Airport Magazine October/November 09 by Airport Magazine

AAAE

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for

Airport

Executives

Incident Command Biometrics Update Lighting for Parking Structures

Building the Great Airport Experience Whether your airport is ready for a terminal upgrade, new fueling system, high-tech control tower or runway paving, Burns & McDonnell can help you create great airport experiences. Because it’s not just about what the passenger sees. It’s about everything behind the scenes, too. Great Airport Experiences — Every Flight, Every Traveler, Every Time

For more information, contact: Randy D. Pope, PE 816-822-3231 rpope@burnsmcd.com

9400 Ward Parkway Kansas City, MO 64114 Phone: 816-333-9400 aviation@burnsmcd.com

Engineering, Architecture, Construction, Environmental and Consulting Solutions Atlanta • Chicago • Denver • Houston • Kansas City, Mo. • Miami • New England • Phoenix • San Diego • St. Louis Chattanooga, Tenn. • Dallas-Fort Worth • Minneapolis-St. Paul • New York • O’Fallon, Ill. • San Francisco • Washington, D.C. • Wichita, Kan.

Volume 21/ Number 6 | October/November 2009

e d i t o r i a l a d v i s o r y B OARD A i r p o r t M e mb e r s William G. Barkhauer, Morristown, New Jersey Timothy L. Campbell, Baltimore, Maryland Jim Johnson, Odessa, Florida James L. Morasch, Pasco, Washington Timothy K. O’Donnell, Fort Wayne, Indiana Robert P. Olislagers, Englewood, Colorado Torrance Richardson, Fort Wayne, Indiana Elaine Roberts, Columbus, Ohio

C o r p o r a t e M e mb e r s Bill Hogan, RS&H STACY HOLLOWELL, Siemens One, Inc. Brian Lacey, Delaware North Companies Steve Pelham, Reveal Imaging Technologies Randy Pope, Burns & McDonnell Laura Samuels, Hudson Group

AAAE B OARD O F DIRE C TORS Chair John K. Duval, Beverly, Massachusetts

First Vice Chair James E. Bennett, Washington, D.C. Second Vice Chair Kelly L. Johnson, Bentonville, Arkansas

S e c r e ta r y / T r e a s u r e r Bruce E. Carter, Moline, Illinois F IRST P a s t C h a i r

Cover Feature:

Jim P. Elwood, Aspen, Colorado

Departments:

s e c o n d Pa s t C h a i r Krys T. Bart, Reno, Nevada Board of DirectorS

Aircraft Rescue and Fire Fighting | 12

Editor’s Corner

DANETTE M. BEWLEY, Reno, Nevada

UpFront

TOMMY W. BIBB, Nashville, Tennessee

What’s New and What’s in the Works

News Briefs

THOMAS H. BINFORD, Billings, Montana

Executive View

LEW S. BLEIWEIS, Fletcher, North Carolina

Features

General Aviation

BENJAMIN R. DECOSTA, Atlanta, Georgia

Denver’s Incident Command System | 16

Finance

ROD A. DINGER, Redding, California

Corporate Outlook

STACY HOLLOWELL, Carrollton, Texas

FoodBeverageRetail

KIM W. HOPPER, Portsmouth, New Hampshire

Retail Briefs

MARK D. KRANENBURG, Oklahoma City, Oklahoma

MarketScan

Advertiser Index

Being Predictable During Unpredictable Operations

Airports and Ground Transportation | 26 Forging a Partnership

Biometrics | 32 Improving ID Card Security and Access Control

JEFF L. BILYEU, Angleton, Texas

GARY A. CYR, SR., Springfield, Missouri

LINDA G. FRANKL, Columbus, Ohio

GARY L. JOHNSON, Stillwater, Oklahoma SCOTT C. MALTA, Atwater, California JEFFREY A. MULDER, Tulsa, Oklahoma ROBERT P. OLISLAGERS, Englewood, Colorado THOMAS M. RAFTER, Hammonton, New Jersey BRIAN P. REED, Jacksonville, Florida

Coming In Airport Magazine December/January 2010: Architecture and Engineering: Landside Finance Concessions

ROBERT F. SELIG, Lansing, Michigan DAVID R. ULANE, Aspen, Colorado Chapter Presidents WILLIAM F. MARRISON, Knoxville, Tennessee WALT STRONG, Norman, Oklahoma SHAWN M. SCHROEDER, Springfield, Missouri TODD McNAMEE, Camarillo, California JOHN S. KINNEY, Denver, Colorado STEPHEN E. KORTA, Hartford, Connecticut

FAA’s Contract Tower Program | 37 27 Years and Going Strong

Lighting Design for Parking Structures | 40

February/March 2010 Coping with the Recession Architecture and Engineering: Airside GIS GA Security

P o l i c y R e v i e w C o mm i t t e e BONNIE A. ALLIN, Tucson, Arizona ROSEMARIE S. ANDOLINO, Chicago, Illinois WILLIAM G. BARKHAUER, Morristown, New Jersey THELLA F. BOWENS, San Diego, California MARK P. BREWER, Manchester, New Hampshire TIMOTHY L. CAMPBELL, Baltimore, Maryland LARRY D. COX, Memphis, Tennessee ALFONSO DENSON, Birmingham, Alabama

Requirements and Rewards

KEVIN A. DILLON, Warwick, Rhode Island

Cover Design: Joacir Soto

EDWARD C. FRENI, East Boston, Massachusetts MARK GALE, Philadelphia, Pennsylvania THOMAS E. GREER, Monterey, California JAMES A. KOSLOSKY, Grand Rapids, Michigan LYNN F. KUSY, Mesa, Arizona JAMES L. MORASCH, Pasco, Washington ERIN M. O’DONNELL, Chicago, Illinois BRADLEY D. PENROD, Pittsburgh, Pennsylvania MAUREEN S. RILEY, Salt Lake City, Utah ELAINE ROBERTS, Columbus, Ohio RICKY D. SMITH, Cleveland, Ohio SUSAN M. STEVENS, Charleston, South Carolina President Charles M. Barclay, Alexandria, Virginia

AirportMagazine.net | OCTOBER/NOVEMBER 2009

Success should be a non-stop pursuit. At URS, we believe that when you put your experience to work, you uncover solutions that move people forward. Today, as the requirements of the air transportation business continue to grow and change, our ability to help our customers meet their goals across all aspects of a project’s life cycle is unmatched. Which is why, whether it’s a terminal expansion, a runway, communications and security systems or landside improvements, more people are turning to us to get it done. We are URS.

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editor’scorner M

n this issue, Airport Magazine highlights new ARFF developments. We are pleased to have Marc Tonnacliff, FAA’s senior ARFF specialist, as the author of our lead article. Marc describes the projects FAA is undertaking in the important field of airport fire fighting, and previews new equipment that soon will be appearing at airport fire stations. (Note: AAAE has urged Congress to reject a controversial aircraft rescue and fire fighting proposal contained in the pending FAA reauthorization bill that could force airports to comply with National Fire Protection Association requirements that airports consider to be excessive. For legislative updates on this topic, go to www.aaae.org.) Other features in this issue include a spotlight on Denver International’s incident command system, an overview of the use of biometrics in airport security programs, a review of what’s new in parking structure lighting, an update on FAA’s Contract Tower Program, the latest on ground transportation trends at airports, and much more. Rosemarie S. Andolino, commissioner of the Chicago Department of Aviation, has authored an Executive View column on the movement toward sustainable design in the airport industry. Mike Bachman, A.A.E., vice president of finance and administration at the Metropolitan Knoxville Airport Authority, wrote the Finance Column and points out the new dynamics in the airport environment. On a sad note, we say farewell to Bill DeCota, director, aviation department, Port Authority of New York and New Jersey, who died unexpectedly Sept. 11. Please see our memorial to Bill on page 8. We thank our advertisers in this issue: ASSA High Security Lock, Burns & McDonnell, CDM, Delta Airport Consultants, LPA Group Inc., Rosenbauer, Ricondo & Associates Inc., RS&H, TAPCO and URS. We appreciate the support of these companies, which help to make our magazine possible. Please support them in return. Special features of the Airport Magazine Web site (www. airportmagazine.net) allow readers around the globe to access the current issue, as well as research an archives section that provides access to all issues for the past three years. A full-color interactive flip book allows readers to print out articles. And, of course, our subscribers receive printed copies as well. The choice of U.S. airport officials for the past 20 years, Airport Magazine is viewed for its timely and relevant editorial content by airport officials and representatives of government agencies in countries throughout Europe, Asia, the Americas and parts of Africa. Please keep reading, and send me any ideas you have for articles that would be helpful for your airport or company.

Editor

Barbara Cook barbara.cook@aaae.org Publisher

Joan Lowden Executive Editor

Ellen P. horton E d i t o r - At- L a r g e

SEAN BRODERICK NEWS E d i t o r

Holly Ackerman Art Director

daryl humphrey Graphic Designer

JOACIR SOTO STA F F PHOTO G RAPHER s

Bill Krumpelman JAMES MARTIN ADVERTISIN G AND SALES

aaaemarketingteam@aaae.org E d i t o r i a l Off i c e

601 Madison Street, Suite 400 Alexandria, VA 22314 (703) 824-0500, Ext. 133 Fax: (703) 820-1395 Internet Address: www.airportmagazine.net Send editorial materials/press releases to: magazine@aaae.org Airport Magazine is published bimonthly by the AAAE Service Corporation Inc., a wholly owned subsidiary of the American Association of Airport Executives, and the Airport Research and Development Foundation. Subscription price for AAAE members is included in the annual dues. U.S. subscription rate to non-members is $50 for one year. International rate for non-members is $100. Single copy price is $12. Copyright 2009 by AAAE. All rights reserved. Statements of fact and opinion are the responsibility of the authors and do not necessarily reflect the views of AAAE or any of its members or officers. POSTMASTER Send address changes to: Airport Magazine 601 Madison Street, Suite 400 Alexandria, VA 22314

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Barbara Cook Editor 6

AirportMagazine.net | OCTOBER/NOVEMBER 2009

Savings + Compliance + Protection =

The Right Total Solution

The power of integration A first-of-its-kind deicing/anti-icing stormwater treatment system will help Pittsburgh International Airport to protect the environment by restoring stream quality while continuing to ensure safe travel for fliers. The innovative and economical system collects runoff via in-line retention basins, treats it biologically, and releases it into one of two perennial streamsâ&#x20AC;&#x201D; reducing environmental impacts, preserving wildlife, and meeting or surpassing state water quality criteria.

Listen to our Cities of the Future podcast series at www.cdm.com/podcasts/cities.

upfront

Erroll Southers Named For TSA Position President Obama announced his nomination of Erroll Southers as assistant secretary for TSA. DHS Secretary Janet Napolitano commented that Southers’ “expertise in counterterrorism and airport security will be a great asset to the department in our efforts to ensure the safety of the nation’s transportation systems.” Southers currently serves as Los Angeles World Airports Police Department‘s assistant chief for homeland security and intelligence, where he helps to manage the largest airport police department in the country. He is also associate director at the Center for Risk and Economic Analysis of Terrorism Events at the University of Southern California. Southers is also a senior fellow at the University of California, Los Angeles School of Public Affairs. He has a B.A. from Brown University, as well as an M.P.A. from the University of Southern California, where he is pursuing a doctorate in policy, planning and development. Separately, TSA named Brian

Delauter the new general manager of the agency’s office of general aviation. Delauter has been the acting general manager since July 12.

