different types of public transport — bus, light and heavy rail — will vary
with the size of the market, local transportation policy and the nature of the market:

• If the majority of users live locally, for example, they will be more likely to know about the
public
transport alternatives but are more likely to have a car available.

• If the majority are inbound tourists they will not have a car available.

• If the majority are on inclusive tours, they are more likely to have buses pre-arranged for
onward
travel.

The potential market share for public transport can be as high as 50%, although this needs
dedication
and excellence — not least in marketing. Travel time on a dedicated high speed link can be
significantly
 Airport Access

12.4 SYSTEM CHARACTERISTICS

There are a number of characteristics which airport planners should consider for the implementation
of train systems. The assessment of the following characteristics should include:
(i) The number of vehicles or carriages required to process the demand,
(ii) The speed and frequency of the train operations required to meet the demand,
(iii) Track and signal operating limitations,
(iv) Compatibility with other train operating and station systems,

(v) Operational flexibility of the train operating systems,

(vi) Technology suitability.

12.4.1 Airport Station Characteristics

The location of the station(s) to serve the airport is important, especially if there is more than one
terminal. If there is more than one station, there is a need for good signage and communications;
although the railway can then be used for inter-terminal transport. Stations for cargo, maintenance,
sightseeing or hotel areas are all possible, according to geography and demand. Here above all
future expansion plans need to be borne in mind to ensure that the station — a relatively fixed point
— will not be rendered out of date (or at least to ensure that the railway can continue to serve the
airport efficiently).

When planning the station, there is a need to consider the capacity of the access system. Provision
for change of level needs to be appropriate for the numbers likely to be using them — the likely
volumes of passengers and baggage from peak trains.
Facilities include:
• Baggage trolleys. This can be an issue between the railway and airport. For understandable
safety reasons, train companies prefer those where the brake is on unless released by a user.
Many airports prefer those where the user is actually required to apply the brake when
necessary.
• Accommodation for change of level can include moving walkways, although here and on
escalators
trolley policy needs to be considered. Convenience and safety need to be balanced.
Lifts/elevators
are valuable especially for those with reduced mobility: they need to be designed to carry a
stretcher if necessary. Ideally a choice should be provided — some people are claustrophobic
in lifts.
• Check-in, away from the platforms but on the natural route from the platforms to the
terminals,
is valuable. It will facilitate passenger circulation and relieve stress by disencumbering them of
their bags as early as possible. It reduces the need for trolleys and for circulation space on the
route to the terminals, and may even reduce the need for check-in space in the terminals.
• ln-town check-in — and in-town check-out — needs to be considered for the downtown
terminal
or at major interchanges. The facilities can range from self-service machines for those with just
hand baggage via baggage drop systems, to full hold baggage check-in. Although these
alternatives are popular among passengers, so far the economic case for them has been difficult
to make. Everyone benefits, but matching the flow of costs and the flow of benefits can be

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12.5 GOOD PRACTICE
Good examples are in Madrid and Stuttgart (subway/metro); Heathrow, Oslo, Stockholm, Hong
Kong
and Kuala Lumpur (high speed dedicated); Frankfurt and Paris Roissy-Charles de Gaulle (high
speed
network); Zurich, Geneve and Southampton (regional); and Portland (Oregon), Baltimore-
Washington
International and Bremen (light rail).
Many high speed dedicated services charge a premium fare to reflect the premium product they are
providing. There is little significant customer resistance to this, especially if there is a choice of rail
service and especially if the airport has a high proportion of business users (who value their time
highly). A premium fare for a non-premium service — cashing in on a captive market — does lead
to customer resentment and resistance.
Except in special cases (code-sharing, and airports with limited numbers of flights) it is not generally
worthwhile attempting to co-ordinate flight times with train times. There is an unpredictable amount
of time between the scheduled flight arrival time and arriving passengers finding the train — flights
can arrive early or late, and the need to reclaim baggage and complete arrival formalities are key
factors. It is better to provide good information and a frequent service — at least hourly for regional
and high speed network, every 1 0 — 1 5 minutes for high speed dedicated and more frequent still
for metro, suburban and light rail.

12.6 CARGO AND RAIL

The scope for the use of rail for air cargo varies. Rail is well suited to carrying high bulk, low value
products like building materials — and most airports are building sites.
Rail is valuable for bringing in fuel, where the choice is often between a pipeline (highly capital
intensive but with low running costs) and a railway (lower capital cost, higher running cost).
The use for pure air cargo is more complex. There have been few successes, usually where air
cargo
and domestic cargo can be consolidated on a single train. There is rarely enough air cargo between
two points to cover the costs of a dedicated rail service: it needs to be combined and this tends to
need the skills of a consolidator.

12.7 OBJECTIVES AND BENEFITS

A good rail system will ease the journeys of passengers and employees, will reduce traffic on
IATA Airport Access

12.8 IATA RECOMMENDATIONS

I2.IR1 Sound Business and Environmental Case

The investment needed to provide dedicated airport rail provision can be very substantial. The
business case should consider:
• Cosf to the airport to provide the rail system.
• Cost to the airport not to provide the rail system.
• Public perception of the usefulness of the rail infrastructure proposed
;» State of readiness from competing taxi and bus infrastructure and degree of market sales
share likely.
• Assessment of travel times for all comparative modes of transport during normal and peak
times.
The environmental impact of providing or not providing a rait system should be evaluated. The
effects to the local community in either situation should be established and informed decisions
made accordingly.

I2.IR2 Complimentary Services

The rail services proposed and provided should compliment airline short and long haul
operations.
Their should be no commercial conflict of interests on high speed long distance rail provisions
serving the airport. )

.IR Promotion of Pail Services over Conventional Modes of Transport

Rail services should aim to attract staff and the travelling public by providing both cost effective
and (^gyenient travel to and from airport facilities through the operational day and night period.
J

12.IR4 Integrated Approach

Designers should provide rail facilities that:
• Have the capability with further investment in some cases to meet the operational
requirements
of the airport for the next 30 years.
'eet the needs of the passengers and the local community on opening.
• Offer in-town or remote hotel check-in coordination, providing mechanisms, systems and
railway carriages dedicated for moving and handling passenger check-in baggage and hand
cabin sized baggage.
• Design systems which interact with one another thereby providing passengers seamless
transition from the rail system to the airport environment.

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IATA Airport Development Reference Manual

SECTION 13: INTERMODALITY AND AIRPORT ACCESS

13.1 PRINCIPLE OF INTERMODAL TRAVEL

Passenger and staff travel via car to the airport is both attractive and convenient. Intermodal travel,
which in this context means the principle of using one or more modes of transport to supplement the
single mode of vehicular transport travel to and from the airport complex, is actively promoted by
IATA. It is advantageous to the short and long term aspirations of airports to progress plans of
intermodal travel, since it offers the airport complex the following advantages:
• Passenger and staff car parking facilities become far less onerous in size and complexity.
• Traffic congestion and therefore road infrastructure can be correspondingly downsized.
• The resulting volume of road traffic and the environment impacted upon is lessened.
• Car parking road space saved can be used for expansion plans by the airport operator.

13.1.1 Incentives Schemes

It is difficult to change the mindset of passengers and staff, who often own expensive cars, to forego
the convenience of their own vehicles for multiple modes of public transport to get to and from the
airport. Clearly, to make this change viable, certain incentives should be made as a policy for the
travelling staff and public:

• Staff traveling at peak times could be offered discounted rail travel as an incentive.
• Staff which sign up to airport managed car sharing schemes could be given priority parking
positions closer to the airport. Care is needed with these schemes to ensure that vehicles have
the correct level of maintenance and insurance coverage.
• Passengers could be offered total door to door services with the use of integrated taxi and train
ticket packages.

13.1.2 Disincentive Schemes

Similarly, to make this change viable, certain disincentives should also be made policy for staff
travelling to and from the airport complex:
• Passenger parking rates can be raised (though there are realistic limits to this, as high rates
can
ultimately deter passenger from travelling via aircraft).
• Staff car parks can be located on the airport perimeter, rather than close to passenger short and
long term car parks, with bus links to the terminal.

• Staff APM car parking facilities can be offered to staff, but only with a payment.
• Other bonus schemes can be developed providing staff with a financial incentive to leave the
APM car at home.

13.1.3 Developing an Intermodal Strategy

The airport operator must work with the local community, as well as with local transport companies
that
support the operational airport, to ensure together that a network and fare structure is
advantageous to
staff and passengers.

The key attributes of well developed intermodal airport strategies can include:
iata
Airport Access

• Total commuter and passenger travel solutions — the door-to-door approach.

• Optimization of all resources and facilities.
• A strategy than aligns with the masterplan aspirations for the developing and expanding airport
operation
.
13.2 FERRY AND JETFOIL SERVICES
This is valuable for airport access where water exists and where the geography is favourable. There
is often little congestion and it is a popular way to get around — especially with tourists. Boats, ferries
and hovercraft are even efficient for crossing estuaries or significant volumes of water. It is important
to include and consider all potential modes of transport to and from the airport and, where facets of
the airport perimeter are waterways, the use of these facilities can be a favourable option for
reducing
road and rail traffic.
Since ferry and jetfoil services require little infrastructure and no track, they are often a cheaper
alternative to rail or road provision but should not be considered as options on there own. The effects
of tides, adverse currents and weather can have a negative affect on services, and supplementary
road and rail access provisions should be the primary mode of transport, especially for airports where
passenger traffic exceeds 1 MPPA.
Ferry and Jetfoil services should be co-ordinated and controlled by harbour masters and suitable
water navigational services, incorporating equipment to aid safe travel to and from the airport
complex.

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IATA Airport Development Reference Manual

Figure 13-1: Current Modal Split at Various International

Distance Train Journey Rank Ml pass Est Mod plltfn%: Car Total pk
Aiiport to center link time freqrhr 2001 2005 Rail Bus | Taxi | Car | Parks spâcos
km rrtn
Europe
Amsterdam 15 yes 10 4 7,685,00 9,000,00 33% 4% 16% 46 3 29,900
Brussels 12 yes 20 4 0
2,342,81 0 13% 2% 20% %
54 11% 6 9,900
Copenhagen 8 yes 12 6 6
3,000,00 3,500,00 37% 4% 33% %
26 13 6,550
Frankfurt 15 yes 10 4to6 0
3,076,00 0 27% 6% 19% %
47 2 36,500
LondonGtw 45 yes 30 4 0 21% 9% 17% %
50 3% 4 27,000
London Hrw 24 yes 16 4 8,800,00 22% 12 26% %
39 1% 9 18,220
Madrid 13 yes 12 12 0
4,000,00 6,000,00 14% %
7% 40% %
33 6% 13 15,217
Manchester 15 yes 13 6 0
1,350,00 0
2,200,00 6% 11 28% %
55 10 17,461
Munich 30 yes 40 6 0 0 28% %
7% 12% %
53 37 31,500
Paris CDG 27 yes 29 4 9,548,24 9,600,00 20% 10 37% %
30 7 15,970
Paris CRY 14 yes 34 5 8
2,945,40 0 13% %
16 27% %
43 7 14,891
Rome 25 yes 35 15 1 27% %
5% 32% %
36 16,500
Stockholm 35 yes 20 4 2,500,00 2,500,00 15% 17 16% %
27 25% 5 16,000
Zurich 11 yes 10 12 0
7,000,00 0
8,000,00 4200 %
5% 10% %
40 3% 7 20,000
0 0 % %
North
Atlanta 18 yes 15 15 12 6% 52 30% 5
Baltimore 23 yes 34 3 283,660 379,860 1% %
14 7% %
77 1% 9 25,400
Chicago ORD 29 yes 45 6 4% %
8% 21% %
65 5 43,127
and rati no 0% 1% %
96 2 11,500
Dallas 28 no 33 12% %
55 20 31,100
Denver 35 no 40 %
25 5% %
70 5 27,400
Honolulu 6 no %
5% 10% %
80 5% 15 7,600
Las Vegas 3 no 10 50% %
40 4 12,868
Los Angeles 24 yes 45 12 0% %
16 13% %
71 25,653
Marri 11 no 20 0% %
21 23% %
56 2 7,650
Mnreapdis 9 no %
9% 10% %
81 5 16,800
Newark 26 yes 40 4 290,000 6% 4% 29% %
60 1% 8 20.000
NY JFK 24 yes 60 4 800,000 3,800,00 2% 8% 42% %
46 2% 8 12000
NY Laguardia 15 no 0 7% 52% %
41 8 10,400
Orlando 15 no 23 8% %
69 6 18,800
SanFrandsco 20 no 28 %
8% 11% %
51 30% 536
Seattle 19 no 1% 3% %
58 38% 1 11,232
Toronto 27 no 14 32% %
54 4 14788
% %
) ' ' ~mm

Bangkok 24 yes 3 9,024

Beijing 25 no 34 35% 31 1 5,616
Hong Kong 34 yes 23 6 %
24% 33 %
15% 28 5 4,200
Osaka 38 29 10 15,000,0 %
44% 14 %
40 5,553
Seoul 17 yes 55 3 00
6,502,12 30% %
35 6% %29 7 6,460
Sydney 8 yes 10 6to12 4 %
8% 18 %
16% 51 7% 5 7,573
Tokyo HND 20 yes 16 20 % %
Tokyo NRT 66 yes 60 7,400,00 25 8,405
0

| Mexico City 10 | yes | 15 5 | 10% I 15%| 25%| 50%| | 4 | 5,902

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IATA Airport Access

13.3 INTERFACES

13.3.1 Cars Buses And Taxis

Private cars, taxis and buses will need to interface with the terminals at the curbside. A major issue
is curbside capacity and the potential for congestion, as well as the avoidance of queues and
accidents.
The following curbside facilities should be provided at the terminal complex:
• Departure passengers drop off — temporary stop, offload and go areas for cars and taxis.
• Departures passengers drop off — accommodating park and ride bus schemes.
• Arriving passengers pick up — temporary stop on load and go areas for cars and taxis.
• Arriving passengers pick up — accommodating park and ride bus schemes.
It is essential that signage is clear to all passengers and that simple routes to and from the areas
dedicated to the above functions are adequately sized and positioned. Buses usually use fixed
stopping points: there is a need to ensure that these are reasonably convenient for terminals.
It is advantageous to accommodate taxi standby parking remotely (off airport) and provide a
dedicated
holding area for taxis so that the terminal complex does not become congested with competing taxi
traffic. Taxis can be controlled into the airport complex by on-demand flow management processes.
This ensures the taxi areas are adequately supplied with taxis at the correct time and that all taxi
companies with licences to operate at the private airport have equal opportunity to pick up fares.
The
I3.4 IATA RECOMMENDATIONS

I3.IR1 Intermodality Strategy

Airport Planners md operators shouldWevelop co-ordinated intermodality stiategy plans. These
should present the opportunity to reduce normal road traffic by no less than 10% if implemented
successfully, which should be the objective.

13.162 Taxi Processes

Airport Planners and operators should consider the provision of coordinated taxi flow
monitoring^
schemes, ensunng that unused taxis are held in rank on the airport perimeter rather man
adjacent
to the airport terminal itself. Taxis should be called from a taxi rank on the airport perimeter,

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IATA Airport Development Reference Manual
 IAT
A
Chapter J — Passenger Terminal
Section J1: Outline of Principle Functions
J1.1 General Introduction............................................................................... 289
J 1.2 Terminal Concept..................................................................................... 290
J 1.3 Major Functional Areas ........................................................................... 293
J 1.4 IATA Recommendations ......................................................................... 300
Section J2: Categories of Passenger Terminal
J2.1 Centralized vs. Decentralised Facilities .................................................. 301
J2.2 Description of Terminal Concepts............................................................ 304
J2.3 Processing Levels .................................................................................... 315
J2.4 Design and Construction.......................................................................... 316
J2.5 IATA Recommendations .......................................................................... 317
Section J3: Small Airport Terminals
J3.1 Small Airport Terminals Overview .......................................................... 318
J3.2 Terminal Space & Functionality............................................................... 319
J3.3 Development of Small Airports ............................................................... 319
J3.4 IATA Recommendations .......................................................................... 319

Section J4: Common Systems CUTE & CUSS

J4.1 Automated Passenger Processing........................................................... 320
J4.2 CUTE........................................................................................................ 320
J4.3 CUSS ....................................................................................................... 323
J4.4 IATA Recommendations .......................................................................... 324
Section J5: Airline Communications Networks
J5.1 Internet Connectivity ............................................................................. 325
J5.2 Shared Extranet Connectivity ................................................................. 326
J5.3 Integrated Wide Area Networks (WAN) & Local Area Networks (LAN) .... 326
J5.4 CUTE Type Systems Connectivity............................................................. 328
J5.5 Wireless Communications......................................................................... 329
J5.6 IATA Recommended Practice................................................................... 330

Section J6: Passenger Processing Facilities Planning

J6.1 Passenger Flows..................................................................................... 331
J6.2 Flow Routes ............................................................................................ 335
J6.3 IATA Recommendations .......................................................................... 339

Section J7: Concession Planning

J7.1 Public Terminal Retail Concession Service Areas ................................... 340
J7.2 Location of Retail Facilities ..................................................................... 341
J7.3 Sizing Retail Concessions ......................................................................... 342
J7.4 Concession Servicing & Storage ............................................................. 343
J7.5 IATA Recommendations .......................................................................... 343

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Section J8: Maintenance

J8.1 ICAO Requirements ................................................................................ 344
J8.2 Preventative Maintenance Strategies ................................................... 345
J8.3 Typical Structural / Infrastructure Faults................................................... 346
J8.4 IATA Recommendations .......................................................................... 347
Section J9: Check-In
J9.1 General................................................................................................... 348
J9.2 Typical Check-In Concepts ....................................................................... 348
J9.3 Check-In Hall............................................................................................ 349
J9.4 Check-In Counter Design.......................................................................... 351
J9.5 IATA Recommendations .......................................................................... 355
Section J10: People Mover Systems
J 10.1 Automated People Movers (APM) ........................................................ 356
J10.2 APM Applications at Airports ................................................................. 357
J 10.3 APM Planning Considerations ................................................................ 358
J10.4 Level of Service Criteria......................................................................... 358
J10.5 Type of APM Car Occupants.................................................................... 358
J 10.6 APM Car Occupancy Demand................................................................ 359
J 10.7 Characteristics of APM Car Occupants ................................................. 359
J10.8 APM Configurations/Operational Modes.................................................. 359
J10.9 APM Technologies ................................................................................. 360
J10.10 APM System Integration Into Facilities.................................................... 360
J10.11 IATA Recommendations ....................................................................... 361
Section J11: Passenger Boarding Bridges
J 11.1 Objectives of Passenger Boarding Bridges .......................................... 362
J11.2 Types of Passenger Boarding Bridge...................................................... 363
J11.3 The Rotunda/Link Bridge/Emergency Escape.......................................... 364
J11.4 The Telescopic Tunnel Slope .................................................................. 366
J11.5 Stand Setting Out Configurations ......................................................... 367
J11.6 The Apron Slope Effect........................................................................... 367
J11.7 IATA Recommendations ........................................................................ 368
Section J12: Signage
J 12.1 General Signage Philosophy: Overview .............................................. 370
J12.2 Principles............................................................................................... 371
J12.3 Wayfinding.............................................................................................. 373
J12.4 Electronic Visual Information Systems (EVIDS) ..................................... 374
J 12.5 Types of EVIDS ..................................................................................... 376
J 12.6 Types of Display Technologies............................................................... 378
J12.7 Reference Documents .......................................................................... 380
J 12.8 IATA Recommendations ....................................................................... 380

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IAT
A
CHAPTER J — PASSENGER TERMINAL

SECTION J1: OUTLINE OF PRINCIPLE FUNCTIONS

J1.1 GENERAL INTRODUCTION

The main objective of this chapter is to identify the principal considerations in planning the
passenger
terminal complex, to describe the factors which can impact on the passenger experience and level
of service provided, and to offer criteria and terms for evaluation of the inputs necessary for the
planning process.
The terminal building, and its surrounding apron, is the primary processing interface that lies
between
the various modes of surface access and airside infrastructure systems; i.e. taxiways and runways.
The level of satisfaction gained while passing through the structure when departing, transferring or
arriving will, to a large extent, impact on the willingness of the passenger to repeat the experience
of flying through that country and airport again. The experience gained will also in part influence the
passenger's view of the airline flown, as the two are inextricably linked.
From a passenger's viewpoint, base expectations rarely exceed the provision of quick, easy and
comfortable transfers from one point in the terminal to another. Building aesthetics, while important,
are just one of many factors that have secondary influence on the overall terminal experience.
To the airline the terminal building is a much more complex facility. The speed in which their
passengers
are processed is fundamental to their overall operational effectiveness. While airlines can control
delays attributable to check-in and (to some extent) on time departures and arrivals, they must also
be prepared for any possible variance with respect to passenger processing at customs and
passport
control.
The behind-the-scenes baggage-handling capabilities also influence an airline's ability to provide
adequate levels of service to its passengers. Baggage that does not travel in tandem with the
passenger is an expensive fault to rectify. Central to all of this is the need to keep aircraft ground-
time to a safe and workable minimum.
To many airport authorities the terminal building is the vehicle by which they can extract valued
revenue from the airport users; namely the airlines and their passengers. While the airlines
recognise
and accept that a degree of commercialisation is required, particularly if this is implemented within
a 'single till' user charges framework, they have difficulty in coming to terms with facilities that have
the ability to adversely impact on the efficiency or effectiveness of their routine operations, or that
detract from the airport level of service anticipated by their passengers.
Finally, to many consultants and airport authorities, the terminal building can be viewed as an

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J1.2 TERMINAL CONCEPT

IATABasic
J1.2.1 Airport Development
Considerations Reference Manual
The design of passenger terminals must be related closely to the runway/taxiway system, apron
configuration and the airport access system. The requirements of the major airline users should be
fully understood. The base carrier and/or airline alliance group strategies should be equally
evaluated
and considered. This will play an important role in the layout and flexibility of the airport terminal
building. The types and category of aircraft that can be accommodated by the runway system will
dictate the permissible terminal concept layouts. The terminal concept will also relate closely to the
type of airline and passenger business markets proposing to use the facility.
The overall extent and location of the terminal building will be governed by the ultimate
development
potential of the airport, as contained within the airport's master plan. The size of the individual
phases
leading up to the ultimate development stage is determined through an analysis of the schedules of
all
the airlines serving the airport, their annual movements, the average passenger per aircraft
movement
measurement and the resultant total peak hour flows for departing, transfer and arriving
passengers.
As developed further in this chapter, certain basic criteria should be observed in the planning of
passenger terminals and the selection of a terminal concept. The criteria include those
considerations
outlined below.

J1.2.1.1 Building Sub-systems

The passenger terminal complex should be considered as a series of interconnected subsystems,
each capable of expansion when demand dictates. These are:
• The main passenger processor. For departing passengers this comprises the departures
concourse and main check-in areas. For arriving passengers this comprises the baggage
reclaim
and arrivals concourse areas.
• Outbound and inbound government inspection services (passport control, security checks,
health
checks & customs control).
• Primary & centralised holding areas; i.e. the main departure lounge.
• Secondary & dispersed holding areas; i.e. finger piers and/or satellites containing gate hold
rooms.
• Concession areas: both land-side and airside.

J1.2.1.2 Modularity & Expandability

A modular design philosophy is required such that capacity enhancements can be easily added to

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Passenger Terminal

J1.2.1.3 Wayfinding and Passenger Orientation

Following from the previous criteria, it is important to mention the difficulties that can be experienced
by passengers when they're presented with multiple choices in terms of the directions to be taken.
In order to simplify the process as much as possible, the number of choices available needs to be
reduced to an absolute minimum; e.g. one passenger terminal complex. In this way passengers and
their meeters and greeters have no alternatives to choose from. Consider the difficulties inherent in
facilities where passengers have multiple terminal departure variables to choose from at a single
airport.
Passenger orientation within the terminal can be greatly enhanced by adopting a transparent building
philosophy. There is no simpler way to orientate passengers than to allow them to see their final
terminal destination. For departing or transfer passengers this means partial or unobstructed views
of aircraft. For arriving passengers this means sight lines towards land-side surface access systems
and/or meeter/greeter areas. The clear glass approach can only be applauded in this respect.
Passengers can be effectively led from one area to another through the passenger handling process
without the need for extensive and expensive signage systems. Directional information should only
be needed to support ancillary facilities that may be away from the primary, clearly evident circulation
routes; i.e. to information/transfer counters, to CIP lounges, to toilets and associated support
functions,
etc.
Passengers should not be subjected to changes in direction greater than 90 degrees and should not
be made to perform repeated 90 degree turns within a short distance. In no instance should
passengers
J1.2.1.4 Passenger Cross-flows
Situations where passenger flow routes cross should be avoided, as these will cause confusion
and,
in instances where disabled or assisted vehicular passenger transfers are also present, may be
dangerous as well.
J1.2.1.5 Compatibility & Flexibility
Gate hold rooms in piers and satellites should be sized to accommodate the largest aircraft
envisaged
to be handled on the apron. Parking positions and particularly contact stands for aircraft should be
designed with built-in flexibility to accommodate larger future generation aircraft. Current longer
length
variants such as the B737-900, A340-600 and B777-300 need to be considered.
Piers and satellites should have expansion zones reserved in order to allow for this degree of
flexibility.

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JT.2.1.6 Short Travel Distances

The distances between aircraft for transfers, and between differing modes of surface access
systems
and aircraft for both departing and arriving passengers, should be kept to a minimum. Distances in
excess of 300 metres should be provided with moving walkways.
At all times where departing and arriving passengers are with hold baggage they should be
provided
with assistance in the form of baggage trolleys. Terminal systems (lifts, escalators and moving
walkways) should permit passenger movement without the need to off-load and reload trolleys
when
changing levels. They should also permit other passengers to overtake, with or without baggage
trolleys.
On the airside of the passenger terminal complex, baggage trolleys should be smaller, more user
friendly and reflect the need to only carry permitted cabin baggage. They should be capable of
being
accommodated within all concession outlets.
Passenger flow routes should not be deliberately manipulated such that they are redirected through
concession areas, especially when shorter, more direct routes are possible. Passengers who wish
to make quick, easy and direct routings through terminals should be allowed to do so. Dedicated
fast-track procedures, especially for premium traffic, may be warranted.

J1.2.1.7 Minimal Level Changes

If possible, departing and arriving passengers should not be required to change levels. If changes
are required then these should be limited to a single level.
In extreme cases, where difficult site conditions, existing operations or building structures leave no
alternative, then multiple level changes are certainly required and should be achieved by unbroken
escalators. Multiple escalators deliberately designed and configured to route passengers through
concession areas should not be viewed as good practice.

J1.2.1.8 Safe and Secure Environment

Passengers transferring between aircraft or beginning or ending their journey, should at all times be
visible and monitored within a controlled, safe and secure environment.
Parking structures and bus and rail interchange stations should be well lit, with short, direct, easily-
observed links to terminal buildings. Payment areas and/or cash dispensing outlets should be easily
recognised and be located within the main terminal building. Remote and isolated payment stations
should not be considered.

J1.2.1.9 Cost Effective Design Solutions

Capital expenditure proposals to extend or construct new passenger terminal facilities should be
substantiated by a business case and cost benefit analysis that has been vetted and agreed with
the
users. The business case must demonstrate clear benefits in terms of increased capacity to satisfy
existing and projected demand and improved operational efficiency that result in cost savings to the
user.
As outlined in section J1.2.1.2., it would be preferred if new construction could be viewed as an
additional module to be added to an existing but expandable operational system. Design,
management
and construction costs should be minimised by adopting a repetitive, low risk approach which
should
not adversely impact on existing airline operations. Expensive, above-average cost solutions with
unique architectural fixtures and fittings or engineering features should be avoided. Simple,

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J1.2.1.10 Passenger Segregation

When developing plans for expanded terminal capacity, either through an extension to an existing
facility or construction of a new terminal area, the requirement to physically separate non-secure
arriving and transfer passengers from departing security screened passengers must be taken into
consideration.
This is particularly important where piers and satellites (that achieve segregation by positioning
arriving
and departing passengers on separate levels) also afford the opportunity to airport authorities to
achieve a high degree of flexibility — especially when needing to serve different markets and/or
percentages of traffic types at differing times of the same day.
For more detailed information on passenger security and screening considerations, please refer to
Chapters H and K in this manual.

J1.2.1.11 Centralisation
In the process of planning a terminal concept, airport authorities and/or their consultants must
determine the degree of centralisation of the processing activity required, or the degree that can be
accommodated by the base carrier, alliance partnerships and other carriers.
In centralised concepts all the major components — including surface access systems, passenger
processing and baggage handling systems — are all located in a single passenger terminal
complex,
independent of any particular traffic segment. In this type of configuration airlines and alliances can
avoid unnecessary duplication of activities, common facilities can be shared and associated CAPEX
and level-of-user charges can therefore be reduced.
As the degree of centralisation decreases the individual components become more dispersed, with
functions spread out over a number of self-contained centres. In a completely decentralised
J1.3 MAJOR FUNCTIONAL AREAS

J1.3.1 Curb
(See Chapter Q for details).

J1.3.2 Departures Concourse or Check-in Hall

The departures concourse consists of various public and non-public areas. These include
circulation
and waiting areas, public facilities, airline ticket sales & service counters and check-in facilities
(passenger and baggage).

J1.3.2.1 Circulation and Waiting Areas

The circulation and waiting areas extend from the front facade of the terminal up to the front of, or
in some cases immediately behind, the check-in facilities. The total area includes a general
circulation
area parallel to the facade, a public seating area, a queuing area for passengers in front of the
check-
in counters, and an additional passenger circulation area either in front of or behind the check-in
counters depending upon the actual check-in counter layout (linear or pass-through). This area
should
be completely open so that passengers arriving through the entrance doors have an unobstructed
view of the check-in area and can easily locate where they should proceed for check-in. In an ideal

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J1.3.2.2 Public Facilities
Public facilities include the concessions, telephones, airport information desks, toilets, etc. Such
facilities should be located in areas which are not contiguous to the check-in facilities, in order to
IATA Airport
promote Development
the most Reference
efficient and uniform Manual
utilisation of the concourse areas. This policy will also assist
planners in expanding the check-in hall by adding further modules to either side of the check-in
area.
In countries with high visitor-to-passenger ratios, appropriate arrangements should be provided to
prevent the non-travelling public from approaching the check-in facilities. Directional and information
signage should be prominently located in the public areas.

J1.3.2.3 Airline Ticket Sales and Service Counters

Ticket sales and service counters are required for passengers who have not purchased tickets prior
to arrival at the airport, and for passengers who wish to change reservations, flight class or pay for
excess baggage. Such counters should be orientated along the normal line of passenger flow, but
without inhibiting the flow of passengers at check-in. A good location for ticket sales and service
counters is parallel to the front facade of the terminal between the entrance doorways, and on the
same level within the terminal as the main check-in counter concourse. Unlike common check-in
counters, airlines usually require their own dedicated ticket sales and service counters. These
counters
provide each airline with a sales presence in the terminal.

J1.3.2.4 Check-in Facilities

For maximum flexibility, space should be allocated for two inter-linked take-away belts within each
check-in island. Each belt should be capable of supporting up to 20 desks (maximum). The two
reversible belts should be linked by means of a 180-degree turn, thereby providing maximum
flexibility
and a high degree of redundancy (should feed conveyors with the BHS fail or be off-line for
maintenance
or repair).
Check-in facilities should also take into account the needs of passengers travelling on e-tickets.
Self-
service counters need to be conveniently located, with some requiring direct feeds for self tagged
bags onto baggage conveyors. See sections J9 and U2 for further details.

J1.3.2.5 Airline Offices

Airline passenger processing support offices are required in close proximity to the check-in area.
The
amount of space required by each airline and/or handling agency will vary depending upon such
factors as the volume of traffic or the type of handling service performed. Airlines will also require
additional administrative offices, which may be located in other areas of the terminal but with
convenient
access to the passenger processing areas. Airline support offices are also required in the airside
concourses close to their aircraft operation areas.

J1.3.2.6 Special Facilities

Special facilities may be required, depending on the kind of traffic. These may include but not be
limited to:

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J1.3.2.7 Area Requirements

Area requirements for circulation, queuing and waiting and for the various facilities within the
departure
concourse are influenced by the following:
• Number of peak hour departing passengers (including the number of transfer passengers not
processed airside).
• Airline schedules and procedures.
• Type of traffic (international, domestic, charter, low frills; long, medium or short haul).
• Check-in counter configuration & the percentage of passengers using e-tickets).
• Level of service required, including area allowed per passenger and permissible max. queuing
time.

• Visitor-to-passenger ratio.

• Average processing time.

J1.3.3 Baggage Handling Systems

J1.3.4 Passport Control — Outbound & Inbound

See Chapter K for details.

J1.3.5 Security Positions

See Chapter H for details.

J1.3.6 Departure Lounges

J1.3.6.1 General
Common departure lounges, gate lounges and transit lounges may occur in terminals as three
separate
areas, in combination, or as one. The design layout depends greatly on the traffic characteristics,
government controls and airline procedures, as they apply to the three main categories of
passengers
who use departure lounge facilities, namely:

• Originating passengers arriving from the landside.

• Transfer passengers arriving at the airside and transferring to another flight who should be
processed on the airside.
• Transit passengers arriving at the airside and continuing their trip on the same flight, who
should
always remain on the airside.
When determining the various departure lounge requirements, duplication of space and manpower
should be avoided by giving full consideration to combining, where possible, the various lounge
functions. Similarly, a lounge combination will facilitate the consolidation of concessions, which may

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J1.3.6.2 Common Departure Lounge
At most international airports, a common departure lounge should be provided to accommodate
originating passengers who have checked-in early and have cleared government controls, but who
still await their boarding gate details. Transit and transfer passengers with long connecting times
also
tend to dwell in this area.
At small-scale airports it may not be cost-effective to provide separate departure lounge and gate
IATA lounge facilities.
Airport At these airportsReference
Development it will, however,Manual
be necessary to delineate parts of the common
lounge as boarding areas for specific flights (i.e. gate lounges within the common departure
lounge).
The following functions should be considered for inclusion in the common departure lounge:
• Adequate seating to accommodate the forecast passenger loads; this requirement varies with
the boarding procedures to be used by individual airlines.

• Flight information displays to indicate the departure time, gate, and boarding status of each
flight.
• Airline information desks to provide assistance to passengers; these may include processing
counters for transfer passengers.
• Concessions; including restaurants, bars, shops and duty-free.
• Toilet facilities.
• Public address systems to announce gate variations and/or delays.
In order to determine the size requirements of the departure lounge, it is recommended that a
passenger flow model be developed which takes into account flow rates, transit and transfer
passenger
requirements, availability of gate lounges, average load factors, etc. Using the passenger figures
derived from the model, the space calculation for the departure lounge area (excluding concessions
except bar/restaurant/snack bar) should be based on the passenger space provisions referred to in
Section F9, Fig. F9.3.
At airports with a large percentage of transfer and/or transit passengers, the required space
allocation
will be considerable.
Requirements for government controls, as well as the location of these controls (landside/airside)
and their effect on passenger flow must also be considered.
It will be important for the main individual airport processes (check-in/immigration/passport control/

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 IATA Gate Lounge
J1.3.6.3 Passenger Terminal
Gate lounges and their associated circulation space are the main components of both finger piers
and satellites. The maximum size of aircraft handled, the maximum number of gates proposed and
the maximum assumed peak hour flows of arriving, departing, transfer and transit passengers in the
ultimate stage will determine the width required to support assumed flows.
The gate lounge is provided as an assembly area for passengers in transition between the main
processor and the aircraft, and under certain conditions for passengers in transit. Usually,
concessions
are not located in the individual lounges, but may be located within the pier or satellite. Where a
gate
lounge is designed to serve high capacity aircraft which will be boarded through more than one
door,
access to the lounge should be arranged so as to allow passenger a direct and simple flow through
to the appropriate door.
Passengers usually have access to the passenger loading bridge through a security door, after
having
their boarding pass checked and automatically recorded by an airline agent as part of a passenger/
baggage reconciliation process. Because of the requirement to separate departing and arriving
international passengers, a ramp is often used to move passengers from the gate lounge level down
to a bridge node at a lower level before entering the loading bridge. The use of escalators to move
passengers from the gate lounge on one level, to the entrance, to the passenger boarding bridge on
a lower level is not acceptable for safety reasons. Passenger queues will form at the entrance to the
passenger boarding bridge and passengers coming down the escalator may be injured due to
congestion problems at the foot of the escalator.
The gate lounge may serve multiple aircraft positions and be divisible into separate areas for
passengers (separation according to airline boarding procedures). In such cases, some
concessions
may be located in the combined lounge area.
When required, the gate lounge may include those facilities necessary for the operation of a gate
check-in system; e.g. communications, check-in desks, baggage acceptance, etc.
Toilets are not normally required in each gate lounge but should be in a general area, conveniently
located with respect to each lounge. If, however, a decentralised gate security check is to be
implemented, it will be necessary to construct toilets in each gate lounge.
The following table is offered as guidance in assessing the space requirements for individual
departure
gate lounges. The following assumptions are made:

• Only 70% of passengers will be accommodated in the gate lounge simultaneously (column 2).

• IATA level of service A @ 1.4 sqm/passenger (column 4).

• 20% of available gate width is used for circulation, toilets, building services and structure
(column 9).
Note: IATA level of service A @ 1.4 sqm/passenger was used instead of Level of service C @ 1.0
sqm/passenger such that a worst case scenario could be established in terms of pier width.

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 Figure J1-1: Table Defining Pier/Gate Lounge Widths
aircraft No. % Max. Level of Floor Max. Clearance Max. % Width Depth
of no of service area aircr between width available of gate
code PAX PAX scrnPAX req. aft aircraft of gate req.
& type span

(D (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)

IATA CAirport Development

150 70 105 Reference
1.4 147 Manual
36 7.5 40.5 20 26.4 5.6
(A320-200)
D 281 70 183 1.4 256 52 7.5 59.5 20 40.6 6.3
(B767-300ER)
E 400 70 260 1.4 392 65 7.5 72.5 20 51.0 7.7
(B747-400)
F 555 70 389 1.4 544 80 4.5 87.5 20 61.0 8.9
(A380)

All dimensions in metres. Please also refer to Section F9.10.4

J1.3.6.4 Transit Lounges

At most airports, transit passengers who disembark from their aircraft during servicing are
accommodated in either the gate lounge or the common departure lounge. If local requirements
make
it necessary to provide a separate lounge for transit passengers, the area should be commensurate
with demand and be equipped in a similar manner to other types of lounges.

J1.3.7 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 (CIPs). This
requirement has grown significantly in recent years to become a major customer service element,
and most airlines will require generously sized space for their exclusive use. These lounges should
be located on the airside of the terminal building and preferably on the departures level, with views
and convenient access to the airline's departure gates. Larger airlines will tend to combine their
exclusive requirements into multiple function rooms by passenger category (First Class, Business
Class and others). These larger spaces normally require their own exclusive toilets, showers and
kitchens, and access by elevators and/or escalators, for which the airlines are generally willing to
pay a reasonable rate.
Airlines may also request facilities for arriving premium passengers. These are generally located
land-side, adjacent to the arrivals concourse.

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J1.3.8 Airside Circulation
The airside corridor, if any, is the walkway by which passengers move between aircraft, between
aircraft and the baggage reclaim area on arrival, or between the lounges and aircraft on departure.
The corridor should be large enough to accommodate forecast volumes of departing and/or arriving
passengers and should be unencumbered with distractions, such as displays or advertising that
detract from pertinent information regarding departure or arrival areas. The design of an appropriate
number of exits from the departure lounge, as well as entrances to the government control and
other
arrival areas, must be part of the airside corridor analysis.
At airports with a large percentage of transfer traffic, provision must be made to permit the direct
transfer of passengers between two international flights without a requirement to clear government
controls.
Circulation areas may narrow as the extremity of the pier/satellite is reached. Pier/satellite
circulation
areas should allow for moving walkways (one in each direction when distances exceed 300m) and
sufficient space to accommodate walking passengers with baggage trolleys, wheelchairs and
vehicular
traffic on either side. 8 — 10m is an assumed maximum width for this circulation zone. In piers and
satellites, moving walkway lengths should be determined with convenient gate access points in
mind.

J1.3.9 Airline Operations Area

The Operations Area is frequently the designation given to the area occupied by airlines and ground
handling personnel who handle the aircraft while it is on the ground. It is usually located near the
apron and includes the area required for the flight crew and flight attendants as well as airline and
ground handling personnel assigned to ground service operations. Certain amenities for personnel;
e.g. wash rooms, lunchrooms, locker rooms, together with support areas for stores, are also located
in this area.
The area for flight crew and flight attendants may also include facilities for flight planning, weather,
and flight information. This accommodation, which is usually provided within a pier, satellite or in the
main processor, is not required at every airport. However, depending upon the number of flights per
day and the type of aircraft (an aircraft may have as many as 18 crew members), the size and
complexity of these facilities will be more or less as described above.
The area for ground service personnel may consist of separate areas related to cabin service,
line maintenance, sanitation and ground servicing equipment. Such areas may include storage and
workshop facilities. Secure areas for fragile or valuable items and for the storage of volatiles (with
appropriate safeguards) may also be required. Normally, it will not be necessary to locate some of
the foregoing (e.g. equipment maintenance shops) in the vicinity of the aircraft parking position.
Current and forecast requirements for the airlines in the operational area should be carefully
evaluated
in relation to the areas available or projected. Expansion requirements beyond the initial area
provided
are generally small.

J1.3.10 Baggage Re-claim Area

To assist wayfinding and passenger orientation, consideration should be given to having glazed
partitions between reclaim areas and the meeter/greeter area.

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J1.3.11 Arrivals Concourse

This facility provides a short-term waiting area for the meeters and greeters awaiting passengers,
together with a separate circulating area.
Information and ground transportation concession facilities should be provided for those passengers
requiring such services. Facilities for car rental, hotel reservations, currency exchange, and cash
withdrawals should also be available.
Area requirements are based on exit flow rates and airline schedules, greeter/passenger ratios and
the geometry and relationship of waiting-to-exit areas. This latter criterion requires schematic design
evaluation for comparison purposes. Further reference in this regard should be made to Chapters U
and F in this manual.

J1.4 IATA RECOMMENDATIONS

J1.IR1 Passenger Terminal Design

The Passenger Terminal Complex should be designed in a modular fashion such that expansion
of the terminal's inter-connected sub-systems can be easily and cost effectively achieved,
without
negatively impacting upon existing airline operations.

J1 .IR2 Passenger Considerations

The Passenger Terminal Complex should be planned such that passengers can easily orientate
themselves within the building complex, without need or reference to signage systems. A
transparent building philosophy should be adopted. The design should promote compatibility
and flexibility to accommodate the changing needs of the airlines, should be compact to reduce
travel distances, have minimal level changes and feel safe and secure to the passenger.

J1.IR3 Passenger Segregation

Authorities should seek and take advice from their State and make reference to pertinent ICAO
material, including Annex 17 and their Security Manual, when considering the need to adopt
policy with respect to passenger segregation. Appropriate Regional legislation should also be
followed.
IATA Passenger Terminal

SECTION J2: CATEGORIES OF PASSENGER TERMINAL

J2.1 CENTRALIZED VS. DECENTRALISED FACILITIES

J2.1.1 Introduction
The primary question to be answered at the beginning of the conceptual design process is whether
to have a single centralised passenger processing area, or a series of multiple terminal units. The
decision is influenced by many factors, including the need:
• To provide and maintain facilities that allow comparable levels of service to be provided;
• Of the dominant base carrier(s) and of competing alliance partnerships;
• Of the market and the passenger types to be served;
• To be flexible to accommodate the changing needs of the primary user; i.e. the airlines;

• To recognise the economies of scale.

While airlines do compete for market share, they do so increasingly by working together from
common
operational platforms. While they prefer to work from facilities that advertise their location and
corporate
identity, this does not automatically mean stand-alone facilities. Airlines need a connections system
capable of delivering transfer passengers efficiently and effortlessly. The passenger of today
respects
no boundaries and will freely switch between airlines in a relentless pursuit of cheaper fares and
better levels of service. In the same way the regular passenger will not suffer poor facilities and will
quickly switch his or her preference from one transfer airport to another.

J2.1.2 Centralised System

A centralised system is usually comprised of an area that provides the processing for all
passengers
and baggage regardless of their originating airline. For large airlines, particularly if they are the base
carrier with all-day operations, dedicated check-in facilities will be established which will in turn be
used by their alliance partners. Separate shared facilities will also be provided for those airlines with
infrequent operations, and services and concessions are also centralised both land-side and
airside.
Passengers proceed to gates via airside corridors or passenger transport systems (TTS and/or
bus).
The main advantage of this system is the economies of scale achieved by the intensive use of
services
(check-in desks, Government Inspection Services, baggage reclaim, etc.) within the main processor.
The cost effectiveness of the terminal is increased by the maximum use of space that is only
possible
with each airline contributing into the overall system. This achieves one of the basic planning
objectives,
to maximise the use of all facilities. As a consequence, it is difficult to argue in favour of
decentralised
facilities due to the inherent benefits and economies of working under one roof or operating without
the need to duplicate facilities or operating systems.

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J2.1.3 De-Centralised System

The decentralised system provides very short distances from the car park or curb to the aircraft
door.
The epitome of this system is the Gate-Arrival system. This system benefits commuters, who can
get in and out of the airport in a short time. Passenger services (check-in, baggage claim) are
usually
provided at, or in close vicinity to each gate.
The disadvantages of this system include separate service facilities (check-in desks, Government
Inspection Services, baggage reclaim etc.) for one or a small number of gates. This increases the
cost of equipment and personnel. The layout is linearly distributed resulting in long distances
between
gates. This can be frustrating for transfer passengers at larger airports.

J2.1.4 Corporate Identity

A major factor in deciding upon the exact type of facility is the issue of corporate identification. Many
airlines, in attempting to advertise and promote themselves, choose to use exclusive facilities which
range from check-in counters, CIP & VIP lounges and dedicated gate hold rooms. In North America,
airlines have traditionally located themselves in unique stand-alone facilities built to support the
continent's hub and spoke system. Within Europe there are moves to co-locate all alliance facilities
under one roof or within one easily identifiable area, such that the alliance can monitor and maintain
agreed service levels.
It is therefore essential for the planners to know what the airlines require. Effective and meaningful
consultation is a prerequisite in the preparation of conceptual terminal designs. Inadequate or non-
existent levels of consultation may result in abortive work, programme delays, disputes or
unnecessary
expense to accommodate design alterations during later stages of the design process.

J2.1.5 Alliance Strategies

A current trend that is positively affecting the sharing of facilities are airline alliances and code
sharing
agreements between airlines. In this scenario, all airlines publicise the flight under their corporate
logo, however only one aircraft is used and the check-in for both airlines is undertaken at one
counter
(usually done at the more dominant airline's counter). If this is the only flight for the 'minor' airline,
individual counter space may not be required at that airport. Another positive trend is that airlines
are combining resources in order to build cost effective and functional terminals suited to their
needs.
Air France, Japan Airlines and Korean Air have developed a terminal that they jointly manage and
operate out of.

J2.1.6 Passenger Needs

From the passenger's viewpoint, it is important to note what makes one terminal better than
another.

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J2.1.6.1 Ease Of Making Connections With Other Flights

Increased competitive strategies have encouraged airlines to form global alliances and streamline
their route operations. More and more, passengers are therefore being directed through airline
hubs.
This makes the transfer process and hence the ease of making connections with other flights a
significant factor for travellers. This is especially true when transfer times are limited, which is often
the case in sophisticated 'hub and spoke' airline networks.
Ranking Under IS IS - 25 ?':) - w Over 40 mppa
1 Dubai Copenhagen Singapore Changi Atlanta Hartsfield
2 Athens Eleftherious Sydney Minneapolis/St Paul's Chicago
3 Vienna Incheon Amsterdam Dallas Fort Worth

J2.1.6.2 Comfortable Waiting/Gate Areas

With travellers spending a great deal of time at the airport before their flights depart, there is a need
for a relaxing environment to ease travel stress and promote the enjoyment of the travel experience.
Comfortable waiting/gate areas can make the time at airports more pleasant and enhance the
overall
travel experience.
Under IS 15-25 25-40
)', :<>i> UUIPP.i
1 Dubai Incheon Singapore Changi Ailanta Hartsfield
2 Athens Sydney Hong Kong Dallas Fort Worth
3 Bermuda Vancouver Minneapolis/St Paul's 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.
- >j 25-40
MIEI' MIW P,'.„r.w -i-i
i Over 44 mppa
1 Dubai Copenhagen Singapore Changi Atlanta Hartsfield
2 Bermuda Zurich Hong Kong Frankfurt
3 Geneva Stockholm Arlanda London Gatwick 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 Under 15 16-25 25-40 Over 40 mppa
1 Dubai Copenhagen Singapore Changi Frankfurt
2 Bermuda Taipei Hong Kong Chicago
3 Athens Eleftherious Vancouver Amsterdam Dallas Fort Worth

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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:
• Pier/finger.
• Linear.
• Open apron.
• Satellite.
• 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 semi-
centralised 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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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 free-
flow 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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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 semi-
centralised groups of check-in counters.

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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
• Minimum walking distances if check-in facilities are semi-centralised.
• Easy passenger orientation.
• Simple construction of the main terminal with relatively easy incremental expansion.
• If required, separation of arriving and departing passengers is relatively easy using two levels.
• Adequate curb length.
• Reasonable check-in and close-out times.
• Compact baggage conveying/sorting systems if remote drop points are not utilised in
concourses.
Possible Disadvantages
• If system is decentralised, will require duplication of terminal facilities/amenities (i.e.
restaurant,
duty free, etc.) and staff.
• Long walking distances especially for passengers transferring between extreme ends of
concourses.
• Long walking distances if passenger processing is centralised and the pier system (airside
corridor)
is extended.
• High capital, operating and maintenance cost if centralised passenger/baggage processing
facilities are employed.
• Special logistics may be required for handling of transfer baggage depending upon size of
building;
i.e. remote baggage drop-off points required.
• May require airlines to have secondary CIP facilities in concourses to accommodate
dispersed
traffic segments.
• Aircraft movements to the rear of the concourse may be restricted due to the need to reduce
engine noise levels.
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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:
• 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
baggage sorting area from where it is transported to the aircraft by mobile apron equipment. 313
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Possible Advantages
• Constant compatibility of terminal/apron geometry to accommodate new generation large aircraft.
• Ease of aircraft manoeuvrability (i.e. power-in, power-out operation).
• Simplified passenger movement/orientation.
• Reduced walking distances.
• Ease of expansion capability for aircraft stands.
• Low cost expansion capability.
• Operations can be expanded without significantly impacting on the existing main processor.
• A simpler, smaller and more efficient central processor.
• Separation of arriving and departing passengers can easily be achieved.
• 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
• Very low percentage of contact stands.
• Increased loading/unloading processing times.
• Very early close-out times required.
• Very limited last minute boarding capability.
• High capital, maintenance and operating costs of busses and transporters.
• Requires right of way/control of transporters due to high collision potential of transporters &
aircraft.
• Curbside congestion in peak hours.
• Additional cost for larger number of ground vehicles for crew and baggage transport.
• Increased minimum connecting times.
• Additional airline staff required.
• 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
• Normally provides for the centralisation of airline and government inspection services staff.
• Permits short minimum connecting times within individual satellites.
• Variety of incremental expansion possibilities to both the main processor and piers.
• Permits centralisation of major concession outlets (i.e. restaurants, duty-free, etc).
• Permits relatively simple flight information display system.

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• Linear satellites permit direct aircraft routing between stands & runways.
• Separation of arriving & departing passengers within satellites can be easily achieved if required.
• Facilitates control of passengers, if required.
• Short walking distances (to/from APM).
• Additional satellites can be designed to accommodate future aircraft design developments.
Possible Disadvantages

• High.capital, operating and maintenance costs of the APM system between the main terminal
and satellites, especially if these are below ground.
• High capital, operating and maintenance costs of baggage conveying/sorting systems with
potential for baggage mishandling.
• May require airlines to have secondary or multiple CIP facilities in satellites to accommodate
individual traffic segments.
• Requires secondary concession outlets in satellites.
• Curbside congestion in peak hours if percentage of Originating Departures traffic is high.
• Expansion capability of the main processor is limited to either side.
• Due to distance and need to locate, wait and use APM system, minimum connecting times
between flights in different satellites are increased.

• Early check-in and close-out times.

Other examples: Atlanta, Paris CDG T1, Tokyo Narita 12.

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 semi-
centralized
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.

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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.
• 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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J2.3 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

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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

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J2.5 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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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 (<1MPPA)

A small airport is defined by its capability to process flights and passengers through its runway and
terminal infrastructure provision. Typically, a facility described as a 'small' airport will be capable of
processing up-to 1 Million Passengers Per Annum (MPPA).

J3.2 TERMINAL SPACE & FUNCTIONALITY

The terminal building in the small airport will be sized in accordance with the recommendations
defined
within Chapter F, Airport Capacity. Section F9 will define the space requirements for the critical
terminal building functions such as check-in, passport control, passenger hold rooms, passenger
centralized security and baggage claim areas, etc. A listing of the processes in operation at airports
can be found within Chapter T. Section T1, Terminal Processes, is a guide for airport planners
embarking on the design of large and small airport terminals.
Whilst rare, there will be situations where smaller airports will exploit a terminal space or equipment
for multiple functions so as to maximize their utilization. An example of this is where inbound
transfer
flight baggage may be processed through predominantly departures screening equipment using
agreed protocols. In this situation it should be noted that passengers and their baggage should be
processed in accordance with the requirements defined within Chapter K, Passenger Facilitation,
J3.3 DEVELOPMENT OF SMALL AIRPORTS
The small airport should create an airport master plan, which should align to the requirements of the
airlines and the traveling public communities. This master plan should be fully developed in
accordance
with the requirements defined within Chapter C, Master Planning, where applicable. Small airports
should be designed to align with the long-term aspirations developed within the master plan.
Development zones should be safeguarded accordingly.
J3.4 IATA RECOMMENDATIONS

J3.IR1 Consistent Airport Terminai Apron and Support Processes

When planning and designing small airports the airport planner should look to consider and
include airport processes as defined within Chapter T (all sections). Where an airport process
or protocol is required it should align to the mandatory requirements defined within ICAO Annex
14 and Annex 17, as well as to the processes and equipment configurations defined within this
manual

J3.IR2 Consistent Airport Terminal Apron and Support Infrastructure Sizing

Philosophy
Airport terminals, aprons and support infrastructure should be sized in accordance within the
323
guidance and recommendations made within Chapters C, F, H J, K, L, O.P, Q, U, W and X of
this manual.
IATA Airport Development Reference Manual

SECTION J4: COMMON SYSTEMS CUTE & CUSS

J4.1 AUTOMATED PASSENGER PROCESSING

The degree of automation required for passenger processing and baggage handling systems at a
particular airport will be determined by the extent of the individual airline system-wide operation, as
well as other criteria such as size of terminals, economic evaluations, etc.

Automation implies installation of computers, printers (document printers and specific printers for
tickets, boarding passes, baggage tags) at many points along a passenger's route. These may
include:

• Ticket/sales counters.

• Check-in counters.

• Boarding gates.

• Transfer counters.

• Information desks.

Each airline needs to connect this equipment to its own central reservations system.

The requirements for self-handled airlines to use check-in counters only a few hours a day can lead
to a requirement for extra check-in counters. To avoid over supply of check-in desks, the concept of
CUTE (Common Use Terminal Equipment) was established. CUTE does not eliminate dedicated
airline check-in counters but does enable the sharing of counters when airline schedules permit.
Rental rates for the check-in area are very expensive so the airlines need to ensure this area is
optimally utlized.

J4.2 CUTE
Common Use Terminal Equipment (CUTE) is a generic airline industry term (not to be related to
vendors' products and services) for a facility which allows individual users to access their host
computers). CUTE undertakes all airline EDP functions, using the same entries and getting the
same
responses as they would through their own terminal equipment.

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 EDP applications for departure control, reservations,
ticketing, boarding pass and baggage tag issuance, etc.

CUTE provides potential savings to the airlines and airport authorities by increased utilization 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
the costs of installing its own equipment would be: too high; precluded by another system or
equipment
already installed; not permitted by the airport authority.

The major benefits of CUTE are:

• Airlines access their own applications systems from CUTE work stations.

• Transparency of CUTE terminals to each airline EDP system.

• Possibility for agents to use the transaction formats of the system they are accessing.

• Optimum use of airport facilities with no need to dedicate special areas for different airlines.
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IATA Passenger Terminal

• Security of access.

• Use of airline system software.

• Accessibility to various systems from any CUTE terminal.

• No preliminary investment for the airlines.

• Shared running costs.

• Improved passenger service.

• Permits airlines to control their own reservations, check-in and departure control functions, thus
not requiring them to use systems provided by airport authorities or handling agents which might
not be compatible with their host computer systems.

J4.2.1 Initial Considerations

The Airport Consultative Committee (ACC) and the Airport Operating Committee (AOC) will define
the exact problem areas as early as possible using the following questions as guidelines:

e Is there a need or desire for users to share EDP equipment now? In the future?

• If so, in which areas/locations? Gates? Check-in? Transfer desks? Other?

Once the particular local automation issues have been defined, the possible technical solutions
which
would best solve these problems for the carriers concerned must then be evaluated, both
functionally
and economically.

Because of the highly technical nature of each of these solutions, and also to ensure consideration
of carriers' longer term planning not known to local airline managers, it is imperative that this
evaluation
is carried out by head office specialists in data processing, communications, terminal planning and
handling procedures.

Therefore the members of the ACC or AOC must refer the local automation problems which they
have defined to the respective department(s) in their head office as early as possible. In turn, the
head offices of these carriers will then instruct their local managers on the course of action they
J4.2.2 CUTE Local User Board (CUTE Club)

Based on the instructions which the local managers have received from their head offices, a CUTE
Local User Board should be established at the airport by the AOC. The board shall be comprised of
all carriers engaged in the definition of local automation issues, and must include head office
specialists
in terminal and handling facilities planning, data processing, communications, costs/charges and
handling procedures. This CUTE Local User Board shall then undertake the following steps:

• Decide if the airport authority, in its capacity as landlord and/or handling agent, should be
invited
to become a full member, or alternatively an observer of the working group.

• Inform the airport authority officially about the intention of the group.

• Prepare a work plan.

• Specify short-term and long-term requirements of the system by written documentation, giving

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IATA Airport Development Reference Manual

• Consider and agree on potential general contractors/administrators for the total local CUTE
system.

• Draft and release a Request For Proposal (RFP) to such bidders.

• Adopt a terms of reference.

J4.2.3 Equipment

The nature of the CUTE workstation equipment at an airport will depend on the specific total system
specifications agreed for a local CUTE system. The type and manufacturers of such equipment may
vary from airport to airport, subject to agreement between the users and the
contractor/administrator.
Equipment configuration requirements may vary at different airport locations. Typical CUTE
workstation equipment types can be (but are not limited to):

• VDU/CRT.

• Boarding pass and/or ATB (automated ticket and boarding pass).

• Baggage tag printer.

• Ticket printer.

• General purpose printer.

■

• Readers.

J4.2.4 Request for Proposal

A proposal shall include a quotation on the price of the provision, operation and administration of
the
total system, broken down as follows;

(a) Investments:

• Terminal equipment.

• Telecommunications equipment.

• Installations and cabling, contingency, taxes.

(b) Operating Costs:

• Depreciation.

• Financing charges.

• Premises and circuit rental.

• Operation and maintenance.

• Contingency.

326 An initial contract should last five years.

J4.3 cuss
Common Use Self-Service (CUSS) is a facility that allows the provision of self-service applications
(e.g. check-in) to customers on a shared kiosk. The CUSS platform accesses the airline's own self
service application directly from their host computer(s).

