POLICY HANDBOOK

Fourth Edition – 2003

A compilation of policy positions

approved by the membership of the
Airports Council International
(ACI) in January 2003
 Purpose and Contents
of ACI Policy Handbook

The ACI Policy Handbook contains the current policies of the organization for
use by the staff of ACI Headquarters and Regional Offices and by ACI
representatives at international meetings.
 TABLE OF CONTENTS

INTRODUCTION

Organization and membership of ACI .............................................................................................. 1

Objectives of ACI ............................................................................................................................. 1
ACI World Standing Committees ..................................................................................................... 2

1. AIRPORT ECONOMICS

1.1 General economic situation of airports ................................................................................ 3

1.2 The cost basis for airport charges and airport charging systems ......................................... 4
1.3 Minimum landing charges at congested airports ................................................................. 4
1.4 Passenger service charges .................................................................................................... 4
1.5 Costs associated with aviation security ................................................................................ 5
1.6 Costs associated with aircraft noise ..................................................................................... 5
1.7 Consultation with users regarding charges and airport development .................................. 6
1.8 Development of revenues from concessions and rentals ..................................................... 6
1.9 The single till ....................................................................................................................... 6
1.10 Fuel throughput charges ...................................................................................................... 7
1.11 Airport ownership ................................................................................................................ 7
1.12 Sources of investment in airports ......................................................................................... 7
1.13 Currency considerations ...................................................................................................... 8
1.14 Improvement and standardization of airport accounting practices ...................................... 8
1.15 Airport financial statistics .................................................................................................... 9
1.16 Computer reservation systems ............................................................................................. 9
1.17 Airport traffic forecasting .................................................................................................. 10
1.18 Government charges on air carrier traffic and air transport ............................................... 10
1.19 Taxation on air transport .................................................................................................... 11
1.20 Airport networks ................................................................................................................ 11

2. AIR TRANSPORT REGULATION

2.1 General ............................................................................................................................... 13

2.2 Basic objectives of air transport regulation ....................................................................... 14
2.3 Air service liberalization, airline market access, safety nets and safeguards ..................... 14
2.4 Air transport liberalization and national ownership and control of airlines ...................... 14
2.5 Airports and the broader regulatory environment: competition laws ................................ 15
2.6 Airline product designation systems and the traveling public ........................................... 15
2.7 Airports and international traffic flows .............................................................................. 16
2.8 Airport charges provisions in air service agreements (ASAs) ........................................... 16

3. FACILITATION AND AIRPORT SERVICES

3.1 Quality of service ............................................................................................................... 17

3.2 Traffic peaks and capacity constraints ............................................................................... 17
3.3 Code-sharing ...................................................................................................................... 18
3.4 Simplifying passenger travel ............................................................................................. 18
3.5 Schedule coordination and slot allocation ......................................................................... 19
3.6 Maximum clearance times at international airports ........................................................... 20
3.7 Drug interdiction ................................................................................................................ 20
3.8 Baggage delivery ............................................................................................................... 21
3.9 Dual channel system of inspecting inbound baggage ........................................................ 21
3.10 Simplification of procedures for inbound passengers on international flights .................. 21
3.11 Elimination of outbound passport and customs controls ................................................... 22
3.12 Passenger service charges .................................................................................................. 23
3.13 Sign systems at airports ..................................................................................................... 23
3.14 Control of shoppers, well-wishers, meeters and greeters ................................................... 23
 3.15 Airport facilities for persons with disabilities and those with special needs ..................... 24
3.16 Airport facilities for tour operators .................................................................................... 24
3.17 Inadmissible passengers ..................................................................................................... 24
3.18 Space and facilities for government inspection agencies at airports .................................. 25
3.19 Banks and foreign exchange facilities at airports .............................................................. 25
3.20 Vehicle parking facilities at airports .................................................................................. 25
3.21 Duty-free shops .................................................................................................................. 25
3.22 Transfer of downtown duty-free purchases ....................................................................... 25
3.23 Facilities for general aviation ............................................................................................ 26
3.24 Airport handling arrangements .......................................................................................... 26
3.25 Landside transportation ...................................................................................................... 26
3.26 Off-airport check-in facilities ............................................................................................ 27
3.27 Consultation between agencies on new procedures ........................................................... 27
3.28 National and airport facilitation committees ...................................................................... 27
3.29 Courier shipments .............................................................................................................. 27
3.30 Government inspection services for cargo ......................................................................... 28
3.31 Maximum clearance time for arriving cargo ...................................................................... 28
3.32 Elimination of the paper cargo manifest and of paper air waybill, and use of EDI ........... 28
3.33 Release of documented partial shipments .......................................................................... 28
3.34 Release of operators of cargo facilities from liability ........................................................ 29
3.35 Storage facilities in cargo terminals (including special cargo) .......................................... 29
3.36 Cargo handling times and other indicators of performance and quality of service ........... 29
3.37 Cargo facility planning ...................................................................................................... 29
3.38 Dangerous goods ............................................................................................................... 30
3.39 Off-airport storage facilities and clearance ........................................................................ 30
3.40 Mail handling ..................................................................................................................... 30

4. AIRPORT AUTOMATION AND E-BUSINESS

4.1 General ............................................................................................................................... 31