New Orleans Airport Moves To Privatize FAA has accepted the New Orleans Aviation Board’s preliminary application to privatize Louis Armstrong New Orleans International, the aviation board announced. The board said it will continue privatization discussions with the airlines, including the negotiation of a new airport-airline master lease agreement that establishes certain limits on air carrier rates and charges. Other steps include seeking public input on privatization of the airport, as well as drafting a private operator concession agreement/lease document. The aviation board, the city council and the mayor must approve a concession agreement/lease with the winning bidder. According to the announcement, a request for qualifications will be issued late this year with a request for bids to be issued in the spring of 2010. The final application is expected to be filed

Terminal at Louis Armstrong New Orleans International Airport

AirportMagazine.net | OCTOBER/NOVember 2009

PANY&NJ Aviation Chief DeCota Dies Port Authority of New York and New Jersey Aviation Director William R. DeCota died Sept. 11. He was 52. Mr. DeCota was a national voice on major airport issues and initiatives throughout his career. Earlier this year, he spearheaded an effort by the port authority to advance satellite-based technology, known as NextGen, to help modernize the U.S. aviation system and reduce flight delays. He authored the lead NextGen article in the August/September 2009 issue of Airport Magazine, and was prepared to write other pieces for the magazine on the subject. AAAE President Charles Barclay issued the following statement: “Bill was an extraordinary intellect and leader in the aviation industry. His friends in airports will miss him and appreciate having shared time with him and his passion for public service.” Contributions in Mr. DeCota’s memory may be made to the Boy Scouts of America or to Elijah’s Promise, 211 Livingston Avenue, New Brunswick, NJ 08901. The port authority has named Susan Baer as director of the aviation department to succeed Mr. DeCota. Since 1988, Baer has held a number of important strategic and operational roles in the aviation department, including being the first person to manage all three major airports. According to an announcement from the port authority, “In this capacity she was responsible for overseeing the operations of these airports along with the successful implementation of numerous capital programs such as Newark Airport’s $3.8 billion redevelopment effort.” Most recently, Baer was appointed as the authority’s deputy director of aviation/ COO. A

Terminal Landside

Departure Hall

connecting Asia to other regions outpacing the global average growth annual rate of 5.4 percent over the next 20 years.

Security Checkpoint

Aviation Leaders Discuss Runway Safety Dallas-Fort Worth International’s Terminal Development Plan

with FAA in the fall of 2010. The preliminary application that was submitted to FAA may be viewed at http://www.regulations.gov/search/ Regs/home.html#documentDetail?R=0 900006480a238d2.

DFW Approves Terminal Renovation Funding The Dallas-Fort Worth International Board of Directors has approved the first major expenditure for the DFW terminal development program by signing off on a $20.75 million contract for URS Corp. of Dallas to begin the preliminary design work for the renovation of Terminals A, B, C and E. The four terminals opened in 1974. An announcement from the airport said that final costs for the terminal development program are still in review, but initial estimates place the cost somewhere between $1.5 billion and $2 billion, with funding to come from bond sales, available capital and other sources. The renovation project, which includes facelifts for passenger areas, including ticketing, security and concessions, will be one of the most significant construction projects in the North Texas region over the next decade, the airport stated. Plans also call for the replacement of terminal systems such as electrical, plumbing, heating and cooling, security, conveyance and telecommunications. Current plans call for construction to begin in early 2011. Terminal A

will be the first facility completed sometime in 2014, and the entire project should be completed by the end of 2017, according to the announcement. The construction phase requires one-third of each terminal to be shut down at a time. Design concepts call for the consolidation of concessions areas into villages reminiscent of DFW’s International Terminal D, which opened in 2005 at a cost of $1.2 billion.

Boeing: Asia Pacific To Be Largest Market In its latest forecast, the Boeing Co. predicted that the Asia Pacific region will rank as the world’s largest aviation market over the next 20 years, requiring 8,960 new commercial jets valued at approximately $1.1 trillion. “Twenty years from now more than 40 percent of the world’s airline traffic will begin, end or take place within the Asia Pacific region,” said Boeing Commercial Airplanes Vice President-Marketing Randy Tinseth. “That’s a big leap for a region that was not even mentioned in our earliest Boeing market forecasts back in the 1950s.” Tinseth said between now and 2028, Asia Pacific air travel will grow from 32 percent of the world market to 41 percent. Boeing’s projection also shows the Asia Pacific region as a growth leader in the long-term global air cargo market, with routes within China, within Asia and those

Existing technology deployed on a more widespread basis would help to reduce the risks of runway incursions, but human factors should not be overlooked as the aviation industry seeks to make airfields safer. Those were two areas of agreement reached by senior aviation leaders during a panel discussion on runway safety issues during the 6th Annual FAA International Aviation Safety Forum, held Sept. 9-11 in Washington, D.C. The forum, co-sponsored by AAAE, the International Air Transport Association and the Air Transport Association, drew some 500 senior leaders from across the aviation spectrum. FAA Runway Safety Director Wes Timmons, Dallas-Fort Worth International Executive Director of Operations James Crites, and Honeywell Vice President-Marketing and Product Management T.K. Kallenbach agreed that the technology to make runways safer is here. The panel cited runway status lights; Airport Surface Detection Equipment, Model X (ASDE-X); and radar-based foreign object debris (FOD) detection systems as examples. However, Timmons also noted that human factors, a topic long explored in cockpits and in maintenance hangars, needs to be a larger focus in the runway safety risk-reduction effort. Massport Aviation Director Ed Freni related Boston Logan’s recent history to underscore how technology, human factors and airfield layout all factor into the runway safety equation. A few years ago, Boston Logan was at the top of

AirportMagazine.net | OCTOBER/NOVember 2009

News Briefs TSA has named David Wray as the federal security director for Charlotte Douglas International Airport. Wray joined TSA in April 2008 as federal security director for McGhee Tyson, Chattanooga Metropolitan and TriCities Regional airports in Tennessee. Prior to joining TSA, Wray spent 25 years with the Greensboro, N.C., police department, serving as its assistant chief of police for five years and chief for three years. Wray also will serve as federal security director for Asheville Regional Airport….FAA Administrator Randy Babbitt announced the appointment of Roderick Hall as the agency’s assistant administrator for government affairs. Hall spent the last nine years as a congressional staffer, most recently as deputy chief of staff and associate professional staff member to Rep. Eddie Bernice Johnson (D-Texas), a senior member of the House Transportation and Infrastructure Committee and chair of the subcommittee on water resources and environment…. Barry Bratton, A.A.E., has joined the Lee County (Fla.) Port Authority as director of general aviation at Page Field Airport. He is responsible for managing a staff of 31 professionals and overseeing the day-to-day operations of the airport, including the aviation center….The Great Lakes Chapter-AAAE held its annual conference Aug. 6-9 in Newark, Ohio, and elected new officers. Shawn Schroeder, A.A.E., assistant director of aviation, Springfield-Branson (Mo.) National Airport, was elected president; Michael Olson, A.A.E., executive director, Hall County (Neb.) Airport Authority, was elected first vice president; and Brian Ryks, A.A.E., executive director, Duluth (Minn.) Airport Authority, was elected second vice president. Past president is Phil Johnson, A.A.E., deputy executive director, Gerald R. Ford International (Mich.). A

Courtesy of Dulles International Airport

capital construction program. Mobile lounge service to the gate areas remains in effect. In addition, MWAA has completed the first phase of a major expansion of the International Arrivals Building (IAB) at Dulles. The IAB was built in 1991 when the airport served about 1.4 million international passengers per year. In 2008, Dulles served a record 6.2 Dulles Opens million international passengers. Security Mezzanine The IAB Expansion Project will add The Metropolitan Washington approximately 206,000 square feet Airports Authority (MWAA) has to the existing facility, which will opened a new 121,700-square-foot allow Customs and Border Protection mezzanine level in the Main Terminal (CBP) officers to serve about 2,400 of Dulles International for passenger passengers per hour — nearly double security screening. that of its current capacity. In order The new mezzanine level houses to minimize disruption to airport two passenger security screening operations, the project is being areas that replace the existing TSA undertaken in three phases. checkpoints on the ticketing level. The first phase, which opened The new screening areas are part for operations Sept. 22, includes 50 of the D2, Dulles Development, booths for CBP to process arriving the list for runway incursion risk, Freni said. But projects to improve the airfield layout — including a centerfield taxiway — have made the airfield simpler and safer, he said. Boston recently became the 19th airport to have ASDE-X put into service and is serving as a test bed for runway status lights.

AirportMagazine.net | OCTOBER/NOVember 2009

upfront

passengers and flight crews and new parking areas for the mobile lounges. The next phases of the IAB expansion project will improve the facility’s baggage handling areas. The entire project is estimated to be completed in 2011.

San Francisco Advances Construction On Terminal 2 San Francisco International officials and representatives from Virgin America and American Airlines participated in September in the ceremonial “topping out” of the renovation of Terminal 2. Airport Director John Martin noted, “In 18 months SFO will have a state-of-the-art facility designed to meet the needs of travelers in the 21st century. In addition to the construction jobs this project has created, the airport has also been able to use stimulus funds under the America Reinvestment and Recovery Act to further spur the local economy.”

The $371 million project is already responsible for the creation of nearly 600 construction-related jobs. Officials said that when the terminal is completed in the spring of 2011, the facility will have 14 gates (13 narrowbody and one widebody), more

than 575,000 square feet of public space, a meeter and greeter area, and two 500-square foot children’s play areas, among other amenities. During its first year, the renovated Terminal 2 is forecast to accommodate 3.2 million passengers. Continued on page 44

San Francisco Terminal 2 Construction

AirportMagazine.net | OCTOBER/NOVember 2009

Features

Aircraft Rescue and Fire fighting:

What’s New and What’s In The Works Calgary International Airport - Oshkosh Striker 3000.

ircraft rescue and fire fighting ARFF equipment. Here at FAA headquarters, I am (ARFF) is a specialized busy with several different projects field within the fire service dedicated solely to protecting to promote advancements within the ARFF field. By the time you read and preserving lives and property this article, we will have released at airports. two new Advisory Circulars (AC) — There is an expectation of safety, Protecting Evidence at and the general the Scene 150/5200.12 flying public While you will not see and Programs for demands this of any huge changes in the Training of Aircraft the airports from day-to-day operations of Rescue and Fire which they fly. Fighting 150/5210.17. This protection is ARFF departments, you While there are only provided 24/7/365 will see changes in the a few changes in AC by the airport fire technological advances 150/5200.12, there fighters whom in available ARFF are several important the flying public changes in AC expects to be there equipment. 150/5210.17. I have at a moment’s updated all points of notice during an contact and location of ARFF training accident or incident, regardless of facilities and provided the type of the severity. training available at each facility. Let’s look at some of the projects Later this year, we will be releasing and advancements FAA is working an ARFF training DVD. We took the on and what is happening in the information provided in the ARFF world of ARFF. While you will not training CDs, updated it and changed see any huge changes in the day-today operations of ARFF departments, the format to DVD. As we look to the future, I also am working on a you will see changes in the second DVD that will provide specific technological advances in available 12

AirportMagazine.net | October/November OCTOBER/NOVember 2009

By Marc Tonnacliff information in three different areas of ARFF. It is not meant to train an individual to be an ARFF fire fighter. It is meant to help increase your ARFF training program already in place by providing supplemental information used in annual recurrent training.