IATA Passenger
The basic idea of the CUSS concept is to enable airlines to share self-service facilitiesTerminal
(e.g. kiosks),
without having to install and run proprietary hardware. Certified IATA CUSS compliant applications
can be run on any IATA CUSS certified platform. The platforms can be equipped with a variety of
hardware devices, including biometrics, according to local requirements.
CUSS provides potential savings to the airlines by increasing the availability of self-service
applications
throughout their network. It also permits an airline to provide self-service functions when the costs
of installing its own equipment would be either too high or not permitted by the airport authority.
CUSS reduces the need for airports to provide space for individual airline kiosks in common use
areas. As the kiosks can be located anywhere (e.g. car parks, railway stations, etc.) the check-in
process can be de-centralised.
The major benefits of CUSS are:
• Passengers can access the airline's own applications from CUSS platforms.
• Decentralisation of check-in is possible.
• Optimum use of airport facilities with no need to dedicate special areas for different airline
kiosks.
• Certified CUSS applications can be run on any CUSS platform, anywhere.
• Use of airline system software.
• Little preliminary investment for the airlines — CUSS certified application required.
• Shared running costs.
• Improved passenger service.
• Supports any CUSS certified application (e.g. car hire, hotel reservations, etc.).

J4.3.1 IATA CUSS MANUAL

The IATA CUSS Manual is a web-based publication available on subscription from
www.iataonline.com. The CUSS Manual comprises three parts:
• Technical specifications.
• Certification requirements.
• Service Level Agreement template.
Information on Certified CUSS platforms and airline applications are also published on the CUSS

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J4.4 IATA RECOMMENDATIONS

J4.IR1 Terminal Check-in Equipment

The layout and integral design of departing and transfet baggage check-in desk facilities within
terminal complexes should promote the use of CUTE and CUSS technology. CUTE technology
provision should be in accordance with clause J4.2.3.

J4.IR2 Use of CUSS

IATA Airport Development Reference Manual
When designing departures and transfer check-in facilities the designer should aim to
incorporate
CUSS equipment. The designer should be made aware of the objectives of the airlines with
respect to their commercial need to use CUSS equipment within the airport. The CUSS
equipment
demand and usage requirements should be reviewed annually.
Where CUSS equipment is required, it should be located evenly across the check-in areas. As
the use of CUSS check-in facilities becomes more and more commonplace, the replacement
of traditional check-in facilities With newer CU&S facilities will be required. It is therefore
recommended that when designing check-in systems for traditional check-in arrangements, the
retrofitting of CUSS equipment should be considered both in terms of the design of the
mechanical
layout and the resultant control systems infrastructure.
When providing departing concourse CUSS check-in facilities, which do not have in-built self
service conveyors, the furthest distance from any CUSS check-in desk to the airtine manned

J4.IR3 CUSS Cost and Operational Effectiveness

CUSS equipment usage should be considered only when it provides improved terminal capacity
and operational advantages and reduces costs to users,

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 Passenger Terminal

SECTION J5: AIRLINE COMMUNICATIONS NETWORKS

Note: The airport /airline communications services described within this section are typical of the
services often provided by organisations such as, but not limited to, SITA and ARINC. Factors
affecting
the selection of an airline communications service provider will include:
• Ability To Meet Technical Requirements and Experience.
• Service Costs and Performance Standards.
• Services Compatibility.
• Services Protocols.

J5.1 INTERNET CONNECTIVITY

Functionality:
It is technically possible to provide a general-purpose, multi-use, often remotely managed application
platform for airport and airline desktops and peripherals including operational check-in printers,
scanners and boarding gate readers that provides a single infrastructure for both common use and
dedicated areas. The platform can focus on supporting Web Services and CUSS applications and
provides support for multi-channel applications and client types such as PC, kiosk, thin client
(reduced
services) and PDA's. Security devices can also supported such as optical scanners and biometric
devices. Support for IP printing and ATI specific peripherals is provided while the platform also
accesses an industry standard CUTE peripheral manager. Device profiles allow devices to be
controlled by remote management systems, and the platform includes sophisticated statistics and
billing interfaces with a high level of built in authentication and security. Other features can include
Single Sign On (SSO) and the ability to deploy applications in standard software containers that do
not require certification in a multi-user environment.
Typical Platform:
A Wintel based platform, uses fast gigabit Ethernet campus connectivity linked to external gateways
for VPN and Wide Area Network access. Devices may be connected using both IP or USB
connections
J5.1.1 Considerations When Implementing A System Into An Airport
These platforms can also support Voice over IP, Voice, PABX, Video and Data, Wireless 802.11,
WISP and ISP connectivity. All these services can in some instances be combined into a seamless
service package. Local regulations may affect the ability to offer some services and Airport Planners
and Engineers should check for this.
The platform may be used as a transport and integration layer for other airport sub-systems that
utilize the airport's campus backbone, such as Access Control, Public Address, Fire Detection and
CCTV.

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IATA Airport Development Reference Manual

J5.2 SHARED EXTRANET CONNECTIVITY

Functionality:
The shared extranet type system can provide access to airline hosts for DCS, check in,
reservations,
ticketing, other back office applications and access to airport applications, such as CUTE, Bag
System
Messaging (BSMs) and Baggage Management System (BRS) and alert text messaging tools. In
addition to providing end-to-end TCP/IP support these type of systems can also support legacy
airline
protocol support for P1024B/C, IP, AX25, EMTOX and MATIP. Features can include fully redundant
links into the service provider networks and can feature a high level of security provided by firewalls.
The firewall service can be fully managed and monitored remotely by a specialist security group.
The
extranet provides end-to-end IP with security and traffic prioritization using Cisco ALPS technology.
Typical Platform:
A pair of Cisco routers (CS26xx or CS36xx) with dual Checkpoint Firewalls connected via dual
frame
relay links to dual service provider centers (where possible).

J5.2.1 Considerations When Implementing A System Into An Airport

It will be important to consider the availability of a digital infrastructure to support IP and access to
the service providers backbone network via Frame-Relay. Implementing the systems can simplify
the
introduction of Airline IP VPN's to an airport. Since the migration from legacy airline protocols to
TCP/
IP has started, airlines have had to provide their own tail circuits and provide their own routers for
deployment in the airport comms rooms. Since the provision of dual tail circuits and redundant,
secure,
VPN connections is expensive many airlines cannot afford this and the provision of a secure,
redundant
managed extranet can be an ideal solution.

J5.3 INTEGRATED WIDE AREA NETWORKS (WAN) & LOCAL AREA

NETWORKS (LAN)
Functionality
The objective of this arrangement is to integrate the dedicated service provider wide area networks
with airport and airline local area networks. The service providers aim is to link airport networks and
desktop portfolios and bring them together and make them available to the airport user in a
coordinated
and effective manner.
WAN Services
• Carrier Access
Depending on the local telecom regulations, an airport can use the service provider to act as a
wholesaler of PTT services to airport tenants and provide planning and co-ordination for local
access and long distance service, including the provision of data and voice circuits.
• Data Services

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 Passenger Terminal

— VPN Integration: Provides a VPN termination point so that devices on the campus network
can join and leave tenants wide area virtual private networks (VPN) securely. Both
dedicated
(VLAN) or shared (VPN) connected devices can access the WAN VPN and data, voice and
video is supported.
— Internet Access: Can be secure managed internet access for all airport tenants and VAS
providers. Services are available for both operational, non operational and consumer
access,
providing a single, resilient access to the internet for all fixed and wireless Internet access
needs. For smaller applications, services for operational data can also be made available
via
the Internet using secure access VPNs from a single workstations where no LAN exists.
LAN Services
• Provision of LAN connections to support multiple quality of service (QOS). Using QOS supports
data, voice and video applications and provides usage feeds to enable capacity management
and billing, which can be down to the device level.
• Support for VLAN and VPN security segmentation, supporting applications in tenant dedicated
and shared environments.
Voice Services
• PBX access: Provides basic airport PABX access and facilities with options to access tenants
own PABX systems.
• Handsets: Provision of a variety of handsets to support internal and external applications with a
choice of analogue, digital or VoIP phones.
• Integrated VoIP: Provide VoIP solutions which, when the phone is positioned with a shared
workstation, are tied into the user id used to logon. Supports download of dial plans associated
with logon and access to legacy PABX as well as CISCO call manager.

• Voicemail: Provision of voice mail systems for digital and VoIP phones.
• Broadcast: Broadcast voice systems for general and targeted announcements and paging,
including automated messaging.
Video Services
• Surveillance: Provision of surveillance infrastructure including cameras and control rooms
based
on video over IP technology. Provide integration facilities for existing CCTV technology.
• Broadcast: Video broadcast facilities for use with intelligent signage including information and
advertising material. Management and billing for broadcast content.
Wireless Services
• Provision of a single, managed wireless infrastructure for the airport including providing
segmented
capacity for operational data, operational voice (2 way radio and wireless VoIP) and consumer
data.
• Provision of the operational network management element for public wireless services at the
airport.

• Provision of spectrum management and policing of usage policies within the airport
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IATA Airport Development Reference Manual

Security Services
• Access control — Integration of access control systems and management of the central server
complexes. Access control systems can be installed with biometric support that will also be
integrated. Single Sign On (SSO) can also be supported.
• Government control authority interfaces can be provided over this infrastructure allowing airport
planners to design for convergence of passenger and staff security processing.
• Managed Firewall — The service provider, can provide a managed firewall service as part as
the managed Internet access. This can be supplemented with a managed firewall service within
the LAN environment to segregate various parts of the LAN.

J5.3.1 Considerations When Implementing A System Into An Airport

The primary consideration for the WAN services and external voice elements of the services will be
the regulations regarding the re-sale of local PTT services. In some countries this may not be
possible.
Other considerations to be made include the commercial model of the airport.

J5.4 CUTE TYPE SYSTEMS CONNECTIVITY

Functionality:
CUTE type systems are intended for airports wishing to maximize the use of scarce check-in and
gate infrastructure facilities by providing a common use platform to run airline host-connected and
stand-alone applications. CUTE type systems can provide a workstation environment with attached
ATB, BTP, BGR and other ATI specific peripherals. The CUTE software allows the airline
applications
to interact, in a standard way, with the ATI specific peripherals. Please refer to clause J4.2 for
general
overiew of CUTE systems.
CUTE type systems can provide a secure environment allowing multiple users to share one
workstation. This is enforced by processes, application certification, software containers and
directory
services based on remote management. CUTE platforms are made additionally secure by the use
of dedicated VLANs that allow secure transactions on an airport provided network access airline
host
connections or IPSEC clients on the workstation allowing for a secure IP tunnel through the airport-
shared space to the airline's application server.
CUTE type systems can allow airline applications to access their host DCS systems via a legacy
CUTE gateway supporting P1024B, P1024C and X.25 and direct IP connections, in addition to the
extranet. Current CUTE systems support fat Windows clients (preferably Win32), web services
clients
and CUSS agent-facing applications.
Typical Platform:
CUTE type systems can be based upon the Windows range of operating systems and therefore the
Workstation and Server hardware will likely be Windows XP and 2003 Server compatible.

J5.4.1 Considerations When Implementing A System Into An Airport

iata
Passenger Terminal

J5.5 WIRELESS COMMUNICATIONS

Functionality:
Wireless is the shared communications network at an airport based on Wireless Local Area Network
(WLAN) or WiFi technology. Solutions can be based on IEEE 802.11b WLAN standard as this is a
common and appropriate solution in many cases. Support for the higher speed standards, 802.11a
and 802.11 g is also available. Wireless communication can accommodate local as well as wide area
network connectivity and allows access to air transport applications and passenger communication
services via standards-based, commercially available wireless devices. Wireless communications is
offered as a comprehensive service that covers the design, installation, operation and maintenance
of wireless access points, the WLAN infrastructure, and the ongoing management of the airport
wireless environment.
Typical Platform:
Wireless communications can be based on CISCO or Symbol wireless access points supporting
VLAN technology, and can be built on a switched Ethernet VLAN based network utilizing a radius
server, firewall router, HP Openview and other systems determined by the design requirements.

J5.5.1 Considerations When Implementing A System Into An Airport

Many factors are examined before placing a wireless infrastructure into an airport. Important factors
can include:
• RF Coverage: Determining the placement of access points for coverage to minimize interference
is a key technical consideration.
• Wireless Applications: Support for known and expected wireless applications and their
requirements need to be considered in the design. These would include performance, coverage
and security requirements.
• Public vs. Private use: The requirement from the airport may be for either of both of these
options.
Public use would allow the passenger to use the wireless network to access services and the
Internet, while private use allows only the airport and its tenants use of the network.

• Accounting: Accounting and billing requirements need to be considered.

• Spectrum Management: This should also be considered as a necessary element of an airport's
wireless service.

• Security: Includes intrusion detection, firewalls, authentication, logging, and other needs.
• Neutral Host: Most Airports require a neutral host environment where tenants and the public can
have equal access into the network within a given priority level of access. For example each
wireless ISP (WISP) doing business at the airport would be able to provide service at the airport
for their subscribers.

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J5.6 IATA RECOMMENDED PRACTICE

J5.1R1 Internet Connectivity Solutions

Internet based systems as defined within clause J5.1 should be considered where an airport
wishes to support a variety of airline and other tenants who use different protocols and
applications on their desktop. It is a flexible, open environment suitable for supplemental,
charter
and low cost carrier functions, as well as for major carriers and airline alliances who may have
more sophisticated desktop requirements. It should be specified where an airport wishes to
appoint a third party to manage its campus operations and develop a broad range of IT services
to resell to its tenants.

J5.IR2 Shared Extranet Connectivity Solutions

Shared extranet connectivity solutions should be specified as an option for airlines and other
tenants (Retail POS. Handling Agents, etc.) who have 'light' traffic needs such as those found
at out-stations (a main operator or a hub site tenant would need dedicated VPN access). The
service provider can provide an infrastructure for supporting legacy and IP protocols providing
the airpod with flexibility.

J5.IR3 TCP/IP Integration

Service provides now offer new generation LAN and WAN services offering TCP/IP integration,
voice and video over IP in a highly secure environments These should be evaluated and
considered by the airport planner.

J5.IR4 CUTE
CUTE type systems are an ideal solution for an airport implementing a workstation environment
in a shared enyifçnment (an environmmt different airlines share the same check-in desks
and gates). These check-in desks can either be shared over a short space of time (i.e. multiple
users in 24 hours) or give the airport the flexibility to move airlines around over longer time
irames.

J5.IRS RF Site Survey and 3rd Party Considerations

Airports should perform an RF Site Survey, gathering customer requirements for the
considerations listed above, incorporating governmental regulations and airport policies, and
then producing a technical design and implementation plan as well as standard operating
procedures. The practice includes careful planning of integration requirements for 3rd parties
used in installation and maintenance, in addition to processes and systems necessary to
support
WISPs for public access. A spectrum management plan should also be provided.

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IATA Passenger Terminal

SECTION J6: PASSENGER PROCESSING FACILITIES PLANNING

J6.1 PASSENGER FLOWS

J6.1.1 Flow Rates General Flow Chart

General flow charts should be established showing originating, destination, transfer and transit
passengers, split by all traffic types (no-frills, charter, scheduled) by sector (domestic, international,
European Community, Non-European Community, etc.) and by short/medium and long haul routes.
(See Fig. J6-1 & Fig. J6-2). These are determined from statistical data and air traffic forecasts and
should be prepared for existing and projected traffic covering years 0, 5, 10 and 20 of the forecast
period.
In this way forecast data can be translated into annual and peak hour flows such that an
understanding
of the scale and scope of the facilities can be realised.

J6.1.2 Originating Passengers and Baggage

The rate at which originating passengers arrive with their baggage at various points of the terminal,
e.g., curb, check-in counters, government inspection services, etc., forms an important part of the
planning process in determining the size and capacity of the main functional areas. These
passenger
flow rates should therefore be carefully analysed, particularly where volumes are large. As the
characteristics of domestic and international passengers are frequently different, the volumes and
patterns of each category, if significant, should be recorded separately.
This type of analysis may be produced in a format similar to that shown below where the passenger
flow rate at the check-in counters is recorded for the design day in increments of 10 minutes,
commencing approximately two hours prior to the first aircraft departure. The data given below is
only an example and similar data must be obtained for each specific terminal in order that the
recommended analyses can be conducted.
Historical Data
Historical open and closed flight times can be obtained from the overall baggage handling
Management
Information Systems (MISs) and from airline specific Departures Control Systems (DCSs) which is
the best and recommended source of historical data. Most modern MISs and DCSs are able to
provide data output in the form of spreadsheets/data tables which can be graphed/mapped into the
conventional flight schedules as depicted within Fig. J6-1.
The modern MIS can also present Standard Time of Departure (STD) 'minus time periods'
associated
with the processing of early passengers and their baggage. It should be noted that MIS data is
usually
not airline specific. It should also be noted that the use of MIS data is dependent on the manner at
which passengers are processed prior to check-in. Concourse screening versus in-line screening
will
present variations in passenger arrival profiles.
Where the recommended airline specific DCS historical data is used, this information can be
collated

335
 The following is a step by step guide which should be used when establishing passenger profiles
IATAresulting
Airport Development
from departing flights: Reference Manual
Step 1:
Establish typical flight check-in pattern(s) for the terminal in question. Note that different check-in
patterns may apply to different periods of the day, and different type of flights (long-haul, short-haul,
charter or no-frills). It must also take into account grouped originating passengers arriving by rail or
bus.

Period Percentage of passenger per flight arriving at the

of Check-in counters by 10-minute periods prior to flight
Day 120-110 110- 100- 90-80 80-70 70-60 60- 50-40 40-30 30-20 20-10 10-0
departure.
100 90 50
06:00- 10:00 0 0 1 2 6 10 20 26 20 12 3 0

10:00-18:00 0 1 3 8 11 15 17 18 15 10 2 0

18:00 - 3 4 6 9 11 14 15 15 15 7 1 0
24:00

Step 2:
Apply appropriate check-in patterns to the design day forecast passenger load per flight.
Time 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09 30
I | I
AB 111 280 CD 222 320 Passenger
Passenger
3 6 17 28 56 73 56 33 8 0 3 6 19 32 64 83 64 39 10 0

"__L
EF333 180 AB444 94
Passenger Passenger
2 4 11 18 36 47 36 21 5 0 1 2 7 11 22 29 22

GH555 90
Passenger
1 2 5 9 18 24 18 11 2 0

EF666 130
Passenger
1 3 8 13 26 34 26 15 4 0

Total 0 3 6 19 32 67 92 94 85 54 42 37 34 43 55 59 81 94 75 61 39 22 0

336
 Figure J6-1: Annual Flow Rates

IATA Flow Chart (Annual Movements)

Passenger Terminal
Total
(14.94 Sohoduled

Dom.
) EC N N EC
(8.88)
ÍEC I N EC S/M.H.

1.10EC 4,5 ECS/M.H. L.H.

2.20 I 1.65 I I______0.31
No
2.01
Frill! Q.
(3.11 10
0.2

t.1Q 2.01

Originating & Destination Traffic (12.02)

Loaend tjotfj
Dom. Domestic Transfers & Transit counted twice.
EC European Community Annual Passenger Movements (x 1,000,000).
NEC Non European Community Transfers from same segment to same segment counted
S/M. H. Short-Medium Haul once.
L.H. Long-Haul Figures derived from Passenger Forecast.

Traffic Split & Figures are given for illustration purposes only.

337
 Figure J6-2: Peak Hour Flow Rates

Flow Chart (Peak Hour Movements) - Part Only

Airside

Dom. N EC LH

Arrival Departure Arrival Departun Arrival Departure Arrival Departure

a a 1_J 1_ s s 1 a I a
3 9.
S

a N J a as a aa

Originating & Destination Traffic

Land side

Lgflind
Dom. Domestic Transfers & Transit counted twice.
EC European Community
NEC Non European Community
S/M.H. Short-Medium Haul Figures derived from Passenger Forecast.
L.H. Long-Haul

Traffic Split & Figures are given for illustration purposes only.

J6.1.3 Destination Passengers and Baggage

The flow rate of destination passenger and baggage is different from the originating flow rate just
described. These passengers will enter the terminal upon aircraft arrival in groups directly related to
the aircraft capacity, discharge rate (e.g. one or two passenger boarding bridges) and passenger
load factor. As a consequence, the flow rate of passengers and baggage is directly related to the
aircraft arrival rate and passenger load factors. For further information please refer to Chapter F of
this manual, Section F6.

J6.1.4 Transit and Transfer Passengers

At airports where the volume of transit and transfer passengers is large, the flow rates of these
categories of passengers will also require careful analysis. As in the case of destination, the flow
rates of transit and transfer passengers are directly related to the aircraft arrival rate, discharge rate
and passenger load factors.
IATA Passenger Terminal

J6.1.5 Aircraft Type

The number and size of aircraft must be taken into account with respect to both arriving and
departing
passenger and baggage flow. The forecast mix of aircraft may change with the growth of passenger
traffic (especially the ratio of wide-body aircraft processed at the airport) and can have a significant
impact on the passenger terminal complex. If large aircraft predominate, the possibility of larger
surges of passengers in all functional areas of the passenger terminal area is greater than with
smaller
aircraft.

J6.1.6 Well Wishers and Meeters/Greeters

In public areas, mainly the check-in and arrival concourses, well wishers and meeters/greeters must
be taken into account. The number of well wishers will vary depending on individual cultures and the
type of flight (scheduled/charter, business/leisure, pilgrimage).

J6.2 FLOW ROUTES

J6.2.1 General
In accordance with the outline philosophy defined within Chapter K (Sections K1 to K6 inclusive)
passenger flow routes should:
• Be as shod, straight and direct as possible, unimpeded by obstructions from passenger cross-
flows or concession facilities.

• Be capable of use by all airlines and not restricted to individual aircraft loads.
• Permit multiple routings and be designed to give passengers a choice of government control
positions in order to avoid bottlenecks.
• Be sufficiently flexible to permit establishment of temporary channels which can be by-passed
by other passengers (e.g., for individual health control processing of a particular arriving aircraft
passenger load) or to permit regulation evolution.
• Permit processing of passengers individually or in groups.
• Introduce a minimum number of level changes.
Government regulations or security reasons should require flow separations; i.e.:
• One flow route for departing domestic passengers and one for international passengers.
• One flow route for arriving domestic passengers and one for international passengers.
• Departing passengers after security check-points must be physically separated from arriving
passengers.

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IATA Airport Development Reference Manual

J6.2.2 Flow In Terminal Area

A number of factors which affect passenger flow in the terminal area should be taken into account
as design targets; these include:
(a) Walking Distances
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 type and availability of baggage trolleys, changes in level, 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 and 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 is envisaged, incorporation of a people-
mover system, and due provision for the necessary right-of-way and other related factors must be
(b) Separation of International and Domestic Traffic
In line with the requirements of Section K3, and where control requirements make it necessary,
provision must be made for the separation of international and domestic passengers on the airside
of terminals. However, a flexible arrangement should be incorporated whenever possible, so that all
or specified gates can be used as required for either category of passengers, and to allow regulation
evolution (this is particularly true for countries on the fringes of Europe who may or may not join the
common community).
This is an important objective in the planning of terminal layouts, and the co-operation of control
authorities must be sought in the reduction of restrictive regulations, which could prevent optimum
use of facilities.
(c) Separation of Arriving and Departing Passengers
In line with the requirements of Section K3 and for domestic traffic, separation should not necessarily
be mandatory, but under certain circumstances or regulations, arriving and departing passengers
may have to be separated (Refer to Section K3 for further details).
For international traffic, in all terminals, originating passengers have to be separated from their
friends,
from domestic passengers and from arriving passengers at the point where the security check is
carried out.
(d) Changes in Level
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.
The use of escalators to transfer departing passengers to lower levels at confined air bridge rotundas
is not recommended.

340
IATA Passenger Terminal

(e) Facilities for Disabled Passengers

Refer to Section K6 — Disabled Passengers
(f) Integrated Public Information
Passenger flows can be greatly expedited by providing an integrated public information system,
including standardised internal sign posting, flight arrival and departure information, and an adequate
selective public address system. Advertising posters and displays must not be permitted to detract
from sign posting provided for information purposes.
(g) Concession Location
Special care should be taken to ensure that concessions are conveniently located and do not
interfere
with the passenger flow.
Passengers should not be intentionally routed through concession areas, especially when more
direct
routes are possible.
(h) CIP Lounge Location
In line with the functional requirements of business lounges defined within Section P3 — Hotels &
Business Centers, airline CIP/business lounges should be located in a central position on or
immediately above primary passenger circulation routes. Direct access to concession areas may also
be advantageous.
(i) Check-In Area Layout
The area around the check-in facility should be large enough to accommodate the friends and family
of passengers without interference to the check-in process. If this is not the case, then consideration
should be given to excluding friends and family from the check-in concourse. Please refer to Section
J9 — Check-in Systems and Section U2 — Departures Systems.
(j) Boarding Area Layout
The boarding card reader/check-point should be as close to the aircraft as possible,
(k) Arrival Area Layout
Terminating International passengers should be able to join meeter/greeters immediately outside the
point where they clear the final inbound controls. To assist the orientation of both parties,
consideration
should be given to providing a transparent screen between the reclaim area and the arrivals
concourse.
(I) Transit and Transfer Passengers
In line with the requirements of Chapter K (Sections K1-K4 inclusive), the terminal design must
permit

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IATA Airport Development Reference Manual

J6.2.3 Flow to Aircraft

The flow of passengers between the terminal building and the aircraft should be direct 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 levels and
under protection from weather, blast and noise.
Passenger flow at the aircraft will obviously be affected by the apron system and layout employed.
The following points are pertinent to this aspect:
(a) Passenger Boarding Bridges
In line with the requirements of Section J11 — Passenger Boarding Bridges, this system is favoured
by the airlines where it is justified and supported by a cost/benefit analysis which demonstrates an
achievable high utilisation rate. Passenger boarding bridges foster smooth, relatively uncontrolled
individual embarkation and disembarkation of passengers. Passenger boarding bridges have
proved
particularly advantageous with high capacity aircraft.
For Code E aircraft, consideration should be given to the provision of two bridges, to improve the
rate of passenger flows.
For Code F aircraft, and in particular the A380 with two main decks, consideration should be given
to the provision of two bridges, one to both levels, to improve the rate of passenger flows. A third
bridge may also be employed depending upon individual airline requirements.
(b) Apron Transport
At airports where loading bridges are not installed and the aircraft are parked remotely, buses
should
be used to convey passengers directly between the aircraft and the terminal.
(c) Direct Apron Access
This system is not generally encouraged by the airlines as passengers are exposed to the effects of
weather, aircraft blast and noise. However, for low frills carriers, whose business models cannot
support additional on-costs, expenses related to air bridges are often not permitted. Also, it is
essential
that passenger movement on the apron is constrained to clearly marked walkways with a minimum
number of access points onto the apron, and that such movement is always strictly supervised. This
is particularly relevant for small commuter aircraft (particularly in the case of a running engine)
which
are unable to use loading bridges, or where bridges are unavailable. Passenger proceeding
between
the aircraft and the terminal building should never be allowed to walk across taxi-lanes or taxiways.

J6.2.4 Access Control

When planning new airports, or major redevelopments to existing ones, consideration should be
given
to reducing to the minimum the number of staff, authorised persons and vehicles requiring access
to the airside areas. In this way the number of access control points inside and outside all buildings
can also be reduced to the minimum. This can be achieved by:

• Having plant and maintenance facilities landside.

• Providing adequate facilities for staff within the restricted zones (RZ) to reduce the number of
times they need to enter and leave it in the course of their duties.

• Co-ordinating landside, non-public access and airside/RZ access control.

342
IATA Passenger Terminal
J6.3 IATA RECOMMENDATIONS

J6.IR1 Flow Charts

All airports should establish flow charts that clearly show originating, destination, transfer and
transit passengers, split by all traffic types (no-frills, charter, scheduled) by sector (domestic,
international. Schengen, Non-Schengen, etc.), and by short/medium and long-haul routes.
These
are determined from statistical data and air traffic forecasts and should be prepared for existing
and projected traffic covering years 0, 5, 10 and 20 of the forecast period.

J6.IR2 Flow Routes

Flow routes for passengers should be as short and straight as possible, with few if.any changes
in level, in order to minimise the time taken to travel to, from and between aircraft.
^------------------------------------------------------..............__________________________________

JIIR3 Separation and Segregation of Passengers

: ■■":< 'CXts'. '■'■'X'.'

Flow routes should allow for the separation of international and domestic passengers and/or
arriving and departing international passengers as required by ICAO and/or individual
government regulations. Please also refer to Section K3 and in particular K3.IR1 for further
clarification.

JS.IR4 Barriers to Passenger Movement

Passenger flow routes should not be deliberately manipulated such that passengers are re-
routed through concession areas, especially were direct routes are possible. Please also refer
to Section J7 — Concession Planning.

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IATA Airport Development Reference Manual

SECTION J7: CONCESSION PLANNING

J7.1 PUBLIC TERMINAL RETAIL CONCESSION SERVICE AREAS

Surveys on airports show that passengers want, and expect to see, retail and food concession
facilities
at airports where they can shop and dine. At some larger airports up to 20% of the terminal area
can
be dedicated to airport shops in often purpose-built retail lounges, although 8%-12% is more typical.
With passengers willing to spend large amounts of money on airport shopping, concession
revenues
can provide the airport with up to 30-50% of their total airport revenues. IATA and its airline
members
support the airport authorities in their plans to develop or expand airport concessions provided that:

• The commercial revenue earned by the airport authority is used to reduce airline user charges.
• Airports should operate a 'single till policy' for all revenue sales from airport and subsidiary
companies. This form of trading should be fully open book to enable airlines to readily evaluate
revenues from all forms of airport operator trading activities.
• 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. See Clause J7.2.1.
For planning purposes, concessions are typically categorized in six groups:
• Duty Free.
• Specialty, duty paid retail.
• Convenience retail.
• Food & beverage.
• Services.
SERVICESCONVENIENCE — news standsBanks, ATM's*FOOD &
BEVERAGEInsurance SalesCoffee bars, snack shops*Post
OfficeRestaurants*Barber shop/beauty salonCocktail
LoungeMassageCafeteriaNurseryFood courts*Day RoomsDUTY FREEFitness
centre, pool, saunaSPECIALTY RETAILCurrency Exchange*GiftsObservation
areaClothingPay phones*ShoesBaggage wrapping, storage*Personal care
products*Medical services*BooksShoe ShineWine/liquor (duty paid)Business
centre*Greeting cardsCommon use CIP lounges*ADVERTISINGVideo arcades,
casinosWall mounted advertisingGeneral information, tourism
information*Displays, event areas

*Denotes
recommended.
IATA Passenger Terminal

J7.2 LOCATION OF RETAIL FACILITIES

J7.2.1 Passenger Flow

Concession sales are governed heavily by the principle of passing trade and advertising. Successful
concession programs are employed primarily on enplaning passenger flows, but without impeding
these flows or causing complex routings. Passenger dwell times tend to be longer than they were in
the past, leaving many passengers ample time for shopping and dining.

FIG. J7.1 — Passenger Flow Through Retail

and Food Concession Areas

PIER/SATÉLITE

1
RETAIL RETAIL RETAIL FOOD
FOOD RETAIL
SEATING
PRIMARY PASSENGER

T
DEPARTURES ROUTE RETAIL RETAIL

X
RETAIL SEATING SEATING
RETAIL RETAIL/

SEATING
FOOD
RETAIL RETAIL RETAIL FOOD

PASSPORT CONTROL

NOTES

SECURITY CONTROL DENOTES PASSENGER

FLOW

DENOTES EMERGENCY
EXIST (Observe National
DEPARTURES CHECK-IN Mandatory Requirement)

It is fairly common for enplaning passengers to locate their gate and then return to
concession lounges
once they have a clear understanding of the time that they have available.

Concession areas that complement efficient and operationally successful terminals

usually:

• Have a clear distinction between directional signage and concession signage or

advertising.

•• Have clusters
Have flightofinformation
concessions in areas
displays differentiated
at frequent frominthe
intervals theremainder of areas
concession
the so
terminal.
that passengers
can judge their timelines appropriately.
345
 During concession planning, the convenience retail (news stands) are separated from other duty paid
retail, because these units tend to be repeated throughout the terminal, often are located near gates,
and are viewed as both a concession and an important passenger service. In larger terminals, there
is often a core area of food, including restaurants and a food court, but also satellite food and
beverage
units in gate areas. Concessions to serve arriving passengers and greeters tend to be more limited.
Arriving passengers are focused on leaving the terminal as quickly as possible.

J7.2.2 Landside Retail

Landside concession facilities should incorporate both retail and food concession facilities. The size
of these facilities should be aligned to cater for the volume of passengers, landside staff and well-
wishers/greeters that are likely to use the facilities. The retail element of this facility will typically
account for 20%-30% of the total retail space provided within the terminal. This reduced percentage
of retail entices passengers to progress through security and immigration as quickly as possible,
and
then proceed to duty free or duty free priced sales areas.

J7.2.3 Airside Retail

It is recommended that airside concessions should account for 70%- 80% of the total concession
space within the terminal. Retail facilities should be sensitive to cater for national and international
passengers. Successful airside retail areas are well illuminated, heated and ventilated (refer to
Section
Y2 for recommended lighting and heating levels), providing a suitably wide cross spectrum of
product
sales. It is essential that airside retail sales do not impair the functional characteristics of the
passenger
terminal.

Use of airside concessions by passengers reduces space demands on hold rooms, and 25-40% of
the seating provided in airside restaurants and food courts can be counted as contributing to
available
airside seating.

J7.2.4 Restricted Retail Goods

Some products are inappropriate to be sold within the airport terminal because of security
requirements. Harmful goods may include pen-knives, scissors, letter openers, etc. Reference
should
also be made to the IATA Security Manual, which defines products that are inappropriate to be sold
within airports. No goods which could be used in a harmful way should be sold within airport shops,
landside or airside. Particular attention should be given to those products sold airside, as these
products may fail to be screened.

J7.3 SIZING RETAIL CONCESSIONS

Retail concessions are planned based on supportable space. Using market research, comparisons
with successful concession programs at other airports of similar size and traffic characteristics, and
historical concession performance at the airport, sales per enplanement (SPE) in the six concession
categories are forecast. These annual SPE's are then combined with forecast annual enplanements
and typical concession sales productivity (sales per unit area) to arrive at supportable concession
space.

Concession rents are typically calculated on the basis of percentage of gross sales. Where
concessions
are appropriately sized and competitively tendered, these rents will typically deliver 3 to 5 times the
annualized floorspace cost of the terminal (considering terminal capital and operations) and provide
an excellent source of revenue to the airport.
J7.4 CONCESSION SERVICING & STORAGE
Terminal planners should consider concessions servicing and storage during terminal planning and
design, including:
• Secure truck bays for the delivery of supplies and stock to concessions and the removal of
waste.
• Security screening points at the truck bays to screen concession goods.
• Waste storage and compaction facilities at or near the truck bays.
• Storage areas for concession goods within the terminal.
• Back of house service corridors and service elevators so that food, food waste and retail stock
J7.5 IATA RECOMMENDATIONS

J7.IR1 Landside: Airside Retail Proportions

70%-80% of concession space within airports should bW located ahside. The remaining 20%-
30% of airport retail sales should be located land-side.

J7.IR2 Functional Requirements

The primary functions of the departures lounge should not be compromised by ine inclusion of
concession facilities. Clear* straight passenger routes through the concession space should be
provided. Concession spaces should be differentiated from the balance of the airside area, and
concession signage should be different in color and format from directional or emergency
signage.
1_____________________

J7.IR3 Passenger Seating

25-40% of the seating within airside restaurants, bars and food courts can be used as conU
ibuting
to the required airside seating.

J7.IR4 Retail Spatial Considerations

The size of concessions should be determined through development of supportable spao
calculations, considering market research on passengers needs/wants, and the performance of
other successful concession programs.
SECTION J8: MAINTENANCE

J8.1 ICAO REQUIREMENTS

Clauses 9.4.1 to 9.4.32 inclusive from ICAO Annex 14 explain the mandatory requirements for all
member state airports to have maintenance programs in place and fully operational to ensure that
airport buildings, aprons and support infrastructure systems are maintained appropriately and
diligently. Sample ICAO Annex 14 Chapter 9.4 text includes:
"9.4 Maintenance General
9.4.1 Recommendation.
A maintenance programme, including preventive maintenance where appropriate, should be
established at an aerodrome to maintain facilities in a condition which does not impair the safety,
regularity or efficiency of air navigation.
Note 1. Preventive maintenance is programmed maintenance work done in order to prevent a
failure or degradation of facilities.
Note 2. "Facilities" are intended to include such items as pavement, visual aids, fencing,
drainage
systems and buildings.
9.4.2 Recommendation.
The design and application of the maintenance programme should observe Human Factors
principles".
In addition to ICAO International legislation, there can be and often is national legislation which
requires
airports to instigate maintenance programs with similar mandatory objectives. Airport designers are
recommended to design facilities which can be maintained safely and easily.

J8.1.1 Objectives Of Airport Asset Maintenance

All building structures will require some form of maintenance to ensure that they remain capable of
functioning safely and appropriately. The level of maintenance will depend on many factors, which
may include but is not limited to:

• Building or infrastructure materials used.

• Building of infrastructure usage (baggage hall vs passenger hall vs airfield lighting systems).
• Age of the building or infrastructure asset (older assets usually require more frequent
maintenance).
The following assets should, as a minimum, be included within airport active maintenance
programmes
(where applicable). Other airport assets may need to be assessed and maintained and included.
Airport designers should design airport assets which allow airport operators to maintain assets
easily.
Airport designers are recommended to liaise with airport operators at project handover to provide
suitable inventories of assets and maintenance schedules for the assets listed below:
Terminal Buildings
• Building structure
• Heating and ventilation systems.
• Lighting systems.
 Roads and tunnels infrastructure.
• Staff and passenger fire escapes.
•
Passenger boarding bridges.
•
IT infrastructure systems.
•
Baggage systems.
•
Fire escapes.
•
Road/Aircraft bridges.
•
Etc.
•
Apron Systems
Taxiway lighting and control.
•
Runway lighting and control.
•
Perimeter fencing and security detection.
•
Access control systems.
•
Fire services systems.
•
Sewage treatment and disbursal systems.
•
Fuel farm and fuel delivery systems.
•
Etc.
•
J8.2 PREVENTATIVE MAINTENANCE STRATEGIES
Preventative maintenance is used as a tool to retain service levels of equipment and infrastructure
while minimizing the operational impact of system downtime on the airport. This is achieved by
conducting servicing in planned non-operational periods for the airport and its clients. While all
airports should develop preventative maintenance strategies, the precise details of aiiport
maintenance
strategies will vary from airport to airport, according to the size and complexity and the operational
duty of the airport.
Preventative maintenance strategies should learn from historical data on items such as Mean Time
Before Failure (MTBF) for equipment and infrastructure. Equipment should be replaced or
maintained
before the next MTBF occurs. There are maintenance scheduling software packages available
which
are able to predict and list actions and trends on equipment which can reduce long term operational
maintenance costs in parallel to improving performance of airports and availability and safety
 The table below is a sample of a typical maintenance scheduling
report output:
Asset Code/
NameLast Repair
Date/Duration
of FixPredicted
remaining time
before failure
Date/TimeStaff Skills and
Maintenance CostMaintenance
Kit/
Documentation
RequiredID 3014
Passenger
Boarding
Bridge
GOLF 2215th July 2002
(2 hours)31st January
The maintenance fixes
2003Passenger are prioritized according to commercial and safety risk, and by asset MTBF
Boarding
date/time
Bridge which is managed by the computer and the maintenance software.
1x Certified Service
J8.3 Technician
TYPICAL STRUCTURAL / INFRASTRUCTURE FAULTS
GBP 950Kit3014-B1
Rotunda
There Hinge
is a wide range of faults that can occur within an operational airport that can be avoided by
Pivots applied
correctly GreasingID 1077 maintenance. Some faults are predictable, some are not, and certain
preventative
Baggage
faults will be Hall
associated with poor design, poor installation or poor historical maintenance. Often
Column
internal building systems (HVAC, etc.) are properly maintained, while the actual building structure is
Protectors1st
overlooked (most steelJuneand
2002concrete structures require regular maintenance).
4 Hours1st February
2003General
One of the most Structural
common and most serious structural maintenance faults is associated with the
Technicians
damage of building internal or external columns which are hit by airside vehicles. Concrete column
X3
protection footings and/or steel column protectors can often be frequently hit by airside vehicles,
GBP 5750Kit 1077-D1
such
asBuilding
baggageColumn
tugs, aircraft towing tractors, airside passenger buses, etc. While the occasional lighter
Protective
contact (though Barrier
not recommended) can be usually accommodated by good structural design, where
Repair
this type of contact is frequently occurring and protection systems are degraded over time, serious
structural problems can result. Airports operators should consult a qualified structural engineer in
areas of any doubt.
Concrete degradation is common, particularly where climates necessitate the use of road salts for
negative weather temperatures. Delaminating steel beams and columns are frequently observed in
wetter climates where water dispersal within the structure is poorly designed. Expert structural
evaluation is required on a case by case basis to ensure that structures can withstand the intended
design loads and usage requirements. It is recommended that designers should produce structures
which promote ease of maintenance inspections and adequate water drainage systems.
J8.4 IATA RECOMMENDATIONS

J8 IR1 Airport Maintenance Strategies

In line with the requirements of ICAO Annex 14 Chapter 9.4, airports should have a fully
implemented and airport wide systems maintenance strategy.

J8.IR2 Design for Maintenance

Airport facilities and infrastructure should be designed in such a way as to promote ease for
maintenance inspections and general routine maintenance activities from authorized personnel.
As a small limited example, plant rooms should be adequately sized, illuminated and ventilated.
Slmilariy, water drainage systems should be adequately and safely accessible for regular
cleaning
activities. IT infrastructure should be accessible and designed to aid hardware and software
maintenance activities.

J8.1R3 Design for Maintenance

All maintenance works at the airport should be carried out with cWÉ scheduling and operational
jot miiion between the airport and the AOC. Airlines should be Informed in advance about
major maintenance works, especially when these works could influence their operational
processes.
SECTION J9: CHECK-IN

J9.1 GENERAL
The layout of the check-in hall in the passenger terminal is largely influenced by the check-in
concept
planned by the airport authority. It is essential therefore that the airlines and handling agents are
consulted early in the terminal planning process to ensure optimal operational effectiveness.
The allocation of check-in counters to the various airlines and alliances should be considered early
in the planning process. There should be a logical flow for all passengers, and particularly alliance
passengers, between check-in, CIP lounge and the departure gate lounge.

J9.2 TYPICAL CHECK-IN CONCEPTS

There are three typical check-in concepts that can be selected:
1. Centralized Check-in.
2. Split Check-in.
3. Gate Check-in.

J9.2.1 Centralized Check-in

Passengers and baggage are processed at check-in counters located in a common, central area —
usually the departure level of the terminal. The counters may be divided into sections specifically
designated for individual airlines or flights or, alternatively, passengers may be free to check-in at
any counter position. If the latter option is chosen, particular attention must be paid to the baggage
sorting implications, which at large airports may necessitate sophisticated and costly systems. The
check-in counter configuration chosen will govern the width and the depth of the terminal building.

J9.2.2 Split Check-in

The check-in function is split between two or more locations within the terminal complex. For
example,
passengers and baggage may be accepted at central check-in counters, or alternatively at other
locations around the airport including but not limited to:
• Check-in area located in the train station.
• Check-in area located in the car park.
• Check-in area located in a commercial building located on the airport.
• The entrance to the gate lounge.
■ Downtown check-in.
Attention must be paid to baggage acceptance at these remote locations. It is much more complex
to take baggage from remote locations to the central sortation hall.
The physical layout of terminals with split check-in systems varies widely because of the variety of
types of procedures available.
The airlines prefer a centralized check-in layout since split check-in layouts require additional airline
check-in staff.
J9.2.3 Gate Check-in
Passengers proceed with their baggage directly to the gate and are processed at check-in counters
immediately in front of the appropriate gate lounge. A good example of this type of check-in layout
is Hanover, Germany. This concept:
• Simplifies check-in handling procedures.
• Shortens passenger walking distances within the terminal.
• Reduces passenger reporting time.
• Reduces baggage sorting requirements.
• Could generate more staff requirements.

J9.3 CHECK-IN HALL

The airlines acceptance of passengers and their checked baggage takes place in the check-in hall,
which consists of a number of check-in counters with appropriate baggage conveyance facilities.
Check-in counters may be placed in either a linear type layout or an island type layout. Within each
of the two main types of counter layouts, several variants exist.
The distance a passenger must carry his/her baggage to the closest terminal check-in point should
be kept to a minimum.
Most check-in layouts now include a CUTE system (see Section J4).
The layout of the check-in hall is changing quickly to accommodate an increasing number of self-
service kiosks. The airlines are introducing these kiosks as a means to speed up the check-in
process,
lower costs by reducing the number of passenger agents required, and increase security at
counters.
It is estimated that 33-50% of check-in counters will be self-service based on recent experience in
Europe and North America (see clause J4.3). Approximately half the self-service kiosks are
designed
for passengers with baggage.
Where traditional check-in counter layouts (island or linear) are required in a contemporary airport
design, provision should be made to allow for the gradual replacement of these counters with self-
service kiosks. The baggage system planned for should also contain a similar degree of flexibility.
Limited seating should be included in the check-in hall for some well-wishers to use while
passengers
are checking-in.
Baggage trolleys and related storage areas need to be provided.
Many airlines now use stanchions in front of the check-in counters so passengers can be processed
in a single queue or a few queues separated by class of service rather than processing passengers
in multiple queues.
Most typically, an airline will use 8 check-in counters to process passengers for a 747-400 flight.
One
counter is used for first class; two counters for business class and the remaining five counters for
economy class.
Departure flight information displays (FIDS) must be available within the check-in hall. The FIDS
monitors should show which airlines are operating from which check-in counters.
Appropriate systems for the conveyance of passengers' baggage from the check-in counters to the
baggage make-up area must be provided. The type of system may include a number of transitions
and can be relatively complex, as is the case with centralized check-in, or very simple in the case of
gate check-in. The maximum number of check-in counters per baggage conveyor belt must be
IATA Airport Development Reference Manual
flow from each feeder belt, so as to prevent congestion or jamming of bags when they merge on the
main conveyor. Automatic controls to ensure that bags from any counter have equal opportunity of
access to the main conveyor may also need to be incorporated.
Specially designated counters are required for the acceptance of oversized baggage. These
counters
may be located in each check-in island at clearly identified positions, usually one per check-in
island,
or they may be located at the head of the check-in hall at one or several positions. These check-in
positions will have wider baggage belts with a straight feed down to the outbound baggage room.
They usually also have easy access to a freight elevator that will allow large pieces of baggage to
be placed on a cart and taken down to the outbound baggage room.

J9.3.1 Linear Type Check-in Layout

Linear type layouts may be used both for centralized check-in and for gate check-in. The 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). This type of check-in layout is not
favoured
since the check-in hall becomes long and narrow when a large number of counters are required.
This
layout usually tends to promote congestion in the check-in hall.

J9.3.2 island Type Check-in Layout

Island type layouts are suitable for centralized check-in. Each island, where the axis is orientated
parallel to the flow of passengers through the terminal concourse, may consist of 10-20 individual
check-in counters on each side. This number of counters on each side of the check-in island will
require two main baggage conveyor belts installed in parallel back to back. Commonly 20-30m
separation between adjacent islands is evident. The IATA recommended distance is 24-26m. The
island check-in layout is favoured by ACCs over the linear check-in counter layout.
The head of each check-in island should be used for airline sales, ticketing and information
counters.
Each side of each check-in island should be identified with a letter or number. In some cases the
area between two check-in islands is identified.
IATA Passenger Terminal

J9.4 CHECK-IN COUNTER DESIGN

Airlines/handling agents must be consulted in the design phase of the check-in counters, as the
layout
of the counters will depend on the procedures they will use for passenger check-in and baggage
handling.
The check-in counter design must consider the ergonomic requirements of both passengers and the
airline staff. The computer monitor and keyboard should be adjustable to suit different sizes of
airline
staff. A mock-up of the check-in desk should be built and airline check-in staff encouraged to test
the mock-up model before the new counters are manufactured.
In designing the check-in counter, adequate space must be provided for all possible airline
computer
equipment. The dimensions and exact location of such equipment should be determined by
consulting
the airlines/handling agencies concerned at each specific airport. Computer equipment dimensions
are constantly changing, therefore flexibility is required in the design of areas in/on the counter
where
the equipment will be placed.

Figure J9-4: JFK T1 Counters as a Benchmark for Counter Design

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J9.4.1 Check-in Equipment

The equipment which will be housed in the check-in counter includes:
• Computer monitor (flat panel preferred), keyboard and CPU.
• Boarding pass printer.
• Baggage tag printer.
• Document/itinerary printer.
• Passport reader.
• Telephone/interphone.
• Conveyor controls.
• Baggage scale readout.
The PC and printer equipment is usually supplied by the CUTE supplier.

J9.4.2 Check-in Signage

Good signage is required over each check-in counter so passengers can easily identify the airline
operating from that counter. The signage should also identify:
• The type of service (First class, Business class or Economy class).
• The flight number.
• The destination(s).
There are several types of monitors that are used for check-in signage. These include:
• TFT-LCD display monitors.
• Plasma display monitors.

J9.4.3 General Counter Design Requirements

Some of the general requirements that need to be considered in designing the check-in counter are:
• A suitable stool with adjustable height and 5 prong base.
• Keyboard shelf with adjustable height as an option to having the keyboard placed on the desk
top.
• Palmrest for the keyboard.
• Adjustable footrest.
• Waste basket.
• Counter identification number.
• Selection of materials that provide ease of maintenance, possibility of future modifications,
reduced
glare (matte finish) and resilient enough to withstand heavy wear and tear.
• Exposed counter edges should be rounded.
• Suitable location for baggage identification tags and airline timetables.
• Easy access to the CPU.

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IATA Passenger Terminal

• If equipment is to be located within the counter, printers should be on a shelf which pulls out for
easy refilling and maintenance. The pull-out shelf should be lockable.
• Good cabling management should provide easy access from the back side of the counter for
repair/replacement of computer equipment.
• Adequate space/drawers should be provided so that the desk looks neat and organized at all
times.
• For security reasons all drawers and pigeon hole arrangements containing baggage tags, ticket
stock, boarding passes, etc. should be lockable.

• Adequate ventilation is required for computer equipment in the counter.

• Lighting for the check-in counter must be carefully considered so that sufficient working light is
provided without excessive glare preventing reading of the computer screen.

• Where possible, the desks should be based on a modular system of basic units.

Figure J9-3: Example of Check-In Counter Design

i«--------------*
h—°—H

SECTION C-C
SECTION B-B

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Figure J9-4: Example of Check-In Counter Design (cont'd)

SECTI
ON A-A Agent Position
Combined Standing/Seated
Table of Dimensions
Element Dimensions (cm)
A Counter Height 122-128
B Desk Working Height 92-100
C Counter Depth 80-90
D Depth of Counter Top 25-30
E Tagging Belt Height 40-45
F Weigh Belt Height at Passenger Side 30-35
G Shelf Depth 10-15
H Shelf Height 70-80
J Height of Waste Basket (optional) approx. 15
K Protrusion of Weighing Belt in Front of Counter 25-35
L Length Tagging Belt 80-90
M Front of Belt to Back of Counter 15-20
N Counter Width 120-130
0 Net Conveyor/Scale Width 50-60
P Space Between Counters 58-68
Q Clear Space Below Work Surface 87-95
R Width Agent Knee Space min. 60
S Depth of Cut-out for Agents Knees approx. 30
T Clear Space Above Work Surface 25-30
U Storage/Equipment Space According to Local Airline Requirements
V Depth of Free Area for Inst. & Cabling approx. 15

Notes:
1. Dimensions based upon an average passenger eye level of 1.60 m.
2. Dimensions C + G should be max. 1.00 m.
3. Provision of shelf at passenger side of desk is optional.
4. Provision of feeder belt system is optional. If scale/platform used, dimensions E, F, K, L and M are not applicable.
5. Careful attention should be paid to slope of weighing belt (max. 10%).
6. Optional waste basket shown at bottom of agent knee well. This only valid for combined standing/seated agent position.
7. Where double counters are proposed which will be used by a single airline, and that carrier chooses to share equipment, counter
storage/
equipment space can be less than twice the requirement for a single counter.

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Figure J9-5: Self Service Kiosks in Munich Terminal 2

J9.5 IATA RECOMMENDATIONS

J9.IR1 The favoured Check-In Hall layout includes Island Check-in

with:
I/ 0-20 counters per side.
• Double main baggage collector conveyor belts.
26m separation between islands.
A CUTE system.
fpf JFK check-in counters used as the benchmark design.
A mock-up counter tested by airline check-in staff.
Increased availability of self-service kiosks (see Figure J9-5).

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SECTION J10: PEOPLE MOVER SYSTEMS

J10.1 AUTOMATED PEOPLE MOVERS (APM)

Automated People Mover (APM) equipment has become more and more commonplace, particularly
within the confines of the airport perimeter. APM systems are a transportation alternative often used
to transport passengers travelling greater distances within airports. An APM system is basically an
automated driver-less train, in which individual vehicles or trains operate at frequent intervals on
dedicated guideways. APM systems are designed to carry large numbers of passengers within high
density activity areas such as airports.

Figure J10-1 — Typical APM

08

As new airports are developed and existing airports are expanded to accommodate these
requirements, the distances which passengers must travel within the airport increase. Conventional
pedestrian modes such as moving walkways are acceptable for short distances, but do not provide
a sufficient level of service to passengers when greater distances are involved.

APMs offer lower cost alternatives to traditional rail provision as drivers are rarely if at all needed
(APMs can be operated often in manual mode with a driver on-board). Track infrastructure is both
cheaper and easier to install with fewer track-placed signals.

The basic building blocks of APMs are:

Rail rolling stock of light gauge.

Track infrastructure and controls.

CCTV systems.

Air conditioning/heating systems.

Centralized track and rolling stock control facility.

Power distribution network via track and transformers.

 Planning for new and existing airports continues to indicate the need to accommodate additional
aircraft and greater numbers of passengers. More gates and/or reconfigured gate layouts are often
required to accommodate these aircraft.

The reasons that APMs are used extensively on the airport complex include:

• The volume of people being moved is relatively small: typically 150 people at a time though up-
to 500 passengers is possible.

• Often the travel distances are relatively short, with distances below 1km being common.

• The frequency of people movement is often high.

• The destinations or the drop-off and loading points for passengers are limited, often less than 5
destinations on a single track and commonly only 2 destinations are provided.

These combined factors steer the designer away from manned services, such as full gauge rail and
buses, and lean them toward APM technology. Planners of almost all large airports envision the
implementation of an APM system at some point in its development. Even at airports which do not
initially anticipate an APM system, space and rights-of-way should be reserved so that APM
systems
can be accommodated if needed in the future.

J10.2 APM APPLICATIONS AT AIRPORTS

APM systems can be planned to satisfy several different transportation requirements at airports.
The
principal applications for APM systems can be classified in the following groups:

• Terminal to gate connections — APM systems connecting main terminal processing areas to
aircraft gates in satellites or piers.

• Landside connections — APM systems connecting unit terminals and landside airport functions
such as remote parking and car rental facilities.

• Intra-terminal connections — APM systems serving as connections between aircraft gates

within
one terminal or satellite to facilitate the movement of intra-line transfer passengers.

Atlanta, Georgia, USA London-Stansted Airport, UK

Chicago, Illinois, USA Miami, Florida, USA
Cincinnati, Ohio, USA Newark, New Jersey, USA
Dallas-Fort Worth, Texas, USA Orlando, Florida, USA
Denver, Colorado, USA Osaka-Kansai, Japan
Frankfurt, Germany Pittsburgh, Pennsylvania, USA
Hong Kong, China Seattle-Tacoma, Washington, USA
Houston, Texas, USA Singapore
Kuala Lumpur, Malaysia Tampa, Florida, USA
Las Vegas, Nevada, USA Tokyo-Narita Airport, Japan
London-Gatwick Airport, UK
J10.3 APM PLANNING CONSIDERATIONS
After identifying potential APM applications at an airport, it is important to define the service to be
provided by the system and to identify and analyze its APM car occupancy characteristics and
demand.
The airport elements which require interconnection should be identified. These points of service can
include:

• Satellites or piers and a main terminal, in the case of terminal to gate connections.

• Unit terminals, parking areas, car rental facilities or other landside functions, in the case of
landside
connections.

• Groups of gates in an intra-terminal connection.

• Off airport transit stations or intermodal facilities in transit connections.

The potential station locations within each element can be developed later, based on the physical
configuration of the elements, level of service criteria, and the demographics of the potential APM
car occupancy .

Goals should be established for the level of service to be provided to passengers. The key criteria
affecting APM system planning are maximum walk distance, minimum connection times, and
passenger waiting time for trains. Many other airport level of service criteria also apply to the
planning
of APM systems, including criteria such as minimizing passenger level changes, minimizing
transfers
between trains, and maximizing the visibility of the system to passengers.

J10.5 TYPE OF APM CAR OCCUPANTS

All categories of potential APM car occupants should be identified. It is important to identify each
category separately so that different demand, peaking times, and characteristics can be applied to
each category. Categories vary for each airport and application, however, typical categories include
the following:

• Passengers:

• Arriving international.

• International to international transfers.

• Departing international.

• Arriving and departing domestic.

• Domestic to international transfers.

• International to domestic transfers (after processing).

• Domestic to domestic transfers.

• Flight Crews

• same as with passenger list.

• Employees

• Airline.

• Other.
 Passenger Terminal

• Visitors

• Meeters/Greeters.

• Well Wishes.

• Other.

J10.6 APM CAR OCCUPANCY DEMAND

For each category of APM car occupant, the demand should be analyzed. The APM car occupancy
demand analysis should be performed on a consistent basis with the other airport forecasts and
analyses. The APM car occupancy analysis should account for the possibility of varying peak times
for different categories of APM car occupants, such as international vs. domestic peaks, and peaks
within airlines or groups of gates. If airport design hour forecasts are used, a surge factor should be
applied to account for the uneven distribution of passengers throughout the design hour.

The APM car occupancy demand numbers can later be applied to alternative system configurations
to determine the capacity requirements of the APM system.

J10.7 CHARACTERISTICS OF APM CAR OCCUPANTS

The characteristics and special requirements for each type of APM car occupant should be
identified.
Some key characteristics include the following:

• The need for separation between types of APM car occupants, such as sterile and non-sterile,
or secure and non-secure passengers must be defined.

• The space requirements for each APM car occupant category can vary greatly depending upon
the amount of baggage present. Landside systems, in which passengers have baggage which
will be checked or has been claimed, have a much higher space requirement than passengers
with APM carry-on baggage only. International passengers generally have higher space
requirements than domestic passengers. Employees typically have a lower space requirement
than passengers.

These key APM planning considerations, together with the unique requirements of each application,
can be used to develop and evaluate alternative APM system configurations.

J10.8 APM CONFIGURATIONS/OPERATIONAL MODES

In planning a new airport or the expansion of an existing airport, it is very important to address the
APM systems in the earliest stages. An efficient and cost effective APM system configuration can
be
a key factor in determining the feasibility of some types of airport layouts.

In early planning, alternative APM configurations and operational modes should be developed,
analyzed, and evaluated. These early planning analyses will assure that adequate rights-of-way and
space provisions are made for the APM system, and that the selected airport and APM
configurations
are compatible.