4.2 Information and communications infrastructure at airports ............................................... 31
4.3 Systems and procedures - common use environment ........................................................ 32
4.4 Common-use wireless infrastructure at airports ................................................................ 32
4.5 Cargo automation ............................................................................................................... 32
4.6 Flight information display systems (FIDS) ........................................................................ 33
4.7 Flight information display systems – display of code-share information .......................... 34
4.8 Machine readable travel documents (MRTDs) .................................................................. 34
4.9 Advance passenger information (API) ............................................................................... 34
4.10 Biometric identification systems ........................................................................................ 34
4.11 Baggage handling automation ........................................................................................... 35
4.12 Electronic identification standards for cargo ..................................................................... 35
4.13 Airport-airline data processing and electronic data interchange (EDI) ............................. 35
4.14 Airline designators ............................................................................................................. 36
4.15 Electronic ticketing: Implications for airports ................................................................... 36
4.16 Self-service kiosks at airports ............................................................................................ 36
4.17 Security systems ................................................................................................................ 37
4.18 Airport websites ................................................................................................................. 37
4.19 Dot.aero top-level domain ................................................................................................. 38
4.20 E-Business ......................................................................................................................... 38
4.21 Risks of e-Business ............................................................................................................ 39
4.22 Opportunities of e-Business ............................................................................................... 39
4.23 Technical requirements and criteria for success in e-business ........................................... 40

5. AIRPORT PLANNING, DESIGN AND OPERATION

 5.1 Certification of airports ...................................................................................................... 41
5.2 Target level of safety approach to design .......................................................................... 42
5.3 New large aircraft (NLA) ................................................................................................... 42
5.4 Width of runways and runway shoulders .......................................................................... 43
5.5 Width of taxiways and taxiway shoulders ......................................................................... 44
5.6 Width of taxiway bridges ................................................................................................... 44
5.7 Runway end safety areas .................................................................................................... 44
5.8 Visual aids and advanced surface movement guidance and control (A-SMGCS)
for aircraft operations at airports ..................................................................................... 45
5.9 Frangibility ........................................................................................................................ 45
5.10 Aerodrome emergency planning ........................................................................................ 45
5.11 Airfield pavement surface unevenness and profile measurement ...................................... 45
5.12 Effects of new buildings and landscaping on aircraft operations (including aerodynamic,
optical, electromagnetic, and obstruction factors) ........................................................... 46
5.13 Development of ICAO Annex 14 ...................................................................................... 47
5.14 Increase of airport and airspace capacity ........................................................................... 47
5.15 Simultaneous operations on parallel or near-parallel instrument runways ........................ 48
5.16 Runway occupancy time .................................................................................................... 48
5.17 Measuring and expressing runway surface friction ........................................................... 48
5.18 Means of improving friction coefficients on wet runways ................................................ 49
5.19 Pavement anti-icing and aircraft de-icing operations ........................................................ 49
5.20 Runway inspection ............................................................................................................. 50
5.21 FOD prevention measures on the airside ........................................................................... 50
5.22 Wildlife management at airports - operational aspects ...................................................... 51
5.23 Apron safety ....................................................................................................................... 51
5.24 Airport safety management systems and safety auditing ................................................... 52
5.25 Airside vehicle operations ................................................................................................. 52
5.26 Runway incursions ............................................................................................................. 53
5.27 Radio frequency spectrum protection ................................................................................ 54

6. AIRPORTS AND THE ENVIRONMENT

6.1 Environmental management systems ................................................................................. 55

6.2 Aircraft noise ..................................................................................................................... 55
6.3 Emissions and air quality at airports .................................................................................. 66
6.4 Ground-water management ................................................................................................ 67
6.5 Resource management and productivity ............................................................................ 69
6.6 Waste management ............................................................................................................ 70
6.7 Site remediation at airports ................................................................................................ 70
6.8 Wildlife management at airports - environmental aspects ................................................. 71
6.9 Ground access .................................................................................................................... 72
6.10 Other sources of pollution .................................................................................................. 72

7. SECURITY AT AIRPORTS

7.1 General ............................................................................................................................... 73

7.2 States’ responsibility for aviation security ......................................................................... 74
7.3 Public awareness of security .............................................................................................. 74
7.4 Local airport security committees and programs ............................................................... 75
7.5 Selection and training of security staff .............................................................................. 75
7.6 Quality control of aviation security programs ................................................................... 76
7.7 Security in restricted areas ................................................................................................. 76
7.8 Security of courier baggage ............................................................................................... 77
7.9 Electronic equipment and concealed weapons in cabin and checked baggage .................. 77
7.10 Profiling/enhanced screening of passengers ...................................................................... 77
7.11 Passenger/ baggage reconciliation ..................................................................................... 78
7.12 Segregation of screened and unscreened persons in terminals .......................................... 78
 7.13 Security considerations in the design, construction and alteration of terminals ................ 78
7.14 Cargo, express parcel and mail security ............................................................................ 79
7.15 Threat assessment .............................................................................................................. 79
7.16 Checked baggage screening ............................................................................................... 80
7.17 Codesharing and other collaborative arrangements ........................................................... 81
7.18 Identification of potentially unruly passengers .................................................................. 82
7.19 One-stop security ............................................................................................................... 82

8. EMERGENCY MEDICAL SERVICES, HYGIENE AND SANITATION

AT AIRPORTS

8.1 Emergency medical services at airports ............................................................................. 84

8.2 Hygiene and sanitation at airports ..................................................................................... 84
8.3 Public health and animal and plant quarantine measures .................................................. 84

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 INTRODUCTION

Organization and membership of ACI

The Airports Council International (ACI) is the international association of the world’s airports. It is a
non-profit organization, the prime purpose of which is to foster cooperation among its member airports
and with other partners in world aviation, including organizations representing governments, airlines and
aircraft manufacturers. Through this cooperation, ACI makes a significant contribution to providing the
traveling public with an air transport system that is safe, secure, efficient and environmentally compatible.