Extendable Turret The second DVD will consist of one part on the training and use of the high reach extendable turret (HRET). It will feature both types of HRETs currently on the market. This recently has become an area of great interest to the National Transportation Safety Board with the findings from the last two incidents involving cargo aircraft and use of the HRET. Finally, I plan to provide guidance and specific performance standards for use of the HRET. This will be in the form of an AC or an amendment to a current AC. The DVD also will include information on aircraft stabilization and a piece on the use of cutting tools to access the interior of an aircraft. Other new ACs to look for in the coming year will include Design

Features Standards for Aircraft Rescue and Fire Fighting Training Facility 150/5220.17, and Water Rescue Plans, Facilities and Equipment 150.5210.13. With the advancement and new design of the HRET, FAA’s Technical Center will have at least two different designs from which to draw valuable information while conducting research on composite materials. The Advanced Composite Material Fire Fighting Research Program will focus on the following priorities: • Identify effective extinguishing agents;

Photo by Marc Tonnacliff

• Identify effective extinguishing methods; • Determine quantities of agent required; • Identify hazards associated with airborne composite fibers; and • Determine the force needed to penetrate a fuselage. One of the first initiatives under this program is to determine how these materials will affect the normal operation of the aircraft skin penetrating nozzles of the HRET. This is just one of the many studies being conducted today at FAA’s Technical Center that will affect the way we fight fires tomorrow. Another research study underway is to review the fire fighting technology available on ARFF vehicles today to develop a baseline fire fighting performance standard. That standard will be used to determine the effectiveness of future advancements in fire fighting technology. In the last few years, there have been new fire fighting systems and technologies entering the industry that could revolutionize the way ARFF vehicles discharge extinguishing agents. New technologies such as compressed air foam systems, ultra-high pressure and quad agent are adding elements to systems to improve the effectiveness of fire fighting agents. These systems change the discharge methods of the extinguishing agents by reducing the amount of agent being discharged. While some of these technologies may not meet current standards, they do show the potential for improved fire fighting capabilities

utilizing less fire extinguishing agent. The second portion of this research is to see how these new technologies will perform on large class 4 and 5 ARFF vehicles. This is a very exciting time in the ARFF world. Having just returned from the Aircraft Rescue and Fire Fighting Working Group’s (ARFFWG) annual conference, I was amazed at the variety of equipment on display, and witnessed firsthand some of the new technologies available in the ARFF world. There was the introduction of a new Class 4 ARFF vehicle. It has a futuristic design, lightweight outer body construction, and large doors and hatches for easy access to the engine compartment and pumping systems. As with most ARFF vehicles, it has an extremely large front windshield that allows the driver a great field of view. It won’t be long before we start seeing this vehicle at airport fire stations.

New Products The ARFF fire fighters attending the ARFFWG annual conference were provided an excellent opportunity to see and use the latest technology available. They also gained insight into new products, attended outstanding training sessions, and were provided the opportunity to conduct their annual live fire training. Those who attended the live fire evolution were given classroom AirportMagazine.net | October/November OCTOBER/NOVember 2009

Features One highlight was the additional opportunities provided to the fire fighters to use some of the newest technology available on the market today. Photo by Marc Tonnacliff

Photo by Marc Tonnacliff

instruction, simulated rescue training using actual aircraft, and a multitude of different live fire training evolutions. One highlight was the additional opportunities provided to the fire fighters to use some of the newest technology available on the market today, such as the newest handheld thermal imagery cameras (TIC) available. The fire fighters received hands-on practice utilizing the TIC during the live fire training. Not only is the TIC lightweight and easy to handle, its color imagery screen made it very easy to identify a source of extreme heat. A piece of equipment like this would be an excellent tool to incorporate into the arsenal that ARFF departments have available on their vehicles. It would be extremely useful in the event your forward-looking infrared system is inoperable. Photo by Marc Tonnacliff

Stinger G-4 The fire fighters also had the opportunity to test the new Stinger G4 fire fighting vehicle. Anyone who wanted to had the opportunity to fight a liquid fuel fire using this vehicleâ&#x20AC;&#x2122;s fire fighting system. While dry chemical has been around for some time, the delivery system used on this vehicle is fairly new to the market. However, the way in which the fire fighting system was re-serviced is utilizing cutting-edge technology. It was done through a panel found on the side of the vehicle using a quick disconnect hose and a vacuum system. You actually can refill this vehicle without having to open the agent storage tanks and stand on top of the vehicle. This is definitely something to watch for, and it will provide an added level of safety for the fire fighter because he/she is standing on the ground to refill the agent.

AirportMagazine.net | October/November OCTOBER/NOVember 2009

ARFF

Photo by Marc Tonnacliff

New Design Also displayed was an ARFF vehicle equipped with the new Stinger HRET. This new design is vastly different from anything previously on the market. From the way in which the piercing nozzle is designed to penetrate the aircraft to the bulb-shaped tip, this is definitely an innovative and forward thinking concept. A lot is happening in the wet and extremely heated world of ARFF, and what I’ve described is just a snapshot of what you can look forward to in the future. A Marc Tonnacliff is FAA’s senior ARFF

This new design is vastly different from anything previously on the market. ASSA.Airport.Bleed:Layout 1

1/14/09

specialist, with more than 25 years of experience in emergency services and firefighting. He may be reached at marc. tonnacliff@faa.gov. Note: While corporate and brand name products were discussed in this article, neither the author nor FAA specifically approves or endorses any one product or brand over another.

3:11 PM

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Incident Command

Denver I n t e r n a t i o n a l By John Kinney, C.M.

Predictable During Unpredictable Operations

he genesis for the incident command system (ICS) can be traced to the alwaysimpressive Los Angeles Fire Department and its response to California wildfires. Usually, a wildfire’s footprint creates the need for a command structure that includes several jurisdictions — municipalities, counties and even multiple states — for coordination and support. Former President George W. Bush formalized the National Incident Management System (NIMS) after the 9/11 attacks, requiring agencies to participate and become certified to maintain eligibility for emergency preparedness grants. One of NIMS’ strengths is its flexibility to fit the different circumstances of events. Although NIMS was developed within the fire fighting industry, it is capable of managing events of every form and size, including airport events. Denver International Airport’s (DIA) emergency planning efforts have grown exponentially since the presidential directive. Initially, augmented planning was due to the federal requirement and in response to more frequent and complex “irregular operations.” Now, DIA’s goal is to become “predictable during unpredictable operations.” A large aviation hub’s complexity and its responsibility to the national airports system means it needs to be anticipative, not reactionary. It took the worst snowstorm in 50 years to fully test our plans and systems, providing a needed wakeup call that signaled it was time to re-engineer our approach to irregular operations management.

AirportMagazine.net | October/November 2009

John Kinney, C.M., (right) discusses incident command strategy.

A National Unity One cautionary note: simply overlaying the NIMS and ICS structure at an airport will leave gaps in event management. Responding to the core event alone is not enough. Airports are part of something larger — a national utility, if you will, or system of airports. Because airports are interconnected, daily success depends on predictable arrival and departure flow rates at all facilities. If any one airport, such as Denver, Los Angeles, Washington Dulles or San Diego, has a glitch, the effect ripples throughout the

country and can impact several other airports, like one falling domino pushing over a line of dominos. Travelers often can choose which airport they use. We all strive to be the airport of choice. Achieving operational predictability for all airports during an event is best achieved by taking a systems approach. When planning the management of an irregular operation, the total picture must be considered. Managing the core event solely without considering the effect on other systems quickly becomes problematic. Let’s review two hypothetical examples

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The larger the event, the larger the need for providing information to stakeholders. At times, the thirst for information can become insatiable. with varying complexity. The setting is DIA. Example one is a security event involving airport police. 1. A person discards a package or backpack at a departure level curbside, in front of an officer or airport employee, stating it is a bomb. People in the area are evacuated to a safe distance; protocols are followed to determine the level of threat, while mitigating measures of various types and complexities are coordinated with a host of local and federal resources. The event duration continues for two and one-half hours. Example two is an airside event involving airport rescue and fire fighting. 2. An aircraft becomes disabled on 18

an east-west runway. Winds are calm, and the usual flight arrival bank is using two north/south runways. One runway is strictly being used for departures and one for mixed (arrival and departure) operations. The event duration continues for more than three hours.

Choosing The Commander Which agency should provide the incident commander in both examples: fire, police or airport operations? The events in both scenarios will impact numerous stakeholders well beyond the immediate location of the events. At DIA, the security event quickly will impact one to three airlines, including their curbside operations, dedicated inline baggage

AirportMagazine.net | October/November 2009

feeds and lobby queuing space, which could preclude passenger checkin. Ground transportation vehicle circulation â&#x20AC;&#x201D; hotel shuttles, taxis, car-rental buses â&#x20AC;&#x201D; plus passenger pick-up and drop-off areas also will be impacted by delays for the duration of the event. The roadway system quickly backs up and begins to affect one of the two major freeways leading into the airport. The impacted freeway is also a tollway. To clear the roadway system, the airport will have to coordinate with the toll authority. A rapid clearing of the toll roadway will mean a loss of toll revenue. In addition to these impacts, the public transit system also will be affected. Optimally, partial service will be available, allowing screeners to leave

Incident Command

but their replacements will be delayed, causing passenger screening wait times to swell to nearly 40 minutes. Flights will be impacted by these delays. Coordination with the concession tenants, rental car companies, ground transportation operators, TSA and local media will begin quickly. Diversion re-routes for access into and out of the airport will be activated or developed if the scenario has not been anticipated. One quickly can see that anticipating the event’s impacts beyond the curbside and lobby check-in means a coordinated response to ensure the airport manages the event, while continuing to direct the day-today operations of the airport.

or fire fighting and rescue, to focus on their areas of expertise. At Denver, we created a specific position to coordinate with all affected stakeholders during a significant event. One lesson we learned was the importance of communicating with our stakeholders (see graphic 1 on this page). During an aircraft accident in 2008, we were initially focused on the core event (red circle in the middle of the graphic), by providing and coordinating the resources that responded to the airside emergency, when we should have been focusing on the event’s larger implications from the macro-airport perspective (larger blue circle on the graphic). As an event unfolds, the dynamics between each one of these airport groups change — the need for communication may increase, decrease or become essential to accomplish an appropriate response. The larger the event, the larger the need for providing information to stakeholders. At times, the thirst for information can become insatiable.

