1. Adapted by Dr Andrew Kimmance for Aviation Operations
draft Oct 10/09/2012
“WORLD-CLASS” AIRPORTS
(Best Practices)
Airport Authorities of large regional airports, often ask IATA ACCs (Airport Consultative
Committees) for planning advice on how to turn their airport into a world class facility.
Usually they want their airport to become a “World-Class Hub” airport.
To guide Airport Authorities towards this development objective, the following is a check-
list of generic criteria that must be met in order to become a “World-Class” airport.
Typical Features:
1. Geographic / Political Location
• A medium to large sized airport with international, regional and domestic traffic;
• Regionally competitive in terms of costs, facilities and convenience;
• Geographically situated along a major world air-route, or at cross roads of more than one
world air route;
• Geographically located in a catchment area of substantial O&D traffic;
• Healthy regional and national economic growth;
• No political restraints to commercially acceptable bilateral agreements;
• No environmental constraints on aircraft operations.
2. Airspace / ATC
• No restrictions on airspace capacity;
• No conflict with other close airports or military traffic restrictions;
• No threat to schedule integrity or reliability from airspace or ATC issues;
3. Airfield & Infrastructure
• Runways and other airfield facilities able to handle all traffic demands;
• Runway capacity routinely in excess of 75 movements per hour;
• No limiting curfews;
• All weather operations;
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2. Adapted by Dr Andrew Kimmance for Aviation Operations
• Regular and reliable transport links to closest major city; a rapid rail service is the
preferred option, if economically viable;
• Adequate private car parking at reasonable cost – including long-term parking with
shuttle bus service;
• Capacity to handle large traffic peaks with high activity during the peaks;
• Reliable airport services/utilities such as power supply, water supply, fuel supply;
• Spacing of runways, taxiways, taxilanes to allow Code E/F aircraft operations;
• Dedicated locations for competing ground equipment parking and container storage
racking.
4. Passenger Terminals
• Sufficient airport and terminal facilities to allow airlines to meet their own airline service
standards at a reasonable cost. (See Appendix A for airline service standards that need
to be converted into physical airport facilities);
• IATA Level of Service “C” or better (provided that costs allow this);
• Apron configuration and capacity to not inhibit scheduling and to allow airline alliance
proximity parking for hubbing operations;
• Apron services available – aircraft fuelling, ground power;
• Competitive MCTs (Minimum Connecting Times -see Appendix A). MCTs must be
competitive with competing regional airports. Adequate facilities to allow single airlines or
alliance airlines to complex flights within published MCT;
• Sufficient aircraft stands to meet peak demands – buses to remote stands (see Appendix
A – Passenger Boarding Bridges);
• Terminal facilities to accommodate this complexing peak demand;
• Inter-terminal passenger and baggage transfer systems;
• Intra-terminal walking distances minimized;
• A choice of competing passenger, baggage, ramp and engineering handling agencies.
Ability to allow airlines to self-handle if required;
• Government agency processing times to world standards (see Appendix A);
• Automated baggage sortation systems with high peak hour reliability and flexibility to
cope with high levels of transfer baggage. In-line HBS (hold baggage screening) system
is preferred option;
• FIDS systems throughout terminal;
• CUTE systems at check-in areas as well as at the boarding gates;
• Airside and landside retail outlets at high street prices;
• Sufficient terminal space to allow:
• Airline alliances are able to consolidate their space requirements
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3. Adapted by Dr Andrew Kimmance for Aviation Operations
• Logical flow and proximity between Check-in Counters, to Airline Lounges, to
Departure Gates for airline alliance members.
• Sufficient space for airlines to lease admin. Offices, CIP lounges and staff
amenities.
5. Cargo & Express Terminals and Catering
• A choice of competing Freight and Catering handling agencies;
• Sufficient Freighter parking positions, with tether pits, adjacent to cargo/express
terminals;
6. Charges
• Sufficient airport and terminal facilities to allow airlines to meet airline service standards
at a reasonable cost;
• Transparent pricing mechanisms on single till basis.
CONCLUSIONS:
It is a challenge for an airport authority to meet all of these planning criteria required to
become a “World-Class” Airport.
Nevertheless, it is important that Airport Authorities and their airport planning consultants
are aware of the airline industry’s views on airport service/planning excellence.
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4. Appendix A
Airport Terminal Planning “Draft” Standards
Planning Element Planning Standard
for Typical Busy Day
1
Recommended Practice
Airport Access 90% of passengers can access the airport
within 30 - 45 minutes of the central
business district CBD.
Express train service should be available
every 15 - 20 minutes;
Employee transportation plan is required.