Numerous variations and combinations of APM configurations can be developed. Some systems
use
multiple overlapping routes with off-line stations, or switching and crossovers between shuttle
systems.
The best APM system is usually the simplest system which will satisfy the planning criteria. Added
complexity can increase the cost and reduce the reliability and availability of an APM system.

The APM configurations and operational modes can be different for each airport layout. The most

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J10.9 APM TECHNOLOGIES

In airport and terminal planning, it is important to develop configurations and operational concepts
which reflect the capabilities of proven APM technologies. Also, since there are a relatively limited
number of APM suppliers, accommodating as many technologies as possible in the planning phase
will help to assure a competitive source for the APM system in the procurement phase of the
project.
The term APM applies to a diverse group of technologies with a wide range of physical and
operating
characteristics. New technologies are constantly being developed and marketed, and existing
technologies are refined with each new application.
Technologies vary in size, performance, propulsion type, suspension type, appearance, and
numerous
other aspects. For planning purposes the key characteristics are as follows:
• Size — Technologies vary in vehicle size and train length, from single vehicle trains of 8-12
passenger capacity, to 4 to 6 vehicle trains of 75-100 passengers per vehicle.
• Speed— The maximum cruise speed of various APM technologies ranges from 25 to 100km
per hour. In applications where the distances between stations are very short, the differences in
speed make very little difference in the overall travel times. In layouts with longer distances
between stations, the higher speed technologies can reduce the travel times significantly.
• Propulsion type — APM technologies can be classified into 2 general groups, self-propelled
and cable propelled. Self-propelled technologies include those propelled by convention or linear
induction motors located either on board the vehicles or continuously along the guideway. Cable
propelled technologies use passive vehicles attached to a cable which is propelled by drive
equipment at a single point along the guideway.
• Suspension type — APM technologies have a wide range of suspension types, including rubber
tired, monorail, steel wheel/steel rail, air levitated, and magnetically levitated technologies.
For planning purposes, APM technologies can be placed in general groups with similar
performance,
capacity, and physical space requirements. These general groups can then be analyzed and
evaluated
to determine whether they satisfy the APM planning criteria. Provisions can then be made in the
airport and terminal layout to accommodate the physical requirements of the appropriate generic
technology groups.

J10.10 APM SYSTEM INTEGRATION INTO FACILITIES

The most successful APM systems are those which are well integrated into the airport and terminal
facilities. Since the planning and design of the airport and terminal facilities is normally started
before
an APM supplier is selected, the integration should begin by using physical requirements of the
appropriate generic technology groups. The use of simulation tools is also useful to determine by
modelling the frequency and track movement dynamics.
Specific APM facilities which should be integrated include the following:
• Passenger stations.
• Guideway.
• Maintenance facilities.
• Central control facility.
• Propulsion power substations.

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J10.11 IATA RECOMMENDATIONS

J10.IR1 APM Installations

The use of APM systems for transporting passenger and airport staff traffic around the airport
complex should be considered when any one of the following conditions are evident:
ê The distance between airside security boundary and remote satellites or piers is more than
0.75Km.
• More than 3000 persons per hour need to be transported between a distance of no less than
0.75Km on the airport complex.
If the cost of installing, running and maintaining an APM's is less than the cost to provide
alternatives modes of transport when totally calculated over a 15 year period with appropria..*
depreciation etc.
If the use of an APM dramatically removes an internal airside road traffic congestion problem.
Where Mean Connection Time (MCT) for passengers need to be reduced or improved.

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SECTION J11: PASSENGER BOARDING BRIDGES

J11.1 OBJECTIVES OF PASSENGER BOARDING BRIDGES

The passenger boarding bridge is used by large and smaller airports worldwide. It can be used to
assist the airport operation by:

• Reducing the Passenger Disembark/Embarkation Time.

• Improving Staff and Passenger Safety.

• Improving Passenger Experience.

• Improving Disabled Access.

• Providing a means of escape from the aircraft in case of an emergency.

FIG. J11-1: Typical 2 Section Apron Drive

Passenger Boarding Bridge

The passenger boarding bridge can significantly reduce disembarkation and embarkation times
when
compared to conventional steps and vehicle lifts. Passengers typically move nearly 25% faster
through
passenger boarding bridges than compared to other alternative processes, since the process does
not incorporate movement of buses with corresponding passenger dwell periods.

Passenger and staff are also less likely to injure themselves using a passenger boarding bridge

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Passenger boarding bridges improve the passenger experience particularly in more extreme
climates,
since the passenger can be transferred to and from the aircraft in controlled climates and away from
adverse weather such as rain, snow and extreme humidity and sunshine.

Passenger boarding bridges offer improved access for disabled passengers and reduce injuries to
staff handling disabled passengers that would normally use alternative, non-automated means of
access.

J11.2 TYPES OF PASSENGER BOARDING BRIDGE

There are three types of passenger boarding bridge:

• The apron drive passenger boarding bridge.

• The nose loader passenger boarding bridge.

• The cantilever passenger boarding bridge.

J11.2.1 The Apron Drive Passenger Boarding Bridge

The apron drive passenger boarding bridge provides the greatest flexibility for airports wishing to
serve a wide range of aircraft, as it moves in 3 axis degrees of freedom, namely:

• Axis 1 — Vertically up and down about the pivot point on the rotunda.

• Axis 2 — Laterally in and out via the telescopic section movement.

• Axis 3 — On an arc rotating about the rotunda.

It is typically possible to serve smaller or lower aircraft such as the Fokker 28/100 series, through to
the large higher aircraft such as the Boeing 747 series and Airbus A380 aircraft using the apron
drive
unit. The apron drive unit usually comprises two or three telescopic tunnel sections attached to the
rotunda unit. It is affixed close to the terminal link bridge and has a rotating cab at the aircraft end.

Three section tunnel apron drive units are recommended to be used where the range of aircraft
height
differential varies the most. It is a common fact that, the greater the slope length, then the shallower
the resultant slope gradient will be on all passenger boarding bridges.

The cab which docks with the aircraft comes in two variants: non-leveling and self-leveling. Self
leveling cab units are recommended, even though they produce the less effective slope length, as
they are safer for passengers and staff particularly when the telescopic sections are on a maximum
gradient.
367
The apron drive passenger boarding bridge is more flexible, in that misaligned aircraft can be more
easily accommodated because the cab can be moved to account for the parking error (rather than
having to move the aircraft, which is the requirement with nose loader passenger boarding bridges).

J11.2.2 The Nose Loader Passenger Boarding Bridge

The nose loader passenger boarding bridge is most commonly used to support aircraft which share
similar or closer door sill heights, as the nose loader passenger boarding bridge can only move in
two axis of freedom, namely:

• Axis 1 — Vertically up and down about the pivot point on the rotunda.

• Axis 2 — Laterally in and out via the telescopic section movement.

IATA Airport Development Reference Manual
Since the distance from the rotunda pivot point to the cab is usually limited to being (significantly)
less than half the stand width, the effective slope length then also becomes limited, which in turn
restricts the permissible aircraft height range.

It is common and recommended for the nose loader passenger boarding bridge to be used in
situations
where the aircraft to be served are: small only, small to medium, medium only, medium to large, or
large only, as the rotunda height can be set accordingly. It is possible to serve small to large aircraft
ranges using the nose loader passenger boarding bridge, but the usual result is that the telescopic
tunnel gradient becomes excessively steep or multiple parallel stand center lines are required.

The nose loader passenger boarding bridge requires that the aircraft need to be stopped very
accurately since the cab cannot be moved down the length of the stand centre-line.

J11.2.3 The Cantilever Passenger Boarding Bridge

The cantilever airbridge is rarer than most passenger boarding bridges and used mainly to expedite
passengers more quickly from large aircraft such as the Boeing 747 series or the Airbus A380 using
the aircraft's aft port door positions. The cantilever passenger boarding bridge is usually used
alongside
a conventional apron drive unit serving the forward door positions. A nose loader combination is
possible, though this is a very rare as it is also very restrictive.

The cantilever passenger boarding bridge extends over the port wing and engine(s) to reach the aft
port door on the aircraft. The cantilever structure is used since the weight of the telescopic sections
cannot in this extension be supported by ground driven powered wheel assemblies. The load is
instead transferred across the upper bracing structure which is predominately in tension, where the
main weight and dynamic moments of the assembly are transferred to the upper sections of the
rotunda.

The use of the cantilever passenger boarding bridge is not a preferred or a recommended solution.
Where two passenger boarding bridges are required the alternative recommended solution is to
provide dual conventional apron drive passenger boarding bridges to expedite passengers serving
the forward lower first door, lower second door, or the upper deck doors.

J11.3 THE ROTUNDA/LINK BRIDGE/EMERGENCY ESCAPE

The rotunda is the main support mechanism for all passenger boarding bridges and is a fixed entity
on the stand. The location of the rotunda is the single most critical unit on the stand as every other
component including the aircraft will be positioned around the location chosen for the rotunda. It is
important to select a position for the rotunda which will permit the Passenger boarding bridges to:

• Reach all the aircraft.

• Be parked such that they do not clash with building structures or other aircraft.

• Create a link bridge clearance which permits vehicles to pass beneath them.

When setting the rotunda height it is good practice and recommended to initially set the finished floor
level of the rotunda in accordance with the levels defined within the table seen in Fig J11-3. It will
be necessary to use a computer program to calculate the optimum rotunda height and plan position
taking into account the parked position of all aircraft, the permissible bridge slope, the number of
telescopic tunnel sections, and the apron slope characteristics.

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FIG. J11-2: TABLE OF RANGE OF AIRCRAFT DOOR SILL LEVELS

Typical Aircraft Sill Height (Level 1) Height Type

B737-700 2.67m Low A/C
A320-200 3.39m Low A/C
B767-300 4.13m Medium A/C
A340-300 4.40m Medium A/C
B777-200 4.72m High A/C
B747-400 4.65m High A/C
A380-800 5.13m High A/C

FIG. J11-3: TABLE POSSIBLE ROTUNDA LEVELS

AGAINST AIRCRAFT RANGE

Aircraft Service Range Possible Rotunda Level (m) Range

Low Aircraft Only > 3.75 < 4
Low to Medium Aircraft > 4 < 4.5
Medium Aircraft Only > 4.5 < 5
Medium to High Aircraft > 4.5 < 5.5
High Aircraft Only > 4.5 < 6
FIG. J11-4: TABLE DEFINING CLASSIFICATION OF
AIRCRAFT DOOR SILL LEVELS

Classification of Aircraft Door Sill Levels A/C Sill Height Range

Low A/C have door sills < 3.75m
Medium A/C have door sills > 3.75m < 4.5m
High A/C have door sills >4.5m

The link bridge connects the fixed rotunda to the terminal building. It is good practice and
recommended
to be able to separate the flows of arriving passengers and departing passengers, by provision of
alternative passenger routes, starting at the point where the rotunda connects to the link bridge. It is
also good practice and recommended to provide means of escape for passengers and staff at the
point where the rotunda meets the link bridge.
As a result, if an individual were standing where the rotunda meets with the link bridge, that
individual
should be able to follow any of the following potentially available routes:
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1. Access to the aircraft.
2. Access to the terminal — Departing Passenger Route.
3. Access to the Terminal — Arriving Passenger Route.
4. Access to the Apron — Emergency Evacuation or Staff Access.
IATA Airport Development Reference Manual
Figure J11-5: Typical Link Bridge Connection
— Preferred Ramps Configuration

------ 7 71 / / 1 1
s
/ m 1 Í_____
^1 AÉÀ

— (or
-S T
4

1
At any one time, only three of the four routes possible should be available to passengers at the
rotunda — link bridge merge position, depending on whether that passenger is departing or arriving
on the aircraft.

J11.3.1 Emergency and Other Safety Considerations

In the common situation where passenger boarding bridge emergency escape stairs are fitted it is
recommended that they do not move with the rotation of the cab, and instead they remain parallel
at all times within the length of the telescopic sections.

Consideration must be given to the fire protection properties of the loading bridges. Where the
relevant
authority agrees that such protection is necessary, the passenger boarding bridges must maintain
their integrity and provide a means of escape from the aircraft in the event of a fuel spillage fire
commensurate with the requirements of NFPA 415 Standard of Airport terminal Buildings, Fuelling
Ramp Drainage and Loading Walkways.

All floor finishes within the loading bridge must be non-slip, with means provided to minimise any
tripping or slipping hazards.

A means of communicating with passengers queuing between the gate and aircraft must be
provided
to direct passengers back to the gate in the event of an emergency at the aircraft or an incident
within
J11.4 THE TELESCOPIC TUNNEL SLOPE

It is recommended that a slope of 1:10 (1 unit up or down for every 10 units parallel to the apron) is
used for all types of passenger boarding bridge. The slope should be measured from the rotunda
pivot point in all instances to:

(i) The cab to aircraft interface for non-leveling apron drive cabs.

(ii) The end of the telescopic sections of the self-leveling apron drive variant.

(iii) The cab to aircraft interface for nose loader and cantilever variants.

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J11.5 STAND SETTING OUT CONFIGURATIONS

When configuring a single or multi aircraft ramp stand (MARS), the following factors should be
considered when aiming to serve all aircraft:
• Preference should be given to the use of two section apron drives over three section variants
in
the first instance.

• Aircraft should not be positioned with hydrants beneath the engines.

• The distance from the furthest most feature of the aircraft tail assembly, when viewed in plan,
should not be less than 4.5 m from the back of stand perimeter marking.

• The minimum wing tip clearance to the stand perimeter should be 2 m.

• Bridge parking locations should be designed to aid the movement of aircraft support vehicles.
• The positioning of fixed or mobile auxiliary aircraft ground power provision should be assessed
and accounted for.
• Terminal gate room evacuation routes via the rotunda and link bridge emergency stairs should
be accounted for, as should the space needed to accommodate passengers.
• The potential provision for automated arrival baggage system conveyors should be considered
for selected operations.
• Aircraft misalignment (badly parked) tolerances should considered.
• PAPA Boards and AGNIS equipment space should be safeguarded.
• Equipment area zones should be identified and likely space requirements accounted for.

J11.6 THE APRON SLOPE EFFECT

The slope of the apron can have a significant affect on the ability of the passenger boarding bridge
to serve the desired aircraft, and affects the safe operation of the stand in general. The slope will
affect drainage and the resultant height of the aircraft and hence the slope of the tunnels of the
passenger boarding bridge.
The correct recommended balance is to set the apron slope such that it should decline away from
the head of stand line at a gradient of 1:100 (1 unit down for every 100 units running parallel to the
stand center-line). Where possible, it is recommended to try to set the position of the rear main
undercarriage assemblies of the aircraft such that they will naturally roll away from the terminal
structure and toward the taxiway. This will ensure that push back loads are minimized.

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Photos courtesy of Airport Design Associates (ADA) UK

J11.7 IATA RECOMMENDATIONS

J11 .IR1 Passenger Boarding Bridge Cab

Self levelling cab units are recommended, even though they produce the less effective slope
length, as they are safer for passengers and staff particularly when the telescopic sections are
on a maximum gradient. Cab stairs, where fitted, should remain parallel to the telescopic tunnel
sections at all times.

J11.IR2 Use of the Nose Loader Passenger Boarding Bridge

It is recommended for the nose loader passenger boarding bridge to be used in situations when
the aircraft to be served are: small only; small to medium; medium only; medium to large; or
large only, as the rotunda height canoe set accordingly.

J11.IR3 Apron Drive Variant Selection

Where the attributes of the apron drive unit are favoured over the nose loader unit, the two
section tunnel apron drive passenger boarding bridge should be selected as the first choice. If
the two section tunnel bridge cannot meet the operational requirements then the three section
tunnel apron drive unit is recommended to be used.
IATA Passenger Terminal

J11.IR4 Use of Multiple Passenger Boarding Bridges Per Stand Perimeter

Where it can be demonstrated that multiple passenger boarding bridges are required to aid
passenger embarkation and disembarkation, the recommended solution is to provide multiple
conventional apron drive passenger boarding bridges to expedite passengers serving at least
the forward lower first door, lower second door or the upper deck doors. Rear door service
slS&ld be provided only by special agreement of all parties concerned.

J11.IR5 Rotunda Height

When setting the rotunda height it is good practice and recommended to initially set the finished
floor level of the rotunda in accordance with the levels defined within the table seen in Fig J11-
3. Fine tuning of these dimensions will be required to accommodate all aircraft to be served,
and the permitted clearances of the link bridge over the stand road.

"A
J11.IR6 Access and Passenger Route Separation
The link bridge connects the fixed rotunda to the terminal building. It is good practice and
recommended to be able to separate the flows of arriving passengers and departing
passengers
by provision of alternative passenger routes, starting at the point where the rotunda connects
to the link bridge. It is also good practice and recommended to provide means of escape for
passengers ánâ staff at the point where the rotunda meets with the link bridge, as fully defined
within clause 11.3 of this section.

J11.IR7 Telescopic Passenger Boarding Bridge Slope

It is recommended that a slope of 1:10 (1 unit up or down for every 10 units parallel to the
apron) is used for all types of passenger boarding bridges.
J

J11.IR8 Apron Slope

The correct recommended balance is to set the apron slope such that it should decline away
from the head of the stand line at a gradient of 1:100 (1 unit down for every 100 units running
parallel to the stand center-line). Where possible, it is recommended to try to set the position
of the rear main undercarriage assemblies of the aircraft such that they will naturally roll away
from the terminal structure and toward the taxiway.

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-Mi?
IATA Airport Development Reference

SECTION J12: SIGNAGE

J12.1 GENERAL SIGNAGE PHILOSOPHY: OVERVIEW

A well-conceived signage system can contribute considerably to the efficient flow of passengers and
traffic at the airport. It is therefore essential to consider the signage system in the early planning and
concept evaluation stages, and to endeavour to design a system which is easy to understand,
concise,
and logically placed in the various facilities within the passenger terminal buildings and surrounding
areas.

The primary purpose of an airport signage 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. Ideally, the passenger terminal building will incorporate
wayfinding elements into its basic design, including self-evident passenger-flow routes, memorable
landmarks at key junctions and information points, floor and wall finishes that are consistent in
different
waiting area or corridor types, etc. It should be recognized that a given terminal concept can have a
significant impact upon the eventual signage system, particularly at large airports where several
Passenger signage should be clearly segregated and should include:

Signage Description Display Type Text/Background Group (see J12.2.4)

Airport Information Static & Dynamic 2
Departures Signage Static & Dynamic 1
Arrivals Signage Static & Dynamic 1
Transfer Signage Static & Dynamic 1
Baggage Signage Static & Dynamic 1
Emergency Signage Static 3
Concourse In-Ground Lighting Dynamic N/A

It is important for signage systems to adhere to a basic guideline of copy styles and sizes, consistent
terminology, recognizable and universally acceptable symbols, and uniform colours for standard
functions. Message content must be in layman's language, understandable by the unsophisticated
as well as the sophisticated traveller, and should be designed to accommodate the needs of disabled
passengers. Use of standard terminology can help to simplify the process of making the transition
from the ground mode to the air mode ( and vice versa) for the travelling public.

Even though no signage system can satisfy everyone's needs and questions, signs must be
designed
with the objective of developing a concise and informative series of non-verbal messages which will
aid the majority of passengers. The basic criteria for an effective communications system includes
the thorough programming of all aspects of vehicular and pedestrian traffic flow, and the appropriate
delivery of all pertinent information to the traveller, visitor, or employee. It is important for the
following
three categories of messages to be communicated through signing and graphics.
J12.1.1 Directional Signage

Directional signage is of greatest importance in an airport terminal complex. All other designs are
subordinate. Proper directional signs are necessary because the rapid movement of vehicles,
people
and particularly passengers is essential for maximum utilization for the airport. At any transition
point
between air and ground transportation, success or failure of the terminal operations and its signage
is largely measured by the ease, speed, and comfort of access to and from the various destinations

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IATA Passenger Terminal

In addition to traditional signage considerations for the conventional passenger, directional signage
is paramount to those persons arriving late for a flight, persons with disabilities, foreign visitors, non-
English speaking passengers, and those passengers experiencing the disorientation which can be
common after entering larger passenger terminals or transportation centres.

J12.1.2 Informational Signposting

Informational signage is of considerably less importance than directional signage. These signs
provide
specific details about airport services and functions such as: restaurants; toilets; telephones; snack
bars; gift shops; news-stands; post office; operational offices; police; and many others. The intent of
these signs is to help individuals satisfy needs not directly related to aircraft boarding, baggage
claim

J12.1.3 Tertiary Signage

Regulatory, advertising and identification signage fall into a tertiary level of message priority.
Regulatory signs relate to government requirements and recommendations for providing
passengers
with travel advice. Designated advertising display areas help to communicate promotional
information
for tenants and various off-airport businesses, as well as establish a source of revenue for the
airport.
Identification signs provide the tenants with appropriate public exposure in leased space and other
areas established by the airport authority.

J12.2 PRINCIPLES
There is a need to establish a uniform hierarchy of messages and information throughout the airport
terminal complex. Clear and concise information, presented by either 'primary' or 'secondary' sign
systems greatly improves the efficient passenger flow, both on the roadway and within the terminal.
Care in developing a system for organizing information is critical to the success of any sign
programme.
Two successful methods for determining a hierarchy of information are:

• The use of larger character heights for primary information.

• A total separation of the type or classification of information from one sign panel to the next.

Both techniques are successful in airports that consistently implement and maintain either one of
these methods.

The following principles should be observed with any signposting system.

J12.2.1 Simplicity
• The layout and wording of signs should be as simple as possible.

• The emphasis should be placed on the reduction of signs and sign content where possible.
J12.2.2 Grouping of Information 375
A uniform standard of terminal message and information hierarchy should be established to assist
the travelling public. The need for visual continuity among messages and information is critical to
the
smooth flow of passengers, helping to eliminate any elements which may interrupt the scheme or
cause possible confusion.
IATA Airport Development Reference Manual

J12.2.3 Visibility
The importance of an effective typography style for airport signage cannot be overemphasized. The
ultimate presentation of all other aspects of signing is embodied in the message itself and the letter
style (typeface) which is used. The use of a well chosen airport typeface can communicate 'the
image
of the airport' to the passenger and promote efficient traffic flow.
A conservative ratio to use as a minimum would be 3m of viewing distance for each 1cm of capital
or upper case letter height. Thus a 15cm upper case letter and its associated lower case would be
recognized easily by most passengers at a distance of 45m. Experience indicates that other
requirements, such as message dominance, often dictate that the actual size be larger than
minimum
viewing standards.
It is also recommended that 1.6cm be considered the minimum size for letter-types, regardless of
the viewing distance. Tests of the various type sizes being considered by an airport, under actual or
simulated field conditions, are recommended. The interior design, vertical clearances, clear
horizontal
viewing distances and basic message requirements have a significant impact on the copy height.
The airport planner is still left with the task of deciding what might be considered an appropriate
viewing distance based on circulation and passenger flow. In certain instances this will be
determined
by the architectural space in which the sign is located. In other situations, such as an airport
concourse
or a long corridor, viewing distance can be difficult to determine because of other tenant
obstructions.
In such a situation, where space is otherwise unrestricted, the design community would recommend
23m (7.6cm cap height) as a minimum.
Choice of a type style should take into account legibility and compatibility with the symbols and the
environment. Lettering and word spacing affect the legibility and appearance of different lettering
styles in varying ways at different distance. Colour and lighting also affect spacing needs. Generally
the following rules of thumb are useful:
• White lettering on a dark background requires more letter spacing than does black on white.
• Internally lighted letters may require greater letter spacing depending upon the intensity of light.
• Open letter spacing increases legibility from great distance.
• Many type styles suffer aesthetically when open letter spacing is used.
• Well executed optical letter spacing is better than mechanical letter spacing.

J12.2.4 Colour
The three specific colour groups that are highly recommended are:
• Group 1: Black Text — Yellow Background
• Group 2: Dark Blue Text — White Background
• Group 3: Red Text — White Background
Colour definitions are classified as:
Colour Hue: Saturation: Luminance:
Yellow 41 255 122
Dark Blue 170 255 84
Red 8 255 122
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A Passenger Terminal

J12.2.5 Aviation Symbol Signs

Symbol signs are most effective when incorporated as an integral part of the total signage system.
The use of short verbal messages along with symbols is more effective than the use of symbols
alone.
Symbol signs are most effective when they represent a service or concession that can be
represented
by an object, such as a bus or coffee cup. They are much less effective when used to represent a
process or activity, such as ticket purchase, because these are complex interactions that can vary
from airline to airline. It is more confusing to over-sign than to under-sign.
It is important to note that the use of too many symbols or arrows at any one particular location can
be counter-productive. However, when properly used and blended into the overall signage system,
symbols can play an important role in facilitating communication and orientation in airport facilities.

J12.2.6 Siting
One of the most important aspects of good signage is siting. The closer to one's natural line of sight,
the better. A useful rule of thumb is to avoid exceeding a 10° angle from the natural line of vision. If
conditions require that the viewing angle exceeds 10°, the size and distance relationship may have
to be adjusted. Legibility varies greatly from one symbol to another, or from one type style to
another.
Colour relationships, lighting, spacing and viewing angle may also affect legibility. Pragmatic testing
of symbols and lettering on-site, or in simulated on-site conditions, is required.

Local Considerations
• Local terminology will govern the text of certain signs e.g. petrol/gasoline, left-
luggage/baggage
lockers, etc.
• Airport road signs should be the same as those used on roads outside the airport in the
country
concerned.

Language
Signs at international airports should be displayed in:
• The language of the country concerned.
• English (the international aviation language).
• Additional languages (only where justified by the volume of such passengers).

J12.3 WAYFINDING
The ability to orient yourself and navigate through places is fundamental to a sense of security and
confidence. An effective information system for wayfinding provides for:
• The ability to effectively locate and orient oneself in the airport or terminal.
• The ability to determine possible destinations and opportunities around you.
• The ability to confidently determine the route to a desired destination.
An airport needs to provide sufficient information for passengers in order to give them a quick
working
knowledge of the facility. Signage is used to provide information about the facility when it is too
complex to be conveyed by the architecture, or when other sources of information in the space are
insufficient or unreliable. Sources of wayfinding information include:

377
 • Terminology and graphics.
• Architecture.
• Directories ("You are here" signs).
IATA • Airport
Maps andDevelopment
brochures. Reference Manual
• Facility operations and maintenance.
• Directions given by staff.
The primary objective of directories in airports is to provide the passenger with an overall orientation
with respect to the terminal and its facilities. Another objective of a directory is to help the movement
of passengers to and from their destination with ease and efficiency (thus reducing dependence on
airline and airport staff as information sources). In most cases the directory is a supplement to the
existing sign system. It is important that the individual needs of each specific airport be considered
in the planning of directory information units.
A major problem with some directory map layout designs is the improper orientation of the maps for
the person needing the information. When an individual is standing in front of a directory, the map
should be oriented according to the actual building layout and the traffic flow as experienced in that
location.
It should also be noted that passengers are becoming increasingly reliant on electronic visual media
for information, direction and communication in airport and other facilities. Efficiently moving,
informing
and managing the travelling public, as well as preventing unnecessary delays or misdirection of
passengers through the airport terminal can generally be assisted by effective Electronic Visual
Information Systems (EVIDS) utilizing dynamic displays.

J12.4 ELECTRONIC VISUAL INFORMATION SYSTEMS (EVIDS)

Implementation of EVIDS is easier now than ever before. Their manufacturing cost has decreased
for both the cost of one pixel (point) of display and the cost of supporting computer systems. This
increased cost effectiveness will contribute to the continuing growth of EVIDS in airport and airline
operation. One of the contributing factors is that the new display technologies are designed and
manufactured with their own memory and self-controlling capability, thus standardizing the open
architecture system design.
In addition, the development of wireless controllers allows an easy add-on system design for small
locally-controlled systems, such as airline counter, gate podium or back screen displays. Utilization
of the communication backbone concept for overall systems integration (called the Universal Cable
System (UCS)) provides an excellent opportunity to integrate EVIDS with other information
technology
systems. Increased acceptance of a CUTE solution also provides a technological opportunity to
integrate airport operated systems with airline operated systems using flight record information data
from EVIDS.
Design specifications and criteria for the application of EVIDS are mainly determined by consultants
and designers specializing in that particular segment. There is a movement among the governing
aviation organizations to standardize EVIDS in the area of message size, character size, display
format and colour of displayed messages. A joint policy document by ACI and IATA — Airport
Automation — the Way Ahead, provides an excellent reference for such standardization. These
guidelines and standards for electronic displays incorporate the input of not only the end users, but
also designers and manufacturers. As the importance of EVIDS continues to grow, more guidelines
will be developed and greater standardization across national boundaries is expected.

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IATA Passenger Terminal

The following is an overview of the applications of electronic/dynamic systems at a typical airport.

J12.4.1 EVIDS and Roadways

Dynamic signage can be used to inform travelling passengers and meeter/greeters of the location of
a particular airline at certain terminals or entrances, the availability of car parks, and even provide
public service messages for the community where the airport is located.

J12.4.2 EVIDS and The Departures Check-in Hall

In addition to traditional FIDS, EVIDS technology can be located above individual ticket and check-
in counters to provide agents and passengers with information related to the latest flight and/or
services provided by the airline at that particular counter.

J12.4.3 EVIDS and The Departure/Gate Lounge Area

Dynamic displays can be used to indicate the most current departures at the gate, to inform
passengers
about scheduled changes, and to reassure passengers that they are entering the proper loading
bridge by displaying the flight above the entrance. Dynamic signage can also direct arriving
passengers
J12.4.4 EVIDS and The Baggage Claim Hall
Baggage claim belt directory location, individual baggage claim flight information, and special
service
announcements such as silent paging are the most important arrival area applications for dynamic
signage. This creates an opportunity to use EVIDS as a welcoming tool, and to provide information
regarding public transportation, lodging, events and other services in multi-language presentations.
For specific services an interactive dynamic display media such as a touch screen can be used.
Such
systems may also include a printing device for maps and directions as well as direct reservation
telephone lines.

J 12.4.5 EVIDS and Transfer Passengers

Dynamic displays can enhance services provided to passengers regarding transfer flights,
emergency
announcements and public or private messages.

J12.4.6 EVIDS and The Airside/Apron

Use of dynamic signage provides a means of communicating important information regarding
parked
aircraft to ground services groups; i.e. the most current flight number in the event of a change, new
departures times, type of cargo, the catering service, and other functions.

J12.4.7 EVIDS and Emergency Areas

The placement of suitably located emergency and fire exit signage will be critical to passengers
needing to evacuate a terminal building particularly in a crowded situation. The precise location of
such emergency/fire exit signage should align with national legislation.
Signage should not be obstructed by obstacles such as building infrastructure or equipment. Line of
sight considerations for all modes of operation of the building should be considered. Situations
where
the line of sight is impaired and visibility possibly reduced due to smoke propagation should also be

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Figure J12-1: Fire Exit Signage Position

and In-Floor Exit Location Lighting

FIRE EXIT SIGNAGE

FIRE EXIT SIZED AND

POSITIONED TO LOCAL
LEGISLATION STANDARD

FIRE EXIT IN FLOOR LIGHTING

DEFINES ROUTE TO EMERGENCY
EXITS

J12.5 TYPES OF EVIDS

J12.5.1 ANDS — Airline Name Display Systems

ANDS provide the identity of the occupant airline and its particular flight information at any one of
the assigned ticket or check-in counter positions. The minimum includes one airline total flight
information per counter position, one airline logo per counter position and optional flight information
for the airline daily schedule. Information displayed is activated by airline personnel tending the
counter positions using either CUTE 2 or the ANDS input device.

J12.5.2 BCD — Baggage Claim Directory

The BCD provides the arriving passenger with the airline flight number under the corresponding
header to the assigned baggage claim device. Minimum capacity should include up to two flights
per
baggage claim device. Information displayed should be inputted by airport/airline personnel
responsible for baggage claim assignment; this can be a real-time system with advanced

J12.5.3 BIDS — Baggage Information Display System

BIDS provides specific baggage related information to arriving passengers and airline personnel
within the assigned baggage claim facility. Information displayed is based on scheduled baggage
information with an override operation by airport and airline personnel.

J12.5.4 BLD — Baggage Loading Directory

The BLD provides specific baggage belt assignments for each corresponding flight to the baggage
tractor driver. Minimum capacity should include one flight per loading belt. System input is by the
airport/airline personnel responsible for the baggage belt assignment.

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IATA Passenger Terminal

J12.5.5 EGIDS — Electronic Gate Information Display System

The EGIDS provides airline identity and flight information at each gate podium and loading bridge
entrance location. Minimum capacity should include up to one airline and one flight information for
each gate podium and loading bridge entrance. Information displayed is activated by airline
personnel
using the CUTE system and/or gate input device at each gate podium position.

J12.5.6 FIDS — Flight Information Display System

The FIDS provides complete flight related information regarding arrivals and departures to the
travelling
passengers, the general public and airport/airline personnel. A real-time system with a master flight
schedule and active flight schedule is interfaced between airport and airlines and CUTE if
applicable.
One of the most popular applications of EVIDS is the arrival and departure board displays which
provide
public information on scheduled airline flights. The airline industry has a standardized
recommended
practice, RP1785, concerning FIDS. Two examples of departure board legends are shown in
Figures
J12-2 and J12-3. All dynamic legends should align with ICAO Document 9249

J12.5.7 GTIDS — Ground Transportation Information Display System

The GTIDS provides ground transportation information from the airport to surrounding communities
for
arriving passengers. This particular information is limited to availability from participating
transportation
agencies.

J12.5.8 IIS — Interactive Information System

The IIS provides a passenger with the ability, on an individual basis, to access available information
about flights, local transportation, lodging and events in designated areas of the airport terminal.

J12.5.9 RIDS — Ramp Information Display System

The RIDS provides information pertaining to the most recent flight assigned to a particular gate

I Destination Departure Status

Departures Time
| BA295
Flight No. London Heathrow 18:30 Boarding

BA607 Lisbon 18:35 Go to Gate 12

KL3905 Amsterdam 18:40 Go to Gate 40 .
AC3001 Orlando 18:50 Go to Gate 15
EA400 San Francisco 18:55 Go to Gate 20
AF2999 Geneva 19:10 Check Zone A
I KL6578 Bangkok 19:20 Wait

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J125.10 VPDS — Visual Paging Display System

The VPDS provides a method of displaying visual paging messages and other emergency
information
to people with hearing impairments via electronic display media. Operation of VPDS is an
automated
event-based and menu-driven system, operated by the airport paging communication centre. All
messages are pre-formatted with the international symbol for hearing loss.

J12.6 TYPES OF DISPLAY TECHNOLOGIES

J12.6.1 Cathode Ray Tube (CRT)

CRTs are applicable to all systems for close viewing and indoor environments. Although historically
commonplace they are being phased out and replaced with Plasma or LCD technology. The
disadvantages with CRT displays are:

• The phosphor on the inside of the tube display can become burnt over longer periods and
stained
by the repetition of the same or similar images.

• CRT monitors are traditionally quite bulky units, though this has improved.
J12.6.2 Electro Luminescent (EL)
EL is a less popular display technology, available from only a few manufacturers. Applicable for all
systems requiring large character messages in an indoor environment.

J12.6.3 Fibre Optics (FO)

Fibre Optics provides an application for the old principle of the transmission of light via fibre cable.
Applicable for airfield-type displays and roadway information systems in an outdoor environment.

J12.6.4 Thin Film Transistor Liquid Crystal Display (TFT-LCD)

TFT-LCD are an attractive display technology, due to excellent contrast, character configuration and
full colour range. Applicable for large character information systems and line-oriented displays in an
indoor environment, a TFT-LCD display refresh horizontal and vertical frequency should be in the
region of 50Hz = > 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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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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383
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 (<3m floor to ceiling) and in areas densely populated with passengers
the use of emergency exit in-floor lighting guidance systems snould be used.

... í 2.1||4 Emergency and Exit Signage and Lighting

The placement of suitably located eniej^my and fire exit signage and directional lighting will
be critical to passengers needing to evacuate a terminal building — particulariy in a crowded
situation. All emergency exit and in-floor directional emergency lighting systems should be
supplied with a local 2 hour standby power source. The precise specifications and location of
such emergency/fire exit sign q should align with national legislation.
\
TATT Airport Development Reference Manual

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IATA

Chapter K — Passenger Facilitation

Section K1: Principles
K1.1 General Security Considerations............................................................. 385
K1.2 General Facilitation Considerations ......................................................... 385
K1.3 IATA Recommendations............................................................................ 385
Section K2: Roles and Responsibilities of Governments/Airlines
K2.1 lATA/Airline Participation ........................................................................ 386
K2.2 ICAO ....................................................................................................... 386
K2.3 Governments ........................................................................................... 386
K2.4 IATA Recommendations............................................................................ 386
Section K3: Immigration Processes
K3.1 The Role of Immigration.......................................................................... 388
K3.2 Passenger Type Separation...................................................................... 388
K3.3 Departures Immigration Control Requirements........................................ 389
K3.4 Passenger Arrival Immigration Requirements.......................................... 390
K3.5 Diplomatic Immigration Channels............................................................ 390
K3.6 Future Immigration Channels .................................................................. 390
K3.7 IATA Recommendations............................................................................ 391
Section K4: Customs Processes
K4.1 General Considerations........................................................................... 392
K4.2 Legislation and Recommended Practice Requirements ........................... 392
K4.3 Government Controls ............................................................................... 393
K4.4 IATA Recommendations............................................................................ 395
Section K5: Simplifying Passenger Travel
K5.1 Introduction: A Vision for the Future ....................................................... 396
K5.2 Industry Standards as Components to Reach the SPT Vision................... 396
K5.3 IATA Recommendations............................................................................ 398
Section K6: Disabled Passengers and Staff
K6.1 Designing for the Needs of Disabled Passengers and Staff .................... 400
K6.2 IATA Recommendations............................................................................ 402

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CHAPTER K — PASSENGER FACILITATION

SECTION K1: PRINCIPLES

K1.1 GENERAL SECURITY CONSIDERATIONS

In order to ensure a safe environment in which to operate, security requirements and appropriate
design must be taken into account in all new development, re-development and refurbishment of
airport facilities as clearly described in ICAO Annex 17.
To provide the necessary framework, governments must develop and consistently implement
precise
airport security standards. Such standards should ensure that the integrity of the local security
programme is maintained, while at the same time offering sufficient flexibility to meet the specific
operational circumstances of each airport.
Security requirements must be realistic, economically viable and allow for a balance between
aviation
security and safety on the one hand, and the need to ensure that the benefits associated with
movements of persons and goods by air are protected to the fullest extent possible on the other.
They should also, to the greatest practicable extent, be harmonised with internationally-agreed
standards and norms to enhance operational efficiencies of government agencies, airlines and
K1.2 GENERAL FACILITATION CONSIDERATIONS
The rapid, orderly and predictable movement of persons and goods through airport facilities is as
important to airline operations as effective security measures. Appropriate facility designs
incorporated
into arrival, departure, baggage reclaim and cargo handling areas are essential for efficient
operation.
The needs of various governmental control agencies, such as Customs, Immigration, Agriculture
and Quarantine must also be addressed, as should the needs for enhanced telecommunications
capabilities. ICAO Annex 9 and the World Customs Organisation's Kyoto Convention, amongst a
range of official publications, provide significant guidance as to international standards and best
practices developed to reduce unnecessary barriers and facilitate movement.
K1.3 IATA RECOMMENDATIONS

K1 .IR1 Document Awareness

Airlines and airport authorities should take note of the latest information on horn subjects defined
within K1.1 andK1.2, and should ensure that due allowance for all related requirements,
including
costs, is made in all airport terminal and apron development plans. In this respect, it should be
noted that techniques, procedures and equipment employed will vary by location, and are
subject

K1.IR2 Design Layout of Passport Control Facilities

Passport/Immigration facilities should be designed with throughput and spatial planning
requirements as defined within ADRM clauses:
• F9.3 PASSPORT CONTROL.
• F9.10.2 Passport Control Departures.
• F9.10.5 Passport Control Arrivals.

389
 IATA Airport Development Reference Manual

SECTION K2: ROLES AND RESPONSIBILITIES OF GOVERNMENTS/AIRLINES

K2.1 IATA/AIRLINE PARTICIPATION

When a major airport development project is proposed by an airport authority, experience has
shown
that the most effective and mutually beneficial course of action is to establish communications with
the airport authorities and their consultants as early as possible to explore alternative airport plans
and terminal concepts to benefit all concerned. The IATA forum for this consultation is the Airport
Consultative Committee (ACC).
K2.2 ICAO
The International Civil Aviation Organization (ICAO) is a division of the United Nations, and was
formed in 1944 pursuant to the signing of the Convention on International Civil Aviation. ICAO
creates
high-level legislative principles for international civil air transport in order to ensure the highest
possible
degree of uniformity in regulations and standards, procedures and organisation regarding civil
aviation
matters. Standards and Recommended Practices on Facilitation are provided for in Annex 9 to the
Convention. This document contains Standards and Recommended Practices or SARPs, which
Contracting States are urged to adopt, and as far as practicable, include in their own national
legislation.
The airport development designer and airport operator should obtain ICAO published documents to
confirm the legislative standards by which airlines and airports must function.

K2.3 GOVERNMENTS
National standards vary from country to country, with the main exception being those pertaining to
European Union (EU) Member States, whereby each Member State enacts national legislation in
order to implement EU Directives and Regulations. The Joint Aviation Authorities (JAA) founded by
the European Civil Aviation Conference (ECAC) represents the civil aviation regulatory authorities of
a number of European States who have agreed to co-operate in developing and implementing
common
regulatory standards and procedures. These are known as Joint Aviation Requirements (JAR). The
JARs should be consulted for common EU safety and regulatory procedures.
Non-EU governments set policy for security and general passenger facilitation issues on a national
basis while attempting to harmonize standards for international travel.
In the context of passenger facilitation, governments employ trained staff at border control points
within the airport terminal building
390 — Immigration (Arrivals and/or Departures) and Customs
(Arrivals).

K2.4 IATA RECOMMENDATIONS

K2.IR1 Passenger Facilitation Consultative Group

Airport planners are urged to consult with lATA's passenger facilitation teams to develop
coordinated and efficient passenger processing areas within their airports.
Please visit lATA's website at: www.iata.org/soi/securityfacilitationrfacilitation/index for further
contact information concerning this subject matter.
IATA Passenger Facilitation

K2.IR2 Supporting International and National Documentation

Airport planners within Contracting States or wishing to connect with Contracting States should
obtain Annex 17 to the Convention on International Civil Aviation — Security. This Annex details
the security requirements with which Contracting States should comply. Please refer to ICAO's
website at: www.icao.int
Other useful documents which should be obtained by authorized organizations include but are
not limited to:
• ECAC Document 30 (Restricted Access), which was ratified in July 03, should be
similarly
obtained to verify the requirements of EU states.

• IATA Security Manual.

• ICAO\ ! Manual.
.J

391
SECTION K3: IMMIGRATION PROCESSES

K3.1 THE ROLE OF IMMIGRATION

Immigration services are provided by governments in order to examine aliens on arrival/departure
at/from ports of entry in order to establish whether on arrival (i) aliens are properly documented and
(ii) they have a right of entry to that territory. On departure, the authorities track when the alien
departs
the territory, and verify that the alien should not be prevented from departing for reasons of law
enforcement. Passengers and crew should present the required travel documents (passports/visas/
identity papers as applicable) on arrival at the primary inspection line. Some countries may also
inspect documentation on exit from the territory.
Immigration agents use dedicated national and, where possible, international databases to validate
bona fide travelers. Some Immigration authorities emphasise pre-entry and on-entry control, while
others concentrate on after-entry activities.
However there has been a shift toward international co-operation on immigration issues and many
states are moving towards a multilateral approach to passenger processing. This approach has
been
facilitated by the increase in the use of machine-readable passports and the capture and verification
of biometric data. For further information in this regard please refer to Section K5: Simplifying
Passenger Travel, Clause K5.2.2, which provides more information on the latest International Civil
Aviation Organization (ICAO) standards pertaining to Machine Readable Travel Documents (MRTD)
and to the use of Biometrics to facilitate border clearance.
The airport planner should refer to Chapter F, and in particular to Section F9.3 for further details on
the sizing requirements for immigration/passport control facilities.

K3.2 PASSENGER TYPE SEPARATION

In accordance with ICAO Annex 17 clause 4.3.3, the separation of departing and arriving
passengers
is essential where departing passengers have entered the airside environment after undergoing
security and immigration inspections. It is subsequently recommended by IATA that all departing
international airside passengers must NOT be permitted to mingle with arriving passengers in
common
areas.
Option 1 (Preferred Option) Passengers must be segregated by means of a physical barrier, which
must NOT be capable of being breached by passengers. The structure must be considered to be
permanently fixed and of sufficient height and fixture to prevent cross filtration of flows of
passengers
and/or goods between departing and arriving passengers.
Option 2 (Temporary Solution) Where the option 1 solution cannot be met in the short term, all
departing and arriving international passengers must be separated. This should be facilitated by
 Figure K3-1: Departing and Arriving Passenger Separation

Option 1 - Preferred
Permanent Barrier
Interlocked Doors
As Appropriate
Where necessary

Departing d£ _d$
Originating Departing Passengers
Passengers 0% r (j§r- -

Arriving / § _
Passengers \ • w Arriving & Transfer Passengers _^a" I

-^d Denotes Departing Passenger

■^a Denotes Arriving Passenger
■^s Option 2 - Denotes Airport Security staff usage
Departing where no barrier present and used on
Transfer occasions
Passengers of terminal evacuation as necessary

Process Variations / Presence Will Occur Depending on Local

Legislation
NOTE: ICAO Annex 17 Standard 4.3.2 Should Be Observed
Security Process Dependent on Transfer Flight Origin / Passenger Separation
Integrity
NOTE: ICAO Annex 17 Standard 4.3.2 Should Be Observed

K3.3 DEPARTURES IMMIGRATION CONTROL REQUIREMENTS

Immigration staff located within the departure point need to have access to dedicated databases to
validate the bona fides of, in this case, the outbound traveler. Passengers who are improperly
documented will be stopped by immigration staff and may be taken off line for further scrutiny.
Where required, terminal developers should provide suitably sized departure immigration control
desks/kiosks as advised within Section F9 of this manual. In addition to the main outbound
immigration
processing channels, common immigration administration offices should be provided.
Departing passenger interview rooms should also be provided in a landside location and should be
considered as secure rooms. The fit out (with customary heating and ventilation systems, lighting
and water provision) of the departing passenger immigration interview rooms and the administration
offices should be determined following consultation with local government immigration departments.
Standard Processes: Each government has its own domestic legislative provisions regarding
outbound
controls of passengers and their baggage. Many governments, in light of perceived threats to border
integrity, require routine inspection of some or all baggage of departing passengers. Screening
baggage for explosive material is also commonplace, and permanent but flexible infrastructure
should
allow airlines to carry out such inspection where required. Please refer to Sections U11 (Hold
Baggage
Screening and U12 (Hand Baggage Screening) for further details in this regard.
Future Possibilities/Technologies: Intelligence gained through Advance Passenger Information (API)
systems and/or Interactive Advance Passenger Information systems can be used in conjunction with
RFID labels to the standard as defined by IATA resolution 1740c to ensure baggage is adequately
K3.4 PASSENGER ARRIVAL IMMIGRATION REQUIREMENTS
Standard Processes: Passport/document controls for arriving passengers are required, except in
the
case of pre-inspection at the airport of departure. Consideration should be given to the availability of
multiple channels based on nationality, traveler status (i.e. passenger/airline crew/diplomat), and the
availability of API and Advance Passenger Processing. Health controls for arriving passengers are
a permanent feature in only a few countries, however flexibility is required in this area in case of a
public health emergency of international concern. Terminal designers should account for the
provision
of medical examination rooms for this purpose and these should be sized according to the
perceived
flow rate of passengers that will be required to use the facilities.
Immigration staff located within the arrival point need the same information technology as provided
at the departures point, namely the use of dedicated databases to validate the bona fides of, in this
case, the inbound arriving traveler.
Terminal developers should provide suitably sized arrivals immigration control desks/kiosks as
detailed
within Section F9. In addition to the main inbound arriving passenger immigration processing
channels,
arriving passenger interview rooms should be provided. Arriving passenger immigration interview
rooms should be located airside and should be considered as secure rooms. The fit out (with
customary
heating and ventilation systems, lighting and water provision) of the arrival immigration interview
rooms should be determined following consultation with local government immigration departments.

K3.5 DIPLOMATIC IMMIGRATION CHANNELS

Airports which experience higher than average volumes of diplomatic or semi diplomatic
passengers
should develop dedicated passenger routes, more applicable equipment infrastructure, as well as
operational protocols to permit the efficient processing of this category of traveler. The airport
developer
should seek clarification from local immigration departments in this regard.

K3.6 FUTURE IMMIGRATION CHANNELS

Airports and immigration departments should strive to improve the efficiency of immigration
channels
where possible by providing faster and more effective processing of travelers. In an attempt to
achieve
K3.7 IATA RECOMMENDATIONS

K3IR1 Passenger Type Separation Solution

Departing and arriving international passengers should be separated within the airside
environment as defined and in accordance with clause K3.2. Wherever practically possible the
defined Option 1 (Preferred Option) should be adopted to perform adequate departing and
amving passenger separation. Where the option 1 solution cannot be applied immediately, the
Option 2 solution should be adopted as a temporary solution. Implementation of Option 1 should
be the aspiration for all airports.

K3.1R2 Departing Immigration Facilities

Departure immigration control facilities should be designed in accordance with clause K3.3, with
due consideration of the processing and sizing recommendations defined within Section F9.

K3.IR3 Arriving Immigration Facilities

Amving immigration control facilities should be designed in accordance with clause K3.4, with
due consideration of the processing and sizing recommendations defined within Section F9.
SECTION K4: CUSTOMS PROCESSES

K4.1 GENERAL CONSIDERATIONS

At most international airports, government clearance requirements are in force for international
passengers. In co-ordination with the government inspection agencies (e.g. HM Customs & Excise
in the UK and the US Bureau of Customs & Border Protection (BCP), etc.), these requirements
must
be taken into account in the early stages of planning the airport terminal facilities.
In facility planning, government controls should not be regarded as unchangeable: a certain degree
of flexibility is required, dependent upon the border agency's perception of the level of threat to
border
integrity. Even if a control requirement remains unchanged, the technique used to enforce it may
change, with corresponding changes in related space and facility requirements.
During early discussions it may be found that government authorities are not aware of new
concepts
in clearance procedures. Where this is the case, the airline representatives should ensure that the
appropriate agencies and/or authorities are made aware of these developments. The IATA
Facilitation
Representative for the country concerned is responsible for keeping the government inspection
agencies informed on such matters.
The object of the IATA Facilitation Programme is to eliminate or simplify government clearance
requirements. While this is not always possible, facilitating the rapid flow of passengers and goods
through the airport is a necessity for border agencies, airlines and airport operators. Success in this
field can alter the nature of the space and facilities which may be required by the governmental
control agencies as well as by airlines for traffic handling purposes. It is important that those
planning
new or re-designed airport terminal facilities should be made aware of actual and anticipated
improvements in facilitation before alterations or new constructions are commenced. Contacts with
the National Facilitation Representative, the IATA Facilitation Representative, the IATA Regional
Facilitation Co-ordinator or the IATA Facilitation Secretariat should be made at this stage.
It should be recognized that government border control agencies may maintain some requirements
(e.g. for the airlines to present passenger manifests) because they feel that the airport design does
not provide adequate assurance that all passengers will present themselves for inspection.
Alternatively, the provision of Advance Passenger Information (API) or other automated border
procedures may enable border control agencies to segregate arriving passengers into those with
and
those without such data. Careful attention to design aspects, particularly within the airport terminal
building, can ensure that passengers will proceed through the government control areas where
necessary, and thus minimize requirements for government authorities to maintain certain control
documents and procedures.

K4.2 LEGISLATION AND RECOMMENDED PRACTICE

REQUIREMENTS
Airport designers should observe the following legislative requirements when planning the
functional
areas associated with the layout of Customs facilities for the processing of passengers, cargo and
mail and express parcels where appropriate:
• National Government Legislation — e.g. DfT (UK) /CATSA (Canada) /DHS (USA), etc.
• European Union (EU) Directives.
• ECAC Document 30.
 • ICAO Security Manual.

• IATA Guide To Facilitation.

Aside note: The Joint Aviation Authorities (JAA) founded by the European Civil Aviation Conference
(ECAC) represents the civil aviation regulatory authorities of a number of European States who have
agreed to co-operate in developing and implementing common safety regulatory standards and
procedures. These are known as Joint Aviation Requirements (JARs). The JARs should be consulted
for common EU safety and regulatory procedures.

K4.3 GOVERNMENT CONTROLS

K4.3.1 Customs Control Facilities & Equipment

In addition to arriving passenger processing facilities, international cargo, occasionally domestic
cargo,
and in all cases, passengers' checked and hand-carried baggage requires customs control and
clearance of imported and exported items.

The airline/operator/known shipper must provide: (i) customs checking facilities (ii) check goods and
(iii) provide appropriate Customs documents at the checkpoints. Customs facilities maybe located at
the following airport passenger and cargo processing checkpoint areas:

• Customs control kiosks/checkpoints in airside passenger arrival facilities (See Section F9 for
sizing requirements).

• Publicly accessible Customs declaration offices located in landside passenger pre-departure

facilities, (allows passengers to document goods for which local excise duty has been paid or
those being re-exported, etc.).

• Cargo processing buildings, operated by the customs administration, by individual airlines and,
in certain instances, customs brokers or freight forwarder operators.

All cargo handling and/or clearance procedures occurring within the cargo facility or elsewhere in
controlled areas of the airport facility must comply with specific national customs regulations. These
include, but are not limited to requirements for the safeguarding of goods in operator's custody, the
keeping of transport records, transfer of goods to other airlines, and delivery to consignees.

The airport developer should work with the local government customs representative to establish an
inventory of necessary infrastructure to be provided by the airport developer, operator or freight
handling entities (airlines, brokers, forwarders, etc.) that are resident at the airport. The following
should
be used as checklist for designers to verify the requirements with the local customs representative:

• Customs inspection tables and IT LAN/WAN interface specifications.

• Securable customs interview / detailed search room.

• Customs administration offices requirements and IT LAN/WAN interface specifications.

• Customs staff accommodation areas — complete functional requirements.

• Customs & excise duty payment facilities and IT LAN/WAN interface specifications.

• Customs security screening equipment specifications and spatial requirements to accommodate

X-Ray machines /metal detectors/particle analysis machines and other specialist customs
equipment.

• Kennels for K9's used for detecting drugs and general contraband in passenger luggage and
cargo consignments.
IATA Airport Development Reference Manual

K4.3.2 Customs Bonded Warehouses

Bonded warehouse facilities are used to hold goods which must be accessed by authorised airside
personnel on a regular basis, and for which national customs duties are not normally applicable or
collected. Examples of goods which fall into this category are cigarettes, alcohol, etc., which are for
sale on aircraft and within duty free airside shops. Additionally, bonded warehouse facilities are
frequently used for the temporary controlled storage of goods in transit to another country or
another
airport within the same country where formal customs formalities will occur.

Designers should liaise with airlines and cargo freight processors to establish the extent of such
storage
facilities that maybe required. Designers should also liaise with government customs
representatives to
establish any special customs clearance infrastructure considerations and/or requirements.

Bonded warehouse facilities must be secure and provide environments that are appropriate for the
goods they are intended to hold. Bonded warehouse facilities intended to hold goods to be sold
within
the terminal should ideally be located as close as practicable to that terminal; bearing in mind any
future potential terminal expansion areas.

K4.3.3 Transfer Passenger Baggage Customs Clearance

Regulations in some countries require that the customs authority inspect and clear transfer
passengers
and their accompanied goods (hand carried and hold checked baggage) in the same manner as
controls applied to persons entering the country. Where such inspection of transfer passengers and
their possessions is required, the airport must make provision for the passenger to be reunited with
their hold baggage prior to physical presentation before a customs official.

K4.3.4 Customs Sampling — Terminal Design Implications

There has been a gradual reduction in the degree of customs inspection of terminating passengers'
baggage. In most countries today, some form of sampling or selective inspection is practiced
whereby
only randomly-selected passengers may be inspected or where only a portion of bags carried on a
given flight are physically examined. This situation will vary from country to country. Terminal
building
designers should liaise with the government customs representative to confirm what inspection
methodologies are or will be employed, and seek to establish typical or average processing times
for customs inspections. This information, when used with the recommendations in Section F9, will
allow terminal building designers to correctly calculate the flow of passengers in customs facilities,
and calculate the resultant space needed for customs activities. Designers should refer to Section
F9 for further generic information pertaining to the spatial planning of customs facilities.

Multi-Channel Customs: The random sampling concept is usually applied within multi-channel
customs facility layouts. The typical passenger customs clearance area is normally situated
adjacent
to and immediately after terminating passengers (and transferring passengers where required under
national customs regulation) have reclaimed their checked or hold baggage.

The dual-channel (red/green) system is, in some regions of the world, expanded to provide a third
channel which maybe used for special regulations.

RED CHANNEL: Passengers with articles to declare proceed through a channel indicated by a red
sign in the form of a square, where their baggage is inspected and appropriate duties assessed.

GREEN CHANNEL: Passengers with nothing to declare proceed through a channel indicated by a
green sign in the form of an octagon where they are generally not inspected, although customs
authorities normally reserve the right to make a spot check of passengers proceeding though this
IATA Passenger Facilitation

BLUE CHANNEL: A separate customs channel is used in certain circumstances, and where national
regulations allow, to further segregate arriving passenger clearance processes. As an example, the
blue lane process has been used to facilitate the clearance of persons travelling between two
airports
located within the European Union, and for which customs inspections are not required. In other
situations, special customs regulations are applicable for this channel, when used. The provision of
this channel is optional and dependent on the local national government legislation requirements
and/or international agreements in place. Airport designers should liaise with their local customs
representative for clarification.
The number of processing lanes in each of the coloured categories shall vary in accordance with
the
type and volume of passenger traffic being handled, and local governmental regulatory
requirements.
Aside Operational Consideration Note: Government agencies (Health, Immigration, Customs,
Agriculture) should be urged to consider the possibility of using one official to carry out inspections
on behalf of several agencies. This not only results in cost savings, but can also expedite the
passenger's journey through the inspection facility. Such combined inspection processes are
already
in effect in Canada and Australia, and since the inception of the Department of Homeland Security,
this will eventually be the case in the United States as well.

K4.IR1 Customs Legislativa Requirements

Designers of terminai buildings, cargo processing/storage, and mail/express items processing
and clearance facilities àhould refer to the legislation and best practice documentation listed
within clause K4.2 whenglanning the customs facilities in these respective areas within airports.

R2 Customs Facilities & Equipment

faf&r to clauses K4.3.l,and:K4,3.4, and should liase with their local customs
representa determine the precis® customs facilities and equipment accommodation
■■■■'< ■ '•layout plans. 1™
jif&meí'

399
SECTION K5: SIMPLIFYING PASSENGER TRAVEL

K5.1 INTRODUCTION: A VISION FOR THE FUTURE

Making passenger flows in airports more user-friendly benefits not only passengers, but also
airlines,
airports, government authorities and travel agents. Automated technologies are available which can
be cost-efficiently implemented, and the primary concern of the Simplifying Passenger Travel (SPT)
Program is that these technologies and their related processes and procedures are implemented
with
global interoperability to ensure maximised security and efficiency for all concerned.

Various trials have and are taking place world-wide in these areas, and related-standards are
emerging.
Certainly some attention in airport planning needs to be given to current and up-coming
developments
in implementing new technologies, for example: common-use self-service (CUSS) check-in; real-
time
communications of passenger information between the service partners; biometrics for automated
identification of passengers; and radio frequency identification (RFID) of check-in baggage.