Anticipatory Coordination

Graphic 1

The Total Picture At Denver International, airport operations provides the incident commander for every event. This is the group that has the total picture in mind and allows the professional first responders, whether law enforcement

I’ve discussed the possible effects on landside operations. When you add airfield impacts into the equation (example two), the complexity grows and anticipatory coordination is mandatory. If an event requires flights to be held via a ground gate hold or ground stop, the local air traffic control, terminal radar approach control, FAA Enroute Center and FAA’s Command Center must be contacted. Communications and coordination must be continuous. For flights originating from the East Coast, a four-hour advance notification and decision is required to create predictability. You don’t want to send a notification that your airport is available only to realize one hour prior to landing that your airport cannot accommodate the flight. The incentive is simple: if an airport is not predictable during irregular operations, passengers will avoid your facility if they can. Your goal as an airport operator is to become as predictable as possible during unpredictable events. Take the Continental 1404 crash at Denver International on Dec. 20, 2008. No fatalities occurred; all personnel involved did an amazing job under extreme AirportMagazine.net | October/November 2009

Incident Command circumstances. Chart the timeline of an event on paper. Draw a circle 4 inches in diameter. This represents the duration of a particular event wherein the police, fire department, ATC and airport operations coordinated the core event (fire suppression, rescue, medical services, transport, airport recovery, investigation and return to near, if not normal, operations.) Now, using the center point of your first circle, draw another circle 20 inches in diameter. This represents the time the investigation and continued critiques will take place. The first circle is the core event and response. This portion of an event is usually wrapped up within 48 to 72 hours. The second circle — investigation, critique, re-visit — lasts months, perhaps years. News stories may appear long after the initial event. They may be triggered by the event’s anniversary date, or may be published when the first lawsuits are filed or when the first public hearing is held. When the probable cause is determined and a report released, you can bet on media coverage.

All Stakeholders My point is this: incident coordination at an airport must include all stakeholders (graphic 2). The core event cannot be managed in isolation, or you may not achieve a positive response that is airport-wide. Without system coordination, you may not be managing an event. The event may be managing you — for months to come. The communication and coordination of NIMS at an airport varies with complexity and size, but I believe it is scalable. At large hub airports such as Denver International or Los Angeles International, which are even more complex given the number of tenants, air carriers, and international air carriers, the incident management system boils down to communication and coordination once the core event is addressed.

The attractiveness of airport operations taking a lead role in the incident command structure is the knowledge of the breadth of airport resources that it can place almost immediately (24/7). The police and fire departments, although essential, have limited resources at an airport and are focused on their respective areas of expertise.

Graphic 2 Airport operations activates DIA’s Incident Command System for routine operations each day with the general and command staffs. The beauty of NIMS is its flexibility and scalability.

Unique Structure I believe the incident command structure at Denver International is unique. We have heavily refined our program over the past three years, and especially during the past 12 months. At DIA, we treasure our exemplary day-to-day working relationship with the men and women of the Denver Police and Fire departments. During our recent FAR Part 139 certification inspection, the inspector, on several occasions, remarked in somewhat amazement how we operate hand in glove with one another — complementary and supportive. DIA’s Operations Division doesn’t try to tell another agency how to do its job. We make it clear we are here to facilitate and coordinate for everyone’s success. We have a respectful, healthy relationship that promotes discussing the un-discussable comfortably. Our collective goal is how we can become a better airport. Collectively, we critique events and review mistakes to create best practices. Stop by anytime to see it work. You will be impressed. John Kinney, C.M., is deputy manager of aviationoperations, public safety and security at Denver International Airport. He may be reached at john.kinney@flydenver.com.

AirportMagazine.net | October/November 2009

Hosted by Dallas/Fort Worth International Airport

May 16-19, 2010

aaae.org/meetings/annual2010 For registration details, contact the AAAE Meetings Department: aaaemeetings@aaae.org For exhibit and sponsorship details, contact the AAAE Sales and Marketing Department: aaaaemarketingteam@aaae.org (703) 824-0504

executiveview

Chicago’s O’Hare and Midway International airports serve as gateways for approximately 88 million travelers each year, providing direct and nonstop service to more than 230 cities worldwide. Chicago’s airports will continue to evolve and grow, meeting the challenges of remaining among the world’s busiest. In addition, the Chicago Department of Aviation (CDA) will ensure that environmental initiatives are included in all plans for the future of our airports. CDA’s commitment to sustainability is an important part of Mayor Richard M. Daley’s ongoing effort to make Chicago the most environmentally friendly city in the nation. As part of the city’s infrastructure, the CDA’s green initiatives are an important aspect of our sustainable vision. Since its inception, the O’Hare Modernization Program (OMP), which is transforming O’Hare’s airfield from a system of intersecting runways into a modern parallel runway configuration, has employed the most innovative and progressive sustainable measures in the aviation industry. Through its successful implementation of sustainable initiatives, the OMP has become the model for airports across

the country that are looking to incorporate green practices on construction projects. Under Mayor Daley’s leadership, the OMP introduced and unveiled the Sustainable Design Manual (SDM) in 2003 to ensure that green initiatives and measurements were implemented during the modernization of O’Hare International. When we began construction of the OMP, we looked for ways to incorporate sustainability to meet the mayor’s commitment to include green initiatives in all city projects. We quickly realized there were no existing standards for airports, so we assembled a group of industry experts and environmentalists to create our own guidelines based on the organizational structure of the U.S. Green Building Council’s LEED program. The SDM positioned Chicago as the first in the nation to develop sustainable guidelines for design and construction at airports. Numerous, wideranging OMP projects since have been reviewed and rated according to the criteria established by the SDM. The result is the evolution of a unique process and many industry firsts, such as the development of a rating system, a green airplane certification award system, and the recognition of

Chicago Department of Aviation

By Rosemarie S. Andolino

Sustainability Guidelines For Airports

Chicago Department of Aviation Commissioner Rosemarie S. Andolino speaks at the Airports Going Green Conference on Aug. 5, 2009, in Chicago.

AirportMagazine.net | OCTOBER/NOVember 2009

designers and contractors for sustainable accomplishments. The SDM became the standard for green airport development and has since received national and international recognition. To date, the development and implementation of the SDM has resulted in tremendous efficiencies in OMP construction in terms of cost savings, reduced use of natural resources and implementation of best practices. For example, we have: • Recovered 95 percent of all construction-demolition materials (concrete, asphalt and dirt), and re-used them on-site, thereby diverting them from landfills. • Re-used more than 100,000 tons of reclaimed asphalt grindings and crushed-concrete aggregate for service and construction haul roads, parking and other projects. To date, we have realized almost $3 million in savings in the reclamation and re-use of crushed concrete and asphalt materials on-site. • Implemented a balanced earthwork plan by managing excess materials and soil on-site, saving at least $100 million. In addition to the cost savings, our balanced earthwork and material re-use program has resulted in the preservation of natural resources, reduction in vehicle miles traveled and emissions, and in excess of 70,000 tons less carbon dioxide produced. • Included at least 15 percent recycled content in all constructionrelated materials. • Used local and regional materials — saving vehicle miles traveled, roadway and vehicular wear and tear — while promoting the local economy and providing jobs for the region. To date, more than 90 percent of construction materials have been obtained from local and regional sources. • Incorporated lower maintenance tall-fescue grass seed mix with unique drought resistance and non-wildlife attracting characteristics on all projects. • Built more than 32,000 square feet of green roofs that reduce building energy requirements, reduce stormwater runoff and increase the life cycle of roof systems. • Improved and expanded on-site drainage and stormwater detention facilities, while continuing to provide for the treatment of all deicer contaminated runoff. • Required all construction vehicles to use ultra-low sulfur diesel fuel before the federal mandate, and required all but the newest construction equipment to be retrofitted with particulate traps or oxidation catalysts for cleaner emissions. • Reduced energy use through installation of light emitting diode energyefficient taxiway edge lighting, and use of high-efficiency, energy-saving variable speed pumps on detention basins. • Reduced potable water use through minimization of irrigation needs and high efficiency fixtures. We also have facilitated the development of additional natural resources in the region by replacing 154 acres of low-quality, inaccessible wetlands currently on airport property with nearly 450 acres of higher quality wetlands within various locations in Northeastern Illinois, at a cost of more than $44 million. The replacement wetlands will provide a more natural environment for birds and wildlife, and increase passive recreation space in neighboring communities.

As we look to the future, I believe our industry must continue to think green and lead by example to enhance the quality of life for people today and for generations to come.

That was just the beginning While moving forward with construction on the OMP, we formed a working group of nearly 200 national and international aviation, environmental and industry leaders to identify additional and innovative green methods. The working group reviewed best practices, new technologies and lessons learned from six years of design and construction on the OMP, as well as other innovative infrastructure projects from around the world. These efforts have culminated in the expansion and enhancement of the current SDM, resulting in an updated manual, the Sustainable Airports Manual or SAM. The SAM will include additional chapters currently being drafted to incorporate sustainability into airport planning, daily operations and maintenance, as well as concessions and tenants. The SAM is an integral part of Chicago’s ongoing efforts toward implementing

AirportMagazine.net | OCTOBER/NOVember 2009

executiveview

Chicago Department of Aviation

more environmentally sustainable buildings and civil infrastructure, incorporating best practice guidance for planning, operations and maintenance of all city airport facilities and functions and those of its tenants. We were excited to release the new SAM at our successful Airports Going Green Conference jointly hosted with AAAE in August. Mayor Daley joined us and other contributing airport officials to publicly introduce our new SAM. In addition to receiving a copy of the SAM, nearly 300 conference attendees listened to presentations about our sustainable initiatives on the OMP. They heard from airport officials and industry experts from across the U.S., Canada, France and Germany on a variety of topics ranging from Leadership In Energy and Environmental Design (LEED) terminals and wind turbines, to

recycling and photo-voltaic or solar installations. The creation of SAM has been a truly collaborative effort with major national and international airports, all of whom attended the conference, including: Paris Charles de Gaulle, San Francisco, Los Angeles, San Diego, Reno-Tahoe, Portland, Oakland, Seattle-Tacoma, Dallas-Fort Worth, Denver, Detroit, Boston Logan, Hartsfield-Jackson Atlanta, St. Louis, Minneapolis-St. Paul, BaltimoreWashington and the Metropolitan Washington Airports Authority. The conference concluded with an airfield tour of O’Hare International, where participants viewed construction on Runway 10C28C and witnessed innovative green technology at work on the OMP. CDA and Caterpillar representatives also offered a demonstration of a new electric drive fuel-efficient tractor during the tour.

We look forward to the active participation of our industry partners, as SAM is intended as a living document that continuously will evolve, improve and grow as future technologies emerge. It is only by working collaboratively, with participation from all the key industry stakeholders — from airport and airline professionals to contractors and environmentalists — that we can advance our efforts to implement progressive sustainable measures at airports. As we look to the future, I believe our industry must continue to think green and lead by example to enhance the quality of life for people today and for generations to come. A Rosemarie S. Andolino is commissioner of the Chicago Department of Aviation. She may be reached at rsandolino@cityofchicago.org. To access presentations from the Airports Going Green Conference or the new Sustainable Airport Manual (SAM), visit www.airportsgoinggreen.org.

Mayor Richard M. Daley and Commissioner Rosemarie S. Andolino unveil the new Sustainable Airports Manual (SAM) at the Airports Going Green Conference on Aug. 5, 2009, in Chicago.