ACI is the “voice of the world’s airports”. It interacts with other world bodies, including the International
Civil Aviation Organization (ICAO), the International Air Transport Association (IATA), the World Trade
Organization (WTO) and the International Federation of Air Line Pilots’ Associations (IFALPA). ACI has
observer status with ICAO and consultative status with the United Nations’ Economic and Social Council
(UN/ECOSOC). ACI presents the collective positions of its membership, which are established through
committees, endorsed by the ACI Governing Board and reflect the common interests of the airport
community.

As of 1 January 2003, ACI has 554 members operating almost 1500 airports in 169 countries and
territories. In 2002, ACI members handled 3.3 billion passengers, 70.3 million metric tonnes of freight,
and 64 million aircraft movements.

Objectives of ACI

ACI has the following objectives:

C To assist members in operating safe, secure, efficient, financially viable and environmentally
sensitive airports.

C To promote legislation, regulations and international agreements that support member airports’
interests;

C To increase cooperation and mutual assistance, information exchange and learning opportunities
for member airports;

C To provide member airports with timely information and analysis of domestic and international
developments;

C To develop and evaluate programs and services which meet members’ needs and contribute to
membership retention and growth.

C To strengthen its effectiveness as the voice of the world’s airports;

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ACI World Standing Committees

ACI has five standing committees which prepare policies in their specific areas of competence:

The Economic Standing Committee, which covers: airport charging systems; security, noise and
passenger service charges; consultation with users; development of revenues from concessions; peak
pricing; currency considerations; financial statistics; airport financing and ownership; State taxation; the
impact on airports of airline deregulation and consolidation; air service agreements; competition between
air transport and other modes of high-speed transport; collection of passenger and cargo traffic statistics;
forecasts of future air traffic; and trends in airport privatization.

„ The Environment Standing Committee, which covers: environmental management systems; ICAO
Annex 16 aircraft noise and engine emissions certification standards; APU and GPU noise; airport
capacity development and aircraft noise management; noise reduction at source; Chapter 2 and noisy
Chapter 3 aircraft; operational noise abatement procedures and regulations; operating restrictions; night
noise regulations, curfews and their impact; special needs of developing nations and their airports;
compatible land use planning and noise zones around airports; local and global aspects of engine
emissions and air quality at airports; storm-water and waste management; de-icing and anti-icing issues;
resource management and productivity; site remediation; environmental aspects of wildlife management;
and other sources of pollution.

„ The Facilitation and Airport Services Standing Committee, which covers: facilitation of
passengers and their baggage, freight and mail; quality of service at airports; automated services for
passengers and baggage; use of information technology and telecommunications to support business and
operational processes at airports; surface access to airports and intermodal issues; dangerous goods;
measures to combat drug trafficking; slot allocation and schedule coordinating; and the inter-relationship
between facilitation and security.

„ The Security Standing Committee, which covers: airside and landside security; measures related to
access control; aviation security technology; the inter-relationship between security and facilitation;
security implications of codesharing; employee background investigations; security awareness programs
for the public; cargo security; security in airport design; the use of biometrics to enhance security;
measures to identify and deal with unruly passengers; new threats to aviation such as biological, chemical
and nuclear weapons; and securing the airport perimeter.

„ The Technical/Safety Standing Committee, which covers: airport planning, design and
development; airspace and airport capacity; physical characteristics of runways, taxiways and aprons;
aircraft/airport compatibility issues, including the impact of new large aircraft (NLA); visual aids for
navigation; future air navigation systems; airport equipment and installations; operational safety,
including runway and apron safety; aerodrome emergency planning; rescue and fire-fighting; and the
removal of disabled aircraft.

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 1. AIRPORT ECONOMICS*
(cf. Statements by ICAO Council to Contracting States on Charges for Airports and Air Navigation Services - Doc.
9082/6 (2001), ICAO Policies on Taxation in the Field of International Air Transport - Doc. 8632 (2000), ICAO
ANSConf 2000 Report, ICAO Airport Economics Manual - Doc. 9562 (1991), and ICAO Code of Conduct for the
Regulation and Operation of Computer Reservation Systems - Doc. 9587 (1992))

1.1. General economic situation of airports

SUMMARY
Airports must be able to collect sufficient revenues to carry out
their functions efficiently, to maintain a level of service which is
acceptable to users, and to support the economic interest of the
surrounding community.

1.1.1 The trend towards airline deregulation can be expected to continue and dictates a stronger need
for flexibility in the economic policies of airports. The increasingly deregulated and liberalized
aviation environment in some countries has already induced many airports to re-examine their
traditional relationships with airlines. Many airports now face the physical, financial and legal
issues of failed or failing carriers, start-up carriers, and the changing needs of existing carriers.
Airline alliances, which have proliferated in recent years, have further complicated the
airport/airline relationship. Large alliances bring a high degree of market power to the
consultation table, but their instability due to membership changes complicate the airport planning
process. Alliances also can cause unpredictability in the aircraft fleet mix which the airport should
accommodate. In response to these new imperatives, many airports have modified their business
policies to safeguard revenues and have moved aggressively into new commercial activities with a
view to achieving self-reliance and financial independence. They compete with other airports in
the same region for freight, connecting passengers, aircraft technical stops and for the services of
low-cost carriers. They also manage activities in competition with local enterprises, such as
hotels, convention centers and parking lots.