Check-in Business Class – Maximum Queuing
Time of 3-5 min.
Economy Class – Maximum Queuing
Time of 15-20 min.
Tourist (Charter/ No Frills) Class –
Maximum Queuing Time of 25-30 min.
Space2
- for passengers waiting up to 30
minutes; 1.8 m2
per international
passenger; 1.3 m2
for domestic
passengers, incl. inter-queue space and
baggage trolleys.
Seating for 5% of passengers.
Island layout is preferred;
Minimum distance between islands of 22-
25m;
T1 JFK counters - a “benchmark” design;
CUTE system;
Special counters for handling over size
baggage;
Automated baggage system using IATA
10 digit LP bar code tags or RFID tags;
In-line HBS system; BRS preferred;
Ticket counters at head of each island, or
located close-by, with space for back
office & safe;
Proximity to Alliance partners;
Space for future “e”- self check-in kiosks
including baggage acceptance.
Security Screening Maximum Queuing Time of 3-5 min.
Space for passengers waiting up to 10
minutes; 1.0 m2
per passenger.
Outbound Passport Control Maximum Queuing Time of 5 min.
Space – for passengers waiting up to 10
minutes; 1.0 m2
per passenger.
Introduction of biometrics to speed up
processing is preferred.
CIP Lounges 4m2
per passenger Preferred location for lounges is airside in
normal passenger flow between check-in
and aircraft gates; size sufficient to be
shared by Alliance partners
Arrival lounges may be required at large
terminating airports.
Departures Lounge Space – 1.0m2
per passenger standing &
1.5m2
per passenger seated.
Seating for 10% of passengers where
passengers do not have to wait. 60%
where passengers do have to wait.
Gate Lounges Space – 1.0m2
per passenger standing &
1.5 m2
per passenger seated
Seating for 70% of passengers.
Walking Distance Maximums of 250 –
300m unaided & 650m with moving
walkways (of which not more than 200m
unaided).
APMs for travel over 500m.
WB aircraft should be parked close to the
main PTB to reduce the walking distances
for largest numbers of passengers;
Gate lounge should include podium
counter close entrance to PBB & include
CUTE system with 2 boarding pass
readers for aircraft larger than type C, a
document printer & boarding pass printer;
Shared baggage facility (shutes/freight
elevator to apron level) at the gate lounges
for excess cabin baggage, strollers &
wheelchairs.
Passenger Boarding Bridges 90 - 95% of passengers (on an annual
basis) will be served by a passenger
boarding bridge.
PBB justified with minimum of 4-6 aircraft
operations/day.
Apron drive bridges with 400 Hz fixed
ground power, air conditioning & potable
water attached;
Glass construction preferred;
Double bridges for 747s & NLAs;
Aircraft docking guidance system;
Ramps (with slope not exceeding 1:12)
should be used to connect the PBB with
the departures gate lounge (upper level)
and with the arrivals corridor (lower level);
Aircraft On-Time Performance Sufficient land for twin independent
(1,800-2,000m separation) staggered
parallel runways (3500 – 4000m length x
60m width) with space for 2 additional
close parallel runways;
Dual taxiways & dual taxilanes;
1. The busy day is defined as the second busiest day in an average week during the peak month.
2. For IATA Level of Service C; see Airport Development Reference Manual, page xx for more details.
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5. Appendix A
Airport Terminal Planning “Draft” Standards
Planning Element Planning Standard
for Typical Busy Day
1
Recommended Practice
Inbound Passport Control Maximum Queuing Time of 10 min.
Space – for passengers waiting up to 30
minutes; 1.0 m2
per passenger.
Introduction of biometrics to speed up
processing is preferred.
Baggage Delivery Wheelstop to Last Bag –
Business Class
NB – 15 min.
WB – 20 min.
Economy Class
NB – 25 min.
WB – 40 min.
Space - 1.6 – 1.8m2
per passenger
(excluding baggage claim unit)
Sufficient numbers to be provided to
allocate at least one 85m baggage claim
unit per 2 B747 flights;
Separate device(s) for handling over size
baggage;
Sufficient baggage trolleys to be available
on entry to the baggage claim hall;
ATM(s) located in baggage claim hall;
Left luggage storage facilities should be
located landside.
Inbound Customs Recommended use of Red/Green
Channels.
Meeter Greeter Hall Space - 1.6 – 1.8m2
per passenger &
greeter.
20% of space for seating.
Easy access to Express train station
Passenger Arrival– Wheelstop
to Curbside
ICAO recommended practice
is 45 minutes
Business Class – passenger on the
curbside 20 - 25 minutes after aircraft
arrival.