AirportMagazine.net | OCTOBER/NOVember 2009

Generalaviation

AAAE’s GA Security Survey Provides Key Information

he issue of general aviation security continues to receive a great deal of attention on Capitol Hill. While most of the focus remains on TSA’s proposed Large Aircraft Security Program rule, some lawmakers have expressed an interest in pursuing additional security enhancements at general aviation airports, including perimeter security fencing at airports in major metropolitan areas. The AAAE staff repeatedly has outlined to both lawmakers and TSA leadership the steps that general aviation airports have taken to enhance security in recent years and the financial challenges associated with pursuing additional upgrades such as perimeter fencing. AAAE recently conducted a GA airport security survey to collect data regarding the specific security measures already in place at GA airports, as well as the potential cost of additional security measures, such as perimeter fencing. Nearly 60 airports responded to the survey, representing a mix of small (0-50 based aircraft) and large (500-plus based aircraft) GA facilities. Further, more than 70 percent of those airports responding estimated the likely cost of perimeter fencing at more than $1 million. When survey participants were asked what types of security measures are currently in place at their facilities, they identified the following: 

• 68 percent have access control systems;



• 65 percent have fencing/gates;



• 51 percent have video cameras, CCTV, patrols and/or airport watch programs;



• 12 percent have extra lighting;



• 11 percent have signage; and



• 7 percent conduct background checks.

AAAE GA members identified perimeter fencing, cameras and additional personnel as their funding priorities if federal security funds for GA airports are made available. A summary of the survey results was shared with lawmakers and TSA as part of AAAE’s effort to highlight the extensive security measures already in place at GA airports, as well as the financial and operational impact of proposed measures. A

AirportMagazine.net | OCTOBER/NOVember 2009

ground transportation

Airports and Gr

AirportMagazine.net | OCTOBER/NOVember 2009

round Transportation Submitted By SuperShuttle

— A Partnership

n today’s fast-paced world and, given the current economic conditions, travelers are looking for the most convenient and costeffective means of transportation. Not only are they looking for this in the airline they choose to fly, but also in the manner in which they arrive at or depart from an airport. Because of this, many airports provide a number of ground transportation choices, such as taxi, bus, shared-ride, private car service, train and rental car options, as well as airport parking for private cars. Because the flying public typically is comprised of 30 percent downtown hotel/ business travelers and 60 percent residential/ business travelers from the outlying areas, many different ground transportation needs must be satisfied. The different transportation modes servicing an airport are in direct competition with each other. Most airports have multiple taxi, bus and shared ride companies, all vying with each other for a bigger piece of the pie — the traveling public. To offer a rational and consistent ground transportation product to travelers, airports enter into concession agreements with these companies. Ground transportation concession agreements are now an important part of the airport industry’s economic survival and a great way to ensure high quality standards. A recent trend at some airports is to issue RFPs for either a non-exclusive contract to multiple operators with fairly high minimum annual guarantees, or a bid-based RFP with the contract going to the highest bidder with very little or no consideration given to the successful bidder’s experience or qualifications. Either way, it is important for

airports and ground transportation providers to work together in order to meet the needs of the most important special interest group they have in common, the traveling public. Some of the most important elements to be considered and negotiated as part of a ground transportation concession agreement are the fees paid to the airport, exclusivity or non-exclusivity, vehicle staging, availability of ticket counters and office space, ground transportation signage and alternative fuel options.

Airport Fees Most transportation companies operate on a thin profit margin. At the same time, airports need to pay for facilities and limited real estate that, in most cases, is at a premium. A well-structured concession fee protects both the operator and the airport. In an ideal environment, concession fees are based on the service and facilities provided, with the airport defining those items and setting a rate that is reasonable to share profits. A true partnership provides an environment in which both partners share in success. Fees structured on a basis of “the better you do, the better I do” are a true win-win for airports and operators.

Exclusivity In order to keep transportation companies profitable and reduce costs for the airport, exclusivity is an option that requires serious consideration. Since airports and ground transportation companies have a number of fixed costs, profitability only can be maintained by customer volume. Volume only can be maintained with a high degree of safety, customer service and quality.

AirportMagazine.net | OCTOBER/NOVember 2009

ground transportation Airport Signage People won’t use you if they can’t find you. A key element in servicing customers is the ease with which they can obtain and use a service. Confusion about how to buy a ticket and where to go leads to frustration and complaints. Each transportation mode needs clearly identified areas to conduct its respective business that includes the ability to sell tickets, waiting areas and sheltered loading zones.

Alternative Fuels Reducing emissions and dependency on foreign oil are important for airports and ground transportation providers alike. Some industries, such as shared-ride and bus, naturally reduce both of these elements. In adopting an alternative fuel policy, it is important to provide viable choices and flexibility. The

capital costs, availability of equipment, the operational viability of the equipment, and the fueling infrastructure also must be considered. To be effective, the airport and the ground transportation provider have to establish a common foundation to build from and work effectively and efficiently together. While an airport will have a list of criteria that it wants in the way of service, it should not try to write the business plan for the ground transportation providers. A ground transportation provider, like any successful company, has few, but important, expectations in its relationship with its airport and the airport management. Both groups should capitalize on the experience and qualifications of the other. With both sides working together, the real winner is the traveling public. A

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finance

Working with Airport Business Partners in Today’s Challenging Economic Environment

ULCC Impact There are the legacy carriers like Delta, low-cost carriers (LCC) such as Southwest and AirTran, and then there are the ULCC carriers such as Spirit and Allegiant. With their $19 and $49 fares, the ULCC airlines are good at enticing new customers to fly, many of whom never before have flown. This surge in passenger traffic created by the introduction of a ULCC in a market can have a positive impact on an airport’s passenger traffic. In Knoxville, we have ULCC service to four Florida cities, which represents approximately 16 percent of our total passenger traffic. The ULCC presence has increased our passenger volume, but we have not seen the same correlation between airline ticket sales and at-airport purchasing behavior by the ULCC passengers. For example, I received a call from our news and gift shop manager in September looking for

By Michael R. Bachman, A.A.E.

he business of airports is truly unique. Airports are a combination of public and private entities working together to serve the transportation needs of the communities in which they are located. Over the past decade, airports and their business partners have dealt with the impact of terrorist attacks, natural disasters, airline bankruptcies and consolidations, major technology changes, economic bubbles and recessions. We now find ourselves in the midst of a challenging economic environment that is changing consumer behavior. James Walsh, A.A.E., described changes in consumer behavior in his article titled “Economics Explains” in the June/July 2009 issue of Airport Magazine as a paradox of thrift. To paraphrase Walsh, due to the current economic conditions, people are saving more and spending less. This behavior results in lower prices (including airfares), which in turn stimulates demand and puts airports back in the growth mode. However, as airport business managers and airport business partners are observing, even though people are continuing to fly because airlines have lowered fares, the passengers are not exhibiting the same spending patterns at the airport as before the current economic downturn. This trend is particularly noticeable at airports that have had an ultra low-cost carrier (ULCC) enter their market.

help in understanding why her July 2009 sales were down from July 2008 despite the fact that the airport authority reported a 15.76 percent increase in enplanements for July 2009 over July 2008. I explained to her that not only were her sales down, but other revenues such as parking and rental car revenues also were down on a per enplanement basis. Additionally, I had a conversation with Mark McBee, director of properties with Hertz Corp., who described a situation that Hertz is experiencing at an airport with a large ULCC presence. Passenger traffic at that airport is up approximately 100 percent, while Hertz’s rental car revenues are down approximately 50 percent. McBee said that it is not only Hertz that is experiencing this trend, but that the rental car companies that primarily cater to leisure travelers also are experiencing the same trend. McBee noted that the passengers traveling on a legacy carrier or a LCC demonstrate approximately the same spending patterns, while those travelers who fly with the ULCC are not renting nearly as many cars at the airport.

Changing Spending Patterns At many commercial service airports, parking revenues are second only to airline revenues as the largest source of revenue. At Knoxville, our parking revenues are not down significantly from last year because a rate increase to fund a planned AirportMagazine.net | OCTOBER/NOVember 2009

finance

expansion of our parking garage was enacted just before the current drop in the economy. However, our parking revenue would be up significantly if the same relationship between parking revenues and enplanements existed today as

What to do The first thing to do is simply to recognize that we are seeing new dynamics in the airport marketplace. Those nice graphs in which passenger traffic, airport concession revenues and demand for rental

address the uncertainties of MAGs is to have a floating MAG similar to the one we recently implemented in Knoxvilleâ&#x20AC;&#x2122;s rental car agreement. The MAG adjusts annually to 85 percent of the prior yearâ&#x20AC;&#x2122;s concession payment. This concept still provides the airport with the security of a MAG and also provides the rental car company with some economic security. As to airport parking, Knoxville has experienced an increase in the popularity of our economy parking lot over the past year due to additional ULCC passenger traffic. Business travelers also are making the longer walk to the terminal to save a few dollars. Consequently, plans for a parking garage expansion have been put on an indefinite hold. Further, we have added a food court with nationally branded concessions to go along with our Ruby Tuesday restaurant at the airport. In order to attract the best concepts possible for our size airport, the airport authority sweetened the deal by agreeing to pay the cost of the capital improvements to construct a new food court. The selected operator was required to pay the cost of its equipment, signage and other startup costs. There was also no MAG required and the concession fee was fixed at 10 percent. We partnered with HMSHost and had a very successful food court opening on June 5, 2009, with a Starbucks Coffee, Quiznos, Cinnabon and Zia Freshens. When will things get back to normal for the economy? I think it is more a question of us defining the new normal and adjusting accordingly.

Some of the traditional contractual relationships between airports and their business partners may require a new look. before the economic downturn. I spoke with Chris Howley, executive vice president, Republic Parking, about the trend we are seeing in our parking revenues, and he confirmed that his company is witnessing the same trend at other airports with Republic locations. Howley noted that through March 2009, parking revenue at many airports was down 15 percent to 25 percent; April, May and June revenue was down 10 percent; and July and August numbers were not looking particularly good. It is not only the ULCC passengers who are being more frugal when it comes to spending their travel dollars, but also the business travelers. Just as the legacy carriers have relied on business travelers purchasing the full fare tickets, airports have relied on those same travelers to boost parking revenues. As Howley pointed out, corporations are setting travel limits for their employees. Employees also are controlling their own travel costs more due to job insecurity. 30

cars and airport parking spaces moved in a nice consistent pattern have changed. Some of the traditional contractual relationships between airports and their business partners may require a new look. After 9/11, many airports added abatement clauses to their rental car and concession agreements to account for a significant drop in passenger traffic. These agreements specified that if the number of passengers declined below a certain percentage for a set number of days, the minimum annual revenue guarantee (MAG) specified in the agreement would be waived until the passenger traffic increased back above the specified level. As McBee noted, these clauses do nothing to address the current economic situation and/or the impact that an ULCC may have on an airport rental car market whereby enplanements go up and rental car demand goes down. McBee said that, from the rental car perspective, the proper way to

AirportMagazine.net | OCTOBER/NOVember 2009

Michael R. Bachman, A.A.E., is vice president of finance and administration at the Metropolitan Knoxville Airport Authority. He may be reached at mike.bachman@tys.org.