1.1.2 Since the early 1980s, except for the period of the Gulf War and the decline in traffic immediately
following the events of September 11, 2001, most airports in the industrialized countries have
recorded continuous annual increases in traffic. At the same time, increases in charges have been
kept at or below levels of inflation. Traffic at a number of major airports has reached levels which
give rise to congestion and delays. In these circumstances, the use of airport charges to manage
scarce capacity and invest in additional capacity is warranted, particularly since most forecasters
predict a doubling of air traffic by 2015.

1.1.3 In many developing regions, however, economic difficulties have continued to hamper traffic
growth and limit airport development. As a result, many States have been forced to subsidize their
airports. Airport charges in these regions have remained at very low levels over long periods and
increases have often been relatively modest in absolute terms. Recent ICAO surveys indicate that
the majority of international airports continue to run operating losses.

1.1.4 Despite these problems and trends, according to ICAO statistics, airport charges worldwide in
2001 accounted for only 4.0% of the total airline operating costs, a figure which has remained
virtually unchanged since 1978. On several past occasions, ICAO has acknowledged the basic
stability of airport charges.

* Note: Throughout this chapter, the term “airports” refers to airports managed individually and to
those managed as part of networks or systems

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 1.2 The cost basis for airport charges and airport charging systems

SUMMARY
Airport charges must take account of national and local public
policy, the right of airports to determine their own economic and
commercial policies, and their financial independence.

1.2.1 Airport charges are only a small component of the operating costs of international airlines.
However, the level of airport charges needs to be sufficient to cover the operation of airports and
their development to meet the anticipated demand. The level and structure of airport charges
should be related to the full economic costs of airport operations, including a reasonable return on
assets and the development of sufficient reserves to deal with unforeseen adverse circumstances.

1.2.2 The choice of charging systems is affected by many factors which vary from airport to airport.
While aircraft weight is the basis for landing and parking charges in many airports, other
economic principles may be applied in setting charges in accordance with the ICAO Airport
Economics Manual taking into account the “cost to access” scarce airport capacity. Charging
policies of airports should take into account national and local public policy, the right of airports
to determine their own economic policies and their ability to be financially self-sustaining.

1.2.3 Airport charges play a role in the efficient allocation of resources at airports. It is therefore
appropriate for airport charges to recover from users the economic costs resulting from air traffic
congestion, airport access, aircraft noise and other environmental problems, as well as all other
expense items. Differential pricing may be one means of achieving the efficient and equitable
allocation of resources and of recovering these economic costs.

1.2.4 In particular, as traffic growth is fostered by deregulation, liberalization and other market
developments, many large airports have to cope with extended periods of saturation while they
plan and undertake major expansions. When pressure on existing capacity makes it necessary to
invest in additional capacity and facilities, charges may have to be set at a level that both covers
current facilities and contributes to investment in new facilities. Conversely, in many regions,
airports remain underutilized. Charges at these airports may need to be structured to encourage the
development of new routes and services, whilst making the maximum contribution to recovering
costs and achieving a reasonable return on assets.

1.3 Minimum landing charges at congested airports

1.3.1 Given the increasing congestion at major airports, ACI supports appropriate charging structures
for airlines and general aviation. ACI also supports, in principle, the concept of minimum charges
which adequately reflect the economic cost of congested airside and landside facilities. The
concept of a minimum or fixed charge, for example at congested airports and during peak periods,
has been accepted by ICAO.

1.4 Passenger service charges

SUMMARY
For reasons of facilitation, passenger service charges should
preferably be included in air fares.

1.4.1 Passenger service charges are either collected directly from the passenger by or on behalf of
the airport operator, or billed to the airlines and incorporated in fares.

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 1.4.2 ACI supports the ICAO policies which emphasize the need for consultations between airport
operators and airlines with a view to alleviating problems related to the collection of passenger
service charges. Direct collection from passengers slows down passenger flow and creates a need
for bigger and more costly installations. Whenever the direct collection of passenger service
charges gives rise to facilitation problems, they should be levied on the airlines and incorporated
in the airline ticket, with such charges fully transparent to the passenger.

1.4.3 Where passenger service charges are collected directly from the passenger, payment of such
charges should be possible either in local currency or in foreign currencies which are acceptable
in the region. For customer convenience, advance notice of these charges should be given to
passengers, for example in booking offices, travel agencies and hotels. Charges should preferably
be included in air fares to avoid facilitation problems. There are two methods which accomplish
this: either the airport bills the airline for the number of passengers on each flight or the airline
charges the passengers directly and remits the proceeds to the airport operator. The latter case is
less transparent to the passenger and more costly to administer, since the airline frequently
charges an administrative fee for its services.

1.5 Costs associated with aviation security

SUMMARY
Terrorist acts against air transport are not directed at airports,
airlines or air passengers, but at States. It is therefore inequitable
to single out the air transport industry for the payment of services
designed primarily to protect the State. Moreover, it is the
responsibility of the State under international law to provide
protection to all companies and individuals within its boundaries
without discrimination.

1.5.1 Aviation security is the responsibility of the State, which should therefore bear the associated
costs. If States insist upon recovering the costs of providing security at airports, these costs should
be recovered in accordance with the ICAO Policies on Charges for Airports and Air Navigation
Services (Doc. 9082/6).

1.5.2 Before any security costs are passed on by States, consultations should be held between all the
parties concerned to ensure that the security standards established by the State are implemented in
the most cost-effective manner and that the procedures are designed with facilitation in mind.
Where security responsibilities are delegated by the State to airport operators, all associated costs
which are not directly reimbursed by the State should be passed on to airport users. If any carrier
or other entity requires services demanding a higher security standard than those established by
the national security authority, that entity should pay the additional costs incurred.