K5.1.1 The Key Concept

The aim of the SPT Program is to improve the passenger travel experience by replacing repetitive
checks of passengers and their documents with a newer, more streamlined system. The new
system
will collect the information once, and then share it electronically with subsequent service providers.
A one-stop check prior to departure will clear the passenger through their entire journey.

When founded in 1998, the SPT Program's prime driver was capacity limitations, and this continues
to be an important incentive to work towards the SPT vision. SPT represents the industry's best
attempt to cope with the increased projected number of passengers by utlising airport space more
efficiently. It is felt that this goal should be achieved without the need to resort to large capital
expenditures.

With recent increases in security concerns, the SPT Interest Group (a self-funded membership)
recognised that the concept of collecting all passenger information prior to departure and enabling
its live exchange between service providers would also facilitate security enhancements in
airtransport.
For further details please refer to:

www.simplifying-travel.org
K5.2 INDUSTRY STANDARDS AS COMPONENTS TO REACH THE SPT
VISION

There are several standard-setting groups working in unison with the SPT interest Group to develop
an international structure enabling interoperability of Simplified Passenger Travel. These are areas
to explore when investigating the future uses of airport terminals.

K5.2.1 Common-Use Self Service (CUSS) Check-in Kiosks

The IATA CUSS Manual contains the standard specification for the CUSS kiosk. The business
model
for implementation will likely be that airports will own the kiosks and lease them by time or usage to
airlines.
 This sharing of infrastructure by airlines is essential to ensuring that departure halls do not become
congested with airline-owned kiosks. In addition, this business model will enable airlines that operate
limited flights into an airport to also benefit from using self-service check-in. The brand-ability of the
kiosks will be imperative in attracting airlines to their use. For further details please refer to:

www.iata.org/CUSS

K5.2.2 Pre-clearance of Government Authority Requirements Using

Biometrics

Real-time messages providing passenger information to government authorities prior to departure

enables response messages to be sent guiding the airline whether or not to board a passenger.
This
real-time messaging, known as Advanced Passenger Processing (APP), is an extension of
Advanced
Passenger Information (API) — see Sections K1 to K4 inclusive. Experience of real-time
immigration
pre-clearance has been accumulated over the years and, being successful, has created interest by
other governments who are working towards this model.

In parallel, the International Civil Aviation Organisation (ICAO) has developed standards for the
machine-readable zone (MRZ) in travel documents (passports, visas and identity cards). ICAO has
also endorsed a global, harmonized 'blueprint' for the integration of biometric identification
information
into passports and other machine readable travel documents (MRTDs). Facial recognition has been
selected as the biometric to be used world wide for machine-assisted identity confirmation and
States
have the option of using one or two secondardy biometrics if they so wish. Four technical papers
have also been published which guide States on how to implement biometrics in MRTDs.
Specifically
the papers include:

• Biometrics Deployment,

• Logical Data Storage,

• Use of Contactless Integrated Circuits, and

• PKI Digital Signatures.

The technical papers can be found at:

http://www.icao.int/cgi/goto_atb.pl7icao/en/atb/fal/mrtd/overview.htm

The result will improve the risk in conducting preliminary immigration checks remotely and front line
checks on arrival automatically. For further details please refer to:

www.icao.int/cgi/goto_atb.pl?icao/en/atb/fal/mrtd/overview.htm

Many projects are being conducted by government authorities which are building support for the
K5.2.3 Opportunity for Security Check

Security professionals are provided on a local basis to screen passengers prior to boarding. It would
therefore be possible with the information collected prior to boarding pass issuance for pertinent
data
to be transmitted to the security check for pre-assessment of the degree of screening necessary.
This would assist with the resourcing of both equipment and staff at security checkpoints.
K5.2.4 Baggage Handling
Having established a process for passengers to speed through traditional airport checks, it is
important
that the baggage does not then delay them. Radio Frequency Identification (RFID) technology can
be applied to baggage handling to increase the accuracy of identifying check-in baggage and
reconciliation with passengers. Alternatively, an overnight courier concept can be built into the
passenger journey such that the passenger's bags are collected and delivered to the passenger's
doorstep.
Whichever business model is used, a modified IATA Recommended Practice 1740c (RP 1740c)
defines the radio frequency wave length. For further details please refer to:

www.iata.org on RFID group

K5.2.5 Market Differentiation

The aim of the SPT program is to cater to the needs of a significant proportion of the travelling
public
that the service providers already 'know' prior to departure. Catering to a significant proportion of the
passengers in this manner enables the service providers to focus their attention and resources on
the other 'unknown' passengers. By knowing passengers, the service providers can also tailor their
offers to the customised needs.
Personalised messaging services from service providers to passengers can be constructed upon
technologically-enabled services. In addition, automated systems can enable service providers to
record passage through check-in, security and boarding points so as to know the passenger's
status
in their journey and thereby best assist them through the airport.
Remote tools can also be developed to take the one-stop check off the airport site through remote
K5.3 IATA RECOMMENDATIONS
(f.

K5.IR1 Departure Halls

Consider the impact on departure hall space allocation of the following services for a proportion
of the passengers, but only where economically viable and operationally advantageous:
• CUSS check-in.
• RFID bag tags.
§ Real-time verification of advanced passenger information.
• Intelligent security checks.
• One-stop check on departure,
and in a second phase:
• Home pick-up of baggage with RFID tags.
• Remote CUSS check-in by internet, PDA or WAP and 3rd Generation Internet Enabled
phones
for those without baggage.
K5.IR2 Arrival Hills
Consider the impact of RFID on the passengers and government arrivals
procedures where
passengers are approved prior to departure and their baggage is delivered
door~to~door. These
processes will have significant effect on arrivals halls and carousel areas.
SECTION K6: DISABLED PASSENGERS AND STAFF

K6.1 DESIGNING FOR THE NEEDS OF DISABLED PASSENGERS AND

STAFF
The number of disabled passengers or visitors using an airport can be very significant. Airport
facilities
should be adequately designed to permit easy access, mobility and movement under informed
direction
throughout the terminal complex.

The main categories of disabled persons for airports designers to account for can include but may
not be limited to:

1. Vision impaired or totally blind passengers.

2. Deaf or hard of hearing passengers.
3. Mobility impaired passengers.
4. Reading Impaired passengers (dyslexic, etc).
During the design period, the airport planners and designers should evaluate the capability of their
designs to permit the travel of these passengers, with the provision of suitable specialist equipment
and a total appreciation of the difficulties faced by the disabled travelling public and the disabled
staff
K6.1.1 Countering for Vision Impairments or Blindness Disabilities
Signage should be clear and concise and as defined within Section J12. Where signage is provided
at major corridor junctions, suitably sized Braille wall mounted panels or Braille impregnated hand
rails should also be provided. Braille characters should be used for signage directing passengers to
pier or terminal connections, passenger facilities, customs, immigration, emergency exists, phones,
retail, seating, information centres, and for toilets if deemed necessary.

As well as Braille indicators, signs may also include a secondary typeface that repeats the text
message carried by the standard sign, but in letters that are 'raised out' of the surface of the panel.
This lettering should appear on the same panel as the adjoining Braille impregnations, be of the
same
colour as the background (so as not to clutter the information seen by sighted passengers), and
should generally consist of lettering that is somewhat spaced apart and light, as opposed to bold, in
appearance.

Arrival and Departing flight information normally displayed on FIDS should be repeated in certain
locations by digital voice messaging or provision should be made at the information desks to cater
for disabled passengers needing up to the minute arrival and departure information.

At least one flight information display within each respective zone of the airport should have
doubled
font sized text compared to normal FID's, in order to permit visually impaired (not blind) passengers
to read the messages more easily.

Lifts, should be fitted with digital speech messaging systems to advise passengers of lift level and
door opening and door closing status. They should also be fitted with buttons that have Braille either
on the buttons themselves or alongside the floor level and emergency buttons.

Travelators (moving walkways) and escalators should be fitted with audible warning or digital
speech
messaging to warn of entry and exit points for these units.

Transit systems should be fitted with digital speech messaging systems to advise passengers of
 Passenger Facilitation

K6.1.2 Countering for Deaf or Hearing Disabilities

When a voice message is given within a terminal complex a visual message defining the same
information should be displayed at the same time at the appropriate location(s).
Public address systems should be clear and audible, with speakers adequately positioned within all
passenger and staff zones of the airport terminal building.
Each set of public telephones should have at least one clearly marked telephone that is equipped
with a volume control or sound booster device for persons with a hearing impairment.

K6.1.3 Countering for Mobility Impairment Disabilities

Doorways and passageways, of adequate width and without thresholds, should be provided.
Ramps and/or elevators should be provided to allow wheelchair passengers to follow the normal
passenger flow routes and to use all general facilities. Many larger airports feature particularly long
walking distances between check-in counters and gate areas. Motorised carts, lightweight stroller
units and other means of assisting fatigued or mobility-impaired passengers must also be easily
accessible in these areas (for specific design considerations please refer to K6.IR1, below).
Specific arrangements should be made in toilet facilities for the disabled, and these should be
properly
identified and of a suitable internal design that provides easy access and aid bars. Passenger in
distress alarms should also be fitted.
Telephones need to be accessible to a person using a wheelchair, and pertinent counter heights
should also be designed with practical wheelchair user specifications in mind.
Car parking spaces for the disabled should be designed and placed closer to the entrance of the
terminal. Several spaces adjacent to the terminal building entrance, separated from the main flow of
traffic and clearly marked, should be made available for the loading and unloading of passengers
with disabilities from automobiles. These spaces should allow individuals with wheelchairs, braces
or crutches to get in and out of automobiles easily and onto a level surface suitable for wheeling and
walking. The international accessibility symbol should be displayed at accessible entrances to the
terminal.
Where possible, stretcher cases should be able to by-pass the normal passenger flow routes (e.g.
by permitting ambulances to proceed directly to the aircraft through appropriate security equipment
and protocols).

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 IATA Airport Development Reference Manual

K6.2 IATA RECOMMENDATIONS

K6.IR1 Areas for Special Consideration

The following main areas on Mch terminal design has to be adapted are listed below:
:
«.Ct-c:■}:-■,■; § i...:;:-<-ãvel óheck counters oi desks are a desirable feature for wfteelcha-.
-in

passengers, or for passengers needing to be seated while being served.

• Security—The processing of disabled passengers through security checkpoints will normally
require access doors to allow wheelchairs to by-pass the metal detectors. Hand-check
facilities
will be required in these cases or prevision of particle analysers, as deemed necessary by
the national security authority. (Refer to Section U12).
• Baggage Reclaims (Arriving Passengers) — The baggage reclaim areas must be accessible
to persons with disabilities and the facility designed to allow for efficient handling and
I 7* \ retrieval
of baggage by all persons. jfl
^^mCheck-in to Gate Pióorn — Where appropriate, electric can* can tie pmwjm on 'rsidc
concourses to transport mobility impaired passengers. From a terminal design pair it of view,
•"planning for these vehicles will require consideration of power supply for baÈery recharge,
safety whenpaffied, parking zones"cut of main passenger flows, floor stresses to cope W0§:
vehicle weigf^^jrnaintenance zones separate from passenger areas.
• At the Gate — Boarding through the passenger loading bridge is the preferred method for
passengers with &/5âMífVes. Disabled passengers travelling with ih&irgwn wheelchairs prefer
to stay in their chairs until they must transfer to iheir sear on boato t:u raft. On arrival
they again prefer to transfer from the aircraft seat into their own wheelchair. The wheelchair
may be a light-weight push type or it mayim a heavy electric wheelchair. In either case, the
chair (and the batteries) must be transported from the gate lounge down to the aircraft
apron
so it can be loaded on the : . 0 ^^!^^§^ie lifting device in the gate area is. JneWmrb
transport wheelchairs between levels. This lifting device can also be used for handling
Changes in Level: The design of passengers access ramps, excluding passenger boarding
bridges, should ensure that a gradient is not any steeper than 1:12. Ramps with gradients
greater than this will cause difficulty for staff assisting wheelchair passengers when using the
ramps.
Passengers Requiring Physical Assistance — 'Mfhen aircraft do not interface directly with
terminals, disabled passengers will require trmspoa. They should be moved from the aircraft
the terminal by a lifting vehicle and shouldpe introduced into the main terminal passenger
treams whenever possible. This may require-doors into the terminal m the arrivals lèv<
MsVom apron level to arrivals level. Departing passengers will require sitriilar facilities from
the departurdSem. U db&rs are required into the arrivals or departure levels, space must
be allowed tor the lifting vehicles to manoeuvre between the aircraft to mate with the terminal
building. ifW

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IATA Passenger Facilitation

K6.IR2 Disabled Access Assessment Plan

Airport designers should produce Disabled Access Assessment Plans for designs proposed
which will impact on both the staff and passengers who use them. The Disabled Access
Assessment Plan should be a holistic evaluation of the practical needs of disabled staff and
passengers. Design should be measured in performance and designers should aim to provide
the service levels indicated in the system described below.
Gold STAR: Airports with more than 12 ■*
Silver S AR: Airports with more than 7 k
Bronze STAR Airports with more than 5 +
Less than 5 Recommended that the Airport Disabled Access Assessment Plan needs
reviewing, and improvements to the airport facility provided accordingly.
STARS AWARDED
Disabled-friendly Check-in, Security and Immigration Designs ***
Provision of Ramps in Parallel to Stairs -kk
Provision of Braille Signage at low level at building junctions -k-k
Provision of Lifts in parallel to Escalators k-k
Provision of Braille Data on or close to Lift Buttons k
Provision of Audible or Voice Messages on Travetators k
Provision of Electric Vehicles for Disabled Passenger Movement *
Provision of Disabled Toiletes for staff and Passengers -k
Provision of Disabled Person Parking Facilities closer to the Terminal *
Provision of Airbridges or transfer vehicles for disabled passengers k

407
1

ÍATA Airport Development Reference Manual

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IAT
A
Chapter L — Aircraft Parking Aprons
Section L1: Current and Future Aircraft Types
L1.1 Current and Future Aircraft Types Overview............................................ 407
L1.2 Boeing 25 Year Vision Statement ............................................................. 407
L1.3 Airbus 25 Year Vision Statement .............................................................. 408
Section L2: Physical and Functional Requirements
L2.1 Introduction and General Considerations ................................................ 409
L2.2 Basic Apron Layouts................................................................................. 409
L2.3 Blast Fences and Barriers ........................................................................ 412
L2.4 Apron Perimeter......................................................................................... 416
L2.5 The Cargo Apron ...................................................................................... 417
L2.6 IATA Recommendations ........................................................................... 418
Section L3: Gate Stands and Remote Stands
L3.1 Gate and Remote Stands: Introduction ................................................... 419
L3.2 Gate Stands ............................................................................................. 419
L3.3 Remote Stands ........................................................................................ 420
L3.4 Equipment Parking and Maintenance....................................................... 422
L3.5 Expansion Capabilities.............................................................................. 422
L3.6 Parking Clearances................................................................................... 423
L3.7 IATA Recommendations ........................................................................... 425
Section L4: Ground Handling Equipment
L4.1 Ground Handling Vehicles ....................................................................... 426
L4.2 Passenger Loading Step Vehicles............................................................. 428
L4.3 Potable Water Supply Vehicles ................................................................ 429
L4.4 Catering Vehicles...................................................................................... 429
L4.5 Aircraft Push Back Tugs ............................................................................ 430
L4.6 IATA Recommendations ........................................................................... 432
IATA Airport Development Reference Manual

Section L5: Service Roads & Storage Areas

L5.1 Service Roads: Introduction..................................................................... 433
L5.2 Pedestrian Pathways ................................................................................ 435
L5.3 Equipment Restraint Lines........................................................................ 435
L5.4 No Parking Areas...................................................................................... 435
L5.5 Typical Ground Equipment Layouts .......................................................... 435
L5.6 IATA Recommendations ........................................................................... 437
Section L6: Distributed Electrical Power & Air
L6.1 400Hz Electric Power Systems ................................................................ 438
L6.2 50/60Hz Electric Power Systems .............................................................. 439
L6.3 Pre-Conditioned Air Systems..................................................................... 440
L6.4 Pneumatic Air Systems............................................................................. 442
L6.5 IATA Recommendations ........................................................................... 444
Section L7: Aircraft De/Anti-lcing Facilities
L7.1 Introduction ............................................................................................ 445
L7.2 Siting Considerations ............................................................................... 447
L7.3 De-Icing Facility Design and Construction ............................................... 447
L7.4 Environmental Considerations ................................................................. 447
L7.5 Operational Considerations ..................................................................... 447
L7.6 IATA Recommendations ........................................................................... 449

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IAT
A
CHAPTER L — AIRCRAFT PARKING APRONS

SECTION L1: CURRENT AND FUTURE AIRCRAFT TYPES

L1.1 CURRENT AND FUTURE AIRCRAFT TYPES OVERVIEW

This section has been compiled with the kind assistance of Airbus and Boeing. Its objective is to
help
airport operators and designers appreciate the business drivers associated with the development of
newer commercial aircraft, reflecting current trends and operational requirements and how these
might impact on long term airport master plans.
A series of questions were posed to both Airbus and Boeing and a 25 year vision statement of the
aviation industry was requested. The text provided in clauses L1.2 and L1.3 has been reproduced
verbatim from Boeing and Airbus respectfully in answer to the IATA request.

L1.2 BOEING 25 YEAR VISION STATEMENT

The driving forces in the aircraft industry will be operating cost, environmental impact, and capacity.
Lower operating cost could provide consolidation pressure to increase aircraft size, especially in
some
hub-to-hub markets. Longer, direct flights, to avoid the cost of the passenger transfer and increase
airplane utilization, could increase the fragmentation of the airlines' route structure and required
increased operating weights. Increased usage of the lower holds for revenue cargo may also
increase
the operating weights of aircraft. Lower costs could also provide pressure for unique features that
decreases fuel burn (canards, more aft loading via tail fuel tanks, increase wing span/winglets, etc.)
that would require more flexibility in gate layout. Greater utilization, to reduce the impact of
ownership
cost, will require reduced turn times and could extend the normal operating window to earlier/later
times of the day/night.
Aircraft changes, to address environmental issues, will primarily be internal to the engines and the
APU. Engines will increase in by-pass ratio, which will increase the nacelle diameter, reducing
ground
clearance and increasing the potential for damage. Reducing community noise may require
increased
wingspan and thrust to improve climb performance as well as detail refinements to reduce airframe
noise. Future airplanes will be 'more electric', and with pressure to reduce APU operation will
increase
the demand for electrical power from the terminal grid while parked.
Demand for capacity will increase. Some of the increase will come from larger sized aircraft, but
most
will result from increased frequencies and additional destinations. Both the increased frequencies
and destinations will require additional gates as well as better utilization of gates.
In the future, airplanes may:

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IATA Airport Development Reference Manual

L1.3 AIRBUS 25 YEAR VISION STATEMENT

Air transport driving forces remain world economic liberalization and growth, international trade
development, population growth and migration, and fares relative decrease allowed by continuous
productivity gain from all actors of the industry. Air transport is becoming a commodity product,
where
efficient and value for money services are key for survival.
Growth factors as well as historical ability of this industry to adapt should allow air traffic to more
than triple in the next 25 years. As developing countries, especially in Asia, are poised to be world
economy and population locomotives for the next decades, air transport leadership should have
switched from North America to Asia by 2020.
Economics, population concentration and air transport congestion will drive the need for larger,
cheaper and more efficient aircraft. While the need for point to point connections will develop.
The need to connect non-stop all economic and population areas will lead to increasing aircraft
range
requirements; for domestic or regional routes where US transcontinental has become the reference
for smaller and smaller jet aircraft; as well as for long international routes, where transpacific today's
standard may grow up to Europe-Australasia capability. However, ultra long range flight
development
could be hampered by economic viability and health issues.
Such aircraft evolution will require specialised and optimised propulsion systems able to meet
increasing economic challenges on short and medium range operations and take-off and speed
issues
on longer routes. Ever more demanding environmental constraints (noise and emissions) will add
another complexity to engine development challenges.
2025 aircraft fleet requirements to transport billions of passengers, on longer but also more dense
routes will certainly necessitate larger aircraft than today: A380 will be a dominant player on major
intercontinental trunk routes and even saturated regional ones. As well, larger medium size aircraft
will be needed to replace today's single aisle aircraft in short and medium range markets, down to
regional markets where larger small jets will take over current 30/50 seaters.
The real technical challenges for the aircraft industry are directly linked to this traffic increase, which
should be coped with by absolute improvements in the key technical parameters:
• Safety, with an overall reduction on total number of accidents.
• Environment, reducing in substantial amounts all aircraft emissions.
• Air Transport capacity, including more efficient and bigger aircraft.
• Affordability, through absolute reductions on ticket price.
• Quality of flight, by improving overall comfort and punctuality.
Tomorrow's air transport infrastructure, including airports, will have to accommodate the predicted
level of traffic with increased flexibility, from very large aircraft to small jets. Most importantly,

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IATA Aircraft Parking Aprons

SECTION L2: PHYSICAL AND FUNCTIONAL REQUIREMENTS

L2.1 INTRODUCTION AND GENERAL CONSIDERATIONS

The aircraft apron is considered part of the terminal complex and will therefore be 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 defined as the area on the airside of the terminal buildings
where aircraft manoeuvre and park, and where loading, unloading and aircraft servicing activities
are
performed.

The apron can be divided in to the following aircraft movement areas:

• Aircraft 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
In addition to the physical constraints summarized in Section G1 of this manual, the apron design
must also make due allowance for:

• Applicable International and State Safety Regulations governing airline and airport
operations;
particular reference should be made to ICAO Annex 14, Aerodromes, which stipulates clearance
distances associated with all categories of airport operations.

• Expansion capability.
L2.2 BASIC APRON LAYOUTS

L2.2.1 General
Figure L2-1 illustrates two basic aircraft parking layout principles, namely taxi-in/push-out and taxi-
in/taxi-out. Figure L2-2 shows typical apron elevations for a selected aircraft range. The variations
observed will be part of the analysis, leading to the decision as to the preferred method of
operations.

L2.2.2 Elements Of Comparison Between Taxi-Out And Push-Out

While no fixed commercial rule has emerged regarding the choice between taxi-in/taxi-out parking
configurations, it can clearly be seen from a comparison of diagrams within Fig. L2-1 that there are
considerable disadvantages to the use of taxi-in and taxi out apron configurations, namely:

• Far more stand/apron space is required.

• Blast affects from turning aircraft can be a limiting factor when planning aprons.

• Passenger boarding bridges cannot be used.

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IATA Airport Development Reference Manual
The trend is clearly in favour of push-out configurations at high volume airports utilising larger
aircraft,
and taxi-out configurations at lower volume airports using the smaller regional type of aircraft (where
manoeuvring space is less restricted). In all cases a study must be conducted considering present
and foreseeable conditions which may influence aircraft parking configurations.
The main advantages of the taxi-in/push-out configuration are:
• Reduction in apron congestion due to the ability to position ground equipment immediately
adjacent
to the aircraft parking position prior to aircraft arrival. Additionally, at aircraft departure there is a
reduced requirement to remove equipment from the apron area.
• Ability to load passengers or baggage, almost up to the scheduled time of departure.
• Clearances between adjacent aircraft, ground equipment and fixed obstacles are less critical.
• Aircraft parking guidance systems can be relatively simple.
• The effects of jet blast on equipment, personnel and terminal facilities is substantially lessened
and the requirement for blast fences are reduced or eliminated.
• The effect of fumes and noise are similarly reduced.
• Simple and correspondingly less costly passenger loading bridges can be employed.
• The total area of the apron pavement area and related costs is kept to the minimum.
A disadvantage with the taxi-in/push-out configuration is that it requires additional aircraft tow tractors
and associated personnel to effect the push-out. Aircraft tow tractors are costly, especially those
designed to handle wide-body aircraft. Provision and operating costs plus frequency of usage must
L2.2.3 Power-back
At certain locations, some airlines have elected to power-back their aircraft using reverse thrust.
This
operation has been authorized for certain aircraft operated by a very limited number of airlines,
under
strict operating conditions and at selected airports. This practice should not be considered as part of
normal operations; if adopted it could have an adverse noise impact on the communities close to
L2.2.4 Flexibility
To achieve the optimum utilization of facilities it is desirable to match, as closely as possible, the
capacity of the apron with the forecast aircraft mix. The use of MARS stands provides this flexibility
when stands are required to accommodate both wide-bodied and narrow-bodied aircraft in varying
mixes.
Where feasible, the apron should be designed to accommodate the appropriate number of large
aircraft expected during the peak period. At other times, smaller aircraft can use the same stand
centrelines. This solution makes possible the implementation of simple aircraft guidance systems,
loading bridges, hydrant fuelling systems, etc.

414
 Figure L2-1: Basic Aircraft Parking Layout Principles

IATA Aircraft Parking Aprons

Taxi-In -
Push Out

Parking Limit Line

Aircraft Stand Taxi Lane

Taxi-In -
Taxi Out

415
 Figure L2-2: Typical Stand Elevations for Selected Aircraft

Example of Passenger
Boarding Bridge
Service Levels B747-
400/B777-200/MD87 Range

When the aircraft mix varies throughout the day (i.e. when a majority of small aircraft alternate with
a majority of large aircraft and space is limited), consideration should be given to a more flexible
utilization of the apron. Examples of flexible parking layouts are illustrated in Section L3 — Figure
L3.1 and Figure L3.2; however it should be noted that other combinations are possible.
It is imperative that the degree of flexibility remains compatible with efficient and safe stand
utilization.
Identification of each aircraft stand by the pilot should present no ambiguity, while access should be
facilitated by the provision of appropriate apron markings and guidance systems. Loading bridges
and hydrant systems are likely to be more complicated and the extra costs involved should be
compared with the savings realized by providing a smaller number of stands overall.

L2.3 BLAST FENCES AND BARRIERS

L2.3.1 General — Blast Effects

As jet blast can have a significant impact upon the procedures adopted for the handling of aircraft in
terminal apron areas, it is essential that this factor be one of the fundamental considerations in the
planning of new apron layouts.
The acceptability of varying apron layouts should be considered in terms of blast effect in relation to:
• Health and safety of passengers and operational personnel.
• Design of buildings and fixed facilities.
• Risk of damage to mobile equipment.
• Risk of damage to other aircraft.
 Aircraft Parking Aprons

Engine exhaust velocity and temperature characteristics are generally published by manufacturers
in the form of constant value contours plotted in the horizontal and vertical planes (see Fig. L2-3).
The engine thrust required for taxiing is proportional to the aircraft weight; aircraft design, airline
operating practices and apron slope conditions. Airlines should be consulted when the jet blast
implications of specific apron layouts are being evaluated.
Jet blast levels are likely to be greater than normal minimum values due to:
• Upward sloping apron.
• Wind, altitude and temperature effects.
• Aircraft making turns (particularly where asymmetric power is used or one or more engines
shut
down).

• Mechanical malfunction (e.g. brake friction).

• Human factors.
The experience of airlines and airport authorities has indicated that blast velocities should not

L2.3.2 Blast Fences

When assessing jet blast effects related to a proposed apron layout, the use of blast fences may be
considered as a means for dissipating or deflecting jet blast away from vulnerable areas.
Blast fences can be used to protect ground equipment, personnel and buildings from the blast of
manoeuvring aircraft. Their function is to deflect the exhaust wake of aircraft jet engines upwards.
Blast fences are constructed of modules which can be combined to produce the most suitable
layouts.
These structures may be attached to the ground or alternatively weighted to resist the overturning
stresses from jet blast. In the latter case, they can be relocated relatively easily.
The height of the fences varies with the type of aircraft. In the case of large aircraft with tail mounted
engines, construction of a blast fence may not be cost-effective and therefore start-up procedures
for that engine may have to be restricted.
Blast fences are regularly used in terminal apron areas where aircraft are operated on a taxi-in/taxi-
out procedure. Occasionally they are also required where aircraft move away under power on an
aircraft stand taxilane, having been pushed back from a nose-in stand. (See Fig. L2-4)
The location of blast fences must be related to the aircraft manoeuvring pattern and the areas or
facilities requiring protection. The dimensions of the blast fence and the design of the surfaces
exposed
to the blast effects can be determined from the operating characteristics of the aircraft types to be
employed.

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IATA Airport Development Reference Manual

Figure L2-3: Jet Engine Exhaust Velocity Contours — Boeing 777

at Take Off Thrust Setting and Break Away Thrust Setting

N0TF5:
* TNeiNr THRUST AT TAKrW SITTING (11 OK -
115K RATING)
* CONTOURS CALCULATFD FROM CDUPUTrR
DATA
» STANDARD DAY
* srA irvrL - 777- 1IH> MPH (161 KUPH)
' rrrr 30 * NO WIND TO SB5 IT (709 U)
=-
unrrs 300fR
100 -70 TAIL 50 UPU (M> KUPH)
- 4 TO 1S50 IT (503 U )
IB °-- to 3b MPH (£>B KUPH)
§
bo -
.
TO 77bD IT (flífl U)
Ao
SR0UN
rt —I—i----------------!— n*"--------------------------

È
6D-
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PLANT
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S AXIAL DISTANCE ("ROM AIT Of
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■ 10-

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418
Figure L2-4: Example of a Typical Blast Fence Installations

: Ií ■sI Shown
! WIW '-----------------
L2.4 APRON PERIMETER
The airport perimeter will often encompass both natural and human-engineered features. The
perimeter may weave in and out of fixed features, cross rivers, and provide vehicle and staff access
points. It is essential that the perimeter is engineered to provide security and ease of access for
emergency and permitted vehicles and staff only.
Where airport perimeters run parallel to public roads, the actual perimeters should be fitted on the
inner face of the fencing system with vision obstruction barriers. Vision obstruction barriers have two
major benefits: they will deter both legitimate plane spotters and would-be terrorists using plane
spotting groups as a cover; they will reduce vehicle accidents on the adjacent public roads due to
casual plane spotting by vehicle drivers. For more comprehensive information on security and
fencing
systems please refer to Section H Clause H2.12 Perimeter Security.

Figure L2-5: Apron Perimeter Fencing — Visual Obstruction Barriers

When developing the apron perimeter it is useful to consider using the natural features of the
landscape
to benefit the sound insulation properties of the environment. Where the environment has no natural
sound insulating properties it is of benefit to consider creating man made contours and developing
a terrain to aid sound insulation and reduce local visual impact of the apron. Figure L2-6 defines the
ICAO Document 9184 AN/902 Airport Planning Manual recommendation for the use of such man
made terrain.
 Figure L2-6: Cross Section of Sound Insulating Forest

Sound
Insulation
Forest

Runwa
y

40m 30m
2001
Japanese EvôJyraen
Japanese
Cypress |^ Broetl leaved tree
Cedar

L2.5 THE CARGO APRON

The following requirements must be considered when planning cargo aprons:
• They must be considered as a continuation of the cargo facility. An apron immediately
adjacent
to the cargo facility fulfils this requirement and should be used by all-cargo/freighter aircraft, thus
providing for short distance transportation and access between aircraft and facility.
• Expansion of the cargo apron must be feasible, in order to accommodate increases in peak
hour
demand for aircraft stands or increased aircraft sizes. Parking configuration depends on local
requirements and constraints, and must also allow for the necessary ground handling
equipment.
• A cargo apron design should also provide, at each aircraft stand, adjacent staging areas for
the
equipment needed for loading and transportation of arriving and departing ULDs.
• Parking of handling equipment should be possible between the airside cargo road and apron,
and/or along the outer edges of the apron, without impeding aircraft manoeuvring on or off
the apron. Power-in/power-out aircraft parking requires more space for each stand, and extra
precautions against blast.
• Several factors must be considered when fixed loading bridges are planned to connect all-
cargo/
freighter aircraft to ETV storage systems within the cargo facility. Justification for loading bridges
will depend on utilization potential, impact on staffing requirements, processing/turnaround time,
and frequency of extreme weather conditions. As with passenger loading bridges, cross-
utilization
between wide-body and narrow-body aircraft, as well as within certain types of narrow-body
aircraft, may be limited. In addition, aircraft cargo door configurations (nose, side forward, side
aft) will impact utilization potential.
IATA Airport Development Reference Manual

• Fixed aircraft servicing equipment, such as hydrant refuelling and power, are only
appropriate to
aircraft stands with high utilization.
• Lighting on the apron should provide sufficient illumination to permit the reading of cargo
documents and labels at the aircraft parking stand. However, such lighting should not be allowed
to adversely affect crew visibility when taxiing aircraft.

• On the apron, cargo service roads should be separate from the apron taxiway.
• An analysis of the peak hour stand requirements and the related volume of air cargo to be
transported and processed is necessary in order to determine the size of the apron and adjacent

L2.6 IATA RECOMMENDATIONS

r
L2.IR1 Taxi-in And Push-Out Apron Configurations
The use of taxi-in and push-out apron stands configurations should be selected as (he
preferred
stand planning solution.

L2.IR2 MARS Stand Configurations

The use of MARS stands provides flexibility when stands are required to accommodate both
wide-bodied and narrow-bodied aircraft in varying mixes. When flight schedules dictate, the
option to configure stands in the MARS format should be considered. In such situations the
MARS format is the IATA preferred stand configuration solution, as it maximises utilisation of
the stand areas to their full potential and can reduce infrastructure costs.

L2.IR3 Blast Screens

Blast screens should be used to protect buildings, mobile apron devices and operational staff
working in adjacent areas to the location of jet exhaust velocities and jet high temperature areas.
Blast screens should be positioned in accordance with clause L2.3.2.
iata
Aircraft Parking Aprons

SECTION L3: GATE STANDS AND REMOTE STANDS

L3.1 GATE AND REMOTE STANDS: INTRODUCTION

In recent years increasing importance has been placed by airlines upon terminal gate stands,
primarily
because they provide for more rapid and comfortable handling of passengers, avoid the need for
buses, and enable better turnaround times. In general, airports should seek to handle as much
capacity as possible with terminal gate stands incorporating passenger boarding bridges, as this
represents by far the most comfortable, effective and cost-efficient means of enplaning and
deplaning
passengers.

Where necessary, however, remote stands can offer facilities an effective and economical alternative
to terminal expansion when capacity demand begins to exceed expectations on an occasional or
permanent basis. It should be noted that any remote stand expansion or construction needs to
incorporate contingencies for general apron operations (including but not limited to taxilanes and
runway clearance requirements), remote transportation vehicles, the expansion of related passenger

L3.2 GATE STANDS

The gate stand can be used in conjunction with passenger boarding bridges, with aircraft loading
vehicles, or even with apron stairs. However the objective and recommendation with gate stands
should be for them to be used with passenger boarding bridges wherever possible to improve
customer
service standards. For further details on passenger boarding bridges please refer to Section J11.

The gate stand is usually an integral part of the pier, satellite or main terminal departure lounge. The
gate stand is comprised of the following interconnected components:

1. Link bridge from terminal or pier structure to rotunda (Departures + Arrivals Dedicated Routes).
Or

1a. Link bridge from terminal or pier structure to rotunda (Departures + Arrivals SINGLE MIXED
Route).

2. Emergency Stair Node.

3. Gate Apron Stand Area.
4. Passenger boarding bridge(s).
The gate apron stand is the preferred solution for airlines, passengers and staff. It is more
economical
to operate than a comparably sized and served remote stand due the reduction in connection vehicle
equipment, fuel, staff and time. The gate stand can also be configured to be used in conjunction with
all three types of passenger boarding bridges (see Section J11).

Having established the mix of aircraft required to meet the flight schedule criteria, it will then be
necessary to accommodate those aircraft types physically on the available apron area. It is essential
that correct volume and type of aircraft are understood with contingency consideration for late aircraft
turnaround. The gate stands should be considered prime real estate on the apron and gate served
apron stands should be allocated accordingly.

Gate stands should be used to serve the major volume of aircraft traffic which should be determined
from the flight schedule. This is not necessarily the larger aircraft, as a domestic traffic biased airport
could require the serving of small to medium sized jets predominantly with only the occasional large
jets such as the Boeing 747-series and A380 aircraft being served.

423
IATA Airport Development Reference Manual
Gate stands should be as flexible as possible and should serve a wide a range of aircraft ranging
typically from, in order of preference (i) large to small aircraft; (ii) large to medium aircraft; (iii)
medium
to small aircraft; (iv) large aircraft; (v) medium aircraft only or (vi) small aircraft only, though much
depends on the operational requirements of the terminal and the flight schedule.
The use of a single passenger boarding bridge per gate stand should be used wherever possible for
all aircraft of size smaller than the full double deck A380 series, except when especially rapid aircraft
turnarounds may be required.
Where the A380 series aircraft are to be served it is recommended that the gate should be provided
with the dual passenger boarding bridges to facilitate the more rapid disembarkation of passengers
serving the forward first lower port door and the forward second upper port door. Occasionally a third
bridge may also be used for this aircraft only (see Figure L3-1 below).

Figure L3-1: Passenger Boarding Bridge Quantities by Aircraft Type

Number of Passenger Boarding Bridges:
Aircraft Recommended Maximum
B747 (Series) 1 2
A380 (Series) 2 3
Other Aircraft 1 (2 under special agreement)
It should be noted that many medium sized aircraft have dual forward door positions which can be
served. Wherever possible the forward door should be served by the passenger boarding bridge.
The capital costs associated within the use of passenger boarding bridges means that wherever
possible 2 section passenger boarding bridges (nose loader or apron drive) should be used as the
first choice over the use of 3 section passenger boarding bridges.

L3.3 REMOTE STANDS

The provision of aircraft stands remote from the terminal building is an economical way of
increasing
terminal capacity, particularly in relation to limited periods of apron congestion which occur either
daily or periodically.
The total airport terminal building capacity must however remain in balance. Expansion of aircraft
stands, whether in number or size, must be matched by an expansion of certain elements of the
terminal building. When considering the introduction of remote stands the following factors should
be
considered:
• The layout of remote parking stands must not interfere with apron taxilanes or runway
clearance
requirements.

• Aircraft manoeuvring considerations for terminal gate stands also apply to remote stands.
• Since remote stands are often located in close proximity to active taxiways, careful
consideration
must be given to entrance and exiting procedures and the effects of jet blast.
• Apron drainage must be in conformity with the local building codes as well as environmental
regulations. For example, special treatment may be required for spills of aircraft fuel or de-icing
fluid See ICAO Annex 14 Clauses 3.14.10 and 3.14.11.
• The economic viability of providing remote stands as opposed to gate stands must be
established.

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IATA Aircraft Parking Aprons

• Remote stands give more flexibility in assigning an aircraft stand, especially for flights with
long
turnaround times, over night stays, technical delays, or flights having special security
requirements.
• At the outset it must be clearly established what aircraft types will operate on the remote
stands
so they may be appropriately sized.
• Since, by definition, these stands are remote from the main terminal area, consideration
must be
given to the most effective utilization of ground equipment. Consideration should be given to
staging ground servicing equipment nearby. Consideration should also be given to requirements
for aircraft hydrant fuelling, ground power, air conditioning and de-icing.
• For a safe operation it is important to have good apron lighting and lampposts should be
appropriately placed.

B737-400/500 MARS
Configuration
All Aircraft Passenger
Boarding Bridge Served

425
 Figure L3-2: Example of Flexible Parking Configurations
IATA Airport Development Reference Manual

L3.4 EQUIPMENT PARKING AND MAINTENANCE

Ground servicing equipment must be parked in areas adjacent to the aircraft stands to be readily
available when required. If required turnaround times are to be achieved, it is essential that such
equipment is conveniently located in reasonably close proximity to its regular place of use and is
readily accessible to ground handling staff. Such areas should be sized to accommodate all
equipment
used on a regular basis to support aircraft servicing for all types of aircraft usually served in a
particular
apron sector. Such areas should be clearly defined by appropriate apron markings.
Long-term parking facilities must be provided for ramp equipment with convenient access to the apron
area. At airports with harsh winter weather conditions, a heated ground equipment shelter will be
L3.5 EXPANSION CAPABILITIES
Expansion of the apron will become necessary in two instances:
• When the number of aircraft stands is less than the demand.
• When the size of the stands must be increased to accommodate a larger size of aircraft.
Expansion of aircraft stands, whether in number or in size, may be matched by an expansion of the
terminal, and this will be different for each of the possible terminal concepts. This expansion must
be planned from the outset to avoid unnecessary waste in capital investment.

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IATA Aircraft Parking Aprons

L3.6 PARKING CLEARANCES

L3.6.1 General
The application of adequate clearance margins in the development of apron layouts is essential to
ensure acceptability by airport authorities.
The apron with associated fixed equipment, as well as aircraft which are parked on the apron, is part
of the total airport system which in operational terms is subject to the requirements for the safe
conduct
of flight operations. These requirements (in the form of Standards and Recommended Practices) are
contained in ICAO Annex 14 — Aerodromes, and associated publications, particular attention should
be made to Chapter 3 of ICAO Annex 14, clauses, 3.8.3, 3.8.4 and 3.8.5 (Table 3.1).
Clearances recommended by the airlines for planning use have achieved universal acceptance as
good aircraft operating practice. They recognize the need to conduct operations in a broad field of
circumstances while achieving an acceptable level of performance and safety.
Clearances in the following categories must be taken into account in the planning and design of
apron
layouts:

• Flight Operations.
Ground service equipment operation.

L3.6.2 Flight Operations

The practical effect of these requirements on apron planning is to provide adequate separation
between apron areas, active taxiways and active runways, and thereafter to restrict the height of
fixed apron equipment and parked aircraft according to their distance from the runway and their
position relative to it. These limitations are stated in Table 4-1, ICAO Annex 14. If apron
development
is being considered at existing airports which could result in the infringement of these clearance
requirements by existing buildings or fixed facilities, the situation should be brought to the attention
of the ACC and the Airport Licensing Authority.

L3.6.3 Aircraft Ground Movement

The layout of apron areas must provide for the clearance requirements of aircraft moving over the
taxiway system between the runway system and the aircraft parking stands.
Clearances should be provided for aircraft on the basis that they are capable of following the taxiway
centreline, due regard being given to the ability of the aircraft type having the longest wheel base to
follow curved guidelines and the tendency of the wing tip on the outside of the turn to cover a greater
area than when proceeding in a straight line (the wing tip of a 747-400 extends an additional 3.5m).
An aircraft manoeuvring onto a stand under its own power should normally be allowed a minimum
clearance of 7.5m between it and other parked aircraft, buildings or fixed obstructions (see Figure
L5-1 for further clarification).
Where an aircraft taxies into a nose-in position in front of a building structure, a minimum clearance
of 4.5m between the structure and the nose of the aircraft will be sufficient, provided an effective
stopping guidance system is available. In such cases it will be necessary to increase this clearance
at apron level to facilitate the manoeuvring of an aircraft tow tractor into position for the push-back
operation. 427
 For a B747 (with tow tractor and tow bar), a distance of 20m (15m plus 5m for tractor manoeuvring)
is required between the aircraft nose gear and the building structure. If a service road is located in
front of the aircraft and can be used for tow tractor manoeuvring, a distance of 15m is required
between the aircraft nose gear and the service road. On apron taxiways and aircraft stand taxilanes
the minimum clearance between taxiing aircraft and parked aircraft, buildings or fixed obstructions
should be as given in ICAO Annex 14 Table 3.1 (e.g. for a B747-400 on aircraft stand taxilanes, a
wing tip clearance of 10m is required; on apron taxiways a wing tip clearance of 16.5m is required).
The design of apron taxiways should include a minimum number of changes in direction. Where a
change of direction is unavoidable, this should be accomplished by means of a transitional curve
having a large radius. Aircraft stands and apron taxiway layouts should not be developed on the
basis of the aircraft making minimum radius turns. Where aircraft are required to turn from the apron
taxiway onto a stand centreline, a distance of at least half the length of the aircraft should be
provided
in order to achieve alignment following completion of the planned turn.
L3.6.4 Ground Service Equipment Operation
As the type, quantity and method of operation of ground service equipment will vary widely from
airport to airport, it is essential that local requirements for space and clearances are established by
consultation with the airlines.
In favourable situations, the clearances required for the operation of ground service equipment on
the aircraft stand around the aircraft can be contained within the overall dimensions of the aircraft
and the surrounding aircraft ground movement clearances (See Section L4).
In less favourable situations, the above will not apply. Additional space or clearances may be
required
when:
• Transporters (e.g. buses, mobile lounges or other specialized vehicles) are used to convey
passengers between the passenger terminal and aircraft on remote stands.

• Mobile tankers are used in the absence of hydrant fuelling.

• Other items of equipment, either individually or collectively, are exceptionally large or unwieldy.
• Large exchanges of baggage, cargo or mail are required during short turnaround or transit
operations (this is particularly relevant with the operation of combi-aircraft).

• The cargo terminal is located a long distance from the passenger terminal apron.

• The overall aircraft size or wingspan is limited.

The table below defines the recommended clearances as defined within ICAO Annex 14 Chapter 3
for taxiway verge to aircraft aft wheel assemblies. These distances should be carefully considered
when planning out the clearance criteria for remote and gate stands.
 Figure L3-3: Taxiway Aircraft Wheel Clearances

Taxiway Wheel Cleanness

"X- X/2
------fr.--------0---------&-------Or

"Y" Minimum Wheel

Clearance

# Denotes Lighting System on Taxiway Center Line

Width of Taxiway
Code Letter Dimension X PimY
A 7.5m 1.5m
B 10.5m 2.25m
C 15m-18m*1 3m-4.5m *
D 18m-23m *1 4.5m
E 23m 4.5m
25m 4.5m

Denotes Refer to ICAO Annex 17 Clause 3.8.4

Denotes Refer to ICAO Annex 17 Clause 3.8.3

L3.7 IATA RECOMMENDATIONS

L3.IR1 Preferred Use of Gate Stands

The objective with gate stands should be for them to be used with passenger boarding bridges
wherever possible to improve customer service WÈhjâàrds and to reduce airtine operational
costs.

L3.IR2 Gate Stand Flexibility

Gate stands should be as flexible as possible and should serve a wide a range of aircraft ranging
typically from, in order of preference (i) large to small aircraft; (ii) large to medium aircraft; (Hi)
medium to small aircraft; (iv) large aircraft; (v) medium aircraft only or (vi) small aircraft only,
though much depends on the operational requirements of the terminal and the-flight schedule
requirements.

L3.IR3 Stand Placement — Taxiway Consideration

Since remote stands are often located in close proximity to active taxiways. careful consideration
must be given to entrance and exiting procedures and th& effects of jet blast and taxiway turning
paths.
SECTION L4: GROUND HANDLING EQUIPMENT

L4.1 GROUND HANDLING VEHICLES

Ground handling vehicles are used to service aircraft while they are parked on the apron. They
service
all aspects of the aircraft and numerous vehicles will approach and be parked next to the aircraft any
one time. It is therefore essential that these vehicles are compliant with recommendations contained
within this chapter and those stipulated within the IATA Airport Handling Manual Chapter 9 — Airport
Handling Ground Support Specifications. The placement of vehicles will vary according to the aircraft
make and model variant, therefore reference to the aircraft manufacturer's airport interface manuals
is essential.
The ground handling vehicles will in some instances be required to drive on public roads, as well as
on the apron within the service roads and the stand areas. Where vehicles are required to be driven
on the national highway they shall need to be compliant with local national legislation as well as the
international recommendations stipulated within this manual and the IATA Airport Handling Manual.
Please refer to Figure L4-9 for a sample list of the current Ground Handling Equipment specifications
defined within the IATA Airport Handling Manual.
L4.1.1 Baggage Handling Vehicles
Baggage handling vehicles will be located airside and will travel frequently to most aircraft stands,
to the airport baggage departures halls, and to baggage arrival halls. It is important that the vehicles
are efficient, reliable and safe to operate, both for staff and for the environment.
Battery, petrol and diesel powered tugs can be used, though wherever possible the use of battery
powered baggage tugs should be the preferred choice. The use of battery powered tugs will improve
the working environment of the departures and arrivals baggage halls. If petrol or diesel baggage
tugs are used then the ventilation systems within the baggage hall environment should be designed
to adequately and safely disperse the vehicle fumes, particularly in areas of where baggage handling
operators reside.

Figure L4-1: Modern Battery Powered Tug

Photo Courtesy of aviance UK Ground Handling

Baggage handling dollies are towed by baggage tugs and used to transport departing and arriving
baggage within the airport complex. Baggage handling dollies are often linked together in trains of
dollies which are driven directly to and away from aircraft.
At large busy International airports, dolly trains should be restricted in length, with no more than 5
dollies being connected at any one time, subject to the recommendations of the both the dolly and
tug manufacturers. Vehicle turning circles on some dolly units can be restrictive and can clash with
building columns when connected in long multiple dolly trains. The braking distances for dolly trains
with more than 3 dolly trains which are fully laden can be dangerously too long and difficult to control,
particularly in wet conditions. Recommendations from the manufacturer of the baggage tug with
respect to load carrying practices should be sought.
Figure L4-2 details a typical open sided dolly unit which is used to transport loose baggage. These
are often fitted with side nets (not shown). Figure L4-3 details a typical LD container dolly unit fitted
with free running rollers. The use of ball table mounted to these types of dollies is also commonplace.

Figure L4-2: Typical Open Sided Baggage Dolly

Figure L4-3: Typical LD Container Dolly

IATA Airport Development Reference Manual

L4.1.2 LD Container Sizes

The use of LD sized containers is commonplace and practiced by many airlines to protect the
aircraft
and improve the loading and unloading of baggage and cargo on the apron. Baggage is better
retained
when using LD containers, and subsequently can be driven to and from the aircraft while being less
likely to fall out and become damaged on the road way. The following LD specifications are
commonly
used:

LD7 (Cargo Applications) LD8

L4.2 PASSENGER LOADING STEP VEHICLES

There is a wide range of passenger stair vehicles commercially available. Aircraft docking stairs can
be towed or can be self-propelled, covered and uncovered. They are suitable for boarding
passengers
and crew personnel as well as for maintenance and aircraft servicing purposes, particularly where
stands are remotely positioned away from terminal building infrastructure. Mobile passenger stairs
should be fitted with canopies to improve customer service standards.
Self propelled and towed mobile stair variants can be used on small to large aircraft types, though
for large aircraft it is best practice to use passenger boarding bridges. Passenger stairs should be
used where terminal building infrastructure does not exist or where a passenger boarding bridge
malfunction has occurred. The precise functional and design requirements of passenger loading
step
vehicles can be found within the IATA Airport Handling Manual — Clause 920 — Functional
Specification for Self-Propelled Passenger Loading Steps, and Clause 920A — Functional
Specification for Towed Passenger Steps.
IATA Aircraft Parking Aprons

Figure L4-5: Typical Passenger Stair Vehicle

Photo Courtesy ofACCESSAIR Systems Inc.

L4.3 POTABLE WATER SUPPLY VEHICLES

Potable water is delivered to aircraft via dedicated potable water vehicles or via hydrants with outlets
placed above ground level and on the stand perimeter. It is more usual for potable water to be
supplied
via vehicles. Please refer to Section G1, Fig. G1-5: Example of Aircraft Servicing Arrangement —
Typical Turnaround for B777 200LR. The typical location on the apron for a potable water vehicle is
shown. The precise functional and design requirements of potable water vehicles can be found
within
the IATA Airport Handling Manual — Clause AHM 970 Functional Specification for a Self-Propelled
Potable Water Vehicle.
Care should be taken to ensure that potable water supplies delivered to the apron do not become
contaminated by fuel hydrants or fuel dispensers, for this purpose potable water stand hydrants
must
not be located in a pit below apron surface level.

L4.4 CATERING VEHICLES

Catering vehicles service aircraft's on-board catering requirements. When they approach the
serviced
aircraft the storage area is raised to service the aircraft in accordance with the aircraft manufactures
recommendations. The precise functional and design requirements of catering vehicles can be
found
within the IATA Airport Handling Manual — Clause AHM 927 Functional Specification for a Catering

433
L4.5 AIRCRAFT PUSH BACK TUGS
There are 2 types of push back tugs:

• Type 1 (see Figure L4.7) those which require the use of tow bars.

• Type 2 (see Figure L4.8) those which latch to the aircraft nose wheel assembly directly and
encase the wheel whilst coupled.

Type 2 push back tugs are cheaper to operate as they do not generally need two operators to use
them, whereas Type 1 push back tugs generally do require 2 operators.
IATA Airport Development Reference Manual
Type 1 Push back tugs are generally used for smaller aircraft since the clearances beneath the
aircraft
are more restricted. Medium and Large aircraft also commonly use tow bars and Type 1 push back
tugs to maneuver. Both Type 1 and Type 2 tugs are generally able, subject to tug manufacturers
specifications, to maneuver all types of aircraft over long distances at reasonable speeds. Type 2
tugs are generally able to taxi aircraft at higher speeds. No technical preference exists between Type
1 and Type 2 push back tugs.

Figure L4-7: Type 1 Aircraft Towing Tractor

Photo Courtesy of Aviance UK Ground Handling

Figure L4-8: Type 2 Aircraft Towing Tractor

 Figure L4-9: IATA Airport Ground Handling Manual — Sample
Listing
(Full List Extends from AHM 900-996)

AHM 900 ~

EQUIPMENT SPECIFICATIONS — ISSUE AND REVISION DATES

EQUIPMENT SPECIFICATIONS — ISSUE AND REVISION DATES BY
AHM NUMERICAL SEQUENCE
Shown below is a table containing the original and latest issue dates for all the AHM 900 Series.
AHM Title Original Latest
Number Issue Revision
Date Date
900 Equipment Specifications — Issue and Revision Dates Dec 74 Jan 02
901 Functional Specifications Dec 74 Jan 01
902 Environmental Impact on the Use of Ground Support Equipment April 95 Jan 03
904 Aircraft Doors, Servicing Points and System Requirements for the April 75 Jan 02
Use of Ground
Support Equipment
905 Reference Material for Civil Aircraft Ground Support Equipment Oct 78 Jan 01
905A Document Cross Reference Report Jan 00 Jan 00
909 Summary Of Unit Load Device Capacity And Dimensions April 75 Jan 01
910 Basic Requirements for Aircraft Ground Support Equipment August 75 Jan 99
911 Ground Support Equipment Requirements for Compatibility with May 79 Jan 01
Aircraft Unit Load
912 Devices Forklift Pockets Dimensions and Characteristics for
Standard April 85 Jan 01
Forkliftable General
Support Equipment Intended for Palletisation
913 Basic Safety Requirements for Aircraft Ground Support Equipment Jan 77 Jan 01
914 Compatibility of Ground Support Equipment with Aircraft Types Sept 95 Jan 03
915 Standard Controls June 78 Jan 99
916 Basic Requirements for Ground Support Equipment Towing Interface Feb 82 Jan 01
917 Guideman Hand Signals April 86 Jan 99
918 Basic Requirements for Battery-Powered Ground Support Equipment April 92 Jan 99
920 Functional Specification for Self-Propelled Telescopic Passenger Nov 73 Jan 03
920A Stairs
Functional Specification for Towed Passenger Steps Jan 98
921 Functional Specification for Incapacitated Passenger Jan 77 Jan 03
922 Boarding/Deboarding
Basic Requirements for Vehicle
Passenger Boarding Bridge Aircraft Interface April 84 Jan 01
923 Functional Specification for Elevating Passenger Transfer Vehicle Oct 92 Jan 01
924 Functional Specification for Heavy Item Lift Platform June 79 Jan 99
925 Functional Specification for Self-Propelled Conveyor-Belt Loader Feb 82 Jan 99
927 Functional Specification for a Catering Vehicle Feb 82 Jan 03
931 Functional Specification for Lower Deck Container/Pallet Loader August 75 Jan 02
932 Functional Specification for Main Deck Container/Pallet Loader August 75 Jan 02
933 Functional Specification of a Powered Extension Platform to Lower April 89 Jan 99
Deck/Container/
934 Pallet Loader
Functional Specification for a Narrow Body Lower Deck Single Platform Loader April 92 Jan 01
 IATA Airport Development Reference Manual

L4.6 IATA RECOMMENDATIONS

4..ÍR1 Use of Bakery Powered Baggage Tugs

Battery and dieset powered tugs can bé used, though wherever possible the use of bairn,-?
powered baggage tugs should be the preferred choice.

L4.IR2 Baggage Dol ly Trains

At large busy international airports, dotty trains should be restricted in length wilt} no more than
5 dollies being connected at any one time, subject to the recommendations ot both the dolly
and tug manufacturers. BLaagaB

L4.1R3 Passenger Loading Step Vehicles

Wherever deemed necessary to use, mobile passenger loading steps should be fitted with
canopies to improve customerservice standards, particularly in c o u n t r i e s where ad<m, t
conditions are commonplace.

436
IATA Aircraft Parking Aprons

SECTION L5: SERVICE ROADS & STORAGE AREAS

L5.1 SERVICE ROADS: INTRODUCTION

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, when
applicable.

• To comply with the requirements stated within the joint IATA/ACI publication entitled: Apron
Markings and Signs Handbook.

• 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, Chapter 3, and in particular clauses
3.8 (Table 3-1) and Fig 3-2, 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. tug and dollies), as well as 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:

• Ground handling equipment should be moved via service roads and not across aprons.
Designated
handling and parking areas should be properly marked. The size of aircraft loaders, passenger
buses, mobile lounges, fire fighting equipment and fuel tankers may require special
arrangements
for manoeuvring and storage.

• The use of private cars on the airside should be restricted.

• Aircraft tow tractors may have to operate at right angles to service roads. Special provisions
may
be necessary.

437
 IATA Airport Development Reference Manual

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 vehicles) to pass underneath may create a major
problem with the height or slope of the passenger loading 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. This often occurs however, and traffic congestion on the service road follows.
In situations where a service road can only be located behind the aircraft and outside of the stand
perimeter, the service road should then 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 and to the apron taxiway. Rear service roads will involve traffic coming
off the service road and past the aircraft wings and engines when approaching the front of the
aircraft.
Movement around aircraft wings, etc., must be done with extreme caution.

L5.1.1 Marking Characteristics

The marking characteristics are:
• Double line: do not cross.
• Single line: cross with caution.
• Broken line: a roadway centre-line.
• Dotted line: yield/give way.
• Colour: the colour shades must be of high visibility (e.g. reflective material and consistent with
every-day off-airport use), but must not conflict with the yellow colour already established for
aircraft movement on the apron (ICAO Annex 14, Para 5.2.1.5). Recommended colours are
RED
for safety and WHITE for traffic markings.

L5.1.2 Service Road Marking Standard

Service Roadway markings should be painted white and should consist of double solid outer lines
which indicate that crossing is not permitted. A single solid outer line should mark the areas where
crossing is permitted. In the case of two opposing directions of travel, there should be a centre
(broken) line to divide traffic. The width of each lane of a road shall be of a minimum width to
accommodate the widest vehicle in use at that location. It is recommended that the following
minimum
specifications be adopted:
438 • Width of line: 10cm.
• Gap between lines: 5cm.
• Broken line: 1.5m.
• A STOP line: 20cm.
• Directional signs should be in the form of a white arrow painted on the roadway surface. An
IATA Aircraft Parking Aprons
L5.2 PEDESTRIAN PATHWAYS
Pedestrian pathways should be provided across service roads and be painted with white stripes
across the roadway surface to the following specifications:
• Width of line — 0.5m.
• Length of line — 2.0m.
• Gap between lines — 0.8m.
Pedestrian walkways should be clearly indicated and designed so as to keep the pedestrians clear
of hazards.

L5.3 EQUIPMENT RESTRAINT LINES

These are lines behind which ground support equipment is kept during the movement of an aircraft
onto or off the aircraft parking position; also as a safety stop for all ground support equipment prior
to final approach to the aircraft and as a safety zone to allow for jet engine intake and/or propeller
clearance.
This restraint marking should be defined by an unbroken red line with a white line inside the aircraft
parking area indicating the boundary of the aircraft parking area. The line must be painted so as to
allow for the safe movement of the largest aircraft onto or off the parking position. The minimum
width of line is 10cm.

