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SHAKEEL

Adeel Shahzad 9340,Suleman

Tamar 9311, M.Arbab 9286
LANDSIDE OF THE Airport Operations

AIRPORT
Final Report
 Introduction
An airport is an aerodrome with extended facilities, mostly for commercial air
transport. Airports often have facilities to store and maintain aircraft, and a
control tower. An airport consists of a landing area, which comprises an aerially
accessible open space including at least one operationally active surface such as a
runway for a plane to take off or a helipad, and often includes adjacent utility
buildings such as control towers, hangars and terminals. Larger airports may have
airport aprons, taxiway bridges, air traffic control centres, passenger facilities
such as restaurants and lounges, and emergency services. In some countries, the
US in particular, they also typically have one or more fixed-base operators, serving
general aviation.
Airports are divided into landside and airside areas. The landside area is open to
the public, while access to the airside area is tightly controlled. The airside area
includes all parts of the airport around the aircraft, and the parts of the buildings
that are accessible only to passengers and staff. Passengers and staff must be
checked by security before being permitted to enter the airside area. Conversely,
passengers arriving from an international flight must pass through border control
and customs to access the landside area, where they can exit the airport. Many
major airports will issue a secure keycard called an airside pass to employees, as
some roles require employees to frequently move back and forth between
landside and airside as part of their duties.

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 Landside of
an Airport
The landside is defined
as those areas and
operations within
airport boundaries,
exclusive of the airside.
Although it is
recognized that the
landside may
accommodate a variety
of aviation activities such as general aviation, air freight, maintenance and
support, and military, this paper deals primarily with the landside,as the area on
the airport used for the passenger-processing functions.

Distinction between airside and landside.

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 Facilities
A terminal is a building with passenger facilities. Small airports have one terminal.
Large ones often have multiple terminals, though some large airports like
Amsterdam Airport Schiphol still have one terminal. The terminal has a series of
gates, which provide passengers with access to the plane.

The following facilities are essential for departing passengers:

1. Check-in facilities, including a baggage drop-off

Airport check-in is the process whereby passengers are accepted by an
airline at the airport prior to travel. The airlines typically use service
counters found at airports. The check-in is normally handled by an airline
itself or a handling agent working on behalf of an airline. Passengers usually
hand over any baggage that they do not wish or are not allowed to carry in
to the aircraft's cabin and receive a boarding pass before they can proceed
to board their aircraft.
2. Security clearance gates
Generally people are screened through airport security into areas where
the exit gates to the aircraft are located. These areas are often called
"secure", "sterile" and airside. ... Non-passengers must obtain a gate pass
to enter the secure area of the airport.
3. Passport control (for some international flights)
The place at an airport, port, or border of a country where an official checks
your passport: It can take a while to go through passport control at the
airport.
4. Gates
A gate, or gatehouse, is an area of an airport that provides a waiting area
for passengers before boarding their flight. While the exact specifications
vary from airport to airport and country to country, most gates consist of
seating, a counter, an aircraft entry or exit doorway, and a jet bridge.
5. Waiting areas
A waiting area for passengers before boarding their flight.

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The following facilities are essential for arriving passengers:

1. Passport control (international arrivals only)

the place at an airport, port, or border of a country where an official checks
your passport: It can take a while to go through passport control at the
airport.

2. Baggage reclaim facilities, often in the form of a carousel

In airport terminals, a baggage reclaim area is an area where arriving
passengers claim checked-in baggage after disembarking from an airline
flight.

3. Customs (international arrivals only)

A customs airport is an airport notified by the appropriate customs
authority of the country as an airport which shall be airports for the
unloading of imported goods and the loading of export goods or any class
of such goods.