1.6 Costs associated with aircraft noise

1.6.1 ACI rejects all attempts to hold airport operators responsible for the consequences of aircraft
noise, although airports inevitably have a major role in the mitigation of noise in dialogue with the
surrounding community. Airports are entitled to reflect the costs incurred in implementing aircraft
noise alleviation measures in airport charges and to encourage the use of quieter aircraft. A
specific noise-related charge may be levied which reflects the degree of noise nuisance produced
by the aircraft. Several different systems of noise measurement and noise charging are in
operation at airports. The system chosen by an airport operator should reflect local objectives and
be based on transparent criteria.

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 1.7 Consultation with users regarding charges and airport development

SUMMARY
Consultation between airport operators and airlines implies the
holding of discussions in an effort to reach general agreement on
proposed charges. Failing such agreement, airport operators are
free to impose the charges concerned.

1.7.1 Consultation is of value both to airport operators and to their users. ACI supports the ICAO
policies on airport charges stating that the aim of consultations “should be that whenever possible,
charges should be made in agreement between users and providers.” However, consultation does
not imply that airport operators have to negotiate with airlines on setting or modifying user
charges and airport investment programs. Airport operators are the sole decision-makers in such
matters, since they are independently responsible for the management of their airports.

1.7.2 Furthermore, airport operators should inform and consult their users on matters having an impact
on the latter's financial operations. In return, airlines should inform and consult airport operators
about programs which may affect the development of air traffic and the revenue of airports (fares,
networks, etc.). Airport operators should give reasonable advance notice to airlines when
contemplating any revision of charges. However, the length of the advance notice must be left to
airports, subject to economic considerations and national regulations.

1.7.3 Dialogue between airlines and airports should be continuous and general and not confined to
consultations on specific charges. Airport capital expenditure and development programs, for
example, are better focused when discussed in detail with the airports’ users. The ICAO policies
on airport charges indicate that airlines should inform airport operators of their future
requirements, but this recommendation, which would assist airports to achieve a smooth
expansion to accommodate increased traffic flow, seems to have had only limited effect. Many
airports experience difficulties with requirements imposed on them by airlines at short notice
which, in some cases, are later withdrawn after new facilities have been provided. ACI strongly
recommends that airlines regularly provide airports with reliable short- and medium-term
forecasts of: future types, characteristics and numbers of aircraft to be used; anticipated growth of
passengers and cargo; special facilities which the airport users desire; and other relevant matters.

1.8 Development of revenues from concessions and rentals

SUMMARY
Airports should develop non-aeronautical activities at their
facilities to the fullest extent and levy appropriate concession
fees.

1.8.1 Airports should develop non-aeronautical activities at their facilities as far as possible and should
generate revenues from concessions and rentals. For such activities as catering and handling, the
notion of a "concession" is perfectly appropriate, although the fees for activities which are
essential to aircraft operations may be lower than for non-aeronautical activities. This should also
include maximizing returns on scarce airport property from such activities as parking, industrial
parks, hotels and convention facilities.

1.9 The single till

SUMMARY
There is no requirement to use non-aeronautical revenues to
reduce airport user charges, a practice known as the “single till”.

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1.9.1 Putting non-aeronautical revenues into the cost basis for the calculation of airport charges (as
formerly recommended in ICAO Doc. 9082/5) often constituted an unwarranted subsidy to air
carriers from the airport operator. This practice, known as the “single till,” was also often a
disincentive to airports to develop non-aeronautical revenues. Use of single till accounting is now
optional in ICAO policies issued in 2001 on the basis of the conclusions of ICAO ANSConf 2000.
Those policies specifically state that "it may be appropriate for airports to retain non-aeronautical
revenues rather than use such revenues to defray charges." The practice of using the “single till” is
also contrary to the objectives of the “user pays” principle which would require airport charges to
cover all of the costs (including quantified and agreed external costs) of the services provided to
users. Non-aeronautical revenues thus can be used by the airport operator to finance new
investment, to pursue new business opportunities or to enhance returns to airport stakeholders.
Under the new guidelines, airport operators keep the option of retaining the single till if they wish.

1.10 Fuel throughput charges

1.10.1 Fuel throughput charges are airport concession charges. It is the prerogative of airport operators to
charge a concession fee for these on the same basis as for any other commercial activity carried
out on their premises.

1.11 Airport ownership

SUMMARY
Airports should be permitted to operate under a range of types of
ownership. The type of ownership and any participation by
private capital vary from airport to airport depending on local
circumstances. The type of ownership at any individual airport
should allow the airport flexibility in its business, and ensure that
the interests of airport users are protected by the application of
sound economic principles to the airport's operations.

1.11.1 Over recent years there has been a trend towards greater diversity in the ownership of airports.
Direct state control has in some cases been superseded by the establishment of autonomous airport
authorities. In a number of cases, complete or partial privatization of airports has taken, or is
taking place. Different forms of airport ownership may be appropriate to the situation of different
airports. Where private capital participation in airports is possible, its potential for opening up
new sources of investment funds should not be overlooked.

1.11.2 Where airports are not under direct government control, and are in a dominant market position,
appropriate mechanisms may need to be identified to ensure that airport users are protected. Such
mechanisms may already exist in national laws, or may have to be developed. Such regulatory
arrangements tend to be most effective and balanced when they are derived from a thorough
dialogue between the regulator and the airport operator.