L5.4 NO PARKING AREAS

Prohibited parking areas on the apron include such zones as the apron drive loading bridge
movement
area, fuelling pits, etc. These areas should be marked by red hatch lines and bordered by a solid
line of the same colour and width as per the following specifications:
• Minimum width of lines: 10cm.
• Gap between lines: 20cm.
The lines must be painted at 45° in reference to the aircraft parking position centre line.

L5.4.1 Equipment Parking Areas

These are specific areas set aside for the parking of ground handling equipment, and include:.
• Long term parking.
• Short term parking.
• Staging areas.
The lines delineating these areas should be painted white, with a minimum line width of 10cm.
When designing equipment parking areas consideration should be given to co-ordinating the long
term, short term and staging area requirements, including the size and type of equipment. Particular
attention should be paid to the staging areas close to the aircraft.

L5.5 TYPICAL GROUND EQUIPMENT LAYOUTS

Figure L5-1 illustrates the ground equipment movement and parking areas around a typical aircraft
parking position. It should be noted that the parked position of all aircraft served should be taken
into
account when determining the position and plan profile of the apron safety line, which should be
indicated on the apron using a solid red line.

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L5.6 IATA RECOMMENDATIONS

L5.IR1 Service Roads

Service roads should be designed in accordance with clause L5.1 of this section and ICAO
Annex 14 — Aerodromes.

L5.IR2 Ground Equipment Parking

Apron ground equipment areas and zones should designed in accordance clauses L5.2, L5.3
L5.4, and Figure L5*1 of this ^section as well as ICAO Annex 14 — Aerodromes. Particular
attention should be made to apron marking standards which should be in compliance with ICAO
clauses 5.2.
IATA Aircraft Parking Aprons

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SECTION L6: DISTRIBUTED ELECTRICAL POWER & AIR

L6.1 400Hz ELECTRIC POWER SYSTEMS

Power required on aircraft can be supplied by either a fixed installation directly, providing 400 Hz
power to each stand, or by providing 50/60 Hz industrial type power which can be converted into
400
Hz for the aircraft by means of mobile converters (the latter solution has broader applications; e.g.
heating or air conditioning).
L6.1.1 Available Technologies
Fixed installations for supplying 200 V/400 Hz AC electric power to aircraft include a variety of
available
techniques, such as:
• Centralized systems distributing 400 Hz power to a number of stands, based on either a pair of
high capacity rotary converters or static converters located in an electrical room in the terminal.
• Decentralized or point-of-use solid-state units mounted on the passenger loading bridge near
the
aircraft closure or at remote stands.
Also, the supply of 200 V/400 Hz AC electric power to aircraft can be accomplished by means of
mobile, plug-in, electric converters connected to a 50/60 Hz power outlet of sufficient capacity,
L6.1.2 Design Guidance
Detailed technical information concerning the design and evaluation of the various types of 400 Hz
systems is contained in the Air Transport Association of America "ATA 400 Hz Fixed Power
Systems
Design Guidebook".
The engineering advice provided in this design guidebook has been established jointly by the airline
and equipment manufacturing industry's best specialists, and should be followed in order to
evaluate
L6.1.3 Economic Justification
The economic justification for a fixed 400 Hz installation must be established versus the use of
either
aircraft APUs or mobile ground power units (GPUs) with a diesel engine, or mobile electric
converters
connected to 50/60 Hz power outlets at each stand. Such justification usually depends on how
many
hours a day, in yearly average, a typical stand will be occupied by an active (being serviced)
aircraft.
442 It should be noted that wherever the local climate requires aircraft air conditioning for a significant
part of the year, there may be little or no economic justification for a fixed 400 Hz installation alone,
since for such period it would also be necessary to run the APUs for air conditioning purposes. In
L6.1.4 Distribution to Aircraft
The final 400 Hz mode of distribution to the aircraft is critical because of potential apron congestion
and aircraft servicing constraints. It is recommended that no 400 Hz distribution cable should run on
the ground except within a maximum distance of 3m from the aircraft inlet. Even in this case, the
cable should run perpendicular to the aircraft fuselage and not parallel to it, and should not be
located
in the way of, or constitute an obstacle to, aircraft servicing and loading vehicles. Additionally,
whenever
possible, distribution by pits should be avoided. The following distribution systems are
recommended:
• Stands equipped with a passenger loading bridge or bridges: the cable should run to the head
of the (most forward) bridge (pantograph or equivalent system for the telescopic part of the
 Aircraft Parking Aprons

• Nose-in stands without a passenger bridge: a general feeder cable should run in a trench along
the front line of the stands and should include a series of connection points where service posts
can be installed according to any changes in aircraft layout. This is in order to provide flexibility
in future airport developments.
• Taxi-in/power-out stands without a passenger bridge: installation of a fixed 400 Hz distribution
system is generally not recommended, since such stand arrangements are generally used for
low or relatively low frequencies of stand utilization.

L6.2 50/60HZ ELECTRIC POWER SYSTEMS

L6.2.1 General
An alternate solution to providing 200 V/400 Hz AC electric power outlets, which frequently offers
more flexibility and a lower mean operating cost, is to provide multi-purpose 50/60 Hz industrial
power
outlets on each stand. The same outlets, or a set of outlets on the same distribution system, may be
used for a variety of requirements, such as:
• Supplying 200 V/400 Hz AC electric power to aircraft by means of mobile plug-in electric
converters.
Such units are usually significantly smaller, cheaper and require less maintenance than
conventional GPUs with a diesel engine.
• Heating the aircraft in cold weather by means of mobile, plug-in electric heaters. Such units,
again, are usually significantly smaller, cheaper and more free from maintenance problems than
diesel powered heating units. They present the additional advantage that they can be safely left
operating (e.g. during night stops to avoid the risk of water circuits freezing) without staff
supervision, which is necessary for diesel units. Note: this also depends upon the local cost of
diesel fuel versus electrical power.
• Cooling the aircraft in hot weather by means of mobile, plug-in, electrical air conditioning units
(ACUs). Similarly, electric ACUs are usually significantly smaller, cheaper and more
maintenance-
free than diesel operating units.
• For possible future applications, supplying power to plug-in type electric loading equipment
such
as container/pallet loaders, ULD transport vehicles, roller beds, etc. (Refer to paragraph (d)
below
regarding standard connectors).

L6.2.2 Design Guidance

No specific technical design information is currently available for industrial power supply at an
airport's
stands, as such guidance is basically contained within the rules of the art for general purpose
electrical
engineering. However, the following may be used as general guidelines for first step evaluations:
• The power to be used should be the local standard for industrial applications; e.g. 380 V/3
phase/
50 Hz AC in Europe, or 230 V/3 phase/60 Hz AC in North America.
• Power requirements in kVA per stand for aircraft power supply should be estimated according
to the "ATA 400 Hz Fixed Power Systems Design Guidebook".

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L6.2.3 Economic Justification

The economic justification of a fixed 50/60 Hz installation must be established versus the use of
either
aircraft APUs or a conjunction of the diesel powered units (GPUs, ACUs, heaters, etc.) required
according to local conditions. An estimate of purchasing and operating costs for electric plug-in units
as compared to diesel powered ones must also be included in any evaluation.

Additionally, an economic comparison must be established between a multi-purpose 50/60 Hz

installation and a conjunction of specialized fixed aircraft servicing facilities such as, typically, a 400
Hz power system and an air conditioning (pre-cooled air) system. The lower initial investment cost
and higher flexibility of a multi-purpose 50/60 Hz installation may often result in significantly lower
overall costs. The cost per kwh of local electrical power varies widely and must, of course, be taken
into consideration as part of this study.

L6.2.4 Distribution to Aircraft

The distribution requirements for 50/60 Hz industrial power at a stand are basically similar to those
for a 400 Hz system:

• Care should be taken to reduce the distance power cables run on the ground between the
fixed
outlets and mobile plug-in units, and to minimize potential interference with aircraft servicing
and
loading vehicles.

• Whenever possible, distribution by pits should be avoided.

• When a 50/60 Hz industrial power plug-in facility is used for aircraft air conditioning or heating,
preference should be given to mobile units in order to minimize the length of hose, with the
advantages of increased system efficiency, reduced ramp congestion and less hose wear.

• In addition, in order to benefit fully from the system's flexibility, care should be taken to
standardize
the connectors used in order to allow any mobile unit to plug in.

• Standard connectors, such as described in the IATA Airport Handling Manual AHM 960
Appendices C (for use on the North American continent, 230 V/3 phase/60 Hz AC) or D (for use
on the European continent, 380 V/3 phase/50 Hz AC. Also refer to The Society of Automotive
Engineers (SAE) Aerospace Recommended Practice ARP 1372A, and International Standard
ISO 7715 which are equivalent), should be used whenever compatible with the maximum kVA

L6.3 PRE-CONDITIONED AIR SYSTEMS

L6.3.1 Available Technologies

Fixed installations for supplying low pressure pre-conditioned (i.e. heated or cooled) air to aircraft
include a variety of available techniques, such as:

• Centralized systems distributing low pressure pre-conditioned air to a number of stands from
a
heating or cooling plant located in a central technical room. The heating plant may be
independent
(e.g. electrical, ice storage, peak shaving, etc., technologies) or based on heat exchangers fed
by the terminal building's own hot or chilled water distribution system.

• Decentralized systems including a fixed air conditioning/heating unit at each stand, with a heat
exchanger fed by the hot or chilled water distribution system of the terminal building or an
independent system (e.g. electrical, ice storage, peak shaving, etc. technologies).
IATA Aircraft Parking Aprons

• Decentralized systems including an independent fixed air conditioning/heating unit at each stand,
operating from electric power distribution.

Also, pre-conditioned air supply to aircraft can be accomplished by means of mobile, plug-in, electric
ACUs or heaters connected to a 50/60 Hz power outlet of sufficient capacity, when provided at each
stand.

L6.3.2 Design Guidance

General technical information concerning design and evaluation of the various types of pre-
conditioned
air systems is contained in the Air Transport Association of America "ATA Spec 101: Ground
Equipment
Technical Data publication and Facility Planning Guidelines publication". The engineering and
economic evaluation advice provided in the ATA publications has been established jointly by the
most
qualified specialists of the airline and equipment manufacturing industries, and should be followed in
order to evaluate or to study any proposed system.

L6.3.3 Economic Justification

The economic justification of a fixed, pre-conditioned air supply installation must be established
versus
the use of either aircraft APUs or mobile ACUs with a diesel engine, or mobile electric ACUs
connected
to 50/60 Hz power outlets at each stand. It usually depends on the combined result of how many
hours per day, in yearly average, a typical stand will be occupied by an active (being serviced)
aircraft,
and how many days per year heating or cooling the aircraft cabin will be considered necessary
according to local weather averages.

Usually, the economic justification needs to be assessed together with a fixed 400 Hz power
system,
since obviously the main purpose of a pre-conditioned air installation is to eliminate or reduce the
use of aircraft APUs.

L6.3.4 Distribution to Aircraft

The final mode of distribution of pre-conditioned air to the aircraft low pressure air inlet is particularly
critical in relation to apron congestion and aircraft servicing constraints, due to the large size
(usually
minimum 20cm diameter) of the required hose. Based on the general objectives in the planning of
apron fixed facilities, it is recommended that:

• The hose should run perpendicular to the aircraft fuselage rather than parallel to it, and should
not be located in the way of, or constitute an obstacle to, aircraft servicing or loading vehicles.
If this arrangement is made impossible by the stand layout for a given type of aircraft, the hose
should run on the ground as close as possible to the aircraft centreline, and side transfer
loading
equipment and methods should be eliminated for this type of aircraft.

• The hose length should be minimized in all circumstances in order to reduce the loss of
pressure
and improve air conditioning efficiency. When a stand serves aircraft types with either a forward
or aft located air conditioning inlet, the hose length should be determined for those aircraft types
with a forward inlet location, and an extension hose should be used for the types with an aft inlet
location. It should be noted that many systems are experiencing significant wear and tear on the
hose resulting in frequent replacement, which adds to operating and maintenance costs.

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For stands without a passenger bridge, however, fixed preconditioned air installations are generally
not recommended. In these cases consideration should be given to the use of mobile electric ACUs
or heaters connected to a 50/60 Hz power outlet, since the connecting power cable creates much
less interference with servicing vehicles than an air conditioning hose of comparable length.

L6.4 PNEUMATIC AIR SYSTEMS

L6.4.1 General
Pneumatic generation and distribution systems for high pressure air supply to aircraft are primarily
intended to provide the compressed air necessary to start jet engines on the stands. This is a short
duration requirement at each stand, since all the engines of an aircraft can be started within a
period
of between 1 and 5 minutes depending on the aircraft type.

In addition, such systems are sometimes used or considered as a means of continuously running a
flow of high pressure air into the aircraft in order to operate the aircraft on-board air conditioning
packs to either heat or cool the cabin. In this case, the system would be used in place of low
pressure
pre-conditioned air systems.

However, doubts have been expressed by a number of engineering specialists regarding the effect
of this type of operation on the technical condition of on-board air conditioning packs, and
experience
has not yet allowed determination with certainty as to whether it may result in a significant reduction
of mean time between failure (MTBF) of the packs, which would adversely affect both aircraft in-
flight
reliability and maintenance costs.

Therefore it is necessary, before considering the use of a high pressure pneumatic system for
aircraft
air conditioning, to make sure that the principle and characteristics (flow, pressure, temperature,
moisture amount, etc.) of the system have been fully approved by all airframe manufacturers as well
as the aircraft engineering departments of the airlines involved.

Technically, pneumatic generation systems are always based on a number of high performance
compressor units (several types of compressor design are available) located in a central technical
plant. The size, length and layout of the distribution ducts are critical for system performance and
potential loss of pressure, and must therefore be carefully engineered.

Due to the high peak of power consumption (flow + pressure) required, no decentralized alternative
(except conventional mobile ASUs of either the diesel or the turbine powered type) has up to now
been made available.

L6.4.2 Design Guidance

L6.4.3 Economic Justification
In general, installation of a pneumatic system is considered when it is a requirement to start the
aircraft on the stand. In this case it will usually prove to be economical to use the system for cabin
conditioning as well (depending on local weather conditions). The economic justification of a fixed
compressed air supply installation must be established versus the use of either aircraft APUs running
for a few minutes in order to start the engines, or mobile ASUs with either a diesel or a turbine
engine.
If the system is also to be used for cabin conditioning, then the system justification must also take
into consideration the elements stated in clause L6.2.3. Furthermore, if an airline or a group of
airlines
are considering power back operations with their aircraft, this would have an important effect on the
results of this study.

446
 It should be noted that:
• The decision to use a pneumatic system for engine start should not be based upon
environmental
considerations, since the starting of aircraft engines creates much more noise and air pollution
than the APU or ASU.
• On the contrary, economic evaluation should take into account the fact that a fixed
compressed
air supply results in starting the engines on the stand before push back, where as most airlines
today in fact start the aircraft engines from the APU during (or even partially after) push back.
Using a fixed installation, therefore, may result in increased fuel consumption and noise due to
IATA jet engines running before and during push back, as well Aircraft Parking
as additional aircraft Aprons
and engine
running
time — which may also affect crew salaries. Such factors of increased expense for the airline
should be taken into account in the economic evaluation.
• When the use of a compressed air supply installation is contemplated for both air start and
cabin
conditioning purposes, assessment by airline engineering departments as to the use of this
system
for cabin conditioning is necessary in order to evaluate the economic viability of the system.

L6.4.4 Distribution to Aircraft

The mode of distribution of compressed air to the aircraft high pressure air inlets depends on the
uses being foreseen:
• If compressed air is used only for engine start, the hose location is relatively secondary, since
at that time most servicing operations on an aircraft have ended. However, consideration should
be given to minimizing the length of the hose in order to reduce pressure loss and increase
system efficiency. A powered hose retrieval and storage system should be provided for any
fixed
distribution using hose lengths over approximately 9m.

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L6.5 IATA RECOMMENDATIONS

L6.IR1 400 Hz Systems

In addition to the design guidance defined within ADRM clauses L6.1 and L6.2, further detailed
technical information concerning the design and evaluation of the various types of 400 Hz
systems is contained in tfie Air Transport Association of America "ATA 400 Hz Fixed Power
Systems Design Guidebook". This further reference material should be used in the design
planning of 400 Hz fixed power systems used on the apron/stand areas.
The economic justification for a fixed 400 Hz installation must be established versus the use of
either aircraft APUs or mobile ground power units (GPUs) with a diesel engine, or mobile
IATA Airport
electric Development Reference Manual
converters connected to 50/60 Hz power outlets at each stand. A full justification is required to
access the benefits of providing 400Hz equipment at the head of stand.
V._____________________________________________________________________________ J
L6.IR2 Pre-conditioned Air and Pneumatic Systems
In addition to the design guidance defined within clauses L6.3 and L6.4, further detailed
technical
information concerning design and evaluation of the various types of pre-conditioned air systems
and pneumatic systems is contained in the Air Transport Association of America "ATA Aircraft
Ground Support Air Systems Planning Guidebook". This further reference material should be
used in the design planning of pre-conditioned air and general pneumatic systems used on the
apron/stand areas.

448
iata
Aircraft Parking Aprons

SECTION L7: AIRCRAFT DE/ANTI-ICING FACILITIES

L7.1 INTRODUCTION

Safe and efficient aircraft operations are of primary importance in the development of any aircraft de-
icing facility, and the requirements for a de-icing operation will differ greatly for each airport. While
remote primary de-icing may be desirable at one airport, gate de-icing with or without remote
secondary
facilities is appropriate at others. Operational and Air Traffic Control (ATC) matters may be
paramount
at one airport, while environmental concerns may predominate at another. These are just some of
the many options to be chosen between where de-icing operations are concerned, but in an overall
sense it is important to keep in mind that each airport will have varying priorities, and that many
factors will need to be weighed before responsible, safe and efficient decisions can be arrived at.

The manner in which the ATC system operates during icing conditions is critical. If the ATC system
imposes significant delays before take-off, the de-icing problem is increased, not only because of the
need to de-ice again, but also because of the extra taxiing required. In addition to the concerns for
safety, the airlines and the airport authorities must work with ATC to minimize delays.

The first and most important task for designers contemplating the development of de-icing facilities
is to evaluate the type of facility best suited to the airport needs. This evaluation will entail an
assessment of the actual physical layout, the operational requirements and the environmental
sensitivity of the airport. This means aircraft movement flows, frequency and severity of icing events,
realistic capacity need in snow/ice conditions, the physical space available, the length of routes to
the departure points, the available and potential drainage, the kinds of fluid (Type 1, 2, 3 or 4, see
definition below within clause L.7.1.1) in use, and fluid collection/retention/recycling possibilities, etc.,
must be considered.

It is important to recognize that the requirements for and economics of recycling and reuse vary
widely. The environmental circumstances, ranging from the proximity of the airport to rivers and water
sources, the runoff patterns to be expected, the types of receiving water and the movement rates of
water bodies all impact the problem. Another variable is the type of soil and the potential for soil
contamination.
L7.1.1 The Types of De-icing Operations

In general, there are four types of de-icing operations:

(1) At passenger terminal gates, where aircraft are de-iced just before departure after
passengers
and baggage/cargo are loaded.

(1) At designated de-icing areas at or near the passenger terminal ramp.

(2) At designated remote de-icing areas en-route to the departure runway.
(3) At a specially designed centralized de-icing centre.
Facilities for these operations progress in level of sophistication from (1) to (4), although they all must
satisfy the airport considerations noted above. Because option (1) does not usually entail additional
facility development, but principally relies on mobile equipment, only options (2) to (4) are further
discussed.

Historically, the principal method of de-icing has involved the application of heated freeze depressant
fluids. In recent years, new thickened fluids have been implemented which offer extended protection
times (fluid holdover times). Other new developments need to be considered, including the
application
of infra-red heat.
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L7.1.2 Designated De-icing Area at or Near the Terminal

For some airports, decentralized de-icing facilities at or adjacent to terminals can adequately meet
the demands of the airlines, while still allowing acceptable taxiing time to the departure runways
under varying weather conditions. Improvements to or expansion of the facilities at terminal stands
should include apron drainage areas that collect glycol runoff for proper disposal or recycling.
Alternatively, de-icing run-off should be collected on the spot by sweeper/vacuum cleaning vehicles.
The collected slush is either stored or directly transported to disposal/recycling contractors.

L7.1.3 Remote De-icing Facilities

Remote de-icing facilities located near departure runway ends or along taxiways are recommended
when taxiing times from terminals frequently exceed holdover times. Under changing weather
conditions they can compensate for icing conditions or blowing snow expected to occur along the
taxi route taken by the aircraft to the departure runway. These facilities can improve flow control by
permitting retreatment of aircraft without having the aircraft return to a more distant de-icing pad.
Remote de-icing facilities have the following components:

Aircraft de-icing pad(s) for the manoeuvring of aircraft and mobile de-icing vehicles.

Bypass taxiing capability.

Aircraft de-icing pad(s) for the manoeuvring of aircraft and de-icing gantry or mobile de-icing
vehicles.

Environmental runoff mitigation measures.

Portable lighting system.

L7.1.4 Centralized De-icing Facilities

Centralized de-icing facilities off the terminal are recommended when terminal de-icing facilities
experience excessive gate delays, taxiing times, or suffer from severe weather conditions
conducive
to aircraft icing conditions. Terminals whose de-icing gates lack permanent environmental runoff
structures are candidates for off-terminal de-icing facilities, as the construction costs for runoff
mitigation is not cost-effective. Centralized de-icing facilities usually have the following components:

• Aircraft de-icing pad(s) for the manoeuvring of aircraft and mobile de-icing vehicles.

• Bypass taxiing capability.

• Environmental runoff mitigation measures.

• Permanent or portable night-time lighting system.

• Support facilities that include:

• Storage tanks, transfer systems for aircraft de/anti-icing fluids.

• De-icing crew shelter.

• Fixed fluid applicator.

Considerable reference on the various considerations that must be examined regardless of the level
of sophistication of the proposed de-icing facility can be found in Reference 1, SAE ARP4902. An
overview of those considerations follows.
IATA Aircraft Parking Aprons

L7.2 SITING CONSIDERATIONS

Thoughtful siting of de-icing facilities is critical in order to maximize the benefits of the de/anti-icing
process while minimizing the potential adverse impacts on airfield efficiency, safety and operations.
Certain considerations in siting de-icing facilities facilitate compliance with the 'clean aircraft'
concept.
Foremost among such considerations is the need to site de-icing facilities so that the maximum time
interval between the start of the last step of the de/anti-icing process, subsequent taxiing, and the
start of takeoff does not exceed the estimated holdover times of the applied fluids. Other major
considerations include the need to site de-icing facilities so that aircraft, de-icing facility structures,
and mobile de-icing vehicles or fixed de-icing equipment does not penetrate the object clearing
criteria
or airway facility critical areas.

L7.3 DE-ICING FACILITY DESIGN AND CONSTRUCTION

A de-icing facility has to be properly planned, designed and constructed to perform as intended.
Elements of these preparations include such items as facility siting, number and size of de-icing
pads,
pad configuration and layout, visual guidance considerations, construction phased implementation,
construction materials, drainage facilities, and other related components.
Most of the design criteria for these components are addressed in FAA advisory circulars and other
accepted industry design guidelines and standards. A de-icing facility is intended to provide an area
for parking of aircraft to receive de/anti-icing treatment. To perform this function, the de-icing pad
requires a pavement system that supports the anticipated loads and a positive drainage system to
collect runoff containing spent de-icing fluids.

L7.4 ENVIRONMENTAL CONSIDERATIONS

Since de/anti-icing fluids are chemical products with environmental consequences, de-icing facilities
shall have runoff mitigating structures. The recommended structures are those that comprise a
mitigating alternative that collects and retains runoff for proper disposal or recycling. In terms of
structural best management practices (BMPs), this approach to 'control the source' offers airport
managers an effective and economical means to comply with storm water permitting requirements.

L7.5 OPERATIONAL CONSIDERATIONS

There are a number of operational issues associated with off-gate de-icing facilities. These issues
should be addressed prior to the design of the facility to insure that the intended benefits will be
achieved in an operationally efficient and cost-effective manner.
Typically, de-icing facilities are common use facilities available to any user of the airport, and thus
must be designed and operated to ensure equal access to the facility by all airport users. A
coordinated
approach to facility operation and use is necessary to ensure that the de-icing facility

451
 Figure L7-1: Ground De-Icing Operation at Central De-Icing
Facility

IATA Airport Development Reference Manual

Photo Courtesy of APS Aviation, Canada &

Transport Canada.
iata
Aircraft Parking Aprons

L7.6 IATA RECOMMENDATIONS

r
L7.IR1
For proper standards, specifications, and guidance for designing aircraft de-icing facilities,
reference should also be made to:
• SAE International, Aerospace Recommended Practice, ARP4902, "Design and
Operation of
Aircraft De-icing Facilities", November 13, 2000.
• US Department of Transportation, Federal Aviation Administration Advisory Circular,
150/
5300-14, "Design of Aircraft De-icing Facilities'', August 23, 1993 <http://www.faa.gov/arp/
150acs.cfm>. This circular provides standards, specifications, and guidance for designing
aircraft de-icing facilities.
• US Department of Transportation. Federal Aviation Administration Advisory Circular,
150/
5300-14 Change 1, "Design of Aircraft De-icing Facilities'', August 13, 1999. This change
updates the definitions of aircraft de-icing facilities and holdover times of fluids, design criteria
for aircraft de/anti-icing fluid storage and transfer systems, information concerning recycling
of glycols, and references.
• US Department of Transportation, Federal Aviation Administration Advisory Circular,
150/
5300-14 Change 2, 'Design of Aircraft De-icing Facilities". August 31, 2000. This change
provides standards and recommendations to build infra-red aircraft de-icing facilities, and
adds anaerobic bioremediation as an alternative method to mitigate the runoff effects of de/
anti-icing products.
• International Civil Aviation Organization, International Standards and Recommended

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454
ÊATA

Chapter M — Aviation Fuel Systems

Section M1: Safety Issues
M1.1 Fuel System Safety: Introduction............................................................ 453
M1.2 Fire Extinguishers ................................................................................... 453
M1.3 Grounding ............................................................................................... 453
M1.4 Stand Design to Aid Fueling..................................................................... 453
M1.5 Hydrant System Low Point Drains............................................................ 454
M1.6 IATA Recommendations .......................................................................... 455
Section M2: Delivery to Apron
M2.1 Fuel Operations: Driving and Positioning of Vehicles ............................. 456
M2.2 IATA Recommendations .......................................................................... 457
Section M3: Storage Distribution Facilities & Processes
M3.1 Fuel Depot Facilities: Introduction and Design Requirements ................ 458
M3.2 Tankage .................................................................................................. 458
M3.3 Pipework ................................................................................................. 458
M3.4 Cathodic Protection.................................................................................. 459
M3.5 Hydrant Dispenser .................................................................................. 459
M3.6 Tank Safety Distance Summary................................................................ 459
M3.7 IATA Recommendations .......................................................................... 460

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IATA

CHAPTER M — AVIATION FUEL SYSTEMS

SECTION M1: SAFETY ISSUES

M1.1 FUEL SYSTEM SAFETY: INTRODUCTION

Whether an airport fuel depot is processing thousands or millions of gallons of fuel per day, it is
imperative that participants in the facility establish clear, effective safety guidelines to ensure the
well
being of staff and the operational viability of the depot and the aircraft/airport it serves. Both design
and operational directives must be established and carefully adhered to in the course of the
development and functioning of the facility, covering everything from fuel hydrant design and
location
to emergency shut down systems and even fire extinguisher placement.
The following design parameters and operational procedures are presented as a starting point for
the development of an effective fuel system safety programme. As always, designers and
participants
need to review these guidelines based on the specific requirements and challenges of their
particular
location, and to adapt them accordingly.

M1.2 FIRE EXTINGUISHERS

At least two fire extinguishers, of a type suitable to extinguish aviation fuel fires, should be present
on every stand. One extinguisher should be mounted at the head of stand as close as practically
possible to the main stand center line. The second extinguisher should be located within a 20m
radius
of the fuel ground hydrant (if present), or as practically close to the nominal center of the wing fuel
locations of the various aircraft accommodated.
Alternatively the second fire extinguisher may remain on the fuelling vehicle, provided it is carried in
open housing or in racks with quick-opening fasteners. Fire extinguishers should be located in
accessible places and clear signage provided at suitable locations which should not interfere with
the safe operational and normal use of the stand.

M1.3 GROUNDING
Grounding of aircraft is not recommended. However, where authorities require grounding the
fuelling
equipment and aircraft should be grounded by means of a 'V grounding cable and NOT through the
fuelling vehicle. Hydrant pits or hydrant pit internals shall NOT be used as grounding connections.
Where used, the grounding provision should be designed specifically for the task of earth
connection
and should not be used for any other duty. The center of the 'Y' earth connection should be such
that it is located on the stand, forward of the engines, and away from the engine intake danger
zones.

M1.4 STAND DESIGN TO AID FUELING

Generally:
(a) Reflective NO SMOKING signs should be displayed in prominent positions at the head of stand
near the aircraft and fuelling vehicles, or at least throughout the fuelling operation. Alternatively,
reflective no smoking signs/symbols may be affixed onto the sides of the fuelling vehicles.

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(c) Operational problems can be caused by unsuitable positioning of the aircraft, caused primarily
by misalignment of the aircraft in the parking bay, or by inappropriately located hydrant pits.
Where possible, the location of hydrant pits should account for potentially misaligned aircraft.
Hydrants should not be located beneath any of the served aircraft, and preferably aft of all
engine
positions by a minimum clearance 1.5m.

M1.5 HYDRANT SYSTEM LOW POINT DRAINS

All low points of the hydrant need to be flushed at a high velocity thoroughly and regularly, with the
line under pressure to ensure removal of any water or sediment, until a clear fuel sample is
obtained.
Hydrant low point drain positioning and design should therefore facilitate this functional requirement.

M 1.5.1 Hydrant Pits

Hydrant pits should be designed to facilitate ease of cleaning and drainage. Pits should safely
disperse
all fluids and vapor in a controlled manner taking into account environmental considerations.

M1.5.2 Emergency Shut Down System

The Fuel Hydrant Emergency Stop Buttons (ESBs) must be clearly identified. Clear access to these
buttons should be maintained at all times. Identification signs should be reflective and located such
that they remain visible at all times.
Two ESBs should be fitted to each stand perimeter. One ESB should be located close to the head
of stand and as practically close as permitted to the main stand center line. The second ESB should
be located within a radius of 20m of a fuel hydrant if fitted. If ground fuel hydrants are not fitted then
the second ESB should be located on the inside edge of the port perimeter stand line, though
maintaining a 2m true clearance from all aircraft at all times (including situations of misaligned
aircraft).

M1.5.3 Safety Pre-Entry into Deep Pits

Mechanical guarding should be provided to ensure safety of personnel working close to deep

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M1.6 IATA RECOMMENDATIONS

M1.IR1 Fuel Safety Signage

NO SMOKING signs should be present on each head of stand. The infonnation contained on
these signs should be visible and legible to any person standing either within the stand perimeter
or on the adjacent inter-stand road.

M1.IR2 Fuel Hydrant Emergency Stop Button Provision

Where fuel hydrants are installed, at least two fuel hydrant ESBs should be fitted to each stand
perimeter in accordance with clause M 1.5.2.

M1.ÍR3 Grounding
Where deemed appropriate and used locally, the grounding provision should be designed
specifically for the task of earth connection and should not be used for any other duty and
should be regularly maintained. The cegtre of the 'Y' earth connection should be located such
that it is mounted forward of the engines and away from the engine intake danger zones.

M1.IR4 Reference Documents

The safety requirements set out in the Institute of Petroleum (UK) /American Petroleum Institute
Document 1540 Design, Construction, Operation and Maintenance ofAviaiion Fuelling Facilities,
should be observed.

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SECTION M2: DELIVERY TO APRON

M2.1 FUEL OPERATIONS: DRIVING AND POSITIONING OF VEHICLES

M2.1.1 Airside Speed Limits & Signage

Where no national or local regulations exist, a limit of 25 kilometers per hour must be enforced on
the apron for general purposes, which includes the movement of aircraft fuel or vehicle dispensers
associated with fueling. Speed limit reflective signage must be displayed at no less than 150m
intervals
on the head of stand roads and on the inter-stand roads. Speed limit signage maybe mounted on
building structures, on vertical structures designed to support signs, or painted on the apron road
(see Fig M2-1).

M2.1.2 Positioning Parked Fuel Vehicles

Vehicles should be positioned safely, taking account of the following:
(a) The position of the parked aircraft and the clearances which must be maintained as
defined within
ICAO Annex 14. The fuel vehicle stop position(s) should be clearly marked on the apron. The
position of fuel vehicle stop box should be denoted by a yellow painted border with yellow
internal
hatching and should be large enough to encompass the total area used by either the hydrant
dispenser unit or the combined fuel tanker/dispenser unit (see Fig M2-1).
(b) The exit route must be in a forward direction from the fuel vehicle stop box, away from
the aircraft,
and should be free of any obstructions upon exit.
(c) Aircraft vent pipe safety zones (minimum 3 meter radius), APU exhaust efflux or other
danger
areas should be avoided.
(d) When positioning the fuel vehicle stop box, full account should be taken of the
potential aircraft
settlement so as to avoid the possibility of the aircraft wing, flaps or other surfaces bearing
down

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Figure M2-1: Apron Fuel Vehicle Signage and Stand

General Apron Vehicle Max. Speed Restrictions

and Fuel Vehicle Stop Box Position Detail
Airside Vehicle Speed
LimitRedBoarder(25^_
Black
Numbers
Denote
KilometersI
WhiteBackground

Fuel Vehicle Stop

Box
Colour to ICAO
Annax 14 Clause
6.Z1.6 Standard.
s
Yellow
HEAD Box
OF -Yellow
STAN Denotes Hatch
Vehicle
Front Position

M2.2 IATA RECOMMENDATIONS

—-----------------:---------—------------------
IfotRl
Speed limits and signage pertaining to the control and management of fuel vehicles on the
apron should be in accordance with clause M2.1,1.
V__________________ ____III_________

M2JR2

The position of fuel vehicle stop boxes should be clearly marked and should be in accordance
with clause M2.1. h

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SECTION M3: STORAGE DISTRIBUTION FACILITIES & PROCESSES

M3.1 FUEL DEPOT FACILITIES: INTRODUCTION AND DESIGN

REQUIREMENTS
Observance of certain fundamental practices in the design of fuel facilities is considered essential to
ensure that fuel product quality and depot safety standards are maintained. In general, any new
installation or alteration to an existing fuel facility must be previously approved by its customers as
well as its management, and all facilities utilised for the handling or delivering of aviation fuels need
to be fully grade-segregated.
With respect to the materials restricted from use in depot infrastructure construction, no zinc-rich
internal coatings may be used for any piping or tankage, and the following are not to be used in
main
piping:
• Copper or cadmium alloys.
• Cadmium plating.
• Galvanised steel.
• Plastic.

M3.2 TANKAGE
The number and size of tanks should be sufficient to provide adequate working capacity, taking into
account peak period airport requirements, supply replenishment arrangements and emergency
stock
coverage. Allowance must also be made for settling, testing and tank cleaning requirements.
Aviation fuels should be stored in horizontal or fixed-roof vertical tanks. New tanks shall be
constructed
and installed to avoid ingress of water and dirt, and to provide a positive low point to collect water
and sediment for ease of removal. To achieve this, horizontal tanks should be installed with a
minimum
slope of 1:50, and vertical tanks should have a cone-down bottom with a minimum slope of 1:30 to
a centre sump.
New tanks should be located away from main public roads by a distance of at least 100m. Roads
within this 100m radius should be secure and classified as airside.
Where new or existing above ground tanks are closer than 100m to public roads, solid physical
barriers made from brick or steel should surround tank facilities on the side of the public road.
Tanks
will also be required to provide for the following functional characteristics:
(a) Provision for a running sample to be taken from the drain line that runs between the tank and
the sample's receiving vessel. The running sample may be collected into an open container or
a closed system, made of a suitable glass, as agreed by the participants.
(b) Manholes to facilitate entry for gas freeing and cleaning.
(c) Gauge hatches to provide means of sampling and tank dipping.
(d) Prominently numbering and 'grade stored' demarcations (API designation).
(e) A physical design such that their profile will not impair or effect ground radar operations.

M3.3 PIPEWORK
Each grade of aviation fuel must be handled in a completely segregated system. There shall be no
M3.4 CATHODIC PROTECTION
Hydrant pipelinesstorage tanks, and distributor systems should be protected from corrosion by a
cathodic system. Cathodic protection essentially reduces or eliminates corrosion on a metal surface
by forcing the metal to become a cathode. The two general types of cathodic protection systems that
can be considered are:

1. Impressed current.
2. Sacrificial cathodic.
Both types of systems can effectively transfer the corrosion reaction (oxidation) from the metal
surface
to an external anode. If all exposed parts of a structure become cathodic with respect to the
electrolyte,
corrosion of the structure is eliminated.
Special care is required with the design of impressed current cathodic fuel corrosion protection
systems, but it should be noted that they are only required under specific circumstances. The
following
requirements represent a starting point in the installation of a proper impressed current cathodic
system:
• Sacrificial metal should be affixed to the fuel system pipe work and pumping equipment
securely
at suitable intervals.
• The pipe-cathode should be insulated from all other steel structures or pipelines in the
vicinity
which are not protected by the same system. There should be no possibility of sparking between
dissimilar metals at any time whatsoever.
• The size, material selection for sacrificial metals and the frequency of their placement should
be
designed by the fuel system supply designer.

M3.5 HYDRANT DISPENSER

The following dispenser systems should be considered by airport apron designers:
Hydrant dispenser: these are powered vehicles fitted with fuel dispensing equipment and
bonding
equipment.
Hydrant dispenser dolley: these vehicles are towed to the stand area on demand and include
pump dispersing and bonding equipment.
M3.6 TANK SAFETY DISTANCE SUMMARY
It is difficult to stipulate tank safety distances in international publications, as many countries have
differing fire safety regulations. In general, distances can be reduced or increased by utilising the
results of specific risk assessments of local facilities. If some guidance is sought by designers
beforehand, the following publications could likely prove helpful:
1. NFPA 30 Flammable and Combustible Liquids Code — USA and many other countries in the
Americas.
2. IP Model Code of Safe Practice Part 2 (Design Construction & Operation of Distribution
Installations) — International.

3. HSG 176 The Storage of Flammable Liquids — UK.

 4. Other design standards are in issue all over the world (France, Germany etc.) and some national
standard requirements are often increased by local bye-laws.
Tank safety distances are determined through the evaluation of the following key factors:
Type of tank (horizontal or vertical).
Tank situation (buried, semi-buried, above-ground).
Tank construction (single skin, double-skin, fire-safe).
Tank volume (single tank basis or total volume of a group of tanks).
Fire safety systems (boundary/tank cooling, tank foam suppression, water/foam cannons, etc.).
Risk assessment of fire scenarios.
Distance of tank from surrounding buildings.
Arbitrary distances for all tanks irrespective of volume (e.g. 75m for all third party buildings from
above ground tanks irrespective of volume).

M3.7 IATA RECOMMENDATIONS

M3.IR1 Fuel Tank Design

Fuel storage tanks should be designed and configured in such a way as to not impair ground
radar performance.

M3.IR2 Tank Location (New and Existing Installations)

Fuel storage tanks should be located in accordance with clause M3.2.

M3.IR3 Pipework Corrosion Protection Systems

Fuel pipework should be dedicated to fuel only and even a specified grade of fuel. Aviation fuel
should not be mixed with any other type of fuel, fluid or compound.
IATA

Chapter N — Contingency Management

Section N1: Aviation Crisis Management
N1.1 Crisis Management Strategy: Introduction.............................................. 463
N1.2 Emergency Response Planning................................................................ 463
N1.3 Crisis Communications............................................................................. 464
N1.4 IATA Recommendations .......................................................................... 464

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IATA

CHAPTER N — CONTINGENCY MANAGEMENT

SECTION N1: AVIATION CRISIS MANAGEMENT

N1.1 CRISIS MANAGEMENT STRATEGY: INTRODUCTION

Crisis management in aviation comprises the following three elements:
• Risk analysis.
• Contingency Planning.
• Consequence Management
Failure to address either one of these three elements may result in an incomplete crisis
management
strategy, one without depth or logical flow. You cannot plan unless you know what you are planning
to avoid or mitigate, and you cannot manage the consequences effectively unless you have planned
(and trained and exercised) for such eventualities.
The complex challenges of aviation crises demand a robust and sophisticated resilience strategy to
ensure that a rapid return to business as usual can be accomplished. Accordingly, the FUNCTIONS
that are common to each of the three elements above are:
=> Personnel
=> Intelligence
=> Operations
=> Logistics
=> Communications
These functions are the cornerstone of any crisis management strategy and the principal on which
to build effective contingency plans.
N1.1.1 Protocols and Working Relationships
Any crisis management strategy can only be determined in close co-operation with business
partners.
It is essential that airlines, airports, ground handling agents, local authorities and emergency
services
work together to ensure adequate plans and an effective response. Too often in aviation, agencies
do not plan or exercise together and are then 'surprised' when emergencies occur and events do
not
turn out the way they were expected. There is no excuse for insufficient plans — think 'Complete
Crisis Management' and think 'Integrated Crisis Management Mitigation'.

N1.2 EMERGENCY RESPONSE PLANNING

Classically, Emergency Response Planning (ERP) has been the domain of airlines to ensure an
appropriate response to aircraft accidents, near-accidents and incidents. This has involved the twin
but complimentary activities of operational response and family/victim assistance. Increasingly,
airports
are now becoming more aware of their own role to support ER activities and develop crisis centres
and other specialist facilities and procedures.
It should be noted that in any aircraft emergency there will always be at least two airports affected.
Effective ER programmes are not cheap or easy options but neither is the management of an
emergency when it occurs. Ultimately, the existence of plans, procedures and well-drilled teams of

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N1.3 CRISIS COMMUNICATIONS

In times of crisis, an airport's reputation can be damaged or destroyed in a matter of days by
negative
or hostile media coverage. In the aftermath of a major accident, every word and action will be closely
scrutinised by reporters looking for evidence of negligence or incompetence, and anxious to
apportion
blame.
In the event of a major accident or incident, senior executives at head office, or front-line managers
nearest to the scene, may be required to act as spokespeople in briefing the news media. These
individuals may have no previous experience of dealing with the media, but will be expected to
project
an image of competence and credibility and to reassure key external and internal audiences that the
airport is responding in an appropriate manner. Some of the important and often forgotten factors to
consider in respect of crisis communications are as follows:
• What are your airline customers saying? Have you established communication protocols?
• How resilient are your communication facilities and do you have backup systems?
What message is your website displaying to outside world — can it be changed and how
What level of media training have your duty station personnel received, what about any agents
empowered to act on your behalf?

N1.4 IATA RECOMMENDATIONS

N1 .IR1 Crisis Éjanagement Recommendations

• Conduct an analysis of your criticai business processes and determine io wn
is at risk and how the risks might be manifested.
• From the identified risks decide which risks^youhave to, accept | then make
plans for managing the consequences. contingency
• Build the contingency plans to be consistent and easy M^ò&pw — check lists and prompts
^Srather than huge volumes are easier to assimilate for staff in the chaos of a crisis.
• Select your crisis teams carefully — the best managers do not always make the best leaders^
in a crisis. Ensure such teams are fully aware of their responsibiiitiesund capable of exercising
them under the most extreme conditions possible.

• Determine robust joint-operating protocols with airline and other bu*(r*&$& partners
• Plan and exercise airport risk mitigation strategies — the best possible preparation is to
practice averting a crisis.
IAT Contingency Management
A

N1.IR2 Emergency Response Recommendations

• Appoint a manager with specific responsibility for emergency response. Have that manager
join one or more industry professional groups to network and share best practice (e.g. the
IATA Emergency Response Planning Working Group).
• Determine appropriate crisis management facilities and ensure that staff can operate from
these facilities effectively with the correct support tools.
• Look carefully at the emergency response capabilities of your airline, retail and support
system
(ground handling, catering, etc.) partners. What are your expectations of their ability and are x
they aware, trained or even contracted to meet these expectations?

N1.IR3 Crisis Communications Recommendations

• Commission an independent and comprehensive audit of your crisis communications
capability to provide a gap analysis.
• Provide a cascading system of media training for staff from head office, corporate
communications, front-line and route station staff.
• Ensure that the crisis communications plan is consistent and communicated internally to all
departments.

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IATA

Chapter O — Cargo & Separate Express Facilities Terminal

Section 01: Planning Principles
01.1 Planning: Introduction ............................................................................ 469
01.2 Cargo Apron Planning............................................................................. 469
01.3 IATA Recommendations ......................................................................... 470
Section 02: Forecasting and Sizing
02.1 Cargo Traffic .......................................................................................... 471
02.2 Necessity for Cargo Traffic Studies ........................................................ 471
02.3 Transfer Cargo/Passenger Terminal Cargo Transfer Areas ..................... 471
02.4 Planeside Cargo Traffic Forecast ............................................................ 471
02.5 Operational Cargo Forecasts................................................................... 474
02.6 Sizing Parameters................................................................................... 474
02.7 Cargo Design Considerations: Scope of Evaluation ................................ 478
02.8 IATA Recommendations ......................................................................... 486
Section 03: Flows and Controls
03.1 Typical Cargo Flows ............................................................................... 487
03.2 Cargo Communication Controls.............................................................. 487
03.3 Cargo Control Regulations...................................................................... 489
03.4 Cargo Security Controls.......................................................................... 489
03.5 Cargo Safety Controls............................................................................. 489
03.6 Cargo Government Controls.................................................................... 490
03.7 Cargo Facilitation ................................................................................... 490
03.8 Cargo Customs ....................................................................................... 490
03.9 IATA Recommendations ......................................................................... 491
Section 04: Expedited & Express Cargo Processing
04.1 General Express Cargo Processing Considerations ................................ 492
04.2 Pre-Design Considerations ..................................................................... 492
04.3 The Express Cargo Process..................................................................... 493
04.4 Typical Express Cargo Product Flow at Express Cargo Facilities............. 493
04.5 Express Facility Design Parameters........................................................ 494

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04.1 Express Cargo Project Management and Control.................................... 497

04.2 Testing and Trials .................................................................................. 498
04.3 IATA Recommendations ......................................................................... 498
Section 05: Perishable Cargo
05.1 Types of Perishables Handling Facilities................................................. 501
05.2 The Essential Components of a Perishable Centre ................................. 501
05.3 Other Features of Perishable Cargo Facilities ........................................ 503
05.4 IATA Recommendations ......................................................................... 506
Section 06: Mail Facilities
06.1 Airmail Facilities: Introduction ............................................................... 507
06.2 Pre-Design Considerations ..................................................................... 507
06.3 Mail Processing Facility Objectives ........................................................ 507
06.4 Mail Processing Requirements ............................................................... 508
06.5 Mail Handling Systems ........................................................................... 508
06.6 Locating the Mail Facility ....................................................................... 508
06.7 IATA Recommendations ......................................................................... 509

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IATA

CHAPTER O — CARGO & SEPARATE EXPRESS FACILITIES

TERMINAL
SECTION 01: PLANNING PRINCIPLES

01.1 PLANNING: INTRODUCTION

The organisation that initiates the preliminary investigation leading to the construction of new,
modified
or enlarged air cargo facilities should also generate the policy objective establishing the need for the
project, the source of funding, the planned life of the facility and the time period during which the
project can be completed. It should also ensure that all possible alternatives are investigated prior
to determining the ultimate course of action.
The following is a cargo development document check-list (listed in the order they should be
produced).
Please also refer to Section V1 — IATA Airport Project Process, for further details on recommended
airport project management and process definitions:
1. Cargo forecast schedule.
2. Revaluation of existing processes and equipment with risk assessments.
3. Statement of need for new development agreed by all interested parties.
4. Project development brief.
5. Project development, management and funding programme.

01.1.1 Airlines and Authorities Involvement

The development of a cargo facility or multi-tenant terminal complex is normally not the unilateral
prerogative or responsibility of only one authority or terminal operator. Airport and government
authorities, together with the airlines and terminal operators concerned must together establish their
policies, objectives, requirements and projections.
Development must be the subject of extensive consultation, and requires proper co-ordination of
responsibilities, plans, timetables, construction and procurement.
The major parties involved are:
Airport authorities.
Airlines.
Terminal operators, agents operating the facilities.
Government agencies concerned in development and operations.

01.2 CARGO APRON PLANNING

The following requirements must be considered when planning cargo aprons:
• To ensure efficient cargo handling, the apron must be considered as a continuation of the cargo
facility. An apron immediately adjacent to the cargo facility fulfils this requirement and should be
used by all-cargo/freighter aircraft, thus providing for short distance transportation and access
between aircraft and facility.
• Expansion of the cargo apron must be feasible, in order to accommodate increases in peak
hour
demand for aircraft stands or increased aircraft sizes. Parking configuration depends on local
requirements and constraints, and must also allow for the necessary ground handling
equipment.
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• A cargo apron design should also provide, at each aircraft stand, adjacent staging areas for
equipment needed for loading and transportation of arriving and departing ULDs.
• Parking of handling equipment should be possible between the airside cargo road and apron
and/or along the outer edges of the apron, without impeding aircraft manoeuvring on or off
the apron. Power-in/power-out aircraft parking requires more space for each stand, and extra
precautions against blast.
• Several factors must be considered when fixed loading bridges are planned to connect all-
cargo/
freighter aircraft to ETV storage systems within the cargo facility. Justification for loading bridges
will depend on utilization potential, impact on staffing requirements, processing/turnaround time,
and frequency of extreme weather conditions. As with passenger loading bridges, cross-
utilization
between wide-body and narrow-body aircraft as well as within certain types of narrow-body
aircraft
may be limited. In addition, aircraft cargo door configurations (nose, side forward, side aft) will
impact utilization potential.
• The cargo carrier's fleet mix, type of cargo and operational factors will weigh heavily in the
decision
as to whether specialised loading bridges or flexible mobile loading systems are preferred.
Based
on airline experience, fewer carriers are using fixed loading bridges.
• Fixed aircraft servicing equipment, such as hydrant refuelling and power, are only appropriate
to
aircraft stands with high utilization.
• Lighting on the apron should be sufficient to permit the reading of cargo documents and labels
at the aircraft parking stand. However, such lighting should not be allowed to adversely affect
crew visibility when taxiing and parking the aircraft.

• On the apron, cargo service roads should be separate from the apron taxiway.
-—,—. .
01.IR1 Cargo Facility Development Documentation
When embarking on the expansion of a new or revised cargo development project it is
recommended that the documentation as defined within clause 01.1 should be produced.

01 IR2 Cargo Service Roads and Apron Parking Areas

474
It is recommended that cargo service roads should be separate from the apron taxiway. Parking
of cargo handling equipment should be possible between the airside cargo road and apron and/
or along the outer edges of the apron, without impeding aircraft manoeuvring on or off the apron.

01.IR3 Airline and Partner Consultations

It is recommended that airlines and other parties are properly informed and included in the
planning process via proper consultations. Expert airline assistance can be best obtained from
the establishment of an IATA Airport Consultative Committee (ACC).
____________________________________________ ■::........__________________.______________________________________________________________________________________________________________________________________„
IATA Cargo & Separate Express Facilities Terminal

SECTION 02: FORECASTING AND SIZING

02.1 CARGO TRAFFIC

Cargo traffic may be carried either on pure freighter aircraft, on combi aircraft (where the main deck
is shared between passengers and cargo), or in the belly holds of passenger aircraft. Since this
affects the requirements for apron facilities, IATA forecasts differentiate between these transport
methods.
In the forecast, the combined number of tonnes of freight and mail handled at the airport are taken
into consideration. Usually scheduled and non-scheduled cargo traffic are considered together as
both are handled in the same cargo terminal area. The forecast differentiates between passenger
and all-cargo operations, as each will have a specific influence in respect of apron use.

02.2 NECESSITY FOR CARGO TRAFFIC STUDIES

The handling of increased amounts of cargo in larger terminal facilities entails complex physical and
document handling systems (for both airlines and handling operators). Comprehensive studies are
an essential basis for such systems which will maximise handling efficiency at the lowest cost.
Based on forecasts, the project can then be developed by planners representing both authorities
and
operators and, if required, with the assistance of external experts.

02.3 TRANSFER CARGO/PASSENGER TERMINAL CARGO TRANSFER

AREAS
Not all import cargo will terminate at the station. The methodology for handling on-line transfer
cargo
must be determined, and space must be provided for that portion which returns to the warehouse
for
re-processing. This may require additional bulk cargo breakdown space, export bulk cargo staging
area and build-up work area. For ULDs transferring intact (no breakdown or build-up required),
additional staging and storage space may be required, and cargo transferring to and from other
airlines must also be evaluated.
When transfer cargo is not governed by customs requirements and same day transfer routing is
possible, it may be possible to establish a transfer function at the passenger terminal. This function
is responsible for capturing transfer cargo at the arrival of an inbound flight and delivering the
shipments
directly to the outbound departing flight. The degree of transfer will depend on staffing as well as
facilities available and required at the passenger terminal. The impact on cargo facility sizing can be
significant if transfer accounts for a sizeable amount of total cargo boarded.
Proposals should take into account the need for a rapid turnaround and the transporter's need to
minimize the connecting time without compromising security measures.

02.4 PLANESIDE CARGO TRAFFIC FORECAST

• Planeside volumes are normally the most common available — they represent enplaned and
deplaned cargo for all aircraft and over-the-road movements.
• The planeside forecast generally represents the big picture of cargo types that are processed
through the warehouse (e.g. general freight, priority freight, small packages, company material,
mail, etc.).
• The forecasts must correspond with or be converted to the prescribed peak facility design
volume
(e.g. cargo processed on the peak day of the average week of the peak month, or the maximum
volume occurring on 95% of the days in the peak months, etc.).

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• Planeside volumes should be further categorized to reflect how much is carried in containers
versus how much is carried as bulk (narrow-body and wide-body bulk holds).

• It is necessary to ensure volumes for all third party handling arrangements are quantified.
• The planeside cargo forecasting methodology technique relies on determining the average
historical cargo carried by an aircraft equipment type (e.g. A300, B747, B767, DC-10, A320,
B757, etc.) and by market (Atlantic, Pacific, Latin America, North America, etc.). These averages
are then applied to future aircraft schedules. When new aircraft types are included in future
schedules, estimates based on available cargo capacity and range will need to be determined.
Figures 02-1 and 02-2 provide survey format forms to quantify planeside volumes and describe a
growth rate approach to forecasting.

Figure 02-1: Annual Arriving/Departing Cargo

Volume
— Past,
CargoPresent & Future
Volume (Tonnes)
Year Terminating Transhipment Total
Current
19
(Previous 19
six ig
Years) ^
19
1Q

Annual Growth Forecast

1st 5 years (19________- 19_________):_______%
2nd 5 years (19________- 19_________):_______%
3rd 5 years (19________- 19_________):_______%
Atofe 1: Terminating Cargo + Arriving transhipment = Total Arriving cargo.
Note 2: Originating cargo + Departure transhipment = Total Departing cargo.

476
 Figure 02-2: Typical Survey Form to Quantify Planeside Volumes
Monthly Departing Flight Cargo Volume
Day 1 to 7 of Peak Month
Month:__________________________________ Year:_________
IATA
Legend: ETA — Estimated Time of Arrival Cargo & Separate Express Facilities Terminal
ULD — Unit Load Devices
LD — Lower Deck
MD — Main Deck
Volume (Tonnes)

Fit. No. ETA (a) Direct Delivery (b) Cargo Requiring Storage (c) Transhipment (d) Total No. of ULDs
for breakdown
LD MD

477
 1
02.5 OPERATIONAL CARGO FORECASTS
Operational cargo forecasts are intended to translate the previously developed planeside forecast
into volumes that correspond with each function or operation in the material handling process.
IATA Airport Development Reference Manual
The level of statistical detail for each airline cargo operation may vary significantly. As a result, the
source and availability of data to define each cargo operation may differ. However, the need to
quantify
each function remains the same.

02.6 SIZING PARAMETERS

Besides cargo volumes, there are several other cargo handling characteristics that impact the size
of a cargo facility. This section will address many of the factors that will be required by a cargo
facilities planner to determine the sizing requirements. Since there are several methodologies to
cargo
facility sizing, the task of quantifying the space requirements will be left up to qualified airline cargo
facility planners, their designers and consultants.
Before actual facility sizing can begin, the planner must first evaluate several factors:
• Understand the current operation(s) and then define the operational objectives for the future.
• Define present constraints that need improvement.
• Decide on common objectives and policies to be realized in the new or extended area (e.g. faster
handling, function as transfer centre for international cargo, efficient transfer air/road).
• Establish processing requirements and applicable standards of handling with the airlines and
operators concerned.
• Determine the extent to which each operating function will be performed outside on a routine
basis. This will have a direct affect on the size of the facility required. It is common for most
material handling functions to be performed inside, while some staging and storage functions
can be managed outside depending on the availability of space, security and weather issues.
Once the above factors have been evaluated, the planner will have an idea of the functions that will
need to be sized. The ultimate objective of the facility planner will be to convert each operational
cargo volume defined earlier into space requirements through the development of various conversion
factors and processing rates. Some of these are discussed below.

02.6.1 Cargo Terminal Building

The size of the cargo terminal building facility is derived from the total annual cargo movement
estimates. The space required is a function of the facility's proposed processing capability. The
Low Automation (mostly manual) 5 tonnes per square metre
Automated (Average) 10 tonnes per square metre
Highly Automated 17 tonnes per square metre

A critical element of the cargo terminal is the location and width of the airside access doors. The
basic module elevation has a span of 18 metres, is commonly used and provides 3 airside doors
(without column interference). Each door should typically have a width of 5m and can accommodate
side-loaded pallets and dollies (4.05m), as well as the wider self powered transport dollies. Modules
built with 15-16 metre spans can accommodate 3 airside doors that provide clearance for 2.45m wide
dollies.

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Figure 02-3: Typical Cargo Terminal Building

22 m ^

57 m
35 m
11NiO O A O i O O O I O O

Truck loading / unloading

Handling, storage and from 65 to 90

Expansion for ETV

02.6.2 Cargo Ramp Area

As a general rule, the apron size for all cargo facilities lies in the range of 4 to 5 times that of the
cargo terminal building area. This includes aircraft stands, internal taxilanes, airside roads, ground
service equipment parking as well as processing zones on the apron.
If more defined data is not available, the following procedure can be used to size the ramp area.
The
tonnage per annum is used to derive the number of aircraft per day and thus enabling the planner
to size the ramp accordingly. The annual tonnage + 250 (days) provides the daily tonnage. The
average load per aircraft (all cargo) is 50-55 tonnes. The typical fleet mix for an all cargo operation
is as follows:
Aircraft Fleet Mix Average Load
Code E 70-75% 60 tonnes
Code D 20-25% 30 tonnes
CodeC 5% 10 tonnes

Two other important factors in facility sizing are the hours of operation, as well as the average
turnaround time per aircraft. All cargo facilities typically operate no less than 20 hours a day, with a
typical turnaround time of 4 to 7 hours per aircraft. Facility planners should seek operational
confirmation of the turnaround time expectation and plan accordingly.

479
Figure 02-4:Typical All Cargo Apron/Building Plan

Cargo Terminal
02.6.3 Dwell Time
Dwell time is a term used to reflect how much time import and export shipments reside in the
warehouse. Dwell time will need to be quantified for each of the operational staging and storage
functions. Remember, the volumes developed earlier generally represent those processed during
the
peak design day. If international import shipments reside for three days, the facility will need to be
sized to manage three days of storage.