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 Influence of Landside on Airside
Based primarily on investigations during the ongoing FAA air side capacity study,
the following general conclusions apply to most typical airport situations. For
purposes of determining capacity and delay, operations on the runway, taxiway,
and apron-gate area components at most airports can be considered as
independent of one another [Denver (Stapleton) Airport is a notable exception].
Therefore, each of these components can be analyzed separately. Stated another
way, it is sufficiently that the capacity of the runway component is not influenced
by operations on either the taxiway component or the apron-gate area
component. Therefore, because operations on one airside component generally
do not affect the capacity of another component, the capacity of the entire
airfield is governed by the capacity of 1 of the 3 components (referred to as the
constraint component). Because operations on one component have almost no
influence on the delay to aircraft on another component, the total delay to
aircraft on the entire airfield can be estimated by adding the delay to aircraft on
each individual airside component.

Importance of Terminal Location

Because of the independence of airside components, it can be concluded that the
location of the apron-gate component and, therefore, the location of the
passenger terminal facilities have little effect on the capacity and delays on the
airside.
Landside Influence on Apron-Gate Component
Another conclusion stemming from the independence of airside components is
that the principal interaction of the airside with the landside occurs in the apron-
gate area component of the air side. Research for the FAA revealed that certain
operating conditions need to be specified to determine the capacity and delay of
the apron-gate area. The following conditions have a significant effect on the
capacities and delays of the aprongate component:
1. Gate mix (aircraft using the gates by airline and type of equipment),

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 2. Number and types of gates (which gates serve which airlines and type of
aircraft),
3. Gate occupancy time (time an aircraft is considered to effectively occupy a
gate), and
4. Demand for the use of the gates (needed for determination of delay only).

This listing shows that capacity and delay of the apron-gate component are
primarily a function of airline aircraft physical and operational characteristics. In
determining such capacity and delays, the major concern of the airport planner
and decision maker should be the numbers and types of gates and the types of
aircraft using the gates, not the geometry of the apron (as long as minimum
criteria, such as clearances, are satisfied). Whatever influences the landside exerts
on the apron-gate area component would stem primarily from those landside
features that affect the use of gates by specific types of aircraft and gate
occupancy times. For example, landside features can affect the time required to
board or debark passengers or service the aircraft. The size or arrangement of
landside facilities (e.g., spacing of holdrooms along a pier finger) or the level of
staffing and management of airline personnel may also indirectly influence
component capacity and delays.

Summary of Landside Influence

In summary, the governing influence of the landside on the airside is typically
limited to the apron-gate component, unless a major expansion program is
contemplated that would require competition between the airside and the
landside for available land area and financial resources. Based on observations at
some 18 high-activity airports during the FAA capacity study as well as those by
the authors at a number of other airports, it appears that variations in the
interaction variables are likely to have a more significant and volatile influence on
landside and airside interactions.

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 Non Aeronautical Revenues
Income derived from such sources as concessions, rental of premises, and “free
zones” is important to airports. It is recommended that, with the exception of
concessions that are directly associated with the operation of air transport
services, such as fuel, in-flight catering and ground handling, non-aeronautical
revenues be fully developed, while keeping in mind the interests and needs of
passengers and the public, and ensuring terminal efficiency.

Retail concessions
Retail concessions remain the leading source of non-aeronautical revenue for
airports, representing 28 per cent of non-aeronautical revenue. Car parking
revenue and property revenue/rent follow retail concessions as the secondary
sources of revenue at 20 per cent and 18 per cent respectively.

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Food and beverages

Car Parking

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Advertising

Aviation Catering Services

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Property and Real Estate Revenue OR Rent

And some others revenues are also generated from landside like utility
recharges,Fuel and oil etc.

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 Distribution of non-aeronotical revenue by
source (2013)

Regional distribution of non-aeronotical revenues

(% of total non-aeronotical revenue, 2013)
Table shows the distribution of non-aeronautical revenues by region. The Middle
East has the highest proportion of non-aeronautical revenue attributed to leasing
of or revenue-sharing from retail concessions at almost 49 per cent of revenue.
Revenue generated from car parking is growing in importance because the
proportional share increased across all regions. In particular, North America
continues to be the world leader in generating revenue from car parking services,
with these services representing as much as 39 per cent of the region’s non-
aeronautical revenue. At 16.6 per cent, revenue from rental car concessions is
also relatively higher in North America compared to other regions. This offsets the
relatively low proportion of revenue that North American airports obtain from
retail concessions.