corporateoutlook

Dynamic ARFF Innovations

By Tim Raupp

he most dynamic developments that the ARFL performed as effectively with 500 gallons Oshkosh Corp.’s Airport Products Group of water as a conventional system requiring 1,500 sees in aircraft rescue and fire fighting gallons of water. That’s the kind of performance a (ARFF) innovations include the introduction fire fighter appreciates. and advancement of ultra high pressure (UHP) Another significant advancement is in the area and multiple agent fire fighting systems. These of multiple agent fire fighting systems. Fire fighters emerging technologies promise to provide faster need to be flexible because fires are complex and and more effective fire fighting performance, while constantly changing. That’s the point of multiple also keeping fire fighters safer. agent systems that can be controlled directly by A significant trend that we are closely aligned fire fighters: to enable them to make immediate with is the development of UHP fire fighting decisions on agent selection and deployment at the systems. Oshkosh has worked with the Air point of attack. Force Research Multiple agent Laboratory (ARFL) systems can at Tyndall Air feature up to four Force Base in distinct modes: Florida to develop water/foam, and deploy UHP dry chemical, fire fighting clean agent and systems. Through compressed testing, the ARFL air foam. The verified that a fire fighter UHP system can can discharge extinguish a fire any agent using only 30 independently or percent of the any combination water necessary of agents, and than when using control them The Stinger Q4 Rapid Intervention Vehicle, featuring QuadAgent and a conventional directly from Pulse Delivery, being tested Aug. 26, 2009, at the 20th Annual Aircraft Rescue and Fire Fighting Working Group Annual Conference training foam fire fighting the handline day at Dallas-Fort Worth International Airport. system. UHP fire nozzle or bumper fighting systems turret. This type involve extreme high-velocity delivery of tiny of multiple agent system puts the vehicle’s fire water droplets capable of deeper penetration and fighting system capabilities and the deployment increased heat absorption that facilitate more rapid decision-making directly into the fire fighter’s hands fire extinguishment. Such water usage reduction is at the end of the handline or bumper turret. especially important in areas where water is scarce. Another advancement is in the delivery of Just as importantly, UHP separates the fire from dry chemical agents. A recently introduced the fuel source and leaves a thin foam blanket to system provides for the most effective use of dry prevent the fire from reigniting. The foam blanket chemical agent, while maximizing fire fighter then evaporates — a highly desirable outcome safety with an increased stand-off distance. With when expensive equipment such as an aircraft this system, the unique dry powder delivery engine is involved. UHP technology will be system reduces the time to total fire suppression incorporated in a new rapid intervention vehicle while keeping the fire fighter at a much safer being purchased by the Air Force. While it was distance from the fire. In certain scenarios, such developed for military needs, UHP is expected to as a burning fuel spill, the fire fighter effectively find applications on major ARFF vehicle models, can address the fire while limiting or entirely as well as in structural fire fighting. eliminating the need to wade into the fire With a UHP fire fighting system, smaller — but zone. Reducing the risk to the fire fighter and equally effective — vehicles are now possible. increasing his or her effectiveness is what this Because of the dramatic water usage reduction, system is all about. A UHP-outfitted vehicles can pack more fire fighting Tim Raupp is president, Oshkosh Airport Products Group. He may be capability into less space. One vehicle tested by reached at Traupp@oshkoshcorp.com.

AirportMagazine.net | OCTOBER/NOVember 2009

biometrics

Next in Line

for Takeoff:

Using Biometrics

for Improved

Access Control By Ryan Zlockie

early 40 percent of airports surveyed by AAAE reported using some type of biometric (eye, finger, etc.) as part of their employee ID badge and physical access control systems. That number is expected to rise dramatically in the coming years. Several airport industry programs and TSA initiatives are underway to establish standards for the credentialing (or ID badge) process and set specifications for cards and biometric readers used for access control at airports. To understand why biometric recognition is recommended, and in many cases required, at airports requires an appreciation of the magnitude of potential security risks of current ID card programs. In one highly publicized example of employee ID card fraud at Chicagoâ&#x20AC;&#x2122;s Oâ&#x20AC;&#x2122;Hare International in 2007, the Chicago Tribune reported that federal and local law enforcement agents arrested 24 workers who were allegedly in the country illegally and using phony security badges for jobs on the tarmac, cargo areas and in other restricted zones. Authorities said 110 of the badges issued to a contracting company did not match their owners.

AirportMagazine.net | OCTOBER/NOVember 2009

Fraud can occur at any time during any step in the ID issuance process. Further, the theft, crime or even terrorist acts that could result from these incidents is reason enough to improve the ID card process now. But before adopting a new or revised security strategy, consider that the only successful solution must answer two fundamental questions: is the person presenting a credential the rightful owner, and are the rights and privileges granted by that card legitimate? Only biometric recognition technologies can answer these questions with speed and accuracy, without interrupting the timely flow of employees in and out of secure locations.

A Circle of Trust A successful security strategy incorporating biometrics should seek to establish a circle of trust around the ID card and the cardholder for the lifetime of use. In doing so, many consider the following to be fundamental steps in that process. • Start at the beginning and ensure that the person applying for a new credential is who he or she claims to be. It sounds simple, but if the chain of trust does not start here, the entire process is compromised. Conducting thorough background checks that include fingerprint checks, not just name-based checks, are vital in spotting aliases and false name claims. Biometrics also should be a component of a secure ID enrollment process that includes security measures for vetting the cardholder, as well as providing tight administrative controls around the issuance process, while also ensuring the system has reporting and audit trails. • Produce the most secure IDs possible. Once the identity is confirmed, producing a highly secure card is essential to make tampering and counterfeiting more difficult. Security features can be embedded into the ID itself, including storing a biometric of the holder on the card. Secure workflow processes add to the circle of trust for a credential, such as the use of document authentication software to validate documents initially presented as proof of identity and facial recognition biometric systems. These processes enable the comparison of an applicant’s photo against the existing database of photos to eliminate duplicate ID issuance. • Ensure that the person who applied for the credential is the same person who receives it. Asking new card recipients to provide their biometric to validate the identity against the card before it is distributed provides assurance that the same person who applied for the card is the person taking possession. • Maintain the chain of trust when entering the new ID card and cardholder data into the physical access system. It is critical to verify the identity of the cardholder prior to entering the credential and cardholder details into the physical access control system and assigning access privileges. This step

validates that the same person who was issued the credential is being entered into the access system. In many cases, this step and the issuance of the card could be combined into the same process. • Continually monitor the vetting status. The vetting process is not static; rather, ongoing updates should be made to the initial vetting process so the approved trust status continues beyond the initial background check period. • Install centralized revocation capabilities so a card instantly can be disabled across all disparate systems should the need arise. The cardholder may work at several airports or be registered in several different systems at the same site. This step requires that all disparate systems have the ability to monitor the same list of revoked cards. This provides the ability to disable the card across all system without the systems needing to synchronize with each other.

BASIC Project Refines Concept of Operations The Biometric Airport Security Identification Consortium (BASIC), which is staffed by AAAE and chaired by Jeanne Olivier, A.A.E., managing director for security and technology at the Port Authority of New York and New Jersey, has continued to work over the last year to refine a Concept of Operations for biometric identification and access control at airports. The Concept of Operations builds on TSA’s draft standards for improving identity authentication for security purposes and capitalizes on the experience, equipment and processes now in place with airports. The consortium membership now consists of nearly 100 airport security and technology staff, technology consultants and biometric contractors from across the country. In addition, a growing number of airports have agreed to proactively implement the fundamental elements of the BASIC Concept of Operations, an effort that is referred to as the Early Adopter program. Additional information regarding BASIC can be found on the AAAE Web site under the Transportation Security Policy Department. A To join BASIC, contact Colleen Chamberlain, AAAE, at colleen.chamberlain@aaae.org.

AirportMagazine.net | OCTOBER/NOVember 2009

biometrics

Match the Environment The biometric reader and the system used for access control are other important considerations in achieving a secure program. In fact, choosing the most appropriate system for the deployment often can mean the difference between project success and failure. With so many biometric readers to choose from, many airports struggle with how to evaluate the best solution for their operating environment. Of course, the biometric reader must provide strong verification capabilities, but there are other important variables that should be considered. These include: • Deployment flexibility and device intelligence. These capabilities only increase in importance as modern physical access control systems begin to converge with other building management and communication devices. Outdoor capabilities are also increasingly important. These new, intelligent security appliances not only come equipped with state-ofthe-art biometrics and multi-factor authentication capabilities, but they also have powerful on-board processing for rapid and accurate authentication, sophisticated storage, extensible memory, 802.11

Today, some biometric security appliances can do much more than authenticate IDs. The systems provide the right level of security at the exact places needed and are able to adjust dynamically to the level of authentication necessary for changing threat levels. 34

wireless connectivity, integrated keypads, and full-sized color LCD displays to keep employees informed with real-time messaging. • Lower Total Cost of Ownership (TCO). The next generation of biometric devices is designed to be powerful, flexible and cost-effective — from installation and deployment, device maintenance, improved hardware design and streamlined management capabilities — with a lower TCO. Some new devices coming to market also incorporate field replaceable sensors, so they can be replaced without being dismantled for repair, while enhanced management capabilities make it straightforward for administrators to apply updates to all devices, or even to specific user constituencies. TCO can be analyzed across the main cost categories for a biometric system based on:

that organizations choose devices with capabilities that aren’t fully maximized at installation and have the room necessary for expansion as new capabilities become required in the future.

Helpful Standards Several key initiatives are underway to help provide structure and guidelines for the decision-making process in the implementation of secure biometric-based access systems. TSA recently published technical specifications for the Aviation Credential Interoperability Solution, which addressed processes and the technical aspects for cards and readers.

• In addition, the Biometric Airport Security Identification Credential (BASIC) is an industry-driven initiative to provide guidelines for practical implementations for secure, Installation and deployment biometric-based access systems (see (mounting, networking, configuration) related article on BASIC). Maintenance and reliability Whether focusing on establishing a (troubleshooting, repair and circle of trust around an identity and ID, maintenance) or improving the physical access control Re-enrollments (number who need system, one thing is certain: biometric re-enrollment, sensor quality, etc.) systems will continue to lead the way in Ongoing administration (templates, helping to protect and secure personal setting changes, etc.) identities and assets. A • Future proof. To take best advantage of the swift evolution underway in aviation security, it’s crucial

AirportMagazine.net | OCTOBER/NOVember 2009

Ryan Zlockie is vice president of marketing and product management for L-1 Identity Solutions, Enterprise Access Division. He may be reached at Rzlockie@l1id.com.