1.12 Sources of investment in airports

SUMMARY
Airports should be allowed access to sufficient funds to finance
the investments which are needed to meet forecast demand. In
some cases, pre-financing of airport infrastructure projects
through raising airport charges during the period of construction
is appropriate, in line with the guidelines set out in ICAO Doc.
9082/6.

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1.12.1 The scale of current and forecast demand at many airports indicates a need for ever-increasing
levels of investment to maintain and enhance capacity. Airport charges and non-aeronautical
revenues are major sources of funds for investment. Airports should be permitted to retain and
invest these revenues to finance future investments. Any action to restrict this use of revenue, or
to require all commercial revenues to be used solely to reduce current user charges, could conflict
with this objective and inhibit much needed investment.

1.12.2 In the past, many airports have relied on government funding or government-backed bond
financing for their external capital needs. In future, airports may also need to consider other
sources of funds, such as new forms of capital, injections of equity, sales of assets or joint
ventures. Airports should not be denied access to such sources of capital where they are available
on competitive terms.

1.13 Currency considerations

SUMMARY
Where local currency is not convertible, or inflation is high,
airports may need access to hard currency to finance investment
in equipment and facilities. Under these circumstances, there
should be no prohibition on airports requiring that their charges
be paid in such currencies.

1.13.1 In countries where the national currency is freely convertible, airport charges are normally
payable in local currencies. However, in some countries, charges are denominated or payable in
hard currencies. This may be necessary where high inflation is causing rapid depreciation of the
local currency. Hard currency may also be necessary to pay for the import of essential airport
equipment needed for safety, security and passenger service, or for the purchase of services from
other countries.

1.13.2 Prohibition of charging in hard currency could therefore lead to severe deterioration in airport
service, as well as damage to airport finances. ACI therefore opposes any policy which prevents
the payment of charges in hard currencies.

1.13.3 The issue of hard currency charging has been linked to the broader issues of countries blocking
the remittance of revenues from local ticket sales, or restricting the currency of payment for ticket
sales. These are separate problems, and approval of the payment of airport charges in hard
currency should not be made contingent on their resolution. To do so could threaten the provision
of airport facilities and damage airport finances.

1.14 Improvement and standardization of airport accounting practices

SUMMARY
Accounting practices must be adapted to local needs and
regulations.

1.14.1 ACI supports studies aimed at improving airport accounting practices, but at the same time clearly
emphasizes that standardizing such practices is neither possible nor desirable. Accounting systems
must meet the requirements of the body responsible for the airport. They must be adapted to the
type of airport facility, the scope of its operation and the nature of its various cost areas and
activities. Accounting systems must also comply with national regulations.

1.15 Airport financial statistics

SUMMARY
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 Airport financial data is complex, often site specific, and cannot
readily be compared across regions or indeed, even among
airports in the same region or country. The inherent differences
between airports mean that in many instances, comparisons of
data are liable to result in invalid conclusions and misleading
comparisons.

1.15.1 A variety of different airport facilities and services are available to the traveling and non-traveling
public and aircraft operators on airport premises. These include: passenger terminals, car parks,
ground handling, freight forwarding, duty-free shops, hotels, restaurants, bars and shopping
arcades. Depending upon local policies, such facilities and services may be provided by the
airport operator, concessionaires, airlines, or by other public and private bodies. Moreover,
airports recoup their costs and finance their projects and investments in many different ways.
Airports exhibit widely varying financial performances depending on the life cycle of the airport
facilities, and to a large extent on the magnitude and duration of capital investment programs
which are valued differently according to national accounting practices. ACI’s own annual airport
economics surveys feature carefully defined questions which focus on key economic indicators.
Aggregate data from the surveys are then analyzed in a regional format. This practice provides
macroeconomic regional and global benchmarks against which an airport operator can compare
economic performance, but also takes into account broad variations among airports within each
region and between regions.

1.15.2 Furthermore, the breakdown of costs and revenues by function is not comparable between
airports. For example, in some airports, security, police and fire-fighting costs are subsidized from
public sources, while in other airports they are paid for by the airport. These differences are
becoming increasingly significant as a result of airline deregulation, the privatization of certain
airports, the development of non-aeronautical revenues, and the varying needs for major capital
programs and approaches to their funding.

1.15.3 ACI considers that any standardized collection of airport financial data can result in invalid
conclusions on the economic situation of individual airports and misleading comparisons due to
the inherent differences between airports. Great care therefore needs to be taken in the
compilation, collection and use of such financial data. Published annual reports of airports are the
best source of information for ICAO and other interested organizations.

1.15.4 Airport accounts must be tailored to the situation of each airport and must provide sufficient detail
to serve as a useful analytical tool for airport management. ACI encourages airports to make
available annual financial data according to their own accounting needs.

1.16 Computer reservation systems

SUMMARY
ACI supports the ICAO Code of Conduct for the Regulation and
Operation of Computer Reservation Systems, and the principles
upon which the code is based. The Code should help mitigate the
economic consequences for airports of any bias in these systems,
and should promote the optimum growth of air transport.

1.16.1 ACI supports the principles upon which the ICAO Code of Conduct is based, in particular the
principle that air transport users should have access to the widest possible choice of options in
order to meet their needs as well as possible.

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 1.16.2 Any bias or discrimination within computer reservation systems would have an important effect
on airports if particular carriers and/or routes were favored at the expense of others. Such
distortions of free trade are economically inefficient and can prevent the customer from obtaining
the best deal. They can also lead to even greater congestion at already busy airports and lower
utilization of available capacity at other airports.