02.6.4 Average Weights

Average weights are required generally whenever a processing rate or sizing conversion factor is
defined in terms other than weight. For instance, the processing rate to determine the number of
ULD receiving and pick-up docks may be ULDs per hour. As a result, the volumes representing the
amount of cargo received or picked-up will need to be converted to ULDs received or picked-up.
This
would be accomplished by determining the average weight per originating and terminating shipper
loaded ULD.
Typical average weights that may be required include:
• Weight per terminating domestic bulk shipment.
• Weight per originating domestic bulk shipment.
• Weight per terminating international bulk shipment.
• Weight per originating international bulk shipment.
• Weight per terminating domestic ULD shipment.
• Weight per originating domestic ULD shipment.
• Weight per originating international ULD shipment.
• Weight per terminating international ULD shipment.
• Weight per originating shipper loaded container.
• Weight per terminating shipper loaded container.

02.6.3 Processing/Conversion Rates

Cargo facility planners will often utilize historical processing rates that correspond with the airline's
degree of mechanisation to accomplish much of the sizing. In addition, on-site sampling may be
required to quantify some conversion rates. Some common processing and conversion rates that
Import dock ULD shipment processing rate.
Export dock ULD shipment processing rate.
Import dock bulk shipment processing rate.
Export dock bulk shipment processing rate.
Bulk cart/ULD breakdown processing rate.
Bulk cart/ULD build-up processing rate.
Bulk domestic/international import/export shipments per wooden skid.
02.6.4 Circulation Parameters/Equipment Sizes
Besides volume related factors, the size of a cargo facility will depend significantly on circulation
and
equipment size requirements. Examples of some factors include:
• Forklift manoeuvrability between bulk cargo storage racks.
• Turning radii and physical dimensions of cargo transport equipment.
• Aisle size requirements for performing build-up and breakdown in a cart/dolly environment.
• Physical dimensions of bulk and ULD storage systems.
• Location and size of other circulation aisles.

02.7 CARGO DESIGN CONSIDERATIONS: SCOPE OF EVALUATION

The guidelines contained within this section should be considered in the planning of multi-tenant
cargo terminal complexes under any of the following three development scenarios:
• Entirely or substantially new cargo terminals to be built at an airport where it is expected that
all-
cargo/freighter aircraft will be operated in addition to cargo-carrying passenger aircraft. The
chosen
cargo complex site should include provision for later expansion of all facilities.
• Extensions or modifications of existing cargo facilities which cannot entirely meet the guideline
recommendations. In this case, the layout and design guidelines should be considered insofar
as is practicable given the existing constraints. The recommendations stated within Chapter 0
should be systematically considered in relation to the choice of the extension or modification
layout, even if the existing constraints do not permit full compliance with the details of the
guideline
recommendations.
In neither of the above situations do these guidelines recommend constructing the cargo facility
to the foreseen ultimate requirements. They essentially recommend that these ultimate
requirements be defined in the long term, and that the space provisions and reservations be
made to accommodate them if and when the need arises, thus avoiding the risk of the facility
becoming obsolete at some point in time.
• Building or extension of a shared, or potentially shared, (multi-user, multi-agency) cargo
terminal.
Although these guidelines may also be useful when designing a dedicated single-user facility, it
is obvious that in such a case only one of the flexibility requirements (i.e. modular expansion to
keep in line with traffic development) applies, and not the other one (i.e. handling
agencies/space
sharing flexibility). Hence the designer of a single-user cargo facility may find it advantageous to
occasionally deviate from these guidelines.
In this section cargo terminals within the typical size range (from 1,000 to 10,000m 2 and from
10,000 to 50,000m2 covered space) are primarily considered (this refers to the total covered
space involved in a project or a set of buildings jointly planned and developed). It is felt that this
size range covers most of the foreseeable requirements for international multi-user cargo
terminals. Smaller or larger buildings (e.g. 500 or 100,000m 2) may require different design or
layout solutions to be applied, but the basic objectives should remain the same.
It should be kept in mind that, even where a significant portion of the total cargo volume is
carried
by all-cargo/freighter aircraft, the majority is usually carried on passenger aircraft. Hence,
although
02.7.1 Design Consideration Objectives
In compliance with ICAO Annex 9 — Facilitation, Recommended Practice 6.4, and the IATA Cargo
Facilitation policy, the design, layout or access of buildings should in no way be detrimental to the
possibility of any aircraft operating on the airport to have choice of self-handling. Alternatively, it may
be handled by another airline, or by a handling agent, or eventually by a common-user/co-operative
type of handling agency, as felt appropriate, for the handling and storage of its cargo.
The direct commercial impact of cargo warehouse handling makes it an essential factor of cost/
quality-of-service competition. Therefore, in addition to world-wide agreed facilitation objectives, any
restriction on the choice of handling organization, dictated by the cargo building layout or otherwise,
would have an adverse effect on airline competitiveness and, ultimately, the shipping public's
interest.
The general building layout should consequently leave all possibilities open for the choice of
handling
arrangements:
• The space and installation requirements in a cargo facility may, and usually do, vary considerably
between the different airlines operating at a given airport, and for airlines individually over a
period
of time (e.g. evolving development, change of schedules, aircraft types, traffic patterns, etc.).
For
instance, some may. operate all-cargo/freighter aircraft whereas others may not. Some may be
totally ULD oriented whereas others may operate only with bulk cargo. Some may wish to
improve
productivity with a high degree of mechanisation, whereas others may be satisfied with the most
simple terminal-and-dollies arrangement, etc.
• Experience demonstrates that the physical division of customs areas (import/export/transit)
inside
warehouses is significantly detrimental to space utilization (i.e. building cost) and flexible cargo-
handling methods (i.e. efficiency of cargo handling), and results in prolonged dwell time in the
warehouse, thereby adversely affecting building costs and the shipping public's interests.
• Design of the cargo facility should therefore be based on prior agreement with local customs
authorities that, preferably, will permit a free flow within each warehouse (import and export
cargo
being controlled by Customs staff at the boundary of the bonded area and the landside
acceptance
and delivery area). If absolutely unachievable, at the most two separate storage areas (import
and export) should be considered.

02.7.2 Siting
In choosing a site for the cargo facilities/terminal and support facilities, the following should be
taken
into account:
• The site should be in accordance with the long range masterplan for the entire airport, which
should be reviewed and updated at periodic intervals keeping in mind both passenger and
cargo
facilities expansion.
• Sufficient land area should be provided for the planned initial facilities, and for future expansion
for the specified planning period.
• A high quality airside road is required for transportation of cargo directly between aircraft on the
passenger terminal apron and the cargo facility.
• The site should include adequate space for a cargo apron adjacent to the main cargo facility for
 The area adjacent to the cargo apron should be designated only for cargo processing facilities,
with each facility having its own expansion capability.

Other cargo related facilities, such as agents/forwarders facilities, bonded stores, customs offices
and other office blocks, as well as free-trade zone facilities, should be accommodated on the
landside areas of the terminal complex, without impeding cargo flow, traffic and parking.

When insufficient area is available in the cargo terminal complex for these functions, space
should
be reserved on a conveniently located site, with direct access to the cargo terminal, thus
facilitating
transfer operations.

If a railway or underground link to the airport is foreseen or already exists, an intermediate

station
or an extension to the cargo terminal area should be considered for staff transportation.

When a cargo terminal area is separated from the passenger area by a taxiway or runway, or
otherwise located at such a distance that the average duration of airside transportation for a
typical train of ULD dollies would exceed 15 minutes, or a maximum 20 minutes, consideration
should be given to:

Providing an adequate tunnel in order to shorten the airside distance. Should this solution
be adopted, the ramps in the tunnel should at no point exceed a 4% slope, and the clear
height at any point in the tunnel should be in excess of 4.6m in order to allow the use of
trucks to carry ULDs up to 3m in height. If a tunnel is considered, restrictions for use must
be reviewed by all cargo airlines that will use the tunnel, as several operating restrictions
may apply (such as for the transportation of dangerous goods through the tunnel).

• The cargo buildings and apron must be sited so as to avoid infringement of flight operations
clearance standards, and they must not cause interference with navigational aids. Taxi distances
to and from the cargo apron should be as short as possible.

• Adequate services, involving power and other utilities, as well as telecommunications and data
connections will be required for the cargo terminal complex and related facilities, and should be
capable of future expansion.

• Where possible, the prevailing wind and rain or snow directions in inclement weather should be
considered in relation to the general orientation of the cargo facilities in the master plan. This is
to avoid potential hindrance and damage to cargo and equipment, particularly on the airside.

Site restrictions may force planners to reduce their requirements, but this should never
compromise
flow or the primary cargo facility, as well as provision for their subsequent expansion along the
airside and cargo aircraft apron. Off-airport space should be developed for secondary functions
and facilities when site restrictions dictate.

It should be recognised that off-airport space may be viewed as a more economical alternative
as long as customer service objectives can be maintained from the off-site location.

02.7.3 Infrastructure/Roads
The infrastructure (roads, loading area, parking) should be designed for the planned capacity and
allow for future expansion. The airside and landside road systems should accommodate vehicle
sizes
both for individual facilities and the total cargo area, with particular consideration for large vehicle
access.

The roads in the cargo terminal complex must be integrated with public road systems and other
airport road systems and include adequate (possibly separate) access to the existing and future
road
network.
IATA Cargo & Separate Express Facilities Terminal

Although moving cargo to and from the passenger terminal(s) should in all circumstances remain a
basic consideration, it should be only a secondary objective when selecting the cargo terminal
location.
Experience indicates that ground transportation of cargo is much more sensitive to the quality of the
roadway used (in terms of duration, potential damage to pallet contours and economics) than to its
length.

Airside Roads

At least one airside, (fully customs-bonded), two-lane roadway must be provided between the cargo
terminal(s) area and any of the passenger terminals. This road should meet the following criteria:

• Minimum usable width is 10 m, preferably 12 m, to allow crossing of wide-type pallet dolly

trains
and/or overwidth ULD transfer vehicles.

• Strong vehicle-grade pavement, designed to stand up to 1,500 kPa (15 bar) local footprint
pressure
with a typical load up to 10,000 kg per axle, to withstand the worst cases encountered with
transportation of air cargo pallets on dollies.

• Up and down gradients should be avoided if possible, and should never exceed 4% at any
location, including any necessary tunnels or underpasses.

• The number of turns should be minimized, and ample turn radii, in excess of 20m at any
location,
should be provided where a turn is necessary.

• Insofar as is practicable, crossings which include a STOP signal, and particularly any
crossings
of an aircraft taxiway, should be avoided.

• A paved shoulder, 3m wide and of sufficient bearing strength, should be provided on each
side
to allow for an emergency stop by unserviceable transportation vehicles without impeding other
traffic.

Landside Roads

• At least one landside, two-lane public roadway of 10 m minimum width must be provided to
give
access to each part of the cargo terminal complex landside (truck docking area).
• It is also recommended that, in order to accommodate the frequent occurrence of standby
trucks

02.7.4 Cargo Terminal Concept

A cargo terminal designed in a linear (modular) plan layout, with the possibility of allocating parts
(modules) to as many airlines/handling agents as necessary, and the potential for expansion at
preferably both, but at least one end(s) of the building, will have many advantages, particularly in
view of the following objectives:

• A free choice of handling organization.

• The fact that a cargo terminal is essentially a physical transitory sorting facility, between airside
and landside, where a large number of vehicles need to have free access as close as possible
to the essential warehouse portion.

• The requirement for any cargo terminal to be capable of later (phased) development/extension
which should not necessitate destruction or significant change of the parts already built.

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It should also be noted that offices, technical service areas, and special storage facilities should be
positioned without detriment to normal cargo flow and future expansion.
In order to provide each user airline with the required possibility of conducting its own commercial
cargo activity (i.e. customer contact, document handling and processing, etc.), it is essential that the
cargo terminal complex design provides proportional office space in each individual section
(module)
allocated, including, in the event of later expansion or reassignment of the modules to other
operators,
a re-arrangement capability.
The easiest way to provide this flexibility, without detriment to normal cargo flow and future
expansion,
is to design continuous office space at a mezzanine level above the landside dock area (import
delivery and export acceptance) over the whole terminal transverse width.
Transverse Layout
A cargo terminal complex building should be designed so the module proportions, width and depth,
provide sufficient linear facades and doorways for trucks and vehicles to dock, and sufficient area to
perform all other cargo processing and storage functions.
The space allotment to the various operators and handling agents should be via modules which are
as flexible in dimensions as possible; defined, for example, by the pitch of columns in the
construction.
Each allotted module should have access to both airside and landside. Permanent dividing walls
should be avoided in favour of a system of demountable partitions which can be relocated, when
the
need arises, thus facilitating changes in space allotments within the terminal complex. The partitions
should provide adequate security between airlines.
Where customs regulations make it mandatory for each warehouse to have separate import and
export storage, this requirement should be taken into account to define modules, space allotment
and partition systems for each operator's warehouse.
Depth Layout
The building depth should be established only once the operational requirements of all tenants are
defined. In general, the building depth should be as short as practicable, but the dimensions should
be large enough to accommodate all areas and processing functions in a natural and direct flow
between the landside and airside faces. Points to be noted include:

• The objective of operational flexibility.

• The requirement to allow phased development through various stages, allowing space
utilization
and capital spending to increase in step with the operator's expanded activity.
• Provision for the space and functional requirements of the Boeing 747F all cargo/freighter
aircraft,
as well as the latest high productivity mechanized cargo handling systems, should be made in
any new cargo terminal development. In order to avoid potential obsolescence, adequate space
should be protected in the overall plan for future wide-body operations.

02.7.5 Facilities

02.7.5.1 Doors and Entrances

The following points should be considered when designing access to and from the cargo
warehouse:
• Access from landside and airside should be direct through large doors of a size compatible with

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• Proper locking mechanisms on all doors are required for security purposes.

• Canopies are typical for weather protection, but special curtains or high speed folding doors in
open doorways may also be required under severe inclement weather conditions. The design
should include such provisions without imposing undue constraints on cargo flow.

• In the case of two-way traffic through one door, a one-way flow route or traffic light may be
required.

• Appropriate door signs or numbers, clearly visible and similar both inside and out, will facilitate
efficient customer and cargo handling.

• Manual operation of large doors is both slow and cumbersome. Mechanical or electrical drives
improve the operation, but should always incorporate required manual override and safety
provisions.

• Normal and emergency exists for personnel by man doors should meet local requirements.

• A direct interface between airside transport equipment or landside shipper vehicles and a
container
handling system may be included in the design.

• Airside doors should not be located so that traffic entering/exiting the building would impede or
interfere with aircraft parking or aircraft interface.

02.7.5.2 Column Spacing/Obstructions

Fixed obstructions such as utilities, special facilities and offices should not impede cargo flow and
processing. For the same reason the building column grid should be as large as possible without
exceeding economical levels.

A freespan for cargo handling would be ideal. However, this is only possible occasionally and in
special cases. Construction costs and beam considerations generally make columns necessary. In
such cases the widest column spacing achievable is most desirable; generally the spacing can be
in excess of 15m. The planned operational and storage systems, and the main aisles and entrance
doors should be considered when designing the column grid. Another basic consideration is future
flexibility.

When a 6m ULD depth is used, with related storage and transfer vehicles in a ULD storage system
on airside, the freespan should be a minimum of 22m from the outside wall containing the storage
system.

To protect columns from damage by vehicles and cargo, strong surrounding protection is required in
the operational manoeuvring areas.
02.7.5.3 Free-Height Requirements

Depending upon the layout, and future storage area size, provision for the various heights must be
incorporated in the terminal design. Utilities, lighting, beams, fire protection, etc., must be installed
and constructed so as to clear calculated free heights.

In order to arrive at the most acceptable design decisions, it is essential that 'trade-off' studies,
which
evaluate various storage systems versus required facility size and efficiency, are carried out, in
conjunction with the airlines and handling operators.

In the basic cargo operation, bulk shipments are normally moved from place to place with forklifts.
The minimum clear height where forklifts operate should be 5m to allow for normal lift capacities. As
forklift extension depends on the model and manufacturer, the cargo facility planner should verify
equipment utilization with the airline or cargo operator.

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As most cargo is delivered or received to/from clients in bulk, to be consolidated into, or broken
down
from aircraft load units at another time, interim storage by shipment or destination is required in the
cargo facility along the planned lines of flow.
Floor storage will require more space than vertical storage systems if comparable circulation is
provided. Whereas storage systems provide an adequate constant space between racks for lift
vehicle
manoeuvrability, the tendency with floor storage is for aisles to decrease in size and number as
cargo
volumes increase. As a consequence, multiple handling of shipments increase and inventory control
becomes more difficult. At this point, vertical storage may not significantly enhance space utilization
but it will improve productivity and customer service.
When storage systems are utilised, the clear height will be defined by the number of storage levels,
the distance between each level, and the clearance requirement above cargo stored on the top
rack.
Use of high storage systems can reduce the required storage floor space, but investment in
equipment
and systems is necessary in both the primary and subsequent development phases. When
designing
the cargo terminal facility, either floor space should be planned to permit later expansion, or the
facility must be constructed with the correct height, floor strength, etc., in the appropriate areas in
which these installations will be located.
Bulk Freight Storage
Bulk freight is often placed on industrial wooden skids or equivalent. The skids provide an effective
way to transport and store bulk shipments within the warehouse. Typical stacking height on a skid
is approximately 1.5m, allowing a shipment on a skid to be placed directly into lower deck
containers.
Stacking height may exceed this for shipments placed in main deck and high stack ULDs. If the
preponderance of cargo is received in lower deck containers, then a reasonable distance between
bulk freight storage racks would be 1.5m.
Typical storage racking for a forklift operation is three levels. Mechanized lift equipment may permit
additional levels. The actual mix of freight stored should be evaluated and racking systems should
be developed to accommodate the specific height requirements. If the racking system can only
provide
for storage of the smallest shipment received, it will be necessary for cargo personnel to reduce the
shipments heights or use floor space.
ULD Storage
When an ETV and pallet/container storage system is planned, the distance between stacking levels
will depend on ULD height. ULDs generally fall into three categories; lower deck 1.7m, main deck
2.4m and full-contour 3m. Overall clear height will depend on the mix of 1.7, 2.4 and 3m storage
requirements. Three tiers of 3m storage will require a clear height of 12m.
Building height should be considered as an economical method of achieving future expansion.
Initial
construction of a tall warehouse may allow a tenant to expand vertically to meet storage expansion
requirements before it is necessary to expand transversely.
Long-Term Storage
On occasion, lengthy storage times for cargo may occur as a result of slow clearance or handling
and/or lack of aircraft capacity. Such storage is detrimental to fast and efficient space utilization. To
combat this problem, higher storage charges for longer periods can be implemented, together with
mandatory transfer of the cargo to secondary storage spaces. Reserve capacity in the terminal
facility,

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• Lighting at dock areas and entrances should allow normal reading of marks or labels on cargo
and units handled. It should also be adequate for security surveillance requirements.
• Inside the terminal, general lighting should be adequate for normal handling operations and
traffic
flow.
• Extra lighting is required at work stations and storage areas to facilitate document and label
reading.
• 200-300 lux at floor level should be available.
• All lighting shall allow true colour reading.
• Offices and control areas require the applicable standard light intensity.
• The layout of the lighting system should allow for the special requirements of PC/CRT operation.
• Offices should have windows which admit daylight. Where possible, work areas in the terminal
should also have access to daylight through windows, along the tops of walls or in the roof. This
will reduce energy costs and improve working conditions.

02.7.5.5 Staff Facilities

Staff facilities such as washrooms, toilets, and canteens should be available for all staff working in
terminals and offices and should be easily accessible to disabled persons. Special toilets should be
available. Public conveniences, light refreshment concessions, etc., can be provided centrally or per
terminal facility, on the landside.

02.7.5.6 Technical Facilities

Technical areas for repair or overhaul of equipment and systems, including battery charge or
change
facilities, should be located in or near the cargo terminals.

02.7.5.7 Special Facilities

Special facilities in the cargo terminals to handle particular commodities require specific positioning
and construction according to their particular standards. The most important facilities are:
• Vaults and safes to store valuable shipments.
• Radioactive room for safe storage of radioactive shipments.
• Coolers, refrigerators and freezers for perishables.
• Animal and house pets storage, with quarantine facility if so required.
• Human remains storage.
• Dangerous goods storage and handling area.

02.7.5.8 Bypass
Large and special shipments of valuables, perishables and livestock should bypass the cargo
facility,
and be transferred directly between aircraft and road vehicle on the apron or between the ground
handling equipment and road vehicle. Access to the bypass must be restricted and meet all airport

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02.8 IATA RECOMMENDATIONS

02.IR1 General Cargo Forecasting

When forecasting cargo traffic demands the combined number of tonnes of freight and mail
handled at the airport should be taken into consideration and used as the initial dominant sizing
factors in planning the processing footprint for facilities.

02.IR2 On-Line Transfers

The methodology for handling on-line transfer cargo must be determined, and space must be
provided for that portion which returns to the warehouse for re-processing. This may require
additional bulk cargo breakdown space, an export bulk cargo staging area and a build-up work
area.

02.IR3 Planeside Cargo Forecast

The planeside cargo forecasts must correspond with or be converted to the prescribed peak
facility design volume (e.g. cargo processed on the peak day of the average week of the peak
month), or the facility should be sized to handle the maximum volume occurring on 95% of the
days in the peak months.

02 IR4 Ramp Size

It is recommended that, in sizing the ramp, consideration should be given to aircraft that remain
on the ground for an extended period of time (e.g. 24 hrs).
IATA Cargo & Separate Express Facilities Terminal

SECTION 03: FLOWS AND CONTROLS

03.1 TYPICAL CARGO FLOWS

A typical flow of documents and communications and goods, both arriving and departing, in a cargo
terminal facility, is shown in Fig. 03-1.

03.1.1 Dynamic Communications

The rapid developments in communications, data processing and automation have made it possible
to establish direct connections locally and world-wide via Local Area Networks and Wide Area
Networks
for all parties concerned with cargo processing. Co-ordination and transmission of information using
these connections results in faster handling and clearance of cargo, and tracking of items
dynamically
has become a reality with users accessing cargo inventories via the web and monitoring real time
progress of goods through the cargo process.

03.2 CARGO COMMUNICATION CONTROLS

Provision for good communications, between and within cargo complexes and terminals is essential
for efficient operations. The scope and types of communication facilities must therefore be included
in the planning. These will include cables, ducts, conduits etc., as well as facilities forthe
transportation
of documents. At one time or another, in addition to telephone and telex, any of the following
systems
may be required:
• Ground-to-air radio/telex, 2-way personnel radio, public address.
• Data processing via world-wide networks and satellite communications.
• Closed circuit television (CCTV).
• Facsimile, document and message conveyors.
• Pneumatic tube systems or document transporters.
• All offices and terminal areas should have access to the communications required for process
control.
To ensure that the cargo processing time matches the speed of air transport, an efficient, integrated
system of communications is required. This involves the interrelation of customs, including customs
brokers, airlines or handling operators, freight forwarders functions in all communications, and
documentation systems related to the dispatch of air cargo with covering documents.
In the planning of communications systems which may be required in relation to local situations,
company procedures, or larger cargo volumes, it is recommended that only those systems required
for immediate use in the early years of growth be installed at the outset. However, in this relation it
is also essential to ensure that due provision (with consideration given to the quantity and quality of
such provisions to ensure future use as technology changes) for the subsequent installation of more

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Figure 03-1: Typical Cargo Process Flow Diagram

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local circumstances, this may apply to airside, landside or both.
UT
Note: With respect to the figure above it should be remembered that there are other airside direct
cargo transfer combinations also possible (i.e. passenger aircraft to passenger aircraft, passenger
aircraft to cargo aircraft and cargo aircraft to passenger aircraft).
KEY TO SYMBOLS
OPERATION An Operation occurs when a unit of cargo is lifted up or put down or
^ moved during a process. Marking and labelling is considered an
0 operation. An operation also occurs when information is given or
received or when planning or calculating takes place (e.g. input or
extraction of information from/to EDP Systems).

INSPECTION 1 I An Inspection occurs when a unit of cargo is examined to determine

'—' proper packaging, acceptability for carriage, weighed, measured, etc.

TRANSPORTATION N A Transportation occurs when a unit of cargo is moved from one place
L/to another beyond the limited movements which occur during some
operations and inspections.

DELAY r~\ A Delay occurs to a unit of cargo when it is prevented form progressing
'—^ to its next planned activity.

STORAGE T- J
Storage occurs when a unit of cargo is staged, prior to assembly,
V assembled, pending dispatch to aircraft, or held pending breakdown
and/or Customs examination and/or delivery.

SOURCE: American Society of Mechanical Engineers (A.S.M.E.) Symbols

492
03.3 CARGO CONTROL REGULATIONS
Compliance with all government (particularly customs), safety and security regulations must be
included in the terminal design, layout and cargo terminal operations to ensure an approved basis
of cargo handling in all facilities. This compliance should be without detriment to the facilitation of
cargo handling procedures.
In the planning phase, approvals must be obtained from all authorities concerned, particularly from
customs officials with respect to cargo processing and combined control and checkpoints on the
established customs boundary.

03.4 CARGO SECURITY CONTROLS

Security responsibility lies with the airport authority, airlines and terminal operators to safeguard the
airside, the aircraft, and the cargo stored and processed in the area. The necessary controls and
provisions must be incorporated in the plans. Air cargo contains a large percentage of high-value
goods and valuables that require special attention during transport, storage and ground handling by
airlines/operators. Besides special storage in vaults in the terminal facility, additional escort and
guard
services to protect against theft and fraud should be considered.
Access to the operational section of the terminal facility (which is under the control of the terminal
operator), and to the adjacent airside area, should be controlled by the security services of the
operator
or the airport authority. Entry to this area should be restricted to personnel belonging to the airlines,
terminal operator and customs. In certain cases, due to the risk from theft, continual surveillance of
the total cargo terminal area may be necessary.
Security related to cargo acceptance requirements must also be considered. Under certain
circumstances security regulations may have a direct impact on facility size, layout and equipment
(e.g. X-ray).
More details of precautions and security procedures can be obtained from the IATA Security
Manual.

03.5 CARGO SAFETY CONTROLS

Fire prevention and protection for the terminals, the handling systems and the goods stored therein,
as well as the staff, must be incorporated in compliance with local regulations.
Dangerous goods such as inflammables, explosives, corrosives and radio-active materials should
be
handled and stored in accordance with IATA regulations and moreover in accordance with local
national regulations (e.g. issues related to fire extinguishing systems for certain dangerous goods,
specifications for storage facilities etc.).
High rise cargo-storage systems generally require additional, integrated, fire protection (sprinkler
system).
Working conditions and safety provisions for the facilities, systems and equipment used must
comply
with national standards and industrial practices. All mechanical systems must incorporate built-in
03.6 CARGO GOVERNMENT CONTROLS
For international cargo and sometimes for domestic cargo, customs control of import and export is
required. The airline/operator/shipper must provide customs with the goods and related documents
at established check-points.
All cargo handling in the cargo facility, and on the airside of the airport, must comply with specific
customs regulations, like those relating to the safeguarding of goods in an operator's custody and
records of the air transportation, transfer to other airlines, or delivery to consignees.

03.7 CARGO FACILITATION

Efficient handling, with minimum obstruction by government control checks, and short storage time
in the airport terminal facilities can only be achieved through facilitation agreements and with the
approval of the facility design by customs and other authorities.

03.8 CARGO CUSTOMS

Often the modification of long-standing customs regulations will need to be obtained to facilitate
operations in the new situation. These may include:
• Delegation to the airline terminal operator of control over the process area behind a customs
boundary, inside the cargo facility, and the adjacent apron area, based on good in-house
inventory
control and security. Spot checks can be made by customs in this area at any time.
• An agreed customs boundary between the landside area, open to forwarders and shippers for
acceptance and delivery of cargo, and the airside processing and operating area which is only
open to operational staff. Appraisal space for customs checks in the boundary area provides
required control of cargo flows. Operational customs offices should be located in this area.
• Temporary enclosed storage of import cargo, if required. This should be arranged in an area
adjacent to the import flow in the cargo facility.
• A separate bonded warehouse, on the landside of the cargo handling facilities, if complex
clearance
procedures result in import cargo being stored longer than 1 to 2 weeks at the airport. All goods
to be held longer than operationally acceptable can be transferred to this warehouse, and thus
free the cargo facilities for their main function of fast cargo processing.

In the wake of advances in technology and integrated databases, customs clearance is becoming
more automated. A few governmental agencies have developed automated customs clearance
programmes. Connection or integration with systems for airlines/handling operators and agents will
significantly improve processing and clearance of cargo.

03.8.2 Other Customs Areas

Where the airport masterplan foresees freezones for the handling of international transfer cargo, or
handling or production of export goods without duty, these area should be developed adjacent to
cargo facilities and the related expansion area. In conjunction with customs, a common bonded
area
can then be designated to facilitate cargo movements between areas.
03.8.3 Additional Controls
Other government controls to be expected, with their separate requirements, are animal quarantine
for all live animals, as well as food and plant control for produce shipments. Additional controls may
be instituted to meet other requirements which may arise.
03.9 IATA RECOMMENDATIONS

03.IR1 Integrated Communication Solutions

Provision for good communications between and within cargo complexes and terminals
(security
departments and customs and immigration) is essential for efficient operations. During the
clearance process the name of the shipper and owner of goods within the cargo manifest
should
be cross-checked against any available security database to identify any potential high risk
individuals or companies or organisations that are known.

03.IR2 Cargo Legislation

The processing of cargo should observe the requirements of international and national
legislation
defined by:

• ICAO Annex 17.

• National Government Legislation.
The processes developed and adopted by the cargo systems designer should permit
international
and domestic cargo to be processed efficiently and in accordance with this above legal
SECTION 04: EXPEDITED & EXPRESS CARGO PROCESSING

04.1 GENERAL EXPRESS CARGO PROCESSING CONSIDERATIONS

04.1.1 Introduction
Express processing facilities are in many ways closer to a passenger terminal in function than they
are to a cargo building. The concept presented within this section should provide guidance for the
planning and design of future express cargo processing facilities.
It is important to keep in mind that the express company is directly responsible to the customer and
is held responsible for any failures. It's therefore important that the express company be able to
exercise 'custodial control'.

04.1.2 Express Cargo Scope

This chapter only provides general information and guidance. The focus will be on the common
processes, facilities and services that are necessary to support this activity. The content addresses
the international movement of express cargo and is thus involved with complex variations of
national
economies, commercial and legal considerations, as well as local infrastructure and regulatory
requirements and the conflict they face with standards required for a world wide system.

04.1.3 Express Cargo Development Philosophy

Each express operator has a unique processing system—there is no market for 'speculative'
facilities.
The only source of needs is from the individual company and is determined by them. The factors to
be considered in determining the scope of any facilities include:
• Will the facility be a hub, a gateway, or an O&D point, and what relationship does it have to
surface transportation?
• What kind of volume will be processed?
• What functions will be performed on-airport and what will be performed off-airport?
• What are the processing times required (sort windows)?
• How many destinations are involved (splits)?
• What processing procedures are required by the local authorities?

04.2 PRE-DESIGN CONSIDERATIONS

Airports should understand the needs of the express industry and must not treat such facilities as
just another cargo warehouse. Because the express industry is relatively new, quite often express
must be made to fit within the parameters of the traditional air cargo system.
It is not only critical to have specific express facilities, it is also important that specific clearance and
handling procedures are instituted. It is pointless for an express company to invest in an express
handling facility if the custom authorities will treat the express product as regular cargo.
Determining who will build the facility and how it is financed is often subject to more debate than the
facility itself. Parties that need to be involved with facility development are:
• The airport.
• Government agencies concerned with bi-lateral and self-handling rights.
• Customs.
 • Security agencies.

• Government agencies concerned with commercial trucking and delivery.

• Government agencies concerned with business and operating licenses.

• Slot Co-ordinators.

04.3 THE EXPRESS CARGO PROCESS

The relative role of the express operator vs. the cargo operator can be quite different although some
of the processes for express operations are similar to those of traditional air cargo. The express
company is solely responsible for the early phases of the following:

• Data Collection.

• Analyses and Studies.

• Decision on scope and role of the operation.

One aspect of data collection that differentiates express from other operations is that volume figures
for express operations are not considered as single source per airport. Critical in the consideration
of the scope and impact of an express operation on an airport is the regulatory flexibility by both the
airport and relevant government agencies.

There are many kinds of specific operations within the express industry, and in some cases within
the same company. It is generally divided into four types of operations:

1. Ramps or Origination & Destination (O&D) points: serves a metropolitan area and its
immediate
surrounding.

2. Gateways: a service point serving a larger area. Arriving express is transloaded into other
feeder
aircraft or commercial line haul, or into trucks for shipment to other cities.

3. Hubs: Major facilities where the bulk of the express is not destined for the local area. These are
major sort facilities with heavy aircraft activity. Tracking and sorting are major activities. Custom
clearance cannot be an issue.

4. Co-locations: It is common to find a ramp located adjacent to a gateway or hub. These would
04.4 TYPICAL EXPRESS CARGO PRODUCT FLOW AT EXPRESS
CARGO FACILITIES
Each express company will take the minimal requirements described below and add onto them
more
scans involving greater detail, additional channels, special clearance and handling enhancements,
etc. The processing facility has to be able to accommodate redesigns and changes as they will
happen over time.

04.4.1 Express Item Arrival

The arrival process needs to begin before the shipment arrives. Arrangements should be made with
Customs to pre-clear any arriving shipments. Arrangements should be made in advance to
guarantee
that Customs can advise which shipments they want to examine before the plane lands.

When the aircraft arrives the shipments are separated into their respective channels for processing.
Those that need to be cleared are identified, scanned and sent to the inspection area. Customs will
insist on having the right to inspect any shipment, even those that were previously pre-cleared.
IATA Airport Development Reference Manual

Some ULDs will come off an airplane and be loaded immediately onto another. This transfer needs
to be done quickly, therefore there is no need to brings these ULDs inside the facility. A canopy
would
be desirable in rainy and snowy climates.
Other ULDs will be off-loaded from the aircraft and loaded onto large trucks. This practice is
especially
popular in the Americas. The trucks are allowed on the ramp and receive the ULD directly off the
aircraft. In other airports ULDs have to travel through the facility to be loaded on a truck waiting at
the dock.
For a hub, most ULDs must be brought into the facility, broken down, sorted and rebuilt before
being
sent to their next destination. The time this takes is known as the sort window. It is vital to the
express
companies' operation to have Customs procedures in place that allow through shipments destined
for another country to proceed without impediment. In airports that restrict the express companies'
rights to self-handle or require common clearance, it can be very difficult to do adequate tracking.

04.4.2 Express Item Departure

In a sort transfer operation, the arrival and departure is the same process. The airport processing
facility is not the point of origination of the shipment, it is merely a way point on its journey.
Departure customs requirements are usually much simpler than on arrival. The important
documentation is the manifest for the next arrival destination. There may be many different final
destinations on a single aircraft and thus different manifests are required. This can be a complicated
task simplified if a standardised pre-selection manifest is not used.

04.5 EXPRESS FACILITY DESIGN PARAMETERS

04.5.1 The Express Ramp

Usually the express operator will share a ramp unless the operation is large enough for a single
operator. All express operations operate at close to the same time, therefore the ramp needs to be
built for peak operations. Express operators look at the airport as a way-point and not a destination,
therefore they will be interested in having the shipments moving quickly. Accommodating trucks on
the ramp as well as the use of racks and dollies will all contribute to faster shipment movements.

Three further items need to be considered when designing a ramp: tether pits, drainage and
lighting:
1. Tether pits are now being used in most cargo terminals to avoid having aircraft sitting on their
tail. Most modern cargo planes have their main loading door in front of the wing, which means
that the rear of the plane is loaded first. Tail stands used to be the norm for this situation,
however
they've been known to cause structural damage to aircraft, and require inspections to be
performed
which can delay aircraft departure. Airports are encouraged to install a tether pit at each cargo
aircraft parking position. Specs have to be followed exactly, otherwise the pit will be rendered
useless.
If tether pits are refused an alternative is a weight cart. Usually a reinforced dolly stacked with
steel, it can be a good substitute provided it does not have to be moved. If an aircraft needs a
pushback, the weight cart will have to be moved. Its very small wheel and large weight will
damage the ramp in no time.
2. When considering drainage two factors have to be kept in mind. The slope for drainage cannot
exceed one degree, otherwise it might impede on the loading and unloading of the containers
on the aircraft's roller deck floor. Secondly, provisions need to be made for the containment and
IATA Cargo & Separate Express Facilities Terminal

04.5.2 Express Processing Facility Considerations

The following need to be considered:
• The site needs to be in accordance with the airport masterplan The plan needs to allow for the
unique requirements of an express facility.

• Remote location from passenger and cargo operations.

• Sufficient land for future expansion, in line with forecasts considering the strong historical
growth
rate.
• Ground transportation network capable of accommodating large trucks.
• Airside access road to passenger and cargo complexes for commercial line haul transfer.
• Ramp should be dedicated only to express aircraft with exclusive or preferential rights.
• The ramp needs to be conveniently located close to the runways and taxiways in accordance
with ICAO Annex 14.
• The area adjacent to the ramp should be reserved for express operations only.
• Sufficient land for employee parking and dedicated bus or train stops if applicable.
• GSE and ULD storage facilities located airside.
• Easy access to electricity and telecommunication. Heavy usage is the norm in express
operations.

04.5.3 Express Processing Facility Structural Considerations

The functional capability and flexibility of the express processing facility building is more important
than the architectural details. The following factors should be considered:

• It needs to be a simple functional building, no elaborate decor or design.

• The operation needs to be kept as much as possible on a single level, though mezzanine
levels
are commonly used for locating sortation equipment.
• It must be located at ramp level on the airside so tugs and dollies have easy access.
• It needs to be adjacent to the ramp adhering to the apron planning requirements of ICAO Annex
14.
• On the ground side of the facility there will be a requirement for truck docks and ramps.
• The ventilation system needs to be designed for the building type, size and usage, all of which
differs from conventional cargo facilities which often have much higher ceilings and a very
different
usage.
• Lighting LUX levels must be designed to provide staff with suitable levels of light. Working
areas
and rest will require different LUX levels. A specialist should propose the correct LUX levels for
the various building functional areas.
• Due to the high volume of staff used within the express processing facility, the provision for
rest
rooms, toilets and showers needs to be adequately provided.

499
IATA Airport Development Reference Manual

04.5.4 Express Facility Sizing and Functional Considerations

The size of the facility will be determined by the expected volume of express the facility will handle.
The sort window will determine how many shipments can be handled within a specific time frame
and will subsequently determine the size of the facility needed. The amount of bypass that can
avoid
the system will also greatly affect the size of the facility.
Once the sort operation has been determined and designed there must be accommodation of other
necessary functions:
• Customs, immigration, quarantine (CIQ) accommodation.
• Oversize shipment handling.
• Hazardous material processing.
• Aircraft line maintenance facilities.
• Aircraft ground service equipment maintenance.
• Traditional air freight processing and storage.
• Pilot accommodation.
Finally, it is good to provide for the processing of a traditional freight operation if there is sufficient
room.
Clarification: Shippers/Integrators tend to use multiples of 3000 parcels per day particularly when
designing a sortation systems. However, forecasts and aircraft load information are based and
expressed in tonnage. As a result, the sizing information has been derived from and expressed in
terms of tonnage.
In order to size the express terminal facility tonnes per annum figures are used. The amount of
space
required is associated with the facilities' processing capability. The planning ratios in the following
Regional Hub/Gateway 7 tonnes per sq. m per year
Reliever Hub 5 tonnes per sq. m per year

04.5.5 Express Apron Area

As a general rule of thumb, the apron size for express facilities lies within the range of 8 to 10 times
the size of the express building. This includes aircraft stands, internal taxilanes, airside roads,
ground
service equipment parking as well as processing zones on apron.
If more defined data is not available the following procedure can be used to size the ramp area.
Again, as with all cargo facilities, integrator facilities can use the tonnage per annum to calculate
the
number of aircraft per day. This enables the planner to size the ramp accordingly.
The annual tonnage + 250 (days) provides the daily tonnage. The average load factor per aircraft
(integrator) varies according to the classification of the facility. A regional hub/gateway has average
loads of 20-25 tonnes per aircraft, with 2/3 of all aircraft being Code D. A reliever hub has average
loads of 15-20 tonnes per aircraft, with 2/3 of all aircraft being Code C.
Important issues when planning integrator facilities are: understanding the type of operation; the
hours
of operation; as well as the turnaround times. An integrator typically operates between 2 and 12
hours
per day, with 2 hours being the low end for a reliever hub, and 12 hours being the high end for a
regional hub. Aircraft servicing the facility arrive and depart in a wave with the majority of all aircraft
500
 Figure 04-1: Typical Express Facility Apron Layout
12 m

IATA Cargo & Separate Express1 8Facilities

_______
m
Terminal
Staging Area
_ _ .

Length of critical

Single or Dual Taxilane

ICAO Annex 14 -Table 3.1
17

04.6 EXPRESS CARGO PROJECT MANAGEMENT AND CONTROL

04.6.1 Design Approval

The express company needs to approve the final designs of both the building structure and the
interior
system and fit-up. Design details cannot be finalised until customs clearance procedures are known.

04.6.2 Express Cargo Project Management Structure

A simple structure that is flexible and leaves room for expansion is best. It is important to note that
the developer should allow four to six months for the installation of the sort system and three
months
for offices, the bulk going to the implementation of telecommunication tools. The structure must
have
the sort area enclosed and useable power provided to allow for the sort system installation.

04.6.3 Express Cargo Project Management — Apron

It is preferable that the apron be built by the airport, since they will normally insist on controlling the
apron. If the apron is exclusive and part of the leased area, the developer may have to be the

501
04.6.4 Project Management — Sort System
The sort system will typically belong to the express company and should usually be managed solely
by the express company. The airport needs to allow the express company the freedom of choice of
supplier when it comes to building the sort system.

04.7 TESTING AND TRIALS

Once the facility and the systems are installed, they need be subjected to testing and trial runs
before
being considered fully operational. The elements to be included in trial runs are:
• The apron, including tether pits, lighting fuelling and handling. A real aircraft containing real
cargo
should be brought in.
• The structure including all utilities and HVAC.
• The sort system: all belts, readers, rollers and lifts.
• Telecommunications.
• All the personnel, including the CIS personnel involved with the clearance operation.
A trial run must be a live run, not a dummy run involving a few staff member and a few packages.
The facility needs to be able to function as if it was a peak period. A minimum of three trial runs
should be performed.

04.8 IATA RECOMMENDATIONS

04.IR1 Development of a Building User Requirement Specification
Express cargo facilities have unique operational attributes. The operational needs of the user(s)
should be fully explored and understood. Bespoke facilities should be provided to ensure
appropriate processing capability. It is recommended that a building user requirements
specification be developed and endorsed by the user(s), one which should detail and capture
the specific operational and building requirements and contingencies;

"I
04.IR2 Design Approval
The following organisations and persons should be consulted through the design process when
embarking on the design of a new or extended express processing facility.
• Airport Operator.
§ Government agencies concerned with bi-lateral and self-handling rights.
• Customs.
• Security agencies.
• Government agencies concerned with commercial trucking and delivery.
« Government agencies concerned with business and operating licenses.
• Slot Co-oidinators.
J
04.IR3 Expansion Capability
The express sort system designer should ensure that, upon opening, the provided space and
systems within the facility can cope with the following conditions:
• Meet the operational protocols defined within the agreed building user requirement
specification.
• Meet the throughput expected for the forecasted and agreed final design year for the
facility,
plus provide a further 25% contingency express processing hall space to account for any
abnonval growth in traffic forecast potential. Future ramp expansion requirements must also
be factored in.
• Operational express cargo infrastructure IT systems should have a redundancy
capability as
agreed in the building user requirement specification.

04.114 Installation of Tether Pits

Airports are encourage to install a tether pit at each cargo aircraft parking position. Specs have
to be followed exactly otherwise the pit will be useless.

04.IR5 Cargo Stand Slopes

The slope fpM drainage on express cargo stands should not exceed one degree otherwise it
might impede on the loading and unloading of the containers on the aircraft's roller deck floor.

04.IR6 Office Space Provision

When designing a new facility or refitting an existing Express Cargo facility, the proportion of
office space should be no less than 20nf per 100rrf of actual Express Cargo processing floor
area.

04.IR7 Space Requirements

Refer to clause 04.5.4 and 04.5.5 when setting out the apron and the processing facilities for
express parcel facilities the following table should be used in determining the plan areas on the
apron and within the express parcel facilities.

04.IR8 Ground Service Equipment (GSE) Space Provision.

The amount of ground service equipment on station is in direct correlation to the amount of
operational aircraft stands as well as some additional equipment. Adequate space must be
provided to accommodate all the GSE.
 - — . \
04.IR9 Empty ULD Storage Facilities/Space
The volume and turnaround of ULD equipment is significant at express processing facilities.
There is likely to be a need to store empty ULD equipment either in purpose built storage and
dispensing plant or within an area outside of the building designed and dedicated for this use.

O4.IR10 Floor Loadings

All building structural loadings should be assessed and facilities designed by a qualified
Structural
pesign Engineer. The floor loadings of an express processing plant should take account of the
reduced static and dynamic toads associated with express processing equipment when
compared

04.IR11 Aircraft and GSE Maintenance Parts

A protected perimeter area close to the Express processing building should be provided for the
storage of Express height aircraft and GSE parts. Certain parts should be stored within heated
and ventilated structures. The Express facility designer should seek clarification on the specific
requirements of the parts to be stored and the appropriate environment and space to be
provided.
The maintenance area is likely to require a fully fitted workshop though clarification from the
Express facility operator should be sought in this regard.
SECTION 05: PERISHABLE CARGO

05.1 TYPES OF PERISHABLES HANDLING FACILITIES

There are two main types of handling facilities for transit or total distribution of perishable cargo.
These facilities are usually designed and constructed to perform certain specific functions to meet
the needs of the airport users. The most recent information about perishables and perishable
facilities
is contained in the IATA Perishable Cargo Manual and is updated by the IATA Live Animals and
Perishables Board.

Definition

A transit facility can be defined as a processing centre with established infrastructure and
operational
units that: facilitate the loading and unloading of perishable shipments to and from the aircraft;
enable
swift connections within the airport handling facilities; and interface with surface transport. The
process
may also include import formalities such as health inspection and customs control. The primary
function of a transit facility is to move perishable goods quickly and efficiently with the coordination
of all parties involved and supported by modern technologies and tracking systems.

A total distribution facility provides the same services as a transit centre and in addition it offers
other
value-added services, such as: repackaging; pre-cooling; cold storage; quarantine; quality control;
customer and information services; as well as the logistics and movements of goods from origin to
the final destination.

05.2.1 Processing Area

Different kinds of products are categorized and processed separately. Fruits and vegetables are
processed separately from other products such as seafood, fish and meat. Although flowers may be
processed within the same area with fruits and vegetables, they should be separated wherever
possible.

05.2.2 Working Area

Working areas are specifically assigned locations within a perishable centre with controlled
environments for specific loads. Each working area has its own temperature control and is large
enough for ULD build-up, goods sorting, repackaging and quality control. The area protects the
goods
from exposure to harmful conditions.

Fruits, Vegetables and Flowers Working Areas

The ideal working temperature for these products is from 4 to 6°C with a humidity of about 85%.
Considering that the products may stay inside in a working area for a couple of hours, special
attention
should be made to minimize condensation on the products. It is a known factor that any load that is
exposed to near zero temperatures is susceptible to condensation on its surface. Condensation
causes irreversible damage to products such as berries. A well contained working area can prevent
the condensation problem. Short exposure to low temperatures does not affect products such as
tropical fruits.

There is increasing concern about ethylene contamination on products. New technologies, such as
the use of potassium permanganate or ozone in the ventilation system to help prevent ethylene are
being evaluated for commercial application.
 Seafood and Fish Working Areas

A suitable working area for seafood and fish should have high humidity (near 100%) but a very low
temperature (near 0°C). This type of controlled environment ensures no dehydration of the product
and keeps pathogen growth as low as possible. Repackaging and re-icing should be handled in
separate working areas to ensure sanitary control. In some cases, using ozone in the ventilation
system may be considered to remove bad odors.
Meat Working Areas

Meat must be handled in accordance with the health regulations of the country of origin and
destination.
There are also other requirements that are more stringent than those for general perishable
products.
It is strongly recommended that the national health authority and the local government be consulted
prior to the planning of a perishable centre, and especially the meat working areas therein.

05.2.3 Loading Areas (Truck)

Prior to the loading and unloading of products at the perishable centre, certain conditions that affect
the quality of the products may take place.
Most perishable products are transported from the shipper's premises to the perishable centre at
the
airport (or from the airport to the consignee's premises) in refrigerated trucks. These trucks are
equipped with refrigeration systems that are designed to maintain certain temperatures within the
cargo compartment, but in most cases these mobile systems are not capable of cooling the product
inside. If the temperature of the perishable loading and unloading area, as well as the working area,
is set to align with the product, condensation on the product will not occur and the quality of the
product is thereby maintained.
Curtains should be used between the loading area and the working area in order to prevent draft.
Excessive air movement can be caused by imperfect interface between the truck and the loading
dock.

05.2.4 Transit Areas for ULD

Prolonged exposure to sun, wind, rain, snow or extreme temperatures are known factors that cause
damages and loss to perishable shipments. The key to a successful perishable centre depends on
its temperature controlled storage/ holding capacity for palletised and containerised perishable
loads.
When the transit area for ULDs is not fully temperature controlled, it should provide the load with
adequate protection from extreme weather conditions. Well packed loads are unlikely to deteriorate
rapidly when they are kept in a temperature controlled environment. The critical path is between the
transit area and the aircraft, where exposure to all kinds of weather conditions can expedite the
deterioration of the product.

05.2.5 Inspection and Customs Areas

Inspection by local authorities is a routine formality for all perishable shipments. Ideally, specific
inspection teams and facilities should be assigned to inspect specific commodities. The inspection
of fruits, vegetables and flowers should take place in a dedicated area isolated from seafood, fish
05.3 OTHER FEATURES OF PERISHABLE CARGO FACILITIES

05.3.1 Cold Rooms

Fruit and Vegetable Cold Rooms
Two different kinds of cold rooms for fruits and vegetables should be used in a perishable centre:
one at 0-2°C and the other at 12-15°C, with humidity in both near saturation. These temperatures
will meet the requirements of all kinds of fruits and vegetables. The control of ethylene levels using
prescribed technologies will further reduce the rate of deterioration of the products.
Flower Cold Rooms
Flowers should be stored in low temperature (near 0°C), and high humidity as well as control of
ethylene levels are essential. However in the case of tropical flowers the room temperature should
be maintained at around 15°C.
Seafood, Fish and Meat Cold Rooms
Generally the cold room temperature for these commodities should be set at 0°C. If they are frozen,
deep freeze coolers designed to maintain a temperature of at least -18°C is required.

05.3.2 Pre-coolers
Maintaining the appropriate temperature for fresh fruits, vegetables and flowers can be difficult
during
transportation, primarily because they produce their own heat. In many cases, even with appropriate
packaging and handling, these products raise their own temperatures significantly. Since higher
temperatures can shorten the shelf life of these products, it is imperative to cool down the products
immediately upon their arrival at the perishable centre.
Fruit and Vegetable Pre-coolers
Many facilities use vacuum pre-coolers to cool products. The technique is to drop the pressure until
the water inside the product starts to boil at a near zero temperature. This technique is only suitable
for products with large surface and in small volume such as lettuce. The disadvantage of this
technique
is too much water being evaporated from the product while it is cooled. For a long journey and
exposure to various weather conditions, further loss of water from the product can significantly
reduce
its marketability. A method which is broadly used by the growers is to shower the product prior to
vacuum cooling. But this technique can hardly be applied within a perishable centre.
Another technique which has been commonly used is forced air cooling. This technique employs a
forced air system to send cool air through to penetrate the boxes. This technique is affordable and
works for any kind of fruit or vegetable.
Flower Pre-coolers
The technique used to cool flowers is similar to the forced air cooling method. Vacuum cooling
should
never be used for flowers since it decreases their shelf life significantly.

05.3.3 Treatment Rooms

Different kinds of treatments should be available at the perishable centre as a service to the
customers.
Quarantine Treatment Rooms:
 Ripening Treatment Rooms:
Many products such as tomatoes, bananas and tropical fruits are shipped green and need to be
exposed to ethylene in order to start the ripening process. This ripening treatment can be performed
in a forced air pre-cooling room with injection of ethylene and an increase of temperature. Any leak
of ethylene must be controlled in order to avoid contaminating the facilities.

05.3.4 Repackaging Room

When perishable loads are delivered to the airport, some customers may need a service to remove
or repackage the damaged packages prior to departure. Modern perishable facilities should be
capable
to provide such services.
Fruit and Vegetable Repackaging Rooms
Poor packaging often results in the loss of a certain percentage of the entire shipment. Repackaging
the damaged packages will unavoidably reduce the content or weight of the shipment, but will
certainly
help reduce further loss and contamination of the remaining stock. This service should be
performed
in a special sanitary room.
Flower Repackaging Rooms
Flowers can benefit from repackaging, however in most cases, flowers must be packed in a specific
way by trained and highly qualified personnel only.
Seafood and fish Repackaging Rooms
Repackaging marine products usually requires re-icing and the application of strict processing
standards. Re-icing a fish that has undergone extreme temperatures may be in breach of the food
safety law in some countries. Therefore only highly trained personnel should be allowed to perform
this service, in a special sanitary room.

05.3.5 Quality Control

Quality control helps to determine what kind of treatment, such as re-icing, pre-cooling or
fumigation, is
necessary for the load. It provides advisory service to customers for maintaining consistent
standards.
Quality control sometimes includes temperature monitoring of loads and of the environments of the
various locations inside the perishable centre.

05.3.6 Tracking Systems

A reliable tracking system is an essential service to the customers. It enables the customers to
obtain
real time information of their shipments. Customs can also access the data to perform advance
clearance of shipments. Typical tracking systems use barcode technology and many are now
accessible through the internet.

05.3.7 Distribution Services

 Figure 05-1: Product Flow Process Schematic
PERISHABLES FROM AIRCRAFT

PERISHABLES HANDLING
CHECK BY PERISHABLEf
HANDLING AGENT CENTRE

TEMPERATURE
CONTROL

FLOW OF DATA

PIECEt DATA
CONTROL CUSTOMS OFFICE

STORAGE BY CATEGORYf
OF GOODS

INSPECTION

INSPECTION OF GOODS

SORTING OF GOODS

INSPECTION CLEARANCE

PREPARING FOR DELIVERY

LOADING

DELIVERY

The illustrations above shows the typical flow of a product in a perishable handling centre. Variations
in the process may occur and are subject to local legislation.
05.4 IATA RECOMMENDATIONS

05.IR1 Reference Publications Pertaining to Perishable Cargo

For further details about perishables and perishable facilities, please consultthe IATA Perishable
Cargo Manual which is updated by tfje IATA Live Animais and Perishables Board.

05.IR2 Perishable Cargo Facility Attributes

Perishable cargo handling facilities should have two distinct areas defined, namely: (i) the
processing area and; (ii) the working area.
Wherever possible the processing of flowers should be separated from the processing of
vegetables, fruits and meats. The processing and working areas should have temperature and
humidity controlled environments to suit the products being processed as defined within this
section.

05.IR3 Safo Working and Environmental Issues

At all times a safe working environment should be maintained for all staff operating within the
boundary and the immediate locality of the perishable cargo centre. Particular attention should
be paid to 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.
The chemicals used within the perishable cargo facility should not inflict any adverse negative
impact on the immediate or surrounding environment resulting from the storage, use or disposal
of the said chemicals. The selection, the storage, the use and the disposal of the chemicals
should be in line within local legislation.

05.IR4 Facility Design

Extensive review of the likely perishable cargo needed to be processed is required. The
designer
should define the process attributes in fine detail and then clarify likely process flows of goods.
This will determine the correct sizing of the facility for the processing of flowers and
fmit/vegetable
_y
SECTION 06: MAIL FACILITIES

06.1 AIRMAIL FACILITIES: INTRODUCTION

Airmail is a valuable commodity, requiring fast airport processing and air transportation with last
minute close-out time for acceptance. It has the highest priority of all goods to be transported.
Routings
are decided by postal authorities based on the first scheduled airline to destination, and payments
to the airlines are based on the documents proving carriage over particular route segments. Such
documents are essential for billing the mail departments concerned.
Airports processing mail shall require the secure means to accept mail onto the airport, allocate the
mail to the correct aircraft (flight/country sortation), and in some instances screen the mail and then
dispatch the mail to the aircraft. Where screening of selected mail for explosives or toxic substances
is required by the country or province in question, this should be conducted in facilities designed,
fitted-out and operated by the national mail processing organization (e.g. Royal Mail (UK); United
States Postal Service; etc., or licensed and authorised agents).

06.2 PRE-DESIGN CONSIDERATIONS

The following criteria will decide the need for an airport air mail facility:
• Volume of airmail (import/export/transfer).
• Safety, speed and service requirements for airmail categories.
• Airmail distribution function for several national mail centres.
• Inadequate airline facilities in cargo/baggage areas.
• Efficiency requirements.
Siting of the mail facility is optimized by providing:
• Fast airside connection for mail with scheduled (mostly passenger) flights on the apron.
• Good landside access and docking facilities for mail trucks.
• Positioning on customs boundary between airside and landside with minimum customs control.
• Flexibility for future expansion and additional services.

06.3 MAIL PROCESSING FACILITY OBJECTIVES

The main objectives of an airmail facility are:
• Fast and accurate processing at airport of mail and documents (First Class mail within 2 to 3
hours after delivery; Second Class mail within 24 hours after delivery).
• Minimum duplication of sorting/manifesting at the airport by using segregated mail delivery and
documentation between postal centres where possible.

• Efficient sorting by destination, flight and category, with bypasses for special and pre-sorted
mail.

• Checking and recording weight for aircraft safety and charging for outgoing mail.

• Optimal use of pre-information regarding shipments between airports, and also with related
community mail centres.
• Implementation of automation involving national postal communication and documentation to
improve handling speed.
14TA Airport Development Reference Manual

• Maximum security in view of the valuable nature of most airmail. Vaults should be provided for
high risk mail, such as gold bullion, precious stones, etc.
High risk locations will provide facilities for the screening of explosives and toxic materials to aid
security. All facilities will take into consideration the protection of the mail from prevailing weather
conditions.

06.4 MAIL PROCESSING REQUIREMENTS

The main functions to be performed in the mail facility are:
• Landside acceptance and delivery from trucks, in units or bulk.
• Airside acceptance and delivery of mail in airline carts or in aircraft unit load devices on dollies.
• Checking, sorting, weighing and distribution per flight or truck of the various categories of mail.
• Temporary storage of mail prior to dispatch, preferably in airline or postal transport units.
• Documentation and communication of shipment data, re-routing of mail and tracing.

06.5 MAIL HANDLING SYSTEMS

Depending on the volume of mail, availability of labour, and the transport equipment used by postal
authorities as well as airlines, processing varies from manual handling to mechanised handling.
However, fast handling remains the major objective.
Where unitised delivery from mail centres exists, special unloading provisions are required on the
landside.
Mechanized equipment to unload transport units onto a sorting system will speed up sorting.
Adequate space around the sortation devices is required for ramp carts and dollies to fill the units
for departing flights.
Adjacent space is required to store lower priority mail leaving later. Incoming mail is normally
received
after the outgoing mail has been processed, and can therefore be sorted on the same sorter. Large
volumes require more complex sorting systems.
Outgoing mail on carts should be weighed to verify the total weight, by mail category, leaving per
flight.
Where it is necessary to automate the processing of mail handling within the confines of the airport
perimeter, the designer should work closely with the mail processing companies. This includes the
airlines, customs authorities, as well as traditional mail processing organisations, in order to ensure
that system demand profiles are fully understood and that adequate flight carrier sortation facilities
are provided.