FoodBeverageRetail

Hudson Group Unveils New Victoria’s Secret Store at JFK Airport Terminal 4

ravel retailer Hudson Group has opened a Victoria’s Secret travel concept store in New York’s Kennedy International Airport Terminal 4 (JFK IAT). The 641-square-foot shop is located pre-security, and is currently Victoria’s Secret’s only travel concept store at an airport in the U.S. The store features a wide range of merchandise specifically targeted to the traveling consumer. The selection includes travel accessories such as passport holders, luggage tags, sunglasses, key rings and travel-size gifts. The store also offers makeup, fragrance and body care products. “Victoria’s Secret adds an exciting edge to our retail lineup — the super look and feel of the store is inviting and the well-known merchandise never fails to appeal,” said Janice Holden, chief commercial officer, JFK IAT. “We appreciate that Hudson Group chose Terminal 4 to showcase this legendary brand, and we are encouraged by the reaction of our passengers based on the store’s initial performance.” Victoria’s Secret currently is only in select duty-free global locations outside of the United States. The first Victoria’s Secret duty-free airport location was launched in partnership with Dufry in Brazil, the second in Argentina. The JFK Terminal 4 store is the third in the series, and the first duty-paid entry. Three additional stores are planned for the coming months: one in Dubai, and two in partnership with Dufry in Barbados and in Mexico City International Airport. In JFK Terminal 4, Victoria’s Secret is located next to Hudson’s flagship Hudson News, Discover New York and Hudson Booksellers. Elsewhere in the terminal, Hudson Group also operates a CNN Newsstand — New York, a Sunglass Hut and Life is Good store. Hudson operates more than 13,000 square feet of duty-paid retail space in the terminal.A

AirportMagazine.net | October/November 2009

Retail Briefs BAA Cleveland, developer of the AirMall at Cleveland Hopkins International, has finalized a lease agreement with PremAir Hospitality Group LLC, a concessions operator, that will play a significant role in developing permanent units at the airport. In 2008, the city of Cleveland concluded a 10-year contract with BAA Cleveland to develop and manage concessions at Cleveland Hopkins International. An announcement at the time said that the AirMall would double the current participation rate of local and minorityowned companies, double the number of concession jobs, and double retail sales figures during the next decade. When complete, the AirMall will occupy 76,000 square feet of retail space. Airport Director Ricky Smith commented, “Passengers are already responding to the dramatic transformation, and there is more to come.” As part of BAA Cleveland’s plans, it has signed lease agreements with three companies scheduled to open established restaurant brands at the airport. The three new eateries are Cheeburger Cheeburger (900 square feet), operated by Robinson Hill CH, Inc.; Obrycki’s Crab House and Seafood Restaurant (2,400 square feet), operated by CRC Cleveland; and Subway (900 square feet), operated by Clevelandarea franchisees Deb & Joe Lukasik. A

FAA’s Contract Tower Program: 27 Years and Counting

contract tower

Compiled From Reports

Now in its 27th year, FAA’s Contract Tower Program (FCT) has developed a solid following within Congress and the airport community for the added layer of safety it provides to the nation’s aviation system, as well as for its cost-effectiveness and efficiency. The growth of the program to its present level of 245 towers has come with many innovations that were advocated by the industry. Chief among these is the cost-sharing program, which allows airports below a designated threshold of operations to obtain the benefits of a control tower by contributing to the cost of its operation. In fiscal year 2009, Congress provided $110 million for the fully funded program plus $9 million for the cost-share program. “FAA’s Contract Tower Program, by any measure, has been an unqualified success story for 27 years,” commented Rep. John L. Mica (R-Fla.), Republican leader of the House Committee on Transportation and Infrastructure. “Continued support in Congress for this program reflects the value in terms of safety and performance that contract towers provide to our nation’s air transportation system. The program is critically important to smaller airports across our country and is also a great deal for the American taxpayers.” FAA’s Thomas Jones manages the program, which has been reorganized into the FAA Contract Tower and Weather Group (CTWG). As Jones explained, the FCT program now is divided into two teams — the Contract Tower Requirements Team and the Contract Tower Operations Team. The requirements team is comprised of Team Lead Ricky Atkins and two team members who are responsible for ensuring that all new towers are in compliance with applicable requirements and have the required minimum equipment to function as federal contract towers in the nation’s airspace. They coordinate new starts into the program, manage the facility configuration, ensure program goals are on track and focus attention on the interfaces between activities being handled by different team members. The operations team is comprised of Team Lead Ken Cunningham and one team member. The team performs liaison functions between headquarters, service centers and regional/district offices to develop and implement a service delivery verification program and integrate FAA headquarters and service area resources to support contract tower operation activities. Additionally, the team provides oversight for implementation of the Safety Management System (SMS). In addition to the teams at headquarters, the CTWG enlists the services of program implementation managers located in each service area. Their role is to ensure air traffic control services are provided in AirportMagazine.net | OCTOBER/NOVember 2009

FAA Contract Tower Locations

accordance with FAA policies and procedures. They are still the first-line point of contact between airports and FAA. Former DOT Inspector General Ken Mead began working with the contract tower program in 1997. At that time, several members of Congress, the DOT secretary and officials from the Office of Management and Budget requested that Mead examine the costeffectiveness of the program. “What we consistently found in audit after audit (and it remains true today) is that the contract tower program is a model, not only of cost-effectiveness but of safety,” Mead said. “All the metrics show this, so this is a fact-based judgment. Maintaining safety is the compass of the program, and the contract tower providers and FAA have done an exceptional job in this regard.” AAAE determined in 1996 that this growing program would benefit from a formal association of contract towered airports and the companies that have contracts to manage the towers. As a result, AAAE created the U.S. Contract Tower Association (USCTA) to promote the contract tower program and to enhance aviation safety at smaller airports. Spencer Dickerson, senior executive vice president of AAAE and executive director of USCTA, noted that, “Since its inception in 1982, FAA’s Contract Tower Program continues to receive positive endorsements from all 38

parties involved, including FAA, the National Transportation Safety Board, DOT’s Inspector General, airport management, Congress and, most importantly, the users of the aviation system. This government/ industry partnership is an excellent example of government and industry working together to the advantage of the flying public.” Walt Strong, administrator of the University of Oklahoma’s Max Westheimer Airport and USCTA policy board chair, stated that his airport has been a member of USCTA for more than a decade. “Since its inception in 1982, FAA’s Contract Tower Program continues to receive positive endorsements from all parties involved, including FAA, the National Transportation Safety Board, DOT’s Inspector General, airport management, Congress and, most importantly, the users of the aviation system.” “With all the continued talk about NexGen and how it will enhance our air traffic control system, I fondly refer to the federal contract tower program as ‘Now-Gen’ since it positively affects the nation’s air traffic control system right now,” Strong stated. “Towers in this program handle some 25 perecent

AirportMagazine.net | OCTOBER/NOVember 2009

of all the nation’s control tower operations. That’s ‘Now-Gen’erating a significant impact on air safety.” While lower traffic counts are being reported by control towers nationwide, student pilot activity is on the rise at Westheimer, according to Strong. “Students in the university’s professional pilot program continue to fly in a program that has grown larger each year since the late 1990s. While the university does a tremendous job training students, sustaining a superb safety record and maintaining their equipment to the highest standards, it seems to me that the safety catalyst in our system, wherein professional pilots and students alike coexist, is the controllers in our tower. These people do a magnificent job in keeping students safely sequenced with other daily arrivals and departures of corporate and military traffic that do business in Norman and the surrounding Oklahoma City area.” Strong added, “Thanks to our friends in Congress and FAA, the accolades keep coming to a program that not only saves the taxpayer millions of dollars each year but is also “Now-Gen”erating a significant and positive impact on air safety across the U.S.” A

marketscan

Roundtrip Seat Capacity and Market Share Top 25 U.S. Market Pairs 4Q 2007 - 4Q 2008 - 4Q 2009 ROUNDTRIP SEAT CAPACITY AND MARKET SHARE ROUNDTRIP SEAT CAPACITY AND MARKET SHARE ROUNDTRIP SEAT CAPACITY AND MARKET SHARE TOP 25 U.S. MARKET PAIRS TOP 25 U.S. MARKET PAIRS TOP 25 U.S. MARKET PAIRS 4Q07 4Q08 4Q09

Total Top 25 U.S.-U.S. Market Pairs

All Others

Total Top 25 U.S.-U.S. Market Pairs

All Others

Total Top 25 U.S.-U.S. Market Pairs

All Others

Roundtrip Seat Capacity Top 10 U.S. International Market Pairs 4Q 2007 - 4Q 2008 - 4Q 2009

Source: OAG Schedules September 1, 2009

AirportMagazine.net | OCTOBER/NOVember 2009

lighting

Good Lighting Design for Parking Structures:

Beating The Standards

By Peter Kelly

uality lighting for a parking facility serves as a very visible indicator that the location is safe, well maintained and well managed. Lighting upgrades that meet industry standards can produce rewards that include better quality of light, reduced energy consumption, increased occupancy rates, tremendous cost savings and a much safer environment.

Meeting and Beating Standards American Society of Heating, Parking structures offer an unusually harsh environment for any electrical system because they can and often do operate 24 hours a day, seven days a week. Electrical systems are exposed to fumes and to the elements in a wide range of temperature swings. Fixtures are vulnerable to theft and vandalism and need to be carefully maintained. Two lighting standards are recognized in the industry — the

AirportMagazine.net | OCTOBER/NOVember 2009

Refrigeration and Air Conditioning Engineers’ (ASHRAE 90.1-2004) commercial building energy code standards (www.ashrae.org), and the Illuminating Engineering Society of North America (IESNA, www.iesna. org) standards. These standards identify recommended light levels at different locations within a facility. Both of these industry standards identify light levels measured on the floor. What they don’t address is

the most critical element in lighting for a parking structure: uplight contribution. Enclosed spaces without adequate illumination on and reflection from the ceiling can take on a tunnel-like appearance. Painting the ceilings a light color will help, but it is expensive.

Quality Systems In addition to aesthetic conditions, good lighting systems must include quality light fixtures. Based on the harsh, moist environments of a parking structure, a critical

characteristic of the proper light fixture is that it has to be vaportight. Further, any fixture should come with independent lighting laboratory testing, not in-house testing. The independent testing lab procedure should test the fixture to bitter cold temperatures for uses where winter weather will be an issue. A quality vaportight fixture will ensure that heat stays in and moisture, dirt and insects stay out. Fixtures should come ready to install with all mounting and wiring in place. Fixtures should have a

manufacturerâ&#x20AC;&#x2122;s five-year warranty and a track record for parking structure use over several years.

Types of Technology Traditionally, metal halide and high-pressure sodium fixtures (highintensity discharge or HID) have been (and still are) specified for parking structures. These are outdated, energy inefficient technologies that will end up costing more in electricity from the moment they are turned on. Light Emitting Diodes (LEDs) are used for specific design applications.

AirportMagazine.net | OCTOBER/NOVember 2009

lighting

Motion sensors, photo cells and dimmers are all available that can help save energy. They are for the most part reliable ways of reducing electrical loads.

They do well with signage, traffic signals, runway lighting, landscape and architectural elements and some street lighting. There is a growing tendency to use them in parking structures. The problems with LEDs are threefold: (1) they are very expensive; (2) they do not have any uplight contribution; and (3) they have a tendency to use a hightemperature lamp (6,500K to 7,000K) that gives off a bluish hue, not a clean and crisp white light (5,000K) similar to florescent. This is a rather new technology that still needs to overcome some challenges before it is ready for parking garage applications. Induction lighting systems are being installed in parking structures and are an energy efficient alternative. The induction fixture takes on the appearance of a metal halide with its whitish light. However, since the lumen output of an induction fixture is not as high as a metal halide (even after depreciation), a higher wattage induction fixture typically has to be used to make up for the reduced lumen output. This, in turn, lowers potential energy savings. The fixtures are fairly expensive and come with limited warranties. First-generation linear fluorescent fixtures had a problem maintaining light levels in cold temperatures. If they aren’t equipped with a good quality vaportight system, this is still an issue. Make sure the fixture is of good quality and the gasketing will not contract in cold weather. If this happens, a gap is created in the seal between the gasket and the lens, allowing insects to find the fixture more desirable than the owner/ operators do. New developments in composite materials such as fiberglass (body) and acrylics (lens) are facilitating the production of longer life, more durable fixtures that are resistant to discoloration, unaffected by temperatures and can be warranted up to five years. Compact fluorescent fixtures 42

have a low life projected at 10,000 hours, poor light output especially at cold temperatures and limited distribution. They should not be used for parking structures. They are just not reliable. Leave them for the table lamp in your bedroom. Voltage regulators are available that can be installed at the electrical panel to reduce the electrical load by lowering the voltage of the system, which in turn lowers light levels and saves energy. These controls have been shown to have adverse effects on the components’ life and, therefore, the life of the system.