Economy Class – passengers on the
curbside 40 - 45 minutes after aircraft
arrival.
Wayfinding The PTB should incorporate self-evident
passenger flow routes through the
building, but where signs are required they
must provide a continuous indication of
direction;
Signposting system should use a concise
& comprehensive system of directional,
informational, regulatory & identification
messages. It should adhere to a basic
guideline of copy styles & sizes, consistent
terminology, recognizable & universally
acceptable symbols & uniform colors;
Signposting should be in “mother tongue”
& English.
Airline Offices 10m2
per staff member
Rule of Thumb –
# check-in counters x 100 m2
Sufficient space to lease to airlines &
Alliances;
Located landside reasonably close to
check-in;
Clearly signposted.
Passengers with Disabilities Airport facilities must comply with national
laws and regulations.
Retail/Concessions Airport Authority should obtain 50 – 60%
of total airport revenue from
retail/concessions;
Retail/concession facilities should not
interfere with passengers flows between
check-in and the departure gate lounges
MCT - (Minimum Connecting
Time)
Domestic-Domestic – 35-45 min.
Domestic-International – 35-45 min.
International-Domestic – 45-60 min.
International-International – 45-60 min.
Transfer Counter - Maximum Queuing
Time of 5-10 min.
Space 2
- for passengers waiting up to 30
minutes; 1.0 m2
per passenger, incl. inter-
queue space and baggage trolleys.
Seating for 5% of passengers.
1. The busy day is defined as the second busiest day in an average week during the peak month.
2. For IATA Level of Service C; see Airport Development Reference Manual, page xx for more details.
5

6. Appendix A
Airport Terminal Planning “Draft” Standards
Planning Element Planning Standard
for Typical Busy Day
1
Recommended Practice
Inbound Passport Control Maximum Queuing Time of 10 min.
Space – for passengers waiting up to 30
minutes; 1.0 m2
per passenger.
Introduction of biometrics to speed up
processing is preferred.
Baggage Delivery Wheelstop to Last Bag –
Business Class
NB – 15 min.
WB – 20 min.
Economy Class
NB – 25 min.
WB – 40 min.
Space - 1.6 – 1.8m2
per passenger
(excluding baggage claim unit)
Sufficient numbers to be provided to
allocate at least one 85m baggage claim
unit per 2 B747 flights;
Separate device(s) for handling over size
baggage;
Sufficient baggage trolleys to be available
on entry to the baggage claim hall;
ATM(s) located in baggage claim hall;
Left luggage storage facilities should be
located landside.
Inbound Customs Recommended use of Red/Green
Channels.
Meeter Greeter Hall Space - 1.6 – 1.8m2
per passenger &
greeter.
20% of space for seating.
Easy access to Express train station
Passenger Arrival– Wheelstop
to Curbside
ICAO recommended practice
is 45 minutes
Business Class – passenger on the
curbside 20 - 25 minutes after aircraft
arrival.
Economy Class – passengers on the
curbside 40 - 45 minutes after aircraft
arrival.
Wayfinding The PTB should incorporate self-evident
passenger flow routes through the
building, but where signs are required they
must provide a continuous indication of
direction;
Signposting system should use a concise
& comprehensive system of directional,
informational, regulatory & identification
messages. It should adhere to a basic
guideline of copy styles & sizes, consistent
terminology, recognizable & universally
acceptable symbols & uniform colors;
Signposting should be in “mother tongue”
& English.
Airline Offices 10m2
per staff member
Rule of Thumb –
# check-in counters x 100 m2
Sufficient space to lease to airlines &
Alliances;
Located landside reasonably close to
check-in;
Clearly signposted.
Passengers with Disabilities Airport facilities must comply with national
laws and regulations.
Retail/Concessions Airport Authority should obtain 50 – 60%
of total airport revenue from
retail/concessions;
Retail/concession facilities should not
interfere with passengers flows between
check-in and the departure gate lounges
MCT - (Minimum Connecting
Time)
Domestic-Domestic – 35-45 min.
Domestic-International – 35-45 min.
International-Domestic – 45-60 min.
International-International – 45-60 min.
Transfer Counter - Maximum Queuing
Time of 5-10 min.
Space 2
- for passengers waiting up to 30
minutes; 1.0 m2
per passenger, incl. inter-
queue space and baggage trolleys.
Seating for 5% of passengers.
1. The busy day is defined as the second busiest day in an average week during the peak month.
2. For IATA Level of Service C; see Airport Development Reference Manual, page xx for more details.
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