06.6 LOCATING THE MAIL FACILITY

After completing the study of the proposed physical handling, flows and volumes, as well as the
required space for communications facilities and documentation, a decision as to site and size can
be made, having regard also to future expansion. The location and design of the facility will ensure
that no unauthorised person will have access to the mail.
The mail facility can be situated in any one of three locations:
• Next to the baggage handling area, with mail truck access to the airside for delivery and
acceptance. Since most first class mail is transported on passenger aircraft, integration with
fast,
and last-minute baggage transport will contribute to efficient mail transportation on the apron.

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IATA Cargo & Separate Express Facilities Terminal

• In the cargo complex, adjacent to a cargo terminal which normally provides adequate space for
processing inside and around the facility. In this solution, special airside transportation of mail to
the passenger apron is then required in view of the last-minute delivery requirement. If a large
volume of transfer mail is to be handled in a short period, a secondary mail section in the
passenger
area may be required.
• A separate mail facility with its own infrastructure situated between the passenger and cargo
areas, with optimum distances to both. This will mainly apply to the handling of large volumes of
airmail. However, integration with other surface mail handling should be discouraged in view of
extra landside traffic not related to the airport. With a separate location, special airside
transportation is required between the aircraft and the mail terminal.
06.7 IATA RECOMMENDATIONS

06.IR1 Mail Processing Delivery Standard

In most cases, delivery and retrieval times will be an integral part of bi-lateral agreements
between the postal administration and the air carrier. Where mail is processed by airports, the
processing time from point of entry into the airport to aircraft departure time should be as follows:

• First Class mail: 2 to 3 hours after delivery.

• Second Class mail: 24 hours after delivery.

06.IR2 Specialist Mail Sub Processes

Where screening of selected mail for explosives or toxic substances is required by the country
or province in question, this should be conducted in facilities designed, fitted-out and operated
by the national mail processing organization (e.g. Royal Mail (UK); United States Postal Service;
etc., or licensed and authorised agents).
Consideration should be given to providing an area for mail that is taken out of the direct flows
by drug interdiction authorities. This would facilitate inspection at destination or transit points,
and would apply to mail originating in countries where narcotics or prohibited drugs are known
to be produced.

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Chapter P — Airport Support/Ancillary Facilities

Section P1: Aircraft In-Flight Catering Facilties
P1.1 Aircraft In-Flight Catering: Introduction .................................................. 513
P1.2 Design Requirements .............................................................................. 513
P1.3 IATA Recommendations............................................................................ 515
Section P2: Aircraft Maintenance
P2.1 Aircraft Maintenance: Introduction.......................................................... 516
P2.2 Functional Requirements of Maintenance Hangars.................................. 516
P2.3 Location of Maintenance Hangars ............................................................ 517
P2.4 IATA Recommendations............................................................................ 518
Section P3: Hotels and Business Centers
P3.1 Hotels Overview ..................................................................................... 519
P3.2 Functional Requirements of Airport Based Hotels.................................... 519
P3.3 Location of Hotels at the Airport Complex ............................................... 520
P3.4 Business Centers ..................................................................................... 521
P3.5 IATA Recommendations............................................................................ 521
IATA Airport Development Reference Manual

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iata

CHAPTER P — AIRPORT SUPPORT/ANCILLARY FACILITIES

SECTION PI: AIRCRAFT IN-FLIGHT CATERING FACILTIES

P1.1 AIRCRAFT IN-FLIGHT CATERING: INTRODUCTION

Catering units provide pre-prepared in-flight food and drink provisions for many originating
departures
and some transfer flights from airports. Consequently, in-flight flight catering facilities are required.
The size and capability of these catering facilities will need to be sized to align with the
requirements
of the airlines and their flight schedules.
Aircraft catering units should be separate from but located as close as possible to the terminal
building.
The aircraft in-flight catering units should preferably be airside at apron level, with ready access to
both airside and landside zones. It is important that the location of the catering facilities do not
infringe
on the areas dedicated to possible expansion of the terminal building and apron areas at some
future
date.

P1.2 DESIGN REQUIREMENTS

It is commonplace for airline companies to have competing catering companies located close to the
airport perimeter providing the capability to supply food to their aircraft. The design of the in-flight
aircraft catering facility should be balanced to align with current and foreseen airline catering
contracts,
and subsequently will need to be sized to deal with the peak demand from those contracts. It is also
common for in-flight catering facilities to be sized with a small amount of spare capacity, but with the

Figure P1-1: Typical Catering Facility Plan

AJi j^'Ovens/ StovesUtensil
Cleaning
UnitAdmin/
OfficesFood Preparation AreasBonded
Stores
A
*•Truck Loading / Unloading| Bay
| 10Bay
9BayBayBay pf §ay

*
/\ "t A
\'^_^_^7_)j_t_ Vehicle Maneuvering

NOTES
------- DENOTES GROWTH
EXPANSION CAPABILITY
CATERING PLANT SHOULD NOT BE
LOCATED IN TERMINAL OR
APRON MASTER PLAN FUTURE
DEVELOPMENT ZONES

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IAT& Airport Development Reference Manual

The typical in-flight aircraft catering facility will, as a minimum, contain the following functional
facilities:
Vehicle maneuvering space for catering trucks and supply trucks.
Multiple catering vehicle loading and un-loading bays.
Fully fitted industrial quality food and drink kitchens with stoves and ovens.
Food preparation areas.
Utensil cleaning units.
Certified bonded store areas.
Drainage.
Heating, ventilation/cooling systems (particular care is needed with respect to the type of
ventilation
system used — ensuring proper ventilation and/or air conditioning of catering units to avoid food
contamination by fumes from the apron).
Garbage disposal (including foreign garbage, according to local health requirements).
Storage and disposal of empty bottles, containers and waste material.
Washing facilities for catering personnel.
Refrigeration units.
Fire protection and alarm system.
Adequate parking facilities for catering and clerical staff.
Figure P1-2: Example of Modern Catering Facility (Truck Dock

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P1.3 IATA RECOMMENDATIONS

P1.IJR1 Location of In-Flight Catering Facilities

The location of in-flight catering facilities at the airport must not infringe on the areas dedicated to
possible expansion of the terminal building and apron areas. The airport and runway
development
masterplan strategy should be given due consideration.

P1.IR2 Capability of In-Flight Catering Facilities

In-flight catering facilities should be sized to align with the peak daily flight schedule requirement
for day one of opening plus 5 years. Major further space provision should be safeguarded for
incremental in-flight catering facility growth.

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SECTION P2: AIRCRAFT MAINTENANCE

P2.1 AIRCRAFT MAINTENANCE: INTRODUCTION

Aircraft maintenance is required at most airports, in various degrees of sophistication, to enable
aircraft to fly safely and within the appropriate levels of maintenance service standards.
Maintenance
is comprised of general routine servicing and major overhaul servicing activities.
Virtually all airports will be required to permit routine maintenance activities. Major servicing of
aircraft
is usually completed at major airports where airlines are based, and it is common for multiple
alliance
partner airlines to share the servicing facilities. Routine servicing can in some instances be
completed
on apron areas or within dedicated aircraft hangars. Hangars are commonly used to accommodate
major servicing activities of aircraft which can include but are not limited to activities such as:

• Wiring investigations and modifications.

• Software checks and upgrades to aircraft control systems.
• Main thrust engines and APU engine replacements.
• Interior refit.
• Control surfaces servicing.
• Aircraft surfaces, impact damage servicing.
• Hydraulic systems servicing.
• Lubricant replacement.
• Landing gear tire and brake replacements etc.
Routine servicing activities can include but again may not be limited to:
• Lubricant topping up.
• Hydraulic fluid topping up.
• Fuel line checks.
• Control surfaces operational checks.
• Turbine starter unit replacement and checks.
Hangars provide protection from the elements in carefully controlled environments and house
specialist
equipment and tooling. Dust filtration ventilation systems are commonly provided and are
particularly
useful when environments present servicing problems.

P2.2 FUNCTIONAL REQUIREMENTS OF MAINTENANCE HANGARS

The space contained within maintenance hangars is used to accommodate certain functional
requirements needed to maintain often large fleets of aircraft. Major servicing hangars usually
accommodate the following functional areas:
• Aircraft spares holdings.
• Administration offices.
IATA Airport Support/Ancillary Facilities

• Hangar doors.
• APU exhaust ventilation systems.
• Servicing crew/staff mess facilities.
• Specialist lifting equipment.
• Paint Removal and Spraying Booths.
Fig P2-1 shows a typical major aircraft servicing hangar, with elevated service platforms to allow
maintenance staff to reach all areas of the various aircraft, whilst within safe working conditions.

Figure P2-1: Typical Major Servicing Hangar

Photo courtesy of Mott MacDonald Consulting Corp.

P2.3 LOCATION OF MAINTENANCE HANGARS

The location of maintenance hangars is often governed by the availability of apron space. Due to
the 521
fact that aircraft need to be serviced and maintained as quickly as possible it is common that aircraft
hangars are used 24 hours a day, and as such can present noise problems to local residents. Due
care and attention should be taken to ensure that the location of the hangar is correctly designed
and placed to avoid or minimize such problems.
Maintenance hangars should be located with due consideration for the following operational points:

• Located away from terminal building infrastructure.

• Located outside of the space safeguarded for future expansion in line with the terminal's
masterplan expectations.
• Adequate space should be provided for the maneuvreing of aircraft into and out of the
hangar(s).
• They should be sized to accommodate the scheduled aircraft servicing requirement.
• They should be located with consideration of the noise effects on local residential inhabitants.
IATA Airport Development Reference Manual

P2.4 IATA RECOMMENDATIONS

P2.IR1 Location of Hangars

Hangars should be located with due consideration of the resulting noise and pollution from
these
facilities and the effects they can potentially have upon local residents. Hangars should be
placed such that they do not infringe on the future terminal building, apron and runway
development zones defined within the masterplan for the airport.

r
P2.IR2 Size of Hangars
Hangars should be sized to accommodate the maintenance scheduling requirements of the
aircraft fleet(s) to be serviced. Where it is required to service multiple aircraft simultaneously,
the provision of multiple aircraft hangar bays should be considered with adequate provision for
aircraft maneuvering outside of the hangar.

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Airport Support/Ancillary Facilities

SECTION P3: HOTELS AND BUSINESS CENTERS

P3.1 HOTELS OVERVIEW

Airports are being used more and more to process passengers by providing pre-check-in facilities
within the hotel complex, whether it be close or even within the airport complex, or downtown some
miles away from the airport itself. The use of hotel check-in is discussed within Section U2, Clause
U2.11.4. This section deals in part with the functions and practicalities of placing airport hotels within
the airport complex and the considerations which should be observed.

Although hotels can be located close to airports, rarely do airports operate hotels with airport
operator
staff. Instead, the land is leased or sold to specialist airport hotel chains. It is therefore essential that
the functional objectives of providing hotel space and facilities close to the airport is both understood
and planned appropriately.
Hotels residing on the airport complex should normally only be provided where the client base and
demand has been clearly defined through extensive market research carried out at the airport. Well
designed, appropriately sized and strategically placed airport hotels actually can provide advantages
to airport operators by providing convenient facilities and attracting increased business passengers
to the airport.
P3.2 FUNCTIONAL REQUIREMENTS OF AIRPORT BASED HOTELS
Most airport hotel facilities will include the following functional provisions:
• Sleeping accommodations.
• Bars and restaurants with comprehensive kitchens.
• Valet and laundry services.
• Staff and client car parking (though maybe shared short-term airport parking).
• Courtesy buses, transport provision and hotel holding area.
• Swimming pools and gymnasiums.
• Business suits.
• Pre-check-in facilities.
The client base for airport hotels differs slightly from typical downtown hotels, where the clients are
more likely to reside in the airport hotel for shorter periods. This is due to the fact that a high
proportion
of hotel residents will be business passengers or passengers who have connections (often the
following day and usually within 36 hours or arrival). The airport hotel client base is typically
confined
to the following groups, though will obviously include other minority groups of passengers at any
time:
• Passengers in transit.
• Business travelers working within the region.
• Persons on holiday visiting within the region.

523
P3.3 LOCATION OF HOTELS AT THE AIRPORT COMPLEX
The location of hotels at the airport complex will be dictated by the availability of real estate. It is
essential that airport hotels are placed outside of the terminal building, runway and apron areas
defined within the masterplan aspirations for future development.
Airport hotels should be provided with appropriately designed road infrastructure, which should
minimize the volume of traffic to and from the airport. Where practically possible, passenger
demand
dictates, and where airports are less than 1km from the departures concourse, walkways with
passenger conveyors should be provided to connect the airport hotel to the terminal concourse.
Walkways should be covered and provide appropriate protection from the local weather conditions,
with air conditioning if appropriate.
Figure P3-1: Typical Airport Hotel Placement

DENOTES ROAD / PARKING

LINK BRIDGE/
TUNNEL
Max. Length
1km

SHORTTERM SHORT TERM

CARPARK CAR PARK
+ HOTEL PARKING + HOTEL PARKING
+ HIRE CAR + HIRE CAR

CAR HIRE-PROCESSING

DEPARTURES AND
ARRIVALS FORECOURTS
EXPANSION EXPANSION
DEPARTURES AND ARRIVALS CONCOURSE
AREA AREA

EXPANSION EXPANSION
AREA AREA
IATA Airport Support/Ancillary Facilities

P3.4 BUSINESS CENTERS

The need for business centers within airports is becoming more and more apparent as demand for
computer access grows. Greater sectors of the population are using computer technology in their
everyday lives and hence business centers with internet access are recommended to be provided.
Airlines commonly provide business centers within their executive lounges but these are more
selective
to Business and First class passengers.
Airport and hotel business centers usually provide the following services:
• Multiple Internet Access.
• Printing Services.
• Faxing Services.
• Document Binding.
P3.5 IATA RECOMMENDATIONS

P3.IR1 Airport Hotel Location

When planning the placement of airport hotels, due consideration should be given to the future
masterpian requirements of the airport terminal buildings, car parks and apron and runway
Infrastructure.

P3.IR2 Airport Hotel Walkways

In situations where airport hotels are closer than 1 km to the terminal building, covered walkways
or tunnels should be provided to link the hotel and tenninal building facility, with the possible
ir^cfueloh of passenger conveyors where deemed to be of assistance to passengers. This will
reduce hotel vehicular traffic movements.

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Chapter Q — Landside Facilities

Section Q1: Road System and Curb Arrangements
Q1.1 Road Systems and Curb Arrangements Overview................................... 525
Q1.2 Roads ...................................................................................................... 526
Q1.3 Curb......................................................................................................... 527
Q1.4 IATA Recommendations .......................................................................... 529
Section Q2: Traffic Studies & Parking
Q2.1 Traffic and Parking Studies Overview ..................................................... 530
Q2.2 Mod E Choice ........................................................................................... 530
Q2.3 Traffic Volume .......................................................................................... 531
Q2.4 Curb Length Requirements...................................................................... 531
Q2.5 Parking .................................................................................................... 531
Q2.6 Taxi and Bus Reservoir ............................................................................. 532
Q2.7 IATA Recommendations .......................................................................... 532

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IATA

CHAPTER Q — LANDSIDE FACILITIES

SECTION Q1: ROAD SYSTEM AND CURB ARRANGEMENTS

Q1.1 ROAD SYSTEMS AND CURB ARRANGEMENTS OVERVIEW

Airport activity generates vehicular traffic on airport roads coming to and from the regional road
system. Most passengers, visitors, cargo operators and employees use road vehicles to gain
access
to airports and they will always be a predominant modal choice, although alternatives will become
more attractive to some users as road congestion and environmental awareness increase. For this
reason, land should always be reserved for a right-of-way for rail.
The planning of airport landside facilities, particularly for high volume airports, is a specialized
subject
and expert advice should be sought. Airport planning should include specific consideration of
transportation on and off-airport boundaries. Consistency between airport-based planning and
regional
planning is critical to achieve efficient door-to-door trips.
Motorists have a variety of destinations within the airport boundaries and a variety of vehicle types.
The individual elements of the landside system do not serve travel independently. Each element is
part of a functional hierarchy serving a specific purpose from primary movement, transition,

Figure Q1.1: Functional Classification

Terminal

Terminal Frontage Taxi and Bus

r
Road
Short Term Parking Reservoir
Terminal
Rental Long Term Parking
Approach
Car
Road

Employee
Parking
Recirculation Road
Service Road

Rental Car

Main Access Road

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Q1.2 ROADS
The landside road system serves different categories of traffic. These categories include:
• Passenger vehicles, including:
— Private cars.
— Taxis.
— Shuttle/courtesy bus services for hotel, car rentals and long-term car parks.
— Shuttle buses between terminals at multi-terminal airports.
— Public transport buses, including mini-buses carrying passengers to and from individual
home
addresses.
— Charter/tour buses.
— Limousine services.
— Delivery trucks.
• Cargo or Mail vehicles, including:
— Light vans.
— Pick-up trucks.
— Trailer trucks.
• Airline/airport personnel vehicles, including:
— Crew buses.
— Staff vehicles.
• Airport Service Vehicles.
At large airports it is preferable to separate service-related traffic from passenger-related traffic long
before arriving at the passenger terminal curb area. This results in a double network of public roads
using five types of roads as described within clauses Q1.2.1 to Q1.2.5 inclusively.
Q1.2.1 Main Access Road
The main access road provides a connection between the external road network system and the
terminal complex area. It serves a 'line-haul' function and should be designed for uninterrupted flow
conditions with intersecting roads and access control to adjacent land use developments.

Q1.2.2 Terminal Approach Road

The terminal approach road provides a transition function between high-speed operations on the
Main Access Road and low-speed operations in the terminal area. The road has normally a one-
way
operation and is characterized by frequent but well placed decision points which should account for
traffic speed. It provides the combined functions of moving traffic and serving adjacent land,
community,
Q1.2.3 Terminal Frontage Road
The terminal frontage road provides direct access to the passenger terminal. It includes the
passenger
loading/unloading curb. The terminal frontage road is characterized by frequent interruptions of flow,
with vehicles stopping and maneuvering. It's designed for one-way flow operation.

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IATA Landside Facilities

Q1.2.4 Re-circulation Road

The re-circulation road links the inbound and outbound terminal frontage roads. A direct access to
the curb is preferable.

Q1.2.5 Service Road

The service road network serves for the on-site circulation of persons and goods and for providing
connection to/from areas adjoining the road, such as cargo areas, rental car kiosks, employee
parking,
etc.
Q1.3 CURB
The curb is an interface where vehicular flows become pedestrian flows and vice-versa. The curb
area consists of a sidewalk, covered or partially enclosed, bordering the terminal road system with
an adjacent paved area to permit vehicles to off-load or load passengers. The road in from of the
terminal includes load/unload lanes, manoeuvring lanes to access and leave the load/unload lanes,
and through traffic lanes (see figure Q1.2). The load/unload lane must be designed so that through-
vehicular traffic can pass by uninterrupted.

Figure Q1.2: Example of Curbside Layout for a Single Level Terminal or

for Departures at a Multi-Level Terminal

Building

i min. 4 to 6
Load/unload + taxis, buses and m
shuttles 4.2 m
min. 18-20
- 7.4 m
Manoeuveringlane
E
Through traffic lane J min. 2

531
The terminal curb can serve both departing and arriving passengers, and these two simultaneous
activities may produce vehicular and pedestrian conflicts. Safe crosswalks, with appropriate traffic
protection and traffic management equipment and systems should be provided.
In some respects, the arrival curb area is similar to the departure curb. However, because larger
volumes of passengers will peak over shorter periods of time and will arrive at the curb in greater
numbers, a wider sidewalk may be required. Additional area is needed for baggage service,
(personnel
and hand trucks) and for concessions handling ground-transportation services.
The effective curb capacity is related to the number of vehicles which can be processed in the load/
unload lane, rather than the number of vehicles going through. Congestion therefore often results
from an inadequate number of load/unload positions, or curb length, rather than an inadequate
number
of traffic lanes. Parallel public and professional vehicle curbs are an effective way to provide
Figure Q1.3: Example of Curbside Layout for a Single Level Terminal
or
for Arrivals/Departures at a Multi-Level Terminal
Building facade

min. 4 to 6 m

Lcâo7undoacl ^J^s,_bjjse^_ajrid
'^6j 4 .2
sJiutHes m

Through lane 3.7 -32 m

Load/unload lane for m

private cars min. 4 m min. 30

Manoeuvering lane 4 .2 m
EH
Through traffic lane
7.4 m
Another important item to consider in planning the curb is the signage, both for public information
and airline identification. This is particularly important for the decentralized linear passenger terminal
concept, as the vehicle stop at the curb should correspond approximately to the respective
passenger
departure/arrival areas.
Planning of a taxi loading facility requires careful consideration, especially if the facility is designed
to be operated on a self-help basis. Fall-back arrangements (e.g. for a taxi-loading co-ordinator to
assist passenger allocation to taxis) may be needed for peak periods.
The design and location of the curb relative to the terminal building must take into account security
concerns. Please refer to Section H2, clause H2.6 in this regard.
Q1.4 IATA RECOMMENDATIONS

i 01. IR1 Road Planning Expertise

The planning of airport roads, particularly for high volume airports, is a specialized subject and
expert advice should be sought. Roads should be designed to accommodate peak traffic
volumes
and have adequate expansion capability.

1.IR2 Road Signage

All roads should be clearty signposted prior to traffic direction decision points.

Q1.IR3 iority and Transportation Policy

Airport development land should always be reserved as a right-of-way for rail infras$fpcture.
Airport planning should include specific consideration of transportation on and < x
boundaries. Consistency between airport-based planning and regional planning is critical to
achieve efficient door-to-door connections.

Q1.1R 4 Provision of Crosswalks at Terminal Curb Areas

The terminal curb serves both departing and arriving passengers and these two simultaneous
activities may produce vehicular and pedestrian conflicts. Safe crosswalks wio,- nopropriate
traffic protection and traffic management equipment and systems should be proVBêd.

Q1.IR 5 Curb Area Capiacity and Planning

The effective curb capacity is related to the number of vehicles, which can be processed in ifie?
toad/unload lane, rather than the number of vehicles going through the Wéa. Parallel public and
^professional vehicles curbs are an effective way to provide additional capacity. Effective curb
area planning should be provided with due consideration to the requirements defined within
cl use Q1.3 where in addition public and airline location identification should be provided.
SECTION Q2: TRAFFIC STUDIES & PARKING

Q2.1 TRAFFIC AND PARKING STUDIES OVERVIEW

Traffic and parking studies are required to determine user characteristics and to estimate existing
and future demand for landside vehicular facilities. The studies should provide dynamic planning
information on the vehicle mode choice selected in each case, circulation patterns, parking needs
and traffic volumes associated with the following four basic categories of landside users at airports:

• Origin/destination passengers.

• Visitors.

• Employees.

• Air cargo and mail delivery.

Q2.2 Mod E CHOICE

Origin/destination passenger and visitor mode choices vary depending on a number of traveler and
trip characteristics. These can include:

• Purpose of the trip (pleasure, business or meeting/greeting a passenger).

• Socio-economic characteristics (including age and income).

• Place of residence (locally-based resident or visitor).

• Availability of a competitive mass transit alternative (cost, door-to-door travel time and
accessibility).

As an example, a business passenger pressed for time has a greater tendency to use the taxi
instead
of a local bus service to go downtown than a family traveling for pleasure. High-income passengers
generally value the time savings and convenience of the private car. Landside facilities should
therefore
be planned to reflect the specific requirements of the passenger segments; i.e. resident business,
resident non-business, non-resident non-business and non-resident business. Transport user
variations will be evident across different countries and continents. Airport road and parking
infrastructure planners should design facilities following market research to determine the likely
home-
to-airport travel tendencies of the airport user community.

The following modes of access for passengers should be included in the landside planning at most
airports worldwide:

• Private vehicle (drop-off/pickup and long-term parking).

• Rental car.

• Taxi/limousine.

• Schedule bus/train service.

• Courtesy van.

As airports operate close to 24 hours a day, 7 days a week, many airport employees do not work
the typical 9 to 5, Monday to Friday schedule. Therefore they value private cars (self-driven or
shared-
ride), especially if the mass transit service is not suited to their specific needs. Parking supply,
parking
 Air cargo generates employee trips but also very significant delivery trips by trucks and vans for the
originating and terminating air-cargo. Experience shows there is no correlation between tonnage
and
air-cargo trips generated when comparing statistics from airport to airport. Site-specific research/
forecast information should be used by the airport planner.

Q2.3 TRAFFIC VOLUME

Traffic counts and trip generation studies should be conducted to determine the peak vehicle flows
and the circulation pattern on the airport road network. The study should include the traffic
generated
outside the airport but also the road traffic generated on the airport, such as the re-circulation
between
the terminal curb and parking lots.
Volume road traffic and parking accumulation studies are used to determine the hourly distribution
Q2.4 CURB LENGTH REQUIREMENTS
Planning the curb area will require the collection and examination of data, particularly on the
processing
time to load/unload vehicles, vehicle-mode preference, vehicle occupancy counts, ratio of
passenger
set-down on the curb to those arriving via the car parks, and vice versa. The data concerning the
flow rate of originating passengers required for check-in purposes can also be employed in
estimating
the peak 15-minute number of originating vehicles. Originating passenger/well wisher vehicles may
arrive at the curb during a time period of up to 3 hours prior to each flight, where as the effect of
terminating passengers/greeters on the arrivals curb may be experienced as early as 15 minutes
before and after flight arrival.

Q2.5 PARKING
Public, employee and rental-car parking lots are used by originating and terminating users of the
road network. Airport car parks will usually occupy important and valuable airport real estate areas.
They can be single-level parking or parking garage with several levels facilities.
The proximity of parking facilities should align with the security recommendations defined within
Section H2 in general, and in particular clause H2.6.

Q2.5.1 Public Parking

Designing public parking facilities should reflect user characteristics. Short-term parking users are
usually meeters/greeters picking up or dropping off passengers. The parking duration is typically 3-
5 hours or less. The inbound and outbound traffic volume at short-term lots is usually high but the
number of parking spaces is relatively small because of the short parking duration. Short-term
parking
lots typically have a turnover of 4 to 6 cars per space per day. Short tern parking requirements can
be based on a typical busy day. The layout and dimensions of the short-term lot stalls should be
generous to account for the high turnover. Short-term lots should be located near the terminal.
Long-term parking lots are intended for a different clientele than for the short-term lots. Long-term
lots are intended for passengers leaving their car at the airport to take a flight. The parking duration
can vary from 24 hours to up to two weeks at some airports. The inbound and outbound road
volume
is low but the peak accumulation is high. Long-term lot requirements can represent up to 85% of the
total public parking accumulation. Peak long-term accumulation requirements should be based on a
7 to 14 days survey depending on the airport. A shuttle service should be considered for long
Q2.5.2 Employee Parking
Employee lots can be located further from the main terminal than public lots. A shuttle service
should
be considered for long walking distances and at airports with bad weather conditions.

Q2.5.3 Rental Cars

Smaller airports can usually accommodate the peak parking demand at or near the main terminal.
The space requirements may become excessive at medium and large airports and can conflict with
the supply of public parking. Larger remote and off-airport lots should then be considered.
Consolidated
rental car areas and united shuttle services should be provided, relieving congestion on airport
roads.
A limited number of parking spaces at walking distance from the terminal can be provided,
especially
for rental car pick-up.

Q2.6 TAXI AND BUS RESERVOIR

A reservoir accommodating buses and taxis waiting for arrivals passengers should be provided near
the curb. Direct and short accesses to the curb from the reservoir are recommended.
Q2.IR1 Lane Separation
At target airports, special lanes may be reserved for buses and taxis and the curb side area
should segregate bus and taxi traffic from private vehicle traffic to increase capacity.

Q2.IR2 Location of Parking

Parking spaces should be available near work areas and close to public transport stops.

Q2.IR3 Coordinated Airport and Regional Vehicular Planning

Airport planning should include specific consideration of transportation on and off-airport
boundaries. Consistency between airport-based planning and regional planning is critical to
achieve efficient door-to-door trips.

Service Related Traffic Separation

It is preferable to separate service-related traffic from passenger-related traffic long before
arriving at the passenger terminal curb area at large airports.

Q2.IR5 Short Term Parking Lots

The layout and dimensions of the short-term lot stalls should be generous to account for the
high turnover. Short-term lots should be located near the terminal.
Q2.ll Staff Car Park Shuttle Service
Shuttle service to/from parking lots should be considered for long walking distances and at
airports with bad weather conditions.

Q2.IR7 Traffic Studies

Traffic studies should be used to determine the user characteristics to estimate existing and
future demand for landside facilities.
IATA Airport Development Reference Manual

538
 IATA

Chapter R — Airport Commissioning

Section R1: Checklist for the Successful Opening of a New
Airport
R1.1 Checklist Purpose: Introduction .............................................................. 537
R1.2 Timing ..................................................................................................... 537
R1.3 ACC Checklist W/G Composition................................................................ 537
R1.4 ACC Checklist W/G Method of Operation .................................................. 538
R1.5 IATA Recommendations .......................................................................... 538

539
IATA Airport Development Reference Manual
IATA

CHAPTER R — AIRPORT COMMISSIONING

SECTION R1: CHECKLIST FOR THE SUCCESSFUL OPENING OF A NEW

AIRPORT

R1.1 CHECKLIST PURPOSE: INTRODUCTION

The airport checklist was designed so that the airlines can work with an airport authority to ensure
that the new airport will operate smoothly and with minimal operating problems right from the
opening
day. The checklist can also be used for a major terminal expansion.
The checklist was designed after several new airports experienced major operational problems
during
the first several days of operation when they opened. It is meant to ensure that all the major
elements
of the new airport will be considered, that any elements that will not be ready are highlighted, and
that a contingency plan is developed to offset any deficiencies. The checklist provides a tool to
encourage constructive consultation between the airlines and the airport authority during the final
stages of a major airport project. Based on experience at many airports, it is surprising how poor the
communications between the airport authority and the airlines is on key planning information
required
to successfully complete the move to the new airport or into a new passenger terminal.
Each airport will have its own set of potential construction problems. These could involve problems
outside the jurisdiction of the airport authority, such as road access to the airport, or even
incomplete
support facilities such as cargo terminals or catering buildings. Based on recent experience, most
problems with new airport projects involve software glitches associated with the baggage handling
system and other complex IT systems.
Another problem associated with new passenger terminals is that airline offices and CIP lounges
are
often not ready when the new passenger terminal opens. This is usually a result of the airlines not
having signed leases for terminal space in sufficient time for airline fit-out, because the airport
authority
and the airlines have not been able to agree on new aeronautical user charges and/or passenger
terminal rental rates. The new rental rates should be agreed to at least nine months before the
airport
passenger terminal is to open. This will involve a series of meetings with the IATA User Charges
group. After the new aeronautical charges and rental rates are agreed to, most airlines must get
head
office approval for funds to complete the fit-out of offices and lounges in the new passenger terminal
and then the time for the construction of these facilities must be taken into consideration.
The checklist has been successfully used with several airport authorities and also on new
passenger
terminal projects. Checklist information must be kept confidential, as the sharing with third parties of
information gathered using the checklist would likely create bad feelings between the airport
authority
and the airlines.

R1.2 TIMING
The checklist should be used on a regular basis during the final 18 months of the airport project.
The
timing should be agreed to by the Checklist Working Group (W/G) and the airport authority, and will
vary with each airport project. The W/G meetings may be held monthly, every two months or
quarterly.
The date for the next meeting will depend on the number of outstanding issues to be reviewed at
the
541
IATA Airport Development Reference Manual

• ACC member — passenger terminal specialist.

• ACC member — cargo/support/airfield specialist.
• IATA Airport Development staff member (will attend as many W/G meetings as possible).
• A member of the local BAR should be considered.
The airport authority should have an equal number of persons to work with the Checklist W/G.

R1.4 ACC CHECKLIST W/G METHOD OF OPERATION

The Checklist W/G meetings will review the checklist which has been completed by the airport
authority. In many cases, the checklist is completed by their ORAT (Operations Readiness and
Airport
Transition) consultants. An example of the checklist is shown on the following pages; it can be
obtained
from IATA Airport Development (airportdev@iata.org) as an Excel spreadsheet and it should be
modified to suit each airport project.
The status of each element will be determined noting how much has been completed and when the
element will be completed. Certain elements are further divided into sub elements to provide more
OK, complete (green).
On track (amber).
Problem with completing on-time (red)
Key or critical elements for each airport project can be highlighted (shown in bold). The key elements
will vary for each airport project.
Where it is anticipated that there will be problems completing an element of the project, then a
recovery or contingency plan should be developed. Comments should be made for those elements
that will not be completed on-time. Additional comments can be made on a separate sheet.
At the regular ACC meeting the Checklist W/G will present its findings to the airport authority and
ACC members. The ACC report, including the completed checklist, will be sent to ACC members,
AOC Chair and the airport authority. The airport authority will be asked to reply to the report and
comment on any deficiencies mentioned in the ACC report.

R1.5 IATA RECOMMENDATIONS

A Checklist W/G should be established for each major airport project. The W/G should use the
checklist, modified to suit the needs of the airport project The W/G should meet on a regular
monthly basis during the last 18 months of the airport project.

542
 Checklist for the Successful Opening of a New Airport
2(f
IATA
Status Legend ■ OK, Completed IATA ACC W/G
I I On Track Airport Opening Date
1X1 Problem with Completing On-Time Date

ID# Facility Element Recommende Status % Completion Recovery / Comments

d Complete Date or
* see Checklist Sub Elements d
Completion Contingency
Date Plans
Airport Access
001 Road Access
□
002-*- Departure Curbside
□
003* Arrivals Curbside
□
004* Taxi Availability
□
005* Bus Service
□
006* Rail Service
□
007 * Parking Facilities
□
Passenger Terminal
008 Sales/Ticketing Desks
□
009 Check-In Desks
□
010 DCS/CUTE Connections
□
011 BHS (Baggage Handling System)
□ T
012 Baggage Reconciliation
□ 3
O
013 BHS Contingency Plan
□
014 Oversized Baggage Handling
□ O
o
015 Airline Office Facilities
□ 3
3
016 Airline CIP Lounges
□ 5
5'
017 Signage C
Ol O
C Õ
O "
C 3
5
o si
2(
in

Checklist for the Successful Opening of a New Airport

IATA ?
Status Legend
□
OK, Completed IATA ACC W/G ■
□
On Track
Problem with
Airport
Opening Date
o
o
Completing On- Date 3.
ID#Facility
Time Element
^ see Checklist Sub ElementsRecommended
Completion DateStatus%
CompletedCompletion
DateRecovery / or
Contingency
PlansCommentsPassenger Terminal cont'd018Security Screening□019Outbound Passport
Control□020Facilities for Disabled Passengers□021Departure Lounge Seating□022Restaurants□023Retail
Shopping□024Public Toilets□025Gate Counters/Podium□026 >*■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□
 3/7

Checklist for the Successful Opening of a New Airport

IATA
Status Legend OK, Completed IATA ACC W/G
On Track Airport Opening Date
IXI Problem with Completing On-Time Data

ID* Facility Element Recommende Status % Completion Recovery / Comments

d Complete Date or
+ see Checklist Sub Elements d
Completion Contingency
Date Plans
Passenger Terminal confd
036 Currency Exchange
□
037 Post Office
□
03B Medical Facilities
□
039 + Staff Amenities
□
040 •> VIP Facilities / Terminal
□
Terminal Systems
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
□
c
052 Radio Systems
□
n
CJ1

4
2f
/7

^5! Checklist for the Successful Opening of a New Airport

IATA
Status Legend OK, Completed IATA ACC W/G ■
I I On Track Aiiport Opening o
1X1 Problem with Completing On- Date o
Time Date
ID# Facility Element Recommende
d
Status %
Complete
Completion
Date
Recovery /
or
Comments
o
•¥ see Checklist Sub
Completion d Contingency <
Elements
Date Plans D
Terminal Systems cont'd <
2.
053 TV Signal
□ o
■
054 Automated People Mover
□ o
3
055 Elevators
□ (
056 Escalators
□ D
3
057 Moving sidewalks
□ z
a
Apron o
—K
058 Apron Markings
□ (

059 Aircraft Docking Guidance System

□ D
)
060 400 Hz Power System
□ 3
C
061 Conditioned Air
□ 0

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
□
 Checklist for the Successful Opening of a New Airport

IATA
Status Legend OK, Completed IATA ACC W/G
I On Track Airport Opening
1X1 Problem with Completing On- Date
Date
Recovery /or
ID# Recommende Status % Completion Comments
Facility Element Contingency
d Complete Date
+ see Checklist Sub Elements Plans
d
Completion
Airfield
070 + Runways
□
071 + Taxiways
□
072 + Instrumentation
□
073 + Control Tower
□
074 Security Fencing/Gates
□
075 Drainage
□
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
□
 6/7
áSSk
Checklist for the Successful Opening of a New Airport 8f
IATA
Status Legend OK, Completed IATA ACC W/G
I On Track Airport Opening o
fXl Problem with Completing On-Time Date a.
Date D
ID# Facility Element Recommende Status % Completion Recovery / Comment (
+ see Checklist Sub Elements d Complete Date or D
Completion d Contingency <
Date Plans (
Support Facilities cont'd D
085 + Fire/Police Facilities
□ 3
086 Waste Treatment Plant
□ (
D
087 Aircraft Lavatory Dump
□ 3

088 Staff Car Parking

□ u
(D
—
Administration (
089 + Rental Leases Signed
□ D
fl
090 Financial
□ >
3
091 + Other Agreements Executed
□ D
)
092 + Permits & Licenses
□ 3
C
Bi
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
□
 Checklist for the Successful Opening of a New Airport

IATA Checklist Sub Elements

002 Departure Curbside 065 Apron Staging Areas 077 Express Termlnals(s)
Curbside Layout Ground Equipment Staging Areas Access Roads
Signage Ground Equipment Storage Areas Truck Queuing Area
Baggage Container Staging Areas Building Structure
003 Arrival Curbside Cargo Staging Areas Airline Offices
Curbside Layout Empty Container Storage Areas CIQ Offices
Signage Sort System Tenant Access
070 Runways Sort System Completion
004 Taxi Availability Pavement Security
Taxi Molding Area Striping Telecom (Operator)
Departure Curbside Layout Signage Telecom (FIS)
Lighting Aircraft/GSE Mx
Bonded Storage
006 Bus
Local 071 Taxiways
National RETs (Rapid Exit Taxiways) 078 Cargo/Express Aprons
Car Rental Holding Bays Pavement
Hotel Striping
Pavement
Employee Lighting
Striping
Signage
Signage
Tether Pits
007 Rail Lighting
Fueling Pits (if applicable)
Express to City Center
Ground Equipment Storage
Local 072 Instrumentation
ULD Storage
National Precision Approach Certified
Backup Approach Certified
084 Petrol Facilities
008 Parking Facilities Approach Plates Pub/Dist
Ramp Vehicle Fueling
Private Car Ground Radar
Public Gas Station
Taxi
Bus 073 Control Tower
085 Fire/Police Facilities
Rental Car Equipment Installed
Fire Training Pit
Employees HVAC (Heating, Ventilation, Air Con)
Fire Slabon(s)
Break Rooms/Cafeteria
Security Checkpoints/Gates
026 Gate Lounge Parking
Seating Layout
089 Rental Leases Signed
Baggage Acceptance at the Gate 076 Cargo Terminals
Landing and Parking Fees
Remote Aircraft Lounges Access Roads
Rentals
Airline Offices
033 CIQ (Customs, Immigration, Quarantine) Building Structures
091 Other Agreements Executed
Customs CIQ Offices
Land Leases
Immigration Cold Storage/Hazmat Area
Franchise Agreements
Agriculture/Quarantine ETV (Elevating Transfer Vehicle)
Use Agreements
Security Forwarders
Others HVAC (Heating, Ventilation, Air
092 Permits and Licenses
Con)
Building Occupancy Permits
Mail
039 Staff Amenities Vehicle Licenses
Security
Canteen Security Badging
Staff Canteen
Toilets Business Licenses
Storage Racks
Rules and Regulations
Telecommunications
040 VIP Facilities/Terminal Parking Permits
Toilets
Vehicle Parking/Staging
Truck Queuing Areas
CIQ Facilities 100 Employee Transportation Plan
Food/Beverage Arrangements Fees and Charges Determined
Furnishings Billing Systems Established
Toilets
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: FUTURE TECHNOLOGY SYSTEMS

The role of technology in airport operations is well-understood: conveyor systems, passenger and
S1.1 FUTURE TECHNOLOGIES
vehicle route —immigration
signage, customs and OVERVIEW 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.

553
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: DEVELOPING & ADOPTING FUTURE TECHNOLOGY

52.1 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
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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 Future Technologies & Miscellaneous
A
SECTION S3: INTERFACES — PEOPLE & CULTURAL ISSUES

S3.1 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.
Geometric Forms 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.
Religious Symbolism 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.

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............................................................................ 564
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 General
Departures General
Transfers General
Communication Services Post General
Radio General
Voice General
Emergency Management Communication Provision General
Emergency Detection General
Emergency Alert General
Contingency Planning General
Safety Management General
Noise Management General
Ground Transportation Provision of Public Transport Facilities Bus
Provision of Public Transport Facilities Taxi
Provision of Public Transport Facilities Rail
Provision of Public Transport Facilities Underground
Traffic Control General
Information Provision Information Source Flight Schedule
Public Address General
Visual Information Passengers
Visual Information Staff
Creation of Flight Related Information General
Maintenance of Flight Related Information General
Maintenance Planned Maintenance Management General
Tools General

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 IATA Airport Development Reference Manual

Process Activity Group Core Function Sub Division

People Handling Check-in General
Passenger Movement Departures
Passenger Movement Arrivals
Passenger Movement Transfers
Passenger Movement Terminal to Aircraft
Staff Movement Staff
Retail Concession Management General
Stores General
Security Access Control Airside/Airside
Access Control Airside/Landside
Access Control Equipment Control
Access Control Vehicles
Baggage Screening Hold
Baggage Screening Hand
ID Pass Production General
Intruder Detection General
Passenger Screening General
Surveillance Airfield
Surveillance Internal
Terminal Management Airline and Handling Agent Liaison General
Passenger Services General
Authority Liaison General
Check-in Desk Allocation General
Operational Management General
Trolley Management General

T1.2 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.

562
 Airport Processes

Figure Ti-1: Passenger Movement-Terminal to Aircraft

Passenger Movement - Terminal To Aircraft

Able Bodied Pax. Walk

Able Bodied Pax. Walk
To Security &
To Gate/Aircraft
Immigration
Pax. Completes
Check-in
Staffed/Self Service
Process
Disabled Pax. Disabled Pax
Wheeled Wheeled
Driven To Driven To
Security & Immigration Gate/Aircraft

RELEVENT ADRM SUPPORT SECTIONS

Refer To Section: Refer To Sections: Refer To Section: Refer To Sections Refer To Sections:
J9/J12/U2 J12/K6 J12/K1/K2/K3/K4/K5 J7/J12 J10/J11/J12/K6

T1.3 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 Taxiway Lighting
Aircraft Handling Air
Aircraft Handling Fuelling
Aircraft Handling Power
Runway Safety Apron Lighting
Runway Safety Ice Detection
Runway Safety Friction Testing
Runway Safety De-icing Runway
Runway Safety Apron Cleaning and
Maintenance
Emergency Management Emergency Response All Emergency
Services
Environmental Management Air Quality Analysis General
Air Quality Modeling and Reporting General
Surface Water Quality Sewage Management
Systems

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IATA Airport Processes

T2.2 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 Passenger
Controller Loading
Internal Bridge
Discussions Aircraft Driven to
Ground Parking Parked
Aircraft
Controllers Ground Radar Aids Aircraft Taxiway
Proceed
Advise Pilot Reviewed Switched Lighting
From
Of Taxiway on in Route
Runway
Route to Taxiway correct Turned
To
Stand Lighting Aircraft Off
Taxiway
Allocation Systems Mode Stand
Illuminated Services
To Identify Instigated
Correct
Aircraft Route.

RELEVENT ADRM SUPPORT SECTIONS

Refer To Section: Refer To Sections: Refer To Sections: Refer To Sections: Refer To Section:
F5/F6/F7 J3/F6/F7 F67L3/L4 J11/L6/M1/M2/M3 J3/F6

T2.3 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 Building Environment Control Building Management System
Systems (Heating and Ventilation
System)
Building Environment Control Fire Sprinkler Systems
Environmental Services Provision Gas Provision
Management
Services Provision Water Provision and Disposal
Financial Management Account Payments Staff / ATC / Third Party
Landing Fee Management General
Charging
Fleet Management Fuelling Fuel Pass issuing and reading
and fuel issuing
Fuelling Management Reporting
Maintenance Vehicle Maintenance Planning
Maintenance Management Reporting
Airport Staff Human Employee Relations / Pay General
Resources
Occupational Health General
Recruitment General
Training and Development General
IT Management Development Application/data
Operations Application/data
Development Networks
Operations Networks
Planning Resource Planning Staff
Capacity planning Infrastructure
 Process Activity Group Core Function Sub Division
Procurement Purchasing General
Contract Management
Stores Control Parts and Office Consumables
Property Management Asset Management Maintenance
Preparation for Use/Occupancy General
Delivery Of Customer Service Facilities Management
Delivery Of Customer Service Billing
Research Forecasting General
Market and Operational General
Research

T3.2 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 Heating and
Sets Ventilation Field Sensors
Environ
ment
Paramet
ers) / %* Hot Water
Commu
BMS
nication
ControllerReviews
/ > Lighting

Assesses_\Enviro
nmentn Para Smoke
Detection
mete r(s)
BMS Maintenance Fire
Teams Field Actuators
Suppression
Preve
ntativ
e Emergency
Asset
Maint Messaging
Maintenance
enanc
Management
System
e Airport
Network

RELEVENT ADRM SUPPORT SECTIONS

Refer To Sections:
J8 / Y1 / Y2
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 .......... 567
U1.2 User Requirements Specification Contents ........................................... 567
U1.3 IATA Recommendations ........................................................................ 572
Section U2: Departures Systems
U2.1 Baggage Systems Design Approach ..................................................... 573
U2.2 Acceleration and Bag Separation Conveyors .......................................... 575
U2.3 De-Accelleration Conveyors................................................................... 577
U2.4 Incline and Decline Conveyors .............................................................. 578
U2.5 Queuing Conveyors................................................................................. 581
U2.6 Verti-Sortation Conveyors ...................................................................... 583
U2.7 High Speed Pusher................................................................................. 585
U2.8 Slow Speed Plough................................................................................. 587
U2.9 45 and 90 Degree Powered Belt Bends .................................................. 588
U2.10 Accumulation Roller Conveyors (Powered and Free Units) ..................... 589
U2.11 Check-In Systems ................................................................................. 591
U2.12 Sortation Systems ................................................................................. 600
U2.13 IATA Recommendations ........................................................................ 611
Section U3: Transfer Systems
U3.1 Transfer Baggage Systems Overview ................................................... 613
U3.2 Transfer Baggage Reconciliation ............................................................ 614
U3.3 Transfer Processing Facilities Within the Baggage Hall........................... 616
U3.4 IATA Recommendations ........................................................................ 616
Section U4: Early Baggage Processes
U4.1 Early Baggage Processing — Overview................................................. 618
U4.2 Manual Early Baggage Storage ............................................................. 618
U4.3 Automated Early Baggage Storage ........................................................ 619
U4.4 Typical Automatic Early Baggage Store Layout ...................................... 620
U4.5 IATA Recommendations ........................................................................ 621
Section U5: Arrivals Baggage Systems
U5.1 Arriving Baggage Overview................................................................... 622
U5.2 Arriving Baggage DCV or Tilt Tray Sorter Injection.................................. 626
U5.3 Arriving Baggage — Passenger Reconciliation Devices .......................... 626
U5.4 Arrival Systems Control Desk ................................................................. 629
U5.5 IATA Recommendations ........................................................................ 630

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IATA Airport Development Reference Manual

Section U6: Control Systems

U6.1 Introduction and Definition ................................................................... 631
U6.2 System Concept .................................................................................... 631
U6.3 Communications.................................................................................... 633
U6.4 IATA Recommendations ........................................................................ 633
Section U7: Management Information Systems (MIS)
U7.1 Introduction........................................................................................... 634
U7.2 MIS Functions Defined............................................................................ 634
U7.3 MIS Function Considerations ................................................................. 635
U7.4 IATA Recommendations ........................................................................ 637
Section U8: Oversized Baggage
U8.1 Overview............................................................................................... 638
U8.2 Manual Departing Oversized Baggage Processing ................................ 639
U8.3 Automated Departing Oversized Baggage Processing ........................... 639
U8.4 Arriving Oversized Baggage ................................................................... 639
U8.5 IATA Recommendations ........................................................................ 640
Section U9: Sort Allocation Computer (SAC)
U9.1 Introduction........................................................................................... 641
U9.2 SAC Functions Defined........................................................................... 641
U9.3 SAC System Considerations................................................................... 643
U9.4 IATA Recommendations ........................................................................ 646
Section U10: Baggage Hall Design
U10.1 Baggage Hall Functions ........................................................................ 647
U10.2 Baggage Hall Environment .................................................................... 647
U10.3 Baggage Hall Clearances ...................................................................... 648
U10.4 Baggage Hall Health and Safety............................................................ 650
U10.5 IATA Recommendations ........................................................................ 650
Section U11: Hold Baggage Screening
U11.1 ICAO Policy ........................................................................................... 651
U11.2 IATA HBS Policy ..................................................................................... 651
U11.3 Recommended HBS Process for New HBS Developments...................... 651
U11.4 IATA Recommendations ........................................................................ 657
Section U12: Passenger & Hand Baggage Screening
U12.1 ICAO Passenger and Hand Baggage Screening Policy........................... 659
U12.2 IATA Passenger and Hand Baggage Screening Policy ........................... 659
U12.3 Recommended Passenger Screening Process ....................................... 659
U12.4 Recommended Passenger and Hand Baggage Screening Equipment ... 662
U12.5 Passenger Searches .............................................................................. 664
U12.6 IATA Recommendations ........................................................................ 665

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IATA

CHAPTER U — AIRPORT BAGGAGE HANDLING

SECTION U1: BAGGAGE SYSTEM USER REQUIREMENTS

U1.1 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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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 non-
conveyable 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:
• Length of 901 mm — 2500 mm.
572 • 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 Comments
Check-in Number of desks; type of units; self service; etc.
Redundancy Service level criteria (See clause U12.1).
Hold Baggage Screening Legislative screening requirements to be observed by airlines.
Early Baggage Store Storage capacity (store by flight or time or both).
Sortation System Sort rate; technology preference.
Transfer System Definition of handling preference.
Oversized Baggage 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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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 Minimum Connecting Time
Domestic to Domestic 25 Minutes (Variations will occur)
Domestic to International 25 Minutes (Variations will occur)
International to Domestic 35 Minutes (Variations will occur)
International to International 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.

574
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:
• 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.
U1.2. 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

The URS should be developed in close consultation With the airlines, airport operator and
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: DEPARTURES SYSTEMS

U2.1 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

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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 Document Comments
Written By Endorsed By
1. Master Plan Establish medium to long Specialist Airport AirlinesAirpo Defines staged
term Master Planner: rt functionality
aspirations of baggage e.g. Operator aspirations of baggage
handling IATA Consulting system.
2. Project Having established a Airport Operator Airport This document defines:
Development business Operator/ • Transfer % traffic.
Brief case, the development Airlines/Ground • Departures % traffic.
brief Handlers/Financ • System users.
outlines the core functions e • Location.
and • Budget aspirations, etc.
location of the proposed
3. User To understand and capture Airport Operator/ Airport This defines items such as:
Requirement airport, airline and ground Airlines/Ground Operator/ • User interfaces.
Specification handlers' operational needs Handlers Airlines/Ground • Operational protocols.
and Handlers • Airlines/tug and dolly sizes.
specific functions. • EBS storage functionality
and
size.
• Operator Ergonomics,
etc.
It does not define conveyor
4. Concept These flow diagrams define Baggage Systems Airport Rates/connecting times
Schematics functions and responses of Consultant Operator/ between
the Designer: Airlines/Ground station are defined.
baggage system. They are e.g. IATA Handlers/Financ Individual
not Consulting e conveyors are not defined.
5. Once a Concept Schematic Baggage Systems Airport This establishes whether the
Feasibility has Consultant Operator/ concept can by physically fitted
Design been endorsed, the Designer Airlines/Ground into
production e.g. IATA Handlers/Financ the building and surrounding
of scaled feasibility options Consulting e infrastructure such as M&E
6. Tender To define: Baggage Systems Airport It is important that the
Design • Preferred feasibility Consultant Operator/ baggage
Package solution Designer Airlines/Ground handling detail designer/
schematic. Handlers manufacturer develops the
• Available terminal actual
conveyor final design which must meet
space. the
• Technical performance technical and functionality
standard specification. requirements.
• Provide national
standard on
7. Detail Design Defines: Baggage Airport The detail design should be
• Final design solution System Operator/ wholly
layout. Supplier Finance developed by the baggage
• Commissioning system
Specification. supplier. The functions should
• Operational Functional completely meet those defined
Specification. and
• Baggage System User endorsed by the airlines and
Maintenance Manual. 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 Airport Baggage Handling

U2.2 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.
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• 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
E
M/S

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 x Typical
Baggage Length
Conveyor B can be stopped to induce larger bag gaps.
Conveyor C is the pull away conveyor.

Conveyor A Conveyo Conveyo

Conveyo r r
r B C
Velocity
M/S

VelC =
VeJ B +
0.25M/S
VelA =VelB
= X M/S

âl.5 a 1.5
Any Length x Bag x Bag Conveyor Length
Length Length M

U2.3 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 B
-0.25M/S

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

^—---------------------------------------------------------
p-
Cross Section through Typical Incline (With
Apex)
Denotes Conveyor Drive
 Figure U2-5: Incline Conveyor (Without Apex)

Head
End

0.45m Drive Locations

+/- should be
0.075 Varied
To Assist
Maintenance
Head End

Cross Section through Typical

Incline (No Apex)

^X^ Denotes Conveyor Drive

Figure U2-6: Decline Conveyor (With Apex)

Tail End

0.45m
+/-
0.075

Cross Section through Typical Decline

(With Apex) Drive Locations
should
be Varied To Assist
Denotes Conveyor Drive Maintenance
Head End Biased
 Figure U2-7: Decline Conveyor (No Apex)

Tail End

0.45m
+/-
0.075

Drive Locations should be

Varied To Assist
Cross Section through Typical Incline (No Apex)
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 PEC PEC
C
B c
A Conveyor B
^ Conveyor A Conveyor C
<-------------------
Logic
Event I
Step 11st Bag Breaks PEC A beam & Holds 1st BAG
Step la CS confirms if Conveyor B Clear then
releases

Event II
Step 2 2nd Bag Breaks PEC A beam & Holds 2nd BAG 1st BAG
Step 2a CS confirms if Conveyor B Clear then
releases

Event HI
Step 3 3rd Bag wants to load onto 3rd BAG 2nd BAG 1st BAG
Conveyor A
Step 3a CS confirms if Conveyor A Clear
Step 3b 3rd Bag proceeds onto Conveyor
NOTE 'CS'Denotes Control System
NOTE 'PEC Denotes Photo Electric
Cell

U2.6 VERTI-SORTATION CONVEYORS

U2.6.1 Functionality
Verti-sortation devices are used to separate or combine baggage flows, though the latter function is
a less commonplace usage. Baggage can be dynamically separated such that 2 bags travelling in
succession can have 2 separate output destinations following routing through a verti-sorter used in
separation mode. Similarly a verti-sorter used in merge mode can take 2 separate inputs and merge
to a single output route following routing through a verti-sorter conveyor.
Verti-sorter conveyors are particularly useful where vertical space is more available than lateral
space.
The verti-sorter is also very useful in HBS installations because it imparts smaller forces on the
bags
than other comparable diversion equipment, particularly useful if you are using the device within an
HBS zone where bags are being subjected to screening for potential explosives. The cycle time for
verti-sorters is comparable to a high speed pusher. Equipment typically uses 3 conveyors within an
assembly.

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Technical Summary:
• Minimum length tail roller to head roller single unit within device: > 1.5 x maximum bag length
• Sort rate: 40-50 bags/minute.
• Belt motion: constant speed unless in shutdown, power save modes, or die-back.
• Belt width: 1.0m to 1.5m.
• Belt velocity: 0.1 to 0.75m/s.
• Belt type: normal.
• Tracking: must be present.
• Guarding: must be present and interlocked to conveyor operation.

U2.6.2 Layout The Verti-Sorter Unit

Figure U2-9: Typical Verti-Sorter Unit

Elevation on Verti-
Sorter
through A-A
Lower Route
Selected

■ -
Flow
Maybe
Denotes Safe Guarded
Direction

■f-f-+ Radial Distance to

Machinery 1.0m
Plan on Verti-Sorter

588
U2.7 HIGH SPEED PUSHER

U2.7.1 Functionality
The high speed pusher is designed to permit baggage to be diverted horizontally to one of two
directions. The forces upon baggage can be considerable and this is where damage on baggage or
labels, if any, usually occurs. It is good practice to limit the number of these units to a minimum and
to have them located downstream from bar code reader devices and Hold Baggage Screening
(HBS)
cleared baggage output flows. The reasons for this are: (i) label damage can be inflicted by high
speed pushers and resultant read rates can become compromised; and (ii) Baggage which has not
been cleared by HBS processes potentially could contain explosives with sensitive electronics that
could be activated.
High speed pushers should be used to divert baggage which has cleared HBS and which has had
(if used) automatic flight information from the bar code labels read already. Pushers are fitted
across
baggage conveyors with varying degrees of baggage tracking sophistication. Bag tracking is
essential
to activate the pusher at a time which ensures that the centroid point of the bag is established with
varying bag lengths and weights. High speed pushers are useful in applications where alternate
bags
in a stream on a single conveyor need to be separated without stopping the flow of baggage in any
way. Bag pushers should be the second technical choice to the designer (the first choice should be
the verti-sorter device, as they generally inflict less damage to baggage). Verti-sorter devices are
more flexible in that it is possible to site a verti-sorter anywhere within a baggage system.
There are essentially 2 types of high speed pusher:
Type 1 — Four bar link.
Type 2 — The spiral cam.
Both units perform with similar speed and efficiency, though the spiral cam tends to inflict less
damage
on baggage and be more reliable due to its mechanical configuration. Both units are sources of
baggage snagging. It is important to have realistic expectations of these units in terms of their
sorting
capacity.
Technical summary — high speed pusher:
• Sort rate: maximum 60 bags/minute (factory conditions) 40 bags/minute (operationally
commonplace).
• Function: can sort alternative bags or can batch process by constant cycle repetition.
U2.7.2 Layout Pusher Arrangements

Figure U2-10: Four Bar Link High Speed Pusher

Figure U2-11: Spiral Cam High Speed Pusher

U2.8 SLOW SPEED PLOUGH

U2.8.1 Functionality
The slow speed plough has 2 main operational functions:
(i) To permit redundancy route selection.
(ii) To permit batch processed baggage to be redirected.
It can also be used as an intermittent route divert mechanism, in much the same manner as a high
speed pusher, though if used in this mode the line flow rate must be significantly restricted as the
cycle time on a slow speed plough can become an issue. It is not recommended to use the slow
speed plough as a device to intermittently dived baggage, since line flow rates usually increase and
replacement of the slow plough by a high speed pusher occurs well before the design expectancy
of the equipment.
Slow speed ploughs vary in precise design depending on the manufacturer, but the main difference
is that some models have powered belts on the contact surface which is mounted perpendicular to
the normal delivery line belt.
When used as batch process route selection device it is essential to have the adequate number of
queuing conveyors located upstream of the slow speed plough. This ensures that the plough is
permitted adequate time to perform its cycle of activities before the next batch of baggage is
presented
to its path.
Technical summary — slow speed plough:
• Activation rate: single vertical mounted plough conveyor, typically 5 alternate route selections/
minute.
• Activation rate: dual split vertical mounted plough conveyors, typically 30 alternate route
selections/
minute.
• Function: can sort alternative bags with low flow rates or usually batch process by single cycle
operation.
• Tracking: not necessary in all applications.
• Guarding: must be present and interlocked to conveyor operation.
Afofe: High speed ploughs can typically produce a rate of 25 alternate route selections per minute.
U2.8.2 Layout — Slow Speed Plough

Figure U2-12: Typical Slow Speed Plough

■-<s£ Baggag
e
Batch B
Route
Optional Vertical Selectio
Conveyor
Some Units are Just
Steel '

U2.9 45 AND 90 DEGREE POWERED BELT BENDS

U2.9.1 Functionality
Powered belt conveyor bends provide a useful means for smoothly changing the direction of
baggage.
The 45 and 90 degree conveyor bends are most common, though it is possible to have custom-bent
conveyors provided (at a premium price). The mechanisms for belt removal should be carefully
observed to ensure that the correct device is selected and that its maintenance characteristics meet
with the requirements of the baggage system designer and operational team. Powered belt bends
should be the first choice for the baggage system designer with respect to T and V junction belt-
to-belt perpendicular transfers. The reason for this is that the belt-to-belt T and 'L' junctions tend to
snatch baggage as it dramatically changes its direction through 90 degrees. Baggage, and more
significantly bag bar code labels, can become torn or damaged — affecting automatic read rates. It
is possible to obtain powered belt incline and decline (spiral) conveyors, though with these
conveyors
it is often very difficult to replace the belts.
Technical summary:
• Minimum recommended radius of centerline (1.5m width belt) = 1.775m.
• Minimum recommended radius of centerline (1.0m width belt) = 1.525m.
• 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.
iata
Airport Baggage Handling

• Belt width 1 .Om to 1.5m.