Remote Control Does your lighting have to be on 24 hours, seven days a week? Well, maybe. But, it can be controlled so it not running at full power all that time. Motion sensors, photo cells and dimmers are all available that can help save energy. They are for the most part reliable ways of reducing electrical loads. Motion sensors can turn off lamps until movement is detected. Photo cells can be used to deactivate lamps when light levels are high enough during the day to adequately illuminate the space. Dimmers can lower light output in either case. The new wireless technologies that are available actually can program a lighting system through radio transmitters attached to each fixture. This system gives the parking structure operator the capacity to control the lighting system based on the typical activity of the structure and can be programmed to turn lights/lamps on and off through motion and time of use.

Tax Incentives The Energy Policy Act (EPAct) of 2005, now extended to Dec. 31, 2013, states that for those owners who do pay federal income tax, there is a one-time tax deduction available for new lighting systems if the EPAct criteria are met. If the new lighting system lowers the electrical load by

AirportMagazine.net | OCTOBER/NOVember 2009

40 percent, the owner can take a onetime tax deduction of the total project cost of the new lighting system inclusive of all material and labor. Research with your utility representative what might be available.

Taking the LEED As building owners/operators grapple with how to be more “green,” parking structures are one way to take an aggressive lead simply by implementing energy efficient lighting systems. Quality lighting design can “harvest daylight” or use what nature can provide by day by using photo cells around the perimeter of the facility. The use of asymmetric reflectors, when applicable, can trap the light escaping from the footprint of the structure, preventing “light trespass.” Required compliance with the ASHRAE standards will help put the entire building well on the way to achieving the U.S. Green Building Council’s LEED requirements.

Moving Forward How does an owner/operator determine if a lighting upgrade is in order? If the facility currently has energy inefficient HID fixtures, if energy and maintenance costs are soaring out of control, if there is a drop in occupancy rates or an increase in crime, if there is poor light uniformity and no uplight, if there are city/town ordinances or complaints from neighbors about light trespass, then the structures would benefit from an energy audit. Don’t think short term. There is a tremendous savings to be enjoyed long term, if a lighting project is executed properly. A Peter Kelly is the managing director of IntellEnergy, a New York- and Connecticut-based energy services company, with offices nationwide. He may be reached at pk@intellenergy.com.

assengers by airport traffic for august 2009

Airport

2009

2008

Boston Logan International

2,533,137

2,532,905

Boise Air Terminal

260,425

300,552

Charlotte Douglas International

3,003,590

3,082,869

-2.8

Chicago O’Hare International

6,065,232

6,505,866

-6.8

Indianapolis International

638,058

702,558

-9.2

Kansas City International

870,610

905,739

Minneapolis-St. Paul International

3,127,286

3,075,520

Port Columbus International

545,096

566,550

-3.8

Portland International

1,299,478

1,433,616

-9.4

Quad City International (Ill.)

81,516

83,767

-3.0

Reagan Washington National

1,581,883

1,594,868

-0.8

Reno-Tahoe International

354,014

412,002

-16.3

Salt Lake City International

2,019,893

1,944,989

+3.9

San Antonio International

677,392

734,204

-7.7

San Luis Obispo (Calif.) Regional

22,758

29,670

-23.3

Seattle-Tacoma International

3,191,450

3,345,933

Southwest Florida International

454,927

448,667

Tampa International

1,387,087

1,408,939

Tucson International

282,600

324,006

Washington Dulles International

2,210,973

2,219,466

Domestic and International Fares Airlines Reporting Corporation

% Change 0.0 -13.0

-3.9 +1.7

-4.6 +1.4 -1.6 -12.8 -0.4

08 Domestic Fares 08 International Fares 09 Domestic Fares 09 International Fares

uildout

Detroit Metro said it is one step closer to constructing a ground run-up enclosure (GRE) to reduce aircraft-generated noise in surrounding neighborhoods. The Wayne County Airport Authority Board has approved a contract with C & S Engineers for $1.25 million, with construction of the enclosure likely to begin in 2010. Airlines are expected to begin using the GRE in 2011 during a one-year performance testing period. The Los Angeles Board of Airport Commissioners has given its approval to environmental impact and compliance reports for the reconfiguration of the Tom Bradley International Terminal (TBIT) at Los Angeles International. The Bradley West Project is one of the improvements included in the airport’s master plan. The project calls for new concourses to replace existing ones; the addition of nine gates to the west side of the terminal to supplement existing gates on the east side of the terminal; addition of secured concourses between Terminals 3 and 4 and TBIT so passengers with connecting flights do not have to exit the terminals and go through security screening again; renovation and modernization of portions of the existing TBIT; and relocation of existing Taxiways S and Q and a vehicle service road that connects the north and south runway complexes. The board’s approval of the Bradley West Project now will be transmitted to the Los Angeles City Council with a recommendation that the council concur with the board’s actions. The New Orleans Aviation Board has

left

Dollars in Billions

airportbillboard

accepted FAA grant offer for Grey09a $440,000 Domestic the preparation of an Airport Geographic Black09 System International Information (AGIS) at Louis

Armstrong New Orleans International. The airport has been selected by FAA to develop and implement AGIS, a software system for airport owners, operators, contractors, consultants, and state and federal officials to keep track of airport documents and drawings that guide development and control of the airport environment.

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AirportMagazine.net | OCTOBER/NOVember 2009

upfront

Duluth International begins construction on new terminal.

Construction Begins On Minnesota Terminal Rep. Jim Oberstar (D-Minn.), along with state and local officials and other community leaders, participated in a groundbreaking ceremony Sept. 1 to mark the first phase of terminal construction at Duluth International. Phase 1, valued at $10.2 million, focuses on site grading, infrastructure, utilities, a new access roadway, service roads, parking areas and completing the terminal building design. “This new terminal project will give our area an economic boost, both in the short term with the 200-plus construction jobs that it creates and also in the long term by supporting our strong aviation sector and other businesses that sustain our community,” said Duluth Airport Authority Chair Nancy Norr. Airport Executive Director Brian Ryks, A.A.E., echoed Norr’s gratitude 44

and asked lawmakers for their ongoing support, noting, “We will need about $11.7 million more in state bonding dollars in 2010 for Phase 2 of this project, which focuses on constructing the new terminal building.” RS&H is providing engineering construction services, in conjunction with local architects Stanius Johnson. Kraus Anderson is the construction manager, Ulland Brothers Inc. is performing the general site grading and infrastructure work, and Polyphase Electric Company (Mesaba Electrical Group) is completing the electrical work. The airport will remain fully operational throughout the project.

Boston Uses ‘Green’ Asphalt On Runway Boston Logan International’s use of environmentally friendly asphalt to repave a runway was expected to be completed by the end of September,

AirportMagazine.net | OCTOBER/NOVember 2009

as crews applied the last batch of “warm mix” asphalt on Runway 9/27. The $12.5 million project, which received federal stimulus funding, was launched in July. The 7,000-footlong runway was closed for seven weekends to mill and repave the 150-foot-wide surface. Warm mix asphalt is heated to between 250 and 275 degrees, some 75 to 50 degrees less than traditional “hot mix” asphalt, according to airport officials. The difference on this project will result in the reduction of nearly 4,000 tons of carbon dioxide and the savings of about 400,000 gallons of diesel fuel. It will produce an energy savings of about 53 billion BTUs. Another environmental benefit is that up to 20 percent of the new asphalt will be made from recycled asphalt, officials said. The warm mix was first tested at Logan on a taxiway and apron areas with FAA oversight before the airport received permission to use it

on the outer 37.5 feet of the edges of Runway 22L last summer.

BWI’s Tim Campbell To Retire After 35 Years Tim Campbell, A.A.E., executive director of the Maryland Aviation Administration (MAA) and BaltimoreWashington International Thurgood Marshall Airport since December 2005, announced his retirement, effective at the end of the year. Paul Wiedefeld was named to head MAA and BWI, effective upon Campbell’s retirement. Wiedefeld currently serves as administrator of the Maryland Transit Administration. He was head of MAA from 2002 through 2005. Campbell’s retirement comes after a 35-year career in aviation management. During his career, Campbell served both as chairman of AAAE and the International Association of Airport Executives. He currently serves on AAAE’s Policy Review Committee. Campbell began his career in 1974 as an assistant to the aviation director at Boston Logan International. He went on to key management positions at airports in Newport News, Va.; Knoxville, Tenn.; Fort Lauderdale, Fla.; and Nashville, Tenn., before taking the leadership post in Salt Lake City.

member representatives to the AAAE board. The decision to enlarge the board of directors by adding two corporate members for the first time is part of an initiative to foster communication, participation and value for corporate members and the association. AAAE Chair John Duval, A.A.E., appointed Brian Reed as chair of the newly formed AAAE Corporate Committee and Hollowell as vice chair. Further, Duval named Al Pollard, A.A.E., director of Maryland’s Martin State Airport, as the new vice chair of the association’s General Aviation Committee. Robert Francis, executive vice president, Farragut International, has been appointed by the AAAE Board of Directors to the board of directors of the International Association of Airport Executives.

Los Angeles, United Settle Terminal Lease The Los Angeles Board of Airport Commissioners has approved a settlement among Los Angeles World Airports (LAWA), United Airlines and UMB Bank N.A. with regard to $59.3 million in outstanding principal for bonds that were issued to finance construction at Terminals 7 and 8 at Los Angeles International in connection with the 1984 Olympics. In exchange for its payment under the settlement, United and LAWA will amend and restate United’s Terminal 7 and 8 lease. Under the amended lease, United’s rents will increase significantly, the board said. A

AAAE Leadership Announcements Brian Reed, senior vice presidentaviation, RS&H, and Stacy Hollowell, senior marketing manager, Siemens Corp., were elected by the AAAE Board of Directors to serve as new board members. AAAE accredited members, upon recommendation of the association’s board of directors, earlier voted overwhelmingly to approve bylaws amendments to add two corporate AirportMagazine.net | OCTOBER/NOVember 2009

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AAAE’S AUTHORIZED SIGNATORY TRAINING COURSE NOW AVAILABLE!

MEETS TSA SECURITY DIRECTIVE 1542-04-08 SERIES REQUIREMENTS AAAE, in cooperation with numerous airport and industry security officials, has developed a new Authorized Signatory interactive, computer-based training course, created in response to TSA’s Security Directive 1542-04-08 Series. The course covers the role and responsibilities of an authorized signatory or designee and the requirements for being an authorized signer. The content has been reviewed by industry experts to ensure that the training meets the TSA requirement.

This universally applicable, non-airport-specific course is available on DVD with capability for local printing for certificates of completion, or may be integrated into AAAE’s Interactive Employee Training (IET) or eCISTM learning management systems.

For more information, contact Jim Martin at (703) 824-0500, Ext. 166, or e-mail jim.martin@aaae.org.