1.17 Airport traffic forecasting

SUMMARY
ACI recommends improved cooperation and consultation on
airport traffic forecasting between individual airports and their
airline users. A full exchange of information, assumptions and
expertise on traffic forecasting would be mutually beneficial to
airports, airlines and their customers and lead to more accurate
forecasts.

1.17.1 In order to develop and maintain up-to-date and realistic airport traffic forecasts, an airport and its
airline users should: collect and exchange statistics and other information needed to produce
forecasts; exchange and discuss their assumptions; consult on forecasting methodology; release
any forecasts produced (subject to commercial confidentiality); and discuss the forecasts and their
implications for the planning of airport facilities. The process of cooperation and consultation
should include direct contacts between forecasting experts in the head offices of the airports and
airlines concerned.

1.18 Government charges on air carrier traffic and air transport

SUMMARY
Governments should impose charges only for services and
functions which directly relate to and benefit civil aviation
operations, and should not impose any charges for functions
which are the primary responsibility of governments.

1.18.1 Government charges on air carrier traffic and air transport may be defined as levies or fees
imposed by governments, intended to recover the cost of providing aviation facilities and services.
Even though charges of this sort are sometimes erroneously referred to as “taxes”, under the
above definition they should be referred to as charges.

1.18.2 ACI is concerned at the proliferation of government charges levied on air transport. Such charges
should only be imposed for services and functions which have a direct relationship with, and
which explicitly benefit civil aviation operations.

1.18.3 Governments should refrain from imposing charges which discriminate against civil aviation in
relation to other modes of transportation. They should also refrain from imposing any charges for
functions which are the prime responsibility of governments, such as security, immigration and
customs.

1.18.4 Any charges, levies or fees imposed by a government authority on air transport should benefit the
air transport industry and should not be used for other purposes. Charges, levies or fees levied to
finance specific programs should be withdrawn when these programs are completed. All surplus
income from these charges should be reassigned to support civil aviation in order to reduce any
potential additional government charges. An increase in existing charges should be imposed only
after consultation with the industry.

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 1.19 Taxation on air transport

SUMMARY
ACI is opposed in principle to all government taxation on air
transport which may create impediments to the development of
international travel and trade and is extremely concerned over the
proliferation of taxes imposed on international air transport.

1.19.1 A “tax” has been defined by ICAO as “a levy that is designed to raise national or local
government revenues which are generally not applied to civil aviation in their entirety or on a
cost-specific basis.”

1.19.2 ACI recognizes that imposition of general business, sales, income or use taxes levied fairly and
uniformly on the conduct of all businesses within a political jurisdiction should be considered the
legitimate right of governments. ACI’s policy is to oppose the proliferation of taxes imposed
solely on air transport and used for non-aviation purposes.

1.19.3 ACI only endorses those taxes on international air transport that are justified, equitable, non-
discriminatory and in accordance with the Chicago Convention and ICAO resolutions, preferably
developed in consultation with airports and airlines. Any other form of taxation has a detrimental
impact on airline and airport finances and on consumers and constitutes a material obstacle to the
development and expansion of international travel and trade. Furthermore, taxation solely on air
transport for non-aviation purposes contributes to the erosion of the universally accepted system
of reciprocal exemptions from multiple and unfair taxation. ACI also opposes those taxes which
discriminate in favor of transport modes which compete with aviation.

1.19.4 ACI strongly urges all States to uphold and actively support the implementation of ICAO
resolutions on the taxation of international air transport (ICAO Policies on Taxation in the Field
of International Air Transport - Doc. 8632). Accordingly, ACI urges all States to impose levies
only to recover the costs of providing services and functions which directly relate to and benefit
civil aviation operations.

1.20 Airport networks

SUMMARY
Airport operators have become full-fledged business enterprises
which can manage a single airport, an airport system or an airport
network applying the principle of cost relatedness. Any of these
three models can provide efficient and cost effective management
and benefit users and the economies they serve over both the
short and long term. Moreover, airport systems and networks can
also achieve economies of scale when managed prudently.

1.20.1 Airport systems and networks can achieve economies of scale in providing services to meet the
short and long term needs of the airport users and the economies they serve. There are some
common characteristics in those countries where the airport network concept is applied: e.g.
difficult access to remote regions without alternative means of transport and the need to promote
economic and social cohesion among the various regions. Airport networks and systems may also
help to achieve a smoothly functioning hub and spoke system, enhance flight safety, and provide
alternate airports for use in case of bad weather or other emergencies.

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1.20.2 Another advantage of networks is the improvement centralized management structures can bring
in terms of efficiency and economies of scale. These network-wide synergies include joint
procurement of equipment, sharing of R & D costs, and establishing training facilities for
employees. In addition, best practices which are found to be beneficial at any airport in the
network can quickly be adopted throughout the system.

1.20.3 Networks can often borrow in capital markets at favorable terms because of the spreading of the
risk over the entire system or, in many cases, due to the fact that the networks are State-run, thus
having a sovereign guarantor.

**********

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 2. AIR TRANSPORT REGULATION
(cf. Documentation of ICAO Worldwide Air Transport Colloquium (April 1992); ICAO Manual on the Regulation of
International Air Transport – Doc. 9626 (1966); ICAO Code of Conduct for the Regulation and Operation of CRS –
Doc. 9587 (1999); and Documentation and Report of the ICAO Worldwide Air Transport Conference (December
1994))

2.1. General

SUMMARY
Liberalization should be welcomed in principle, but should be
accompanied by Government action to maintain airline
competition and a stable operating environment, which is
essential for air carriers and airports. New regulatory
arrangements should take account of airport capacity
considerations and other interests in determining service levels,
and should not erode or restrict airport proprietary rights.
Airports should be represented in national delegations to air
services negotiations.