• Belt type: normal grip.

• Tracking: optional — dependent on location and conveyor system function. Tracking on
bends
can be made very accurate.
U2.9.2 Layout Powered Bend Conveyors

Figure U2-13: Typical Powered Belt Bend

90 and 45 Degree
Bend

Center Line Radius

Max 1775 (1.5M Belt
Width)
Min 1525 (1.0M Belt

U2.10 ACCUMULATION ROLLER CONVEYORS (POWERED AND FREE

UNITS)

U2.10.1 Functionality
Accumulation roller conveyors can be a very effective way of managing baggage flow, most
commonly
at the output of a baggage system alongside baggage handling staff. It is possible to use
accumulation
roller conveyors at a mid-point location in a baggage system, typically within an early baggage store.
Accumulation conveyors are used mainly within manned locations. It is possible to have
accumulation
roller conveyors with powered sections throughout which are engaged by the control system to
ensure
that baggage does not stagnate on sections of rollers for too long. Accumulation roller conveyors are
not particularly good at processing soft baggage.
Most commonly accumulation roller conveyors have sections with the ability to induce power to
selective rollers when a weight is placed onto the rollers.
It should be noted that powered and free conveyors are more hazardous than totally free rolling roller
conveyors because entrapment risk is more likely. Powered and free accumulation roller conveyors
consequently are not preferred, because to safeguard against entrapment is both difficult and costly
due to multiple entrapment points. In all cases, particularly with powered and free conveyors,
adequate
hand-safe guarding should be provided as an integral part of the design.
The major advantage with powered accumulation conveyors is that, over long accumulation lengths,
baggage handling staff do not need to walk up and down the length of the roller conveyor to enable
them to reach the bag and then deposit it within the correct parked container. Accumulation

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IATA Airport Development Reference Manual

Technical summary:
• Minimum length of roller length > 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: Typical Accumulation

Conveyors
Powered and Free Accumulation Conveyor
Bag weight DOES
engage rollers onto
STAGE 1 powered
drive mechanism
Head End

V
^3 DOollll¥«OOOOOn

Bag weight does NOT

engage rollers onto
powered
STAGE 2 Head End drive mechanism

>
• Rollers With Power

Availability

O Totally Free Running Rollers

594
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 Rate During Peak Hour Pax/Hour
®= Bags Per Pax Ratio Ratio N/A
(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,,,^

The value (D 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.
Ch ek C

To calculate \w)
—.
*

The check-in conveyor capability

Then using ...
No of check-in desk positions proposed No. of Desks
®= Pax Processing Time @ Check-in Seconds
Typical Values include
Very High Security - 600 seconds
Medium SecurityA/IP = 150 seconds
International Desks = 120 seconds
Domestic Desks = 90 seconds
 (D = Controlled Event Discharge (CED) Effectiveness Ratio Ratio N/A
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)

BagS/MIn check-

In principle ® > © . If it is not then you must change one or more of the variables
or(D such that this condition is met

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
VIP Position h
Area

Weigh Scale (Not a Custom

Conveyor) s
Red
Channel
Land-side / Air-side
Boundary Customs
Green
Automatic Metal Detection Channel
Arch
In Bound
Wide Secure Door For
Bag
Disabled
Reclaim
Passenger and Infant Entry

Passenger Metal Object

Desk
Position Immigratio
n
Passenger Search Staff
& Customs
Staff
Check-in Staff Position Position
Issue Bag Ticket Pax
Boarding Pass &
Immigration
 Airport Baggage Handling

VIP Check-in Operational Process:

Step 1 Passenger taken by dedicated transport to dedicated VIP facility and approaches desk
facility.
Step 2 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 Passenger approaches self service check-in kiosk with physical ticket or e-ticket details.
Step 2 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 check-
in 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
check-
in 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
Process approaches
duration check-in
3-5 desk.

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 duration 5-10
sees.
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

Denotes
Physical

x x
Standard Check-in Process Action
Denotes
XX | Communicati
on
x
||
x|
/
x
x I
XX

Step 1 & 2 Ste Ste Step 5

p3 p4
XX
XX

J
XX1 11

Control

___ System
Takes Over

Step 6 Ste Ste

Control System Logic p7 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 Bag
Window
[I] 1st Bag In Sequence to be Checked-in Generator
Position
X - Denotes number of Check-in Desk
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
„ Bag
Window
[]] 1st Bag In Sequence to be Checked-in Generator
X - Denotes number of Check-in Desk Positions Position
NOTE: EVERY OTHER WINDOW IS KEPT FREE FOR SECOND BATCH OF CHECK-IN DESKS

1/7
Probabilit
y
of
Obtainin
-------N— — tt- Dispatch
g
Window
Desk
Position!
Option 3 I
Relative
This to
CEDis; where there is no controlled event discharge, and baggage injection from the dispatch
conveyors
Window
to collector conveyors is controlled on a random basis rather than by calculating free space.
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)
Large Airport Potential Configuration N
Shown with Automated Departures & Arrivals System A
ARRIVALS DEPARTURES

Final Transfer _U____U____L_L

Check-in Concourse
Destination Connection
Reclaim Reclaim'
1 ID'. ±± 1±
Primary Sortation

X
Zone 2
HBS
DCV —I

Zone 6 Zone 8 Zone 5 Zone 3

North West Transfer Core Baggage North East
Apron Make Up On-load Sortation Apron
Bar Code or RF Make Up

Zone 7 Zone 4
South West South East
Apron Make Up 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. Conveyor #2
• 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.
 • 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 radio-
transmission
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 set-
up,
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 Photo courtesy of

Vanderlande
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
Single Charter
Wide Body Outbound No of Make-up Length of Make-up
Single Class 5 Make-ups 42 Meters
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 Class 3 Make-ups 28 Meters
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 Can be used with free rollers.
Inclined Racetrack Baggage Hall Used where secondary sort needed.
Free roller Baggage Hall/Apron Bag speed control required.
Powered & Free Roller Baggage Hall Not preferred due to entrapment possibility.
IATA Airport Baggage Handling

Figure U2-25: Lateral Presentation

Length

Figure U2-26: Chutes Presentation

Length

FULL
CHUTE
PHOTOCE
LL
LOCATION

MAKE-UP
LENGTH =
X1 +X2
NOTEX2>1S
m<3m

613
IATA Airport Development Reference Manual

Figure U2-27: Racetrack Presentation

Length

BAGGAGE HALL RACETRACK

(INCLINED OR FLAT)

X1

-4- 4-

MAKE-UP LENGTH = X 1 + X2 + X3 + X4

NOTE X1 OR X3 > 2M TO ACCOMMODATE

DRIVE MECHANISM

Figure U2-28: Powered & Free Plus Free Rollers

POWERED & FREE PLUS

FREE ROLLERS

MAKE-UP
LENGTH

614
IATA Airport Baggage Handling

U2.13 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.
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.
v.

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
Make-up
Connecting Flight Flight Containerize
Early Bag
-► De-contalnerize Same Airline Bags to
Store
--------- As Inbound

\
Containerized Multj Aircraft
w
Connecting Flights

Non-
containerized
Single

y
. iH
Connecting Flight Automati
c
Make-up
Sortation
Non- Flight
Loose Load
containerized Different
w Airline Bags to
Multi Connecting
Aircraft
Flights To Inbound

rti
Manual
Sortatio
Hold n
Bagga
ge Denotes option to rescreen bags which have excessively

Scree dwelled

Transfer Bags ning Desk

Transfer
within the Early Bag Slore

Arrivals Reclaim Check-in 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: Transfer Baggage Data and Operational
Processing
INBOUND TRANSFE AT GATE - PAX OUTBOUND
R ACCEPTANCE POINT AIRCRAFT
AIRCRAFT
CHECK-
PAX. NAMES
IN
[ PAX. NAME j PAX. NAME
PAX. NAMES
PASSPOR
DESTINATION ID PAX. FLIGHT NO. T DESTINATION ID
OR CONNECTING CHECK OR CONNECTING
BOARDING PASS PAX. FLIGHT NO.S
PAX. FLIGHT NO.S
NO. OF BAGS VALIDATION

NO. OF BAGS/PAX PAX RISK STATUS NO. OF BAGS/PAX

PAX RISK ASSESS

I
Departures
Control

3E
BAGGAGE PAX. PICKS UP System
HALL TRANSFER
MANUAL BAGS FROM
CODING RECLAIM TAKES
POINT TO CHECK-IN Messaging
BAGS INJECTED INTO BAGS INJECTED System
BAGGAGE SYSTEM INTO
BAGGAGE SYSTEM

STAFF / PAX OPERATIONAL INTERFACES

TRANSFER CHECK-IN IMPORTANT NOTE:

BAGGAGE HALL BAG/PAX RECONCILIATION
SITUATION Check-in Staff:Enter Gate Staff Check
•Pax Name ' ACTUAL BAGS/PAX
Baggage Handler Manually: •Boarding Pass COUNT IN SYSTEM MUST
■Reads Pax Name •Destination Flight No. Validity.
• ** Pax. Declares No. Of Bags In TALLY WITH DCS BAG
•Reads Destination Flight •Pax Name COUNT
No. t ■Destination Flight & BOARDING PASS
■Counts No. Of Bags Transit OR No.
•Recede Baggage - NEW • " Pax Enters •Total No. Of Bags In
transfer bags IF NO PAX THEN NO BAG ON
Tag Issued
from reclaim FLIGHT POLICY
•Boarding Pass Issued.
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 DCS Passenger DCS Check-in Bag DCS Baggage Hall Count
Name Boarded Status to Pax Count Via Manual or Automatic
Sortation Bar-code
Miss W Yes 0 0
MrX No 1 1
Mr Y Yes 2 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 be
given a priority route through the hold baggage screening system but should undergo normal
screening processes.
 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: EARLY BAGGAGE PROCESSES

U4.1 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
Flight \
HBS \ Bags to
Early Transfer In-bound Bags Tag )
Process/ Open Flights
Reader/

Coded

I
No Reads
Early Bags from Check-in Early

J Manual
• Coding
Notes:-
Denotes a Pusher Unit
manual!/ operated via Push Button Sort (Manual)
push button
A B C
Number of flight make-^p loading lanes
may vary according to flight schedule

RightA
Iff
^I n
PLC
System

Flight Make-up ^C^"

t
U.............I - I TIME OR

FLIGHT
r------
SORT

4I —^
Out-bound Bag Tugs and Dollies
I Secure
c) Flight Make-up" (Flight 'B'|-^- Storage/

I
Holding

Out-bound Bag Tugs and Dollies

(Flight 'CJ-<-
Area
Capacity
<1000Bags
4
Flight Make-up t cj

Out-bound Bag Tugs and Dollies

U4.3 AUTOMATED EARLY BAGGAGE STORAGE

Automatic early baggage stores are used where early baggage input rates are > 250 bags/hour
and/
or where the total volume of early baggage being stored is > 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

Flight \ Screened
HBS \_
Early Transfer Bags^> iProcess'' Tag Open
Reader/ Flight
^No Bags
No Reads
Early Bags from Check-In —1
Coded
Manual Early
Coding

TIME Or FLIGHT SORT ^ To Open Flights:

Chutes
Secure Storage / Holding Area Or
Capacity is > 1000 Bags Laterals
Or
Flight 'A'j- Racetracks
Early Bag Sortation:
Conveyors + Pushers Flighl 'BJ-
Verti-sorters
Or Flight 'CJ- Lane Limit |—
Conveyor + Verti-Sorters Normally Flight Sortation:
Or Flight 'DJ- < 30 Lanes h- Conveyor/Pusher
DCV Type 1+Conveyors Verti-sorter
Or Flight 'E'j. Or
DCV Type 1 Only Tilt Tray Sorter
Flight Or

'L
DCV Type 1
'F Or
DCV Type 2
Flight '?}■

V
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.
■
J
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.
_______________________________________________,___________________________________________________________-
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 Processing Point Location Aircraft to Processing Point

Destination Options
Arrivals Baggage Point B — Mid Field Pier Injection
Processing. Conveyor connected to DCV or
Sorter. (Note this ultimately
connects to Point C below).
Point C — Main Arrivals Terminal
Carousels/Conveyors.
Transfer Baggage Point B — Mid Field Pier Transfer
Processing 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.
Movement Technologies
(i) Baggage Tug and Dollies;
(ii) DCV Type 1 or Type 2;
(iii) Tilt Tray Sorters/Conveyors
(See Section U2)
(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 Processing
NAL Point 'C
BUILDI Location
NG Option:
ARRIV Main Arrivals Terminal
ALS Aircraft to
HALL Processing Point
Movement
Technologies Aircraft Point A to
(i) Baggage Tugs and Dollies Processing Point B
OR Movement
(ii) DCV Type 1 or Type 2; Technologies:
OR (i) Baggage
Processing PointTug
'B' and
DolliesOption:
Location
...4__
B Mid Field Pier
CODED Baggage Injection
PIER 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: Processing Point

Carousels are preferred 'C
Passenger Interface Unit 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 Processing Point 'C

BUILDING Location Option:
Departures Baggage Handling
DEPARTURES
System Transfer Baggage
BAGGAGE Input Point. (Manual or Direct Input)
HALL
Aircraft to Processing Point
Movement Technologies:
(0 Baggage Tugs and Dollies
OR Aircraft Point A to Processing Point B
(ii) DCV Type 1 or Type 2; Movement Technologies:
OR (i) Baggage Tug and Dollies
(iii) Tilt Tray
DEPARTURES Sorters/Conveyors
BAGGAGE
HANDLING
B Processing Point 'B'
Location Option:
SYSTEM Mid Field Pier Transfer Flight Make-up
Point CODED Baggage Injection Conveyors
INCLUDING PIER TO
HBS/EBS
00 DCV Type 1 or Type 2
(AS REQUIRED) (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 MANUAL Baggage AUTOMATIC Baggage Tugs and Dollies

Description Tugs and Dollies Between Points A-B then DCV or Sorter
Between Points A-C to Point C.
Tugs Costs Applicable Applicable (Though Less Required
because quicker turnaround)
Cost of Dollies Applicable Applicable (Though Less Required
because quicker turnaround)
Cost to Provide Tug Applicable Applicable (Though Less Required
Drivers because quicker turnaround)
Tug Energy Costs Applicable Applicable (Though Less Required
(Diesel or Battery because less vehicles)
Charging Costs)
Maintenance Costs Applicable Applicable (Though Less Required
for Tug and Dollies because less vehicles)
DCV or Tilt Tray Not Applicable Applicable
Sorter CAPEX Costs
DCV or Tilt Tray Not Applicable Applicable
Sorter Maintenance
Costs
Baggage Handling Applicable Applicable (Though Less Required
Staff Costs 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 <0.3m/sec).
• Ability of passengers to identify and retrieve passenger baggage.

Aircraft Type Passenger Loader Staff Com ments/Recom mendations

and Flight(s) Reclaim Reclaim Bag
Serviced Presentation Loading
Length Length (X2)
(X4,X5,X6)
(1 Off) Wide > 70m < 90m > 20m < 40m Upper limits should be used where
Body Aircraft the bag to passenger ratio are often
> 1.5 Bags / Passenger
(1-2 Off) > 40m < 70m > 20m < 30m Upper limits should be used where
Narrow Body the bag to passenger ratios are often
Aircraft > 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 <0.3m/s.
Oversized Baggage (OB) Conveyable (refer to clause U1.2.2) should be reconciled with
passengers using straight free roller conveyors.

U5.IR1 Reclaim Area Simulations

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 F).
I
This will enable the airport designer to fine tune the reclaim sizes, refine the architectural
features
SECTION U6: CONTROL SYSTEMS

U6.1 INTRODUCTION AND DEFINITION

In this context control systems are defined as the equipment and software that provides for the
operational control of baggage handling equipment. This article details the factors of a control
system
design that are considered industry best practice.

U6.2 SYSTEM CONCEPT

U6.2.1 Hardware Choice

It is universally accepted that control systems should be based on the use of programmable logic
controller (PLC) technology. PLCs provide a proven and reliable means of meeting control
requirements across many industries, and baggage handling is no exception.
At the onset, a decision needs to be made concerning the PLC system selection. A number of
factors
should influence this, such as:
• Spares holding.
• Familiarity maintenance and supplier.
• Standardised software.
• Inter networking.

U6.2.2 Control Architecture

Having selected the PLC system, the control concept then needs to be selected. Increasingly a
centralized control via distributed I/O has become best practice. In this way the advantages of a
centralized co-ordination of control activities together with the advantages of a distributed
Figure U6-1: Schematic Arrangement of Distributed I/O
System

Main
Panel
 IATA Airport Development Reference Manual

In this approach a PLC is selected to control a part of the system consistent with the control
requirements, the PLC's capabilities, and the system availability. Local control panels containing
motor controls, local operator controls and an I/O module are located adjacent to each piece of
equipment. Vendor independent networking standards such as the Profibus Field Bus support this
approach, with high speed robust communication supported by many vendors of PLC and I/O alike.
This modular approach can be adapted to fit most standard control requirements, with a selection of
as few as five different standard designs for a local control panel (all based on the same concept).
One variant is illustrated in Fig. U6-2, below.

Figure U6-2: Sample Control Panel Configuration

PLC
System

Area Contrai
Panel

□___E Field
DevinQe
Motor Profibu Field
Contro s Devices i cannery
l I/O Con"-
Profibus Scan tea Scanner fca| Scanner]
To Controlle
RS232 r Scanner [a| Scanner]
DC
Sce Scanner pa|

Scanner |

Scanner [~|

This approach delivers advantages in terms of reduced installation time, since pre-assembly and
wiring can be carried out before arriving at site (with site based activity only requiring network, power
and a limited number of interlock connections). This approach also delivers a superior maintenance
regime in that all required controls for maintenance purposes are located adjacent to the item of
equipment. Finally, the approach is very modular in that the addition of new equipment requires only
a new local control panel and limited interconnections. It also simplifies the addition of further control
devices such as photo electric cells that may be required after the initial installation is completed.
Due to vendor independence this emerging standard is also likely to facilitate vendor independence
at the baggage equipment supplier level, providing a few standards are set such as the selected field
bus.

636
U6.2.3 Software Approach
For similar reasons to the initiatives for a standardised concept in controls hardware, there is a
similar
drive towards standardisation of control software. Firstly, the IEC 1131 standard has emerged as a
recognised standard for the way in which PLC software is written. Adhering to this standard means
the PLC software follows more uniform concepts and becomes generally simpler to maintain for
those
other than the original developer.
In addition, the best practice software approach has been to modularise software such that a re-
usable set of libraries is generated. This allows a new baggage control system software requirement
to be generated primarily using standard, proven software modules. In this way only small amounts
of software, necessary to link the individual functional modules as required by the particular system,
need to written. This minimises implementation risk and again significantly aids the maintainability of
the delivered system.

U6.3 COMMUNICATIONS
Although the primary purpose of a control system is obviously to control the equipment, in doing so
significant amounts of data regarding the operation of the equipment or system is also generated.
Such data may be instantaneous status or fault information, but may also be longer term data such
as throughputs.
These types of data needs to be communicated to systems other than the PLC systems, where it
can be used effectively for operational support and decision making purposes. This requires support
of communications standards to allow the data to be used elsewhere. The de facto standard across
most industries is the TCP/IP protocol, which forms the backbone of the internet. Because of its
very
large vendor independent uptake it has come to form a standard supported by the vast majority of
manufacturers. This is also true of PLC systems.
Current best practice is clearly that the PLC systems which form a control system are networked
together using TCP/IP over an ethernet network. Although it is still necessary to have
implementations
of vendor specific protocols to allow full communication, TCP/IP on ethernet commonly forms the
interconnection basis for control systems and their supervisory IT systems.

U6.4 IATA RECOMMENDATIONS

U6.IR1 The following summarizes th© IATA recommendations from above

• PLC Based Control System.
• Centralized Control with Distributed I/O architecture.
• Vendor Independent Field Bus Technology.
• IEC 1131 Compliant Software.
SECTION U7: MANAGEMENT INFORMATION SYSTEMS (MIS)

U7.1 INTRODUCTION
Management Information Systems or MIS for short is used to describe many widely and varied
functions pertaining to baggage handling systems. This article aims to cover the specific functions
which reside under the umbrella term MIS, together with some recommendations.

U7.2 MIS FUNCTIONS DEFINED

This section describes the basic components that generally form part of an MIS system.

U7.2.1 Maintenance Diagnostics System

The Maintenance Diagnostics System (MDS) has become the common term for a system which
provides real time monitoring and display of the systems status and faults and usually allows
supervisory control to the extent of allowing MIS operators to start and stop systems, make route
selections etc.
The generic software package used to build an application specific MDS has generally been known
as a supervisory control and data acquisition (SCADA) system. For these reasons MDS systems
are
often known as SCADA systems. Apart from collection of real time information, these systems will
often collect historic and trend information that is useful for the management of the baggage
U7.2.2 Information System
The general term information system is used here to cover the varied ways that historic information
about the baggage system, usually found in the MDS system, is collected stored and used.
This level of data may be characterized as collecting information such as system throughputs,
detailed
fault statistics, and other system performance data. It's generally used to set key performance
indicators in the form of defined measurements that allow the baggage system performance to be
measured against meaningful targets.
Flexible analysis of this type of data can also be a very useful tool in investigating performance
related
and other issues to allow further optimization of the system.
Such data can vary widely depending on the make up of the baggage system, any service level
agreements (SLAs), management methods, etc. For this reason there has generally not been a
specific software package designed to meet these requirements; the most common solution is a
database system of a level appropriate to the volumes of data and the required analysis methods.
U7.3 MIS FUNCTION CONSIDERATIONS
This section suggests some considerations when selecting MIS system requirements.

U7.3.1 Maintenance Diagnostics System

There are many well established software packages in the market place which define the system
specific requirements for:
• Data transfer with pics.
• Animated graphical system layouts based on PLC data.
• Logging of Historic Data.
• Display of fault messages.
• Drawing of data trends.
These represent the standard functions of a SCADA software package and allow non software
engineers to configure an application using fill in the blank and simple drawing techniques.
An application may require some specific features of a SCADA package in addition to the basic
features that all such packages provide. Such additional requirements should be defined and should
be one of the key considerations in selection of the package.

Figure U7-1: Schematic Arrangement of Multiple Systems

MDS
All Systems

MDS MDS MDS

System A System B System C

It is often a requirement at larger airports, where there may be more than one distinct baggage
facility,
that the MDS systems can be linked together to provide the advantages of an overall supervision
opportunity. This type of integration is generally far more easily achieved when the software package
used for each area is the same, and should therefore be a significant factor in software selection.
A strategy for enhanced system availability should also be considered. This would typically consist
of a hot standby system which remains in operation, and which is capable of taking over
automatically
from a failed master system. There are however a number of means to achieve enhanced availability
— a number of which are package specific. All of this suggests that the requirement for back up in
the event of failure needs to be considered and measured against the provisions of any selected
software package.
Many SCADA packages provide the means of adding additional user workstations to allow multiple
personnel to access the MDS functions. These might range from additional full network workstations
to some additional software to allow any computer to be used over a dial up or internet connection.
Again, the requirements in this respect will give additional guidance in the selection of an optimum
approach.
IATA Airport Development Reference Manual

U7.3.2 Information System

The selection of the approach chosen for the information system will depend on many factors, such
as:
• Anticipated volume of data.
• Report generation capabilities required.
• Data manipulation requirements.
• Data integrity.
Solutions at this level vary from a simple spreadsheet through to a full relational database
management
system (RDBMS). Both are valid approaches depending on the requirements of the application.
Generally the data that is sourced for an information system will come from the MDS system if it is
baggage system operational data. Often data is also required to be sourced from the sort allocation
computer (SAC) in order that baggage data can be added to system data. Other forms of input such
as a manual interface with other systems may be required to complete the data set required for
management information. The first step is obviously to define the data required in this respect and
where it will come from. The selected approach for the information system must then account for its
ability to interface with the defined data sources.
The requirement to define standard reports which can be easily produced should be considered
together with any need to have them automatically produced. This will be a factor in selection of the
approach.
It is often beneficial to have a tool which allows new ad hoc reports to be easily configured. This
type
of mechanism allows the larger volumes of data acquired to be processed to provide meaningful
information — without having to manually analyze large volumes of data. Data manipulation also
impacts this selection criteria. Each potential approach is likely to offer tools for data manipulation;
these need to be considered for their flexibility against the intended use.
The availability of skilled resources also needs to be considered as some approaches do not
require
high degrees of computer literacy, whereas others, although probably more flexible, require
significant
computer knowledge.
In view of the cost reduction over recent years, and the availability of such software for PC
platforms,
the relational database management system has become the most popular approach. This
approach
IATA Airport Baggage Handling

U7.4 IATA RECOMMENDATIONS

---------

U7.IR1 MIS Recommendations

The following defines the IATA recommendations for MIS.
• In Selecting an MDS System consider:
— Required features.
— Software standardization.
— Integration with other facilities.
— Required availability.
s Number and format of displays
?T=

• In selecting the information system approach consider:

— Anticipated volume of data.
— Report generation capabilities required. ò

— Data manipulation requirements.

— Data integrity.
—* Interiaces with other systems for data collection.
— Available resource skills.
Consider RDBMS systems for information management and reporting.
________

641
SECTION U8: OVERSIZED BAGGAGE

U8.1 OVERVIEW
The quantity of oversized baggage at airports can be substantial, and therefore the systems that
process them needs to be proportionally sized and correctly positioned. It is important to note that
all baggage, including oversized baggage, should be screened in accordance with the requirements
of Section U11. Oversized baggage comes in two distinct categories: (i) conveyable and (ii) Non
conveyable. Refer to section U1 for terminal-specific baggage size clarification in this regard.
The proportions of conveyable and non conveyable baggage will vary, and each airport operation
will have its own profile which should be established before proceeding to design the oversized
baggage facility. It is important to design flexibility and operational convenience into the oversized
baggage system for the airlines and their passengers.
A passenger will, in most cases, present themselves at the standard gauge check-in facility, even if
there is clear signage close to the passenger queue to direct them to the oversized baggage check-
in facility. The reality is that passengers with oversized baggage will likely queue in standard gauge
passenger lines until directed to oversized baggage processing areas.
Oversized baggage needs to be weighed and baggage tags (Bar-code/RFID) need to be affixed to
oversized bag. It will be important for the oversized check-in desks to be fitted with computer
peripherals
which will allow each participating airline user to access their respective Departures Control System
(DCS) software.

Figure U8-1: Oversized Baggage Processing

-► Denotes Oversized Baggage

Conveyor Route or Bag Walk Route
U8.2 MANUAL DEPARTING OVERSIZED BAGGAGE PROCESSING
Position of hardware: Having established the manual processing requirements for oversized
baggage, the hardware identified below should be positioned within the concourse area such that
each participating airline user can equally access the facility, and such that the distance to the
facility
from the participating airlines is equally distributed where practically possible. Please refer to FIG.
U8-1.
Hardware requirements: Check-in Desks with DCS Access/Bag Weigh Scales/Lifts (where level
changes are required) / Tugs/Dollies/Oversized Hold Baggage Screening Area/Flight make-up
Area.

U8.3 AUTOMATED DEPARTING OVERSIZED BAGGAGE PROCESSING

Position of hardware: Having established the automatic processing requirements for oversized
baggage, the hardware identified below should be positioned within the concourse area such that
each participating airline user can equally access the facility and that the distance to the facility from
the participating airlines is equally distributed where practically possible. Please refer to FIG. U8-1.
Characteristics of Oversized Baggage Conveyor Routes:
• The conveyor routes should be designed such that they are as straight and as flat as possible.
• Belt Widths should be > 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 Airiine ^BS
Messagef
M
LPC ► tDCS BPM Distributi Flight
RSM "BSM FLT
Informatio
BPM\L i r
MIS n
Status
SAC Chutet
k > Chute Allocatio
Transfers PLC
s n

IIIIIHIII Mill BP

Screening Sorter J
Remote
IfllllllllllllMIII 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 Chute
Distribution 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: BAGGAGE HALL DESIGN

U10.1 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:
• 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.

U10.2 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 Design Air Temperature °C Humidity Ventilation Rate
Criteria % Saturation Baggage Hall Volume
Summer Winter
Air Changes Per Hour

Baggage Hall 24 18 60 >5

(Battery Tugs)
Baggage Hall 24 18 60 > 10
(Diesel Tugs) Depending on Tug
DIESEL TUGS Usage-Carbon
ARE NOT Monoxide and Nitrous
RECOMMENDED Oxide Levels to be
made safe for Baggage
Hall Staff

U10.3 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 Plan Width (M) Vertical Comments
Personnel Clearance (X1) Clearance
Description (Y1)
A) Conveyors Units > 1m < 1.5m > 1.8m < 2.1m 1 m (X1) Clearance Is
General Requirement Either
Side Of Conveyors. 1.5m
Recommended At Drive
Locations On One Side
Only
B) Sorters/DCV > 1m < 2m > 1.8m < 2.1m Variations Will Occur See
Manufacturer Specifications
C) All Other Support > 1m < 2m > 1.8m < 2.1m Variations Will Occur See
Conveying Equipment (Refer to Manufacturer Specifications
Hardware. Equipment
Specifications)
 Vehicle Clearance
DescriptionPlan Width (M)Vertical
ClearanceCommentsPassing Lanes(X2)
> 2.5m <3m
(Unless Specified
By Local Airline
User Group)(Y5)
> 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
Participating Bi-
Airlines.
Fold Containers
Figure U10-1:
Doors)Dimension Typical
(Y6) May Be Cross Section Through Baggage
Hall
Relaxed To > 2.43m
Where ONLY fabric (with Mezzanine)
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 <w environment
requirements defined within Clause U10.2.

U10.IR3 Baggage Hall Clearances

The baggage handling designer and Architect should adhere to the baggage hall clearances
defined within Clause U10.3.

U10.IR4 Baggage Hall Health and Safety

The baggage handling designer and Architect should adhere to the baggage hall heath and
safety recommendations defined within Clause U10.4 plus any national legislation in this
regard.
\^ -***- --- ;__________________________^____ ^ _________________
SECTION U11: HOLD BAGGAGE SCREENING

U11.1 ICAO POLICY

ICAO Annex 17, Security, and in particular Chapter 4 Clause 4.4 'Measures relating to hold
baggage'
defines the high level requirements for the screening of passenger hold baggage. The term Hold
Baggage Screening is often referred to as HBS, and more recently has taken the form of 'EDS',
though this actually means Explosive Detection Systems {which relates to the types of equipment
used within HBS processes). There are two recommendations made by ICAO which relate to HBS
processes, these include:
ICAO paragraph 4.4.9 Each contracting state should establish measures to ensure that originating
hold baggage intended to be carried in an aircraft engaged in international civil aviation operations
is screened prior to be being loaded into the aircraft.
ICAO paragraph 4.4.10 Each contracting state should take necessary measures to ensure that
unidentified baggage is placed in a protected and isolated area until such time as it is ascertained
that it does not contain any explosives or other dangerous device.
It should be noted that ICAO Recommendation 4.4.9 will become a Standard on 1 January, 2006.
U11.2 IATA HBS POLICY
IATA endorses the use of the ICAO Annex 17 security standards and all recommendations. IATA
recommends that the following categories of hold baggage should be 100% screened using the
principles and equipment variants defined within clause U11.3 within this section:
• Originating international departures hold baggage.
• Originating domestic departures hold baggage.
• Transfer international hold baggage.
• Transfer domestic hold baggage.
It is recommended that the process to screen all hold baggage should be made completely apparent
to all departing passengers using appropriately positioned signage. The precise machine types,
models and processes used in the HBS process should not be communicated to passengers or
persons within the terminal in any way.

U11.3 RECOMMENDED HBS PROCESS FOR NEW HBS

DEVELOPMENTS
There are various techniques and locations for screening hold baggage within airports. It is possible
to screen baggage (i) on the concourse in sterile areas; (ii) within the check-in desks; (iii)
immediately
after check-in though still on the concourse level; (iv) within the terminal building voids leading to the
baggage hall; (v) within the baggage hall; and (vi) at the gate, where screened baggage is then sent
to the apron for local flight make-up.
IATA recommends that all HBS activities (excluding Level 5 status baggage disposal) are
completed
within the confines of the baggage hall in centralised screening facilities.
1)113.1 Recommended 5 Level HBS Process
IATA recommends the use of a 5 Level HBS process for the screening of all baggage types as
defined
within clause U11.2. The following matrix explains the definitions of the screening levels and the
alternative routes available upon exit from the various levels of screening. It is envisaged that at a
busy international airport 1 in 50 million bags processed will require bomb disposal services. This 1
bag in 50 million bags indeed may not contain an explosive device but must be processed as if it
does
HBS LEVEL # Definition of Cleared Baggage Reject Baggage
Screening Directed to: (Target Directed
Within Level % to:
of Baggage)
1 Fully Automatic Explosive Automatic or HBS Level 2
Detection System (EDS) — Manual (30% of Total
inline X-ray Machine. Baggage Sortation Flow)
System
(70% of Total
2 Staff Operated X-ray Automatic or Flow) HBS Level 3
Screening image Manual (5% of Total Flow)
Processor Baggage Sortation
workstation using System
enhanced (25% of Total Flow)
Image Processing
software.
(Notes Level 2 images are
obtained at Level 1 EDS
3 CT X-Ray Machine Automatic or Reconciliation of
Or Manual Higher
Staff Operated Electronic Baggage Sortation Threat Status Baggage
Trace Detection (ETD) System with Passenger
System. (4.8% of Total Flow) (0.2% Of Total Flow)
(NOTE Level 2 reject
Image
replicated at Level 3
position
4 Reconciliation of Threat Automatic or Manual Very High threat
Baggage with Passenger Baggage Sortation Baggage
(Pax and Bag Brought to System Sent to Baggage Bomb
Special Area) Passenger (0.19999998% of Disposal Unit.
asked to account for Total (0.00000002% of Total
threat Flow) Flow)
image and ETD trace
presence concern.
Passenger asked to Open
Bag
5 (TERMINAL Bomb Disposal Unit Called Bag Destroyed N/A
EVACUATION to (0.00000002% of
LIKELY) Dispose of Baggage which Total
cannot be reunited with Flow)
Passenger
U11.3.2 Recommended Equipment Configurations
It can be seen from Fig.'s U11-1, 2 and 3 that there are numerous arrangements possible for the
integration of 100% Hold Baggage Screening equipment. Fig.'s U11-1, 2 and 3 clarify the
recommended high level flow filtration principle to be adopted for the various sizes of international
airports. The fundamental design philosophy to adopt when designing hold baggage screening
systems
is denoted by the following design stages:
Stage 1 — Confirm Peak Hour Rate for baggage to be screened in final design year for facility.
Stage 2 — Select correct number of EDS/CT/ETD equipment to cope with Peak Hour Rate.
Stage 3 — Add route and EDS machine capability (redundancy) to cope with planned or unplanned
EDS equipment maintenance and compliance of Service Level Agreements (SLAs) negotiated
between airlines and the airport operator.
Stage 4 — Ensure that input and output routes from the HBS facility meet with the User
Requirements
Figure U11-1: Small Airport Typical HBS Layout

A Typical Small Airport HBS Layout

-
To
So
Q>\
From
Check-in rtati
X-Ray T
I 1
Ciparecl
on
1
Ba&gagc

L2 Cleared
L3
L1 Rejected
Baggage
Cle
are
d
Ba
Den gga
otes ge
W/Stn lil/Xl
Verti A"
Denotes
[DPI)-Sorte 2LR
L3
Decision X-
Pointr
RedundancyDynamic eje
cte Ra
switching dB y
L2 Redundancy■■ Stan
agg
age dby
L3
ETD

±
L1
Reject
ed
Bagga
ge
From
Check-in L11
1L' ClturJX-
Ray1Sagrjarje

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
Verti-
Sorter
L2 L2
Denotes
Verti-Sorter W/Stn W/Stn
#1 #2
Denotes
Decision L2 L2
Rej Stan
Point W/Stn W/Stn dby
#3 #N ect L3
Potentially Remote Networked 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 - In-
Line Level 2
From
Check-in

Level 1
Presorter
Load
□istrlbulion
L1
From
Optimisation
X-
Check-in
l»IV-||| k Ra
y
#3
L1 L1
Clea
X- red
L1
Ray
#N
Reje
cted
Bagg
age
Mix
L2L2W/Stn•
W/Stn#1#2L2L2
Denotes
Verti-Sorter W/Stn,.
Standb
Denotes (..W/Stn#3#NPot y
Decision
Point entially Remote L3 ETD

NetworkedLevel
2 Workstations

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

Detection: EDS X-ray
Detection: Level 2
Workstation
(Networked)
Detection: CT-X-ray
Detection: Explosive
Trace
Detection (ETD)
Sortation: Tilt-tray Pre-Sorters
Sortation: DCV's (Type 1)
Sortation: Verti-Sorters
Tracking: Bar Code Readers
Tracking: Optical Shaft
Encoders
or Star Wheel Encoders
for
pre-tender design stages)
Level 1 Screening Process (20-23Bags/Min)
Level 2 Screening Process (12Bags/Min)
Level 3 Screening Process (3-6Bags/Min)
Level 3 Screening Process (3 Bags/Min)
Level 1 Pre-sortation (Large Installations Only (60Bags/Min)
Level 1 Pre-sortation (Large Installations Only (5m/s cart
speed)
Any Location where line flow must be dynamically
split or
merged.
Not (25/40Bags/Min)
recommended — but in limited applications will aid
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
point 2.
optical Shaft encoder is more accurate than star wheel.

Figure U11-4: EDS Workstation Image

Image courtesy of L3 Communications

 Figure U11-5: Typical CT Machines

Photo courtesy of Reveal — CT80 Photo courtesy of L3 Communications-

See Note (i) eXmnr 3DX 6000
Notes:
(i) Reveal CT80 model: TSA explosives detection certification process planned for March 2004
(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: PASSENGER & HAND BAGGAGE SCREENING

U12.1 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:

• Departures Passengers.

• Transfer (in transit) Passengers.

U12.3 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 PAX found with

@ AMD - Search Prohibited items

>
Needed With Restrained
Hand Held
Detector

PAX - No BAG
> PAX Cleared AMD
Exits Central
PAX Boarding Security Search
Pass & Flight Cleared Baggage
Ticket Verification' Pick-up Rollers

Optional: Recommend:
PAX. Risk Automated
Assessment Separation Rejected Baggage'
Position Conveyor Reunited with PAX.
& Searched PAX & Bag ExistsistsV
0 Central Security
Search

Optional HIGH RISK PAX. Separation

Following PAX. Risk Assessment Exercise

Optional Enhanced Equipment Route

1. AMD with Particle Analysis
Capability
2. EDS / CT / Plus ETD

Process Map Courtesy of Norman Shanks Associates

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 Screening of 12 PAX./Min Used where Passenger Risk
Metal passengers for Assessment (PRA) is
Detector metal defined
based items to be LOW risk where risk
evaluation has occurred.
(90%-100% passengers
(PAX) Will use this route)
Conventional Screening of 10-12 Bags/ Used where the PRA is
X- Passenger hand Min Restriction based defined to be LOW risk
Ray 1 Image baggage and on all images where risk evaluation has
Reviewer Staff inspected occurred.
Operator work goods and 5 second (90%-100% PAX hand
maximum per image baggage will use this
route)
Archway Metal Screening of 7 PAXVMin Used where PRA is defined
Detector with passengers for to be HIGHER risk where
Particle metal risk
Analysis based items. evaluation has occurred.
Capability Analysis (5%-10% PAX will use this
of drug and route)
EDS X-Ray 1 Screening of 15 Used where the PRA is
Image Reviewer Passenger hand Bags/MinRestriction defined to be HIGHER risk
Operator — baggage and based on reject where risk evaluation has
multi reviewer Staff images occurred.
possible work goods only inspected and 5 (5%-10% PAX hand
second maximum per baggage
image will use this route)
CT-X-Ray 1 Screening of 3-6 Bags/Min Rarely used for this function.
Image passenger hand
Reviewer baggage and staff
Operator work
goods
ETD Analysis of explosive 3 Bags/Min Commonly used as final
particles on arbiter device. Small space
passenger needed/lower cost favors
person or on their use
baggage 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 Edge-
Design

Reject hand
baggage search Glazed screen to protect
table area. passenger from conveyors
though
Optional to have allow visibility of bag
reject image routes and
replicated at permit correct level of
search point. passenger
access to various baggage
status.
Photo courtesy of Fabricom Airport Systems UK
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 Passengers cleared at AMD permitted to pick up cleared hand baggage or review
contents of rejected baggage.
Step 3a Passengers rejected by AMD should then be scanned using hand held metal
detector.
Step 3b Passengers cleared by hand held metal detector permitted to pick up cleared hand
baggage or review contents of rejected baggage.
Step 3c Passengers rejected by hand held metal detector referred to Electronic Trace
Detection (ETD) equipment.
Step 3d Passengers cleared by Electronic Trace Detection (ETD) equipment; permitted to
pick up cleared hand baggage or review contents of rejected baggage.
Step 3e Passengers rejected by Electronic Trace Detection (ETD) equipment; referred to
Police and Security.
Step 4 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 of L3
COMMUNICATIONS
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

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 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

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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

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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
Forecast Concept Dplion
traffic development
demand
YES / Can \NO Value /Cost
y^xiflting facilities functions
N. to forecast with a new
examine estimate/
N^perstjonal process?. Concept
-Mm—
\ level "D" \
Create
Identity Feasibility
Implement
issues/ designs
corrective —Mutm--
operational process requirements Value examine ''cost
Compile Feasibility estimate/

C project options
~~ãt_%—
\ level "C" \
End brief Consu
nations/
review
New Facility Redevelopment
Select
/Redevelopment
existing facility or build
Feasibility
\ new facility? option
Role in Internal Invite lenders
airport consultations
system
Review
Strategic Plan historic Evaluation of ? Cost
master plan tender returns estimate/
—t\__V—
\ level "B" \
Consultations/
review
Review/redefin
e
project brief 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.
check-
in 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 IATA Airport Project Process

V1.4 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):

• Option 1: Redevelopment/ Expansion.

• Option 2: New Airport/Facility.

V1.7 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.

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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 IATA Airport Project Process

V1.19 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:
• 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.

V1.21 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: PROJECT COST MANAGEMENT

V2.1 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
< Uoi1 «ahTiata
/
level -D" \

Expert Feasibility
/ COBI esUrrale /
estimates cost \ level 'C \
input eslimales

Costing experts Financing plan

input________

Review

Detail < Coil latirnite

design /
level -B" \
cosi es!imole

Cons
ultatio
ns/
Revie
w
( CoalesUrrale /
level -A- \

Cons
Lrxictl
on
Cost
Monito
ring.
Oisgnostic
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:

• 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.

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 IATA IATA Airport Project Process

V2.3 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 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.
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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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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V2.13 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....................................... 685
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......................................................................... 687
Section W2: Pier Area Considerations
W2.1 The Terrorist Threat Within Airport Piers ............................................. 688
W2.2 Risk Evaluation and Risk Mitigation....................................................... 689
W2.3 IATA Recommendations......................................................................... 689
Section W3: Airfield Area Considerations
W3.1 Terrorist Threat to Airport Airfield Areas .............................................. 690
W3.2 Risk Evaluation and Risk Mitigation & Response.................................... 690
W3.3 Hijacked Aircraft Stands ........................................................................ 691
W3.4 IATA Recommendations......................................................................... 691
Section W4: Airport Police Facilities
W4.1 Airport Police Facilities — Overview...................................................... 692
W4.2 Police Facilities...................................................................................... 692
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 ............................................................. 693
W4.8 Communications Dispatch..................................................................... 693
W4.9 Police Facility Size Considerations ........................................................ 694
W4.10 IATA Recommendations......................................................................... 694

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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
check-
in operations and general expanses of terminal space frequented by passengers and staff against
IATA Anti-Terrorism and Police Facilities

W1.5 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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SECTION W2: PIER AREA CONSIDERATIONS

W2.1 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 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:

Risk Risk/Threat Description Possible Risk Mitigation Strategy

Ref: (Assumes All Originating Departures
Passengers Within the Piers Have
Cleared Central Security)
1 Handover of dangerous items (e.g. Option 1: Separation of arriving and
weapons/IED's etc) from an inbound departing passengers.
arriving passenger to an out-bound Option 2: Secondary screening of
departing passenger within pier. passengers at centralized checkpoints or if
necessary at the gates(s).
2 Transfer passenger arrives from poor Option 1: Secondary screening of
quality security airport (weapon or IED passengers at centralized checkpoints or if
on their person) and targets their necessary at the gates(s).
connecting flight for terrorist crime. 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 Option 1: (Preferred option) ensure all pier
access to the apron via the 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 Option 1: Armed police presence resulting
within passenger or staff areas. 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.

W2.3 IATA RECOMMENDATIONS

W2.IR1 Pier Risk Evaluations

691
The risks and the possible risk mitigation strategies identified within the table in clause W2.2
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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IATA Airport Development Reference Manual

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 Risk/Threat Description Possible Risk Mitigation Strategy
Ref: (other risks will/may exist) (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.

Cleared apron where possible.

2 Aircraft on apron has been
hijacked
•
3 Individual(s) with weapons (mortar
or missiles or rocket propelled
grenades, etc.) located inside/
outside & close to airport
692 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.
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

Possible Risk Mitigation Strategy

Risk Risk/Threat Description
Ref: (other risks will/may exist)
Tampering with approach lighting
systems or ground radar.
Fuel Farm Attack
(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.
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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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 ___________________________________J

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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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IATA

CHAPTER X — AIRPORT FIRE SERVICES

SECTION XI: FIRE RESPONSE CATEGORY

X1.1 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 0 m up to but not including 9 m 2m
2 9 m up to but not including 12 m 2m
3 12 m up to but not including 18 m 3m
4 18 m up to but not including 24 m 4m
5 24 m up to but not including 28 m 4m
6 28 m up to but not including 39 m 5m
7 39 m up to but not including 49 m 5m
8 49 m up to but not including 61 m 7m
9 61 m up to but not including 76 m 7m
10 76 m up to but not including 90 m 8m

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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
Airport Category Number of Vehicles
1 1
2 1
3 1
4 1
5 1
6 2
7 2
8 3
9 3
10 3

X1.3 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.

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SECTION X2: FIRE RESPONSE SERVICES & EQUIPMENT

X2.1 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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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:
• 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.

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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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IATA

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............................................................................ 714
IATA Airport Development Reference Manual
CHAPTER Y — NETWORKS

SECTION Y1: FRONTLINE OPERATIONAL AND SECURITY

Y1.1 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 Communication
Distance/Provider
LAN - Internal Office • Copper Core Cables <250m
• Fibre Optic Provider: Airport

LAN - Airport Wide • Copper Core Cables >251m < 5000m

• Fibre Optic Provider: Airport
• Microwave
WAN - National • Fibre Optic >3000m Provider: Some Airports:
National Communication Provider
• Microwave e.g.
• Satellite British Telecom / AT&T, etc.
WAN - Global • Above Mixture + Satellite National Communication Provider
e.g.
British Telecom / AT&T, etc.

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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 Contigency Factors for Network

Communications
In Service Time Type Of Network Contingency
Expectation for Factor
Network
< 5 Years LAN 1.25
< 10 Years LAN 1.5
< 10 Years WAN 2-3

Equation to determine network sizing provision:

Network Provision = Final Year "X" Demand Requirement x Contingency Factor

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Y1.2 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 SECURITY NETWORKS
The use of security networks has become more commonplace. Centralized security networks can
IATA 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 RECOMMENDATIONS

IATA 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: BUILDING SERVICES

Y2.1 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 Y2-1: Heating and Cooling Systems Operated at

Types of Equipment Airport Locations Used Centralized or Local
Energy Conversion Plant/
Units
Forced Heated or Terminal Pier and Office Spaces Centralized Plant
Cooled Air Small Temporary Building
Baggage Hall Spaces
Local Units
Radiators Using Water Terminal Pier and Office Spaces Centralized Plant
Baggage Hall Spaces
712 Chilled Beams Terminal Pier and Office Spaces Centralized Plant

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 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
IATA 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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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.
Area Within the Lux Level — Range Reference Plane Limiting Glare
Terminal Index
Check-in 100-300 Floor 22
Retail 100-200 Floor 22
Escalators/Stairs 200 Treads/Steps 22
Departures Entrance 200 Floor 22
Immigration Desks 500 Desk 19
Piers 200 Floor 22
Reclaim Units 500 Belt 19
Arrivals Channel 200 Floor 22
Airbridges 150 Floor 22

Y2.5 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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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
seat-
kilometers/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 check-
in 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 Glossary
A
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

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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 <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.
noise zones Areas surrounding an airport which are established to protect nearby residents from excess
noise
and which also protect the airport from community encroachment. The establishment of noise zones is an
important step when determining future land-use, and the factors used to ascertain them will vary depending
upon local/national standards. Noise 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.
operations area The designation given to the area occupied by airlines and ground handling, catering, etc.,
personnel who handle the aircraft while it is on the ground. It is usually located near the apron and includes the
area required for the flight crew and flight attendants as well as airline and ground handling personnel
assigned
to ground service operations. Certain amenities for personnel; e.g. wash rooms, lunchrooms, locker rooms,
together with support areas for stores, are also located in this area.
passenger, connecting See passenger, transfer
passenger, destination With respect to a specific airport, a destination passenger is one who's final section
of carriage, including aircraft disembarkation, baggage claim, etc., takes place at said facility. Synonymous
with
terminating or arrivals passenger.
passenger, originating With respect to a specific airport, an originating passenger is one who's first section
of carriage, including check-in, aircraft embarkation, etc, takes place at said facility. Synonymous with
departures
passengers
passenger, terminating See passenger, destination.
passenger, transfer A passenger making a direct connection between two flights (i.e., using different aircraft
and flight numbers operated by the same or another airline), or a passenger arriving at an airport of a State
and whose journey continues on another flight at the same or another airport of that State (ICAO Airport
Economics Manual Doc 9562). Synonymous with connecting passenger.
 IAT Glossary
A
peak day The second busiest day in the busiest or second busiest week of normal airport traffic.
peak period, typical The typical peak is the maximum level of traffic, lower than the absolute peak, reached
in busy periods of a typical busy day (see busy day).
ramp See apron.
Regional Airports Steering Groups (RASGs) Multi-disciplinary IATA bodies of airline representatives
established in Europe and Asia/Pacific. They meet twice a year to review airport developments within their
regions.
Schengen/non-Schengen The name Schengen refers to a treaty signed in March 1995 by seven European
Union countries. The purpose of the treaty was to end internal border checkpoints and controls, and an
additional
eight European countries have signed the treaty since it came into effect. The 15 Schengen countries are:
Austria, Belgium, Denmark, Finland, France, Germany, Iceland, Italy, Greece, Luxembourg, Netherlands,
Norway,
Portugal, Spain and Sweden. All these countries except Norway and Iceland are European Union members.
short-haul Operating distances of <1,000 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.
stand, aircraft A designated area on an apron intended to be used for parking an aircraft (ICAO Annex 4, 14,
Vol. I).
stopway (SWY) A defined rectangular area on the ground at the end of takeoff run available prepared as a
suitable area in which an aircraft can be stopped in the case of an abandoned takeoff (ICAO Annex 4, 14 Vol.
I, PANS-ABC, PANS-ATM).
taxilane a route bounded on either one or both sides by aircraft parking positions, and by which aircraft can
only gain access to these parking positions.
taxiway A defined path on an airfield established for the taxiing of aircraft and intended to provide a link
between
one part of the airport and another, including:
• aircraft stand taxilane — A portion of an apron designated as a taxiway and intended to provide access to
aircraft stands only.
• apron taxiway— A portion of a taxiway system located on an apron and intended to provide a through taxi
route across the apron.
• rapid exit taxiway (RET) — A taxiway connected to a runway at an acute angle and designed to allow
landing airplanes to turn off at higher speeds than are achieved on other exit taxiways and thereby
minimizing
runway occupancy times (ICAO Annex 2,4,14 Vol. I, PANS-ATM). Synonymous with high-speed exit
taxiway.
traffic, direct transit Traffic which both arrives and departs the point (transits the point) as part of a
continuous
movement under a single air ticket or waybill, without a stopover, on the same or different aircraft identified by
the same airline designator and flight number (ICAO Manual on the Regulation of International Air Transport
Doc 9626).
traffic, true origin and destination Traffic with the origin being the first point named on the transportation
document and the destination being the last point on a one-way movement or the point located furthest from
the point of origin on a return (round trip) movement (ICAO Manual on the Regulation of International Air
Transport Doc 9626).
User Charges Panel (UCP) The User Charges Panel is responsible for representing 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.
 ACRONYMS
a/c Aircraft
ACFT Aircraft
ACC Airport Consultative Committee
ACI Airports Council International
AMD Archway metal detector (pax and hand baggage screening)
AOC Airline Operators Committees
AODB IATA Airport and Obstacle Database or Airport Operational Database
APASG Asia Pacific Airports Steering Group
AHM Airport Handling Manual
APM Automated people mover
ARP Airport reference point, with latitude and longitude to the nearest second based on the WGS-
84
API (world geodetic system).
APU Advance passenger information
A-SMGS Auxiliary power units
ATA Advanced surface movement guidance and control system
ATB Air Transport Association (American)
ATC Automated ticket and boarding pass
ATFM Air traffic control
ATM Air traffic flow management
BAR Air traffic movement
BHS Board of Airline Representatives
BMS Baggage handling system
BOT Building management system
BOOT build-operate-transfer (leasing term)
BRS build-own-operate-transfer (leasing term)
BTO Baggage reconciliation system
CAA build-transfer-operate (leasing term)
CAPEX Civil Aviation Authority
CCTV Capital expenditure(s)
CDA Closed-circuit television
CFC Continuous descent approach
CHP Chlorofluorocarbon
CIP Combined heat and power
CT Commercially important passenger or Capital investment programme
CTA Computed tomography imaging
CUTE Cargo terminal area or Central terminal area
DCS Common use terminal equipment
DCV Departures control system
ECAC Destination Coded Vehicle
EDS European Civil Aviation Conference
EDTS Explosive detection system
EIS Explosive detection tomography system
ETD Environmental impact statement
ETV Electronic trace detection
EU Elevating transfer vehicle
FAA European Union
FBO Federal Aviation Administration
Fixed base operator
 IATA

FEGP Fixed electrical ground power

FFL Finished floor level
FIDS Flight information display system
GPU Ground power unit
GPS Global positioning system
GSE Ground service equipment
HBS Hold baggage screening
HIRO High intensity runway operation
HHMD Hand-held metal detectors (pax and hand baggage
screening)
HSR High speed rail
HVAC Heating, ventilation and air conditioning
IED Improvised explosive device
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFR Instrument flight rule
ILS Instrument landing system
IIWG International Industry Working Group
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
LAT Latest check-in acceptance time
LDA Localizer directional aid
LDA Landing distance available
MARS Multi-aircraft ramp system
mppa Million passengers per annum
MCO Miscellaneous charge order
MCT Minimum connecting time
MIS Management information system
MLW Maximum landing weight
MQT Maximum queuing time
MRI Magnetic resonance imaging
MRTD Machine readable travel documents
MTBF Mean time before failure (re: system maintenance)
MTOW Maximum take-off weight
MTTR Mean time to repair (re: system maintenance)
Mvts/annum Aircraft movements per annum
NASP National airport system plan
NB Narrow body aircraft
NGLA New generation large aircraft
NLA New large aircraft
NM Nautical miles
O&D Origin and destination
OFZ Obstacle free zone
OPEX Operating expenditure(s)
ORAT Operations readiness and airport transition
OTS Optimal turn-off segment
PAPI Precision approach path indicator
PAR Precision approach radar
PAX Passenger(s)
PBB Passenger boarding bridge
PCI Pavement condition index
PCN Pavement classification number
PHP Peak hour passenger
PRA Passenger risk assessment
PRM Precision runway monitor
PTB Passenger terminal bridge
QFE Atmospheric pressure at airport elevation (or at runway threshold)
QNH (ICAO)
RA Altimeter subscale setting to obtain elevation when on the ground
RASG (ICAO)
RAT Resolution advisory
RCG Regional Airports Steering Group
RET Rapid access taxiway
RF Regional Co-ordinating Group
RFID Rapid exit taxiway
RFP Radio frequency (tags)
RTD Radio frequency identification
RTP Request for proposals
RWY Regional Technical Director
SID Regional Technical Panel
SIDS Runway
SMGCS Standard instrument departure
SOIA Standard instrument departure system
STAR Surface movement guidance control system
STARS Simultaneous offset instrument approaches
STD Standard arrival route
STOL Standard arrival system
TCA
Standard time of departure
Short takeoff and landing
TCAS
Terminal control area
TDZ
Traffic alert and collision avoidance system
TPHP
Touchdown zone
TTS
Typical peak hour period
TIPO
Tracked transit systems
TMA
Taxi in, push out
TOD
Terminal maneuvering area (now commonly called terminal control
TOR
area)
TWR
Takeoff distance
TWY
Terms of reference
UC
Tower
UCP
Taxiway
ULD
User charges
URS
User Charges Panel
VASIS
Unit load device
VIP
User requirement specification (baggage)
VFR
Visual approach slope indicator system (ICAO)
VMC Very important person
VOR Visual flight rules
WB Visual meteorological condition
W/G Very high frequency omnirange radio
Wide body