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Retail concessions remain the leading source of non-aeronautical revenue for
airports, representing 28 per cent of non-aeronautical revenue. Car parking
revenue and property revenue/rent follow retail concessions as the secondary
sources of revenue at 20 per cent and 18 per cent respectively.

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 Conclusion
Many major airports will issue a secure keycard called an airside pass to
employees, as some roles require employees to frequently move back and forth
between landside and airside as part of their duties.
Landside of an Airport
The landside is defined as those areas and operations within airport boundaries,
exclusive of the airside. Non-passengers must obtain a gate pass to enter the
secure area of the airport.
3. Passport control (for some international flights)
The place at an airport, port, or border of a country where an official checks your
passport: It can take a while to go through passport control at the airport.
4. Gates
A gate, or gatehouse, is an area of an airport that provides a waiting area for
passengers before boarding their flight. While the exact specifications vary from
airport to airport and country to country, most gates consist of seating, a counter,
an aircraft entry or exit doorway, and a jet bridge.
5. Waiting areas
A waiting area for passengers before boarding their flight.
The following facilities are essential for arriving passengers:
1. Passport control (international arrivals only)
the place at an airport, port, or border of a country where an official checks your
passport: It can take a while to go through passport control at the airport.
2. Baggage reclaim facilities, often in the form of a carousel
In airport terminals, a baggage reclaim area is an area where arriving passengers
claim checked-in baggage after disembarking from an airline flight.
3. Customs (international arrivals only)
A customs airport is an airport notified by the appropriate customs authority of
the country as an airport which shall be airports for the unloading of imported
goods and the loading of export goods or any class of such goods.
Influence of Landside on Airside
Based primarily on investigations during the ongoing FAA air side capacity study,
the following general conclusions apply to most typical airport situations. For

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purposes of determining capacity and delay, operations on the runway, taxiway,
and apron-gate area components at most airports can be considered as
independent of one another [Denver (Stapleton) Airport is a notable exception].
Because operations on one component have almost no influence on the delay to
aircraft on another component, the total delay to aircraft on the entire airfield
can be estimated by adding the delay to aircraft on each individual airside
component.
Importance of Terminal Location
Because of the independence of airside components, it can be concluded that the
location of the apron-gate component and, therefore, the location of the
passenger terminal facilities have little effect on the capacity and delays on the
airside.

Landside Influence on Apron-Gate Component

Another conclusion stemming from the independence of airside components is
that the principal interaction of the airside with the landside occurs in the apron-
gate area component of the air side. Based on observations at some 18 high-
activity airports during the FAA capacity study as well as those by the authors at a
number of other airports, it appears that variations in the interaction variables
are likely to have a more significant and volatile influence on landside and airside
interactions.

Non Aeronautical Revenues

Income derived from such sources as concessions, rental of premises, and “free
zones” is important to airports. It is recommended that, with the exception of
concessions that are directly associated with the operation of air transport
services, such as fuel, in-flight catering and ground handling, non-aeronautical
revenues be fully developed, while keeping in mind the interests and needs of
passengers and the public, and ensuring terminal efficiency.
Retail concessions
Retail concessions remain the leading source of non-aeronautical revenue for
airports, representing 28 per cent of non-aeronautical revenue. Car parking
revenue and property revenue/rent follow retail concessions as the secondary
sources of revenue at 20 per cent and 18 per cent respectively.

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Food and beverages
Car Parking
Advertising

Aviation Catering Services

Property and Real Estate Revenue OR Rent

And some others revenues are also generated from landside like utility
recharges,Fuel and oil etc.
Distribution of non-aeronotical revenue by source (2013)
Regional distribution of non-aeronotical revenues
(% of total non-aeronotical revenue, 2013)
Table shows the distribution of non-aeronautical revenues by region. This offsets
the relatively low proportion of revenue that North American airports obtain from
retail concessions.
Retail concessions remain the leading source of non-aeronautical revenue for
airports, representing 28 per cent of non-aeronautical revenue.

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