2.1.1 Regulation of air transport is one of the most fundamental issues of international aviation and is
therefore of great interest to all airport operators. Regulation policies affect the volume and
character of air transport services and thus have a major impact on airports. Furthermore, the
availability of adequate levels of high quality, safe and secure airport facilities is critical if the
goal of the liberalization of air transport is to be achieved. For these reasons, airports should be
fully involved in the process.

2.1.2 Further gradual, progressive liberalization of international air transport should be welcomed in
principle, but it is essential that it contributes to the growth of air transport on a sound and stable
economic basis. Adequate and effective safeguards should be in place to ensure fair competition,
safety and security. Air carriers should have a continuing stable regulatory environment in which
to operate and meet the needs of the market. This continuity and stability is also essential for
airport operators which must finance and implement the expansion of airport capacity and ensure
quality of service for passengers and cargo shippers on a long term basis.

2.1.3 Consistent with liberalization, rules on the foreign ownership of airlines should be relaxed.
Governments, however, should closely monitor the effects of liberalization measures, and should
be prepared to take action if they result in a reduction in competition to levels below those which
are necessary to maintain adequate service and consumer choice.

2.1.4 Liberalization presents airports with new challenges for their operation, planning and
development, and financing. The need for airports to have both the flexibility and financial
resources to meet those challenges should therefore be recognized. In order to enhance their
ability to properly establish and match airport capacity with the development of traffic, airports
should be involved in the process of the determination of air services by governments, by being
represented in national delegations to bilateral and multilateral air services negotiations.

2.1.5 Any move to replace the current bilateral air service system with arrangements between or within
trading blocs or groups of States (such as the European Union) should allow for traffic services to
be adapted to the capacity considerations of individual airports or regions. Similarly, any moves
towards multilateral agreements should not inhibit the ability of each State to take account of
airport capacity considerations.

2.1.6 Governments should not allow new forms of air service agreements, whether bilateral or
multilateral, which are aimed at restricting or eroding the proprietary rights of airports as
established under the present laws, regulations and contracts which govern airport/airline
relationships.

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 2.2 Basic objectives of air transport regulation

SUMMARY
Regulation may be appropriate to help States adapt to the
changing aviation business environment, and to avoid a return to
the heavily regulated system that existed in the past.

2.2.1 The world aviation industry is moving towards globalization, liberalization and private market
responsiveness. Regulation may be appropriate to help States adapt, participate and play a flexible
and creative role in such an environment. For these reasons, issues such as market access,
ownership and control, and fair competition should not be defined in such a way as to return to the
heavily regulated system that existed in the past, where national interests played too strong a role
in regulating competition.

2.3 Air service liberalization, airline market access, safety nets and safeguards

SUMMARY
Caution should be exercised to ensure equitable delineations of
market access when trying to design new regulatory
arrangements. New regulatory arrangements should seek broader,
mutually beneficial economic development.

2.3.1 Market access is the most important element in the regulatory framework of international air
transport. ACI supports the conclusion of the 1994 Worldwide ICAO Air Transport Conference
that one of the underlying purposes of any future market access arrangements should be, in the
long run, to optimize efficient and economical trade and communication links among States and to
promote to the fullest extent national and regional growth and development. ACI considers that if
the quality and quantity of air transport services are increased, the wider benefits to communities,
users, trade and economic development will more than offset any apparent inequity arising from
specific situations with respect to market shares.

2.3.2 Great caution should be exercised to ensure equitable market access when trying to design new
regulatory arrangements. Effective dispute resolution mechanisms should be in place and many
already exist in national regulations and laws. New regulatory arrangements should not only focus
on balancing the interests of providers of services but should seek to promote broader, mutually
beneficial economic development.

2.3.3 Unrestricted market access should be promoted as long as the means of access, in particular the
airline product designation systems, code-sharing operations and joint services, do not mislead the
traveling public.

2.3.4 ACI agrees with the regulatory arrangement on a safeguard mechanism adopted by the ICAO
Worldwide Air Transport Conference in 1994, and subsequently refined and incorporated in the
ICAO Manual on the Regulation of International Air Transport (Doc. 9626).

2.4 Air transport liberalization and national ownership and control of airlines

SUMMARY
The criteria of national ownership and control are no longer
maintainable in the current context of increasing globalization of
industries and services and should be significantly modified, if
not abolished altogether in the future.

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2.4.1 States need to devise ways of pursuing the liberalization of air transport policies while assuring an
adequate "quid pro quo" in negotiations. This will require a substantive review of bilateral
agreements and flexibility in designating airlines, while ensuring that they are under the
regulatory control of the designating State. This has implications for market access, safety and
security.

2.4.2 The criteria of national ownership and control are no longer maintainable in the current context of
increasing globalization of industries and services and should be significantly modified, if not
abolished altogether in the future. Regulation that limits the possibilities for non-national
ownership can be discriminatory and limit competition. However, if States consider that the
modification or abolition of national ownership and control could lead to unfair competition, this
could be dealt with under safeguards or applicable competition law.

2.5 Airports and the broader regulatory environment: competition laws

SUMMARY
Regulation, if at all desirable, should aim to encourage the
efficient, competitive and non-discriminatory functioning of the
market. It should not erode airport operators’ proprietary rights
and should accommodate the divergent needs of airports
worldwide. Where airline competition is threatened, government
action should be considered to maintain competition at an
acceptable level.

2.5.1 Any attempt at re-regulation or at broadening the regulatory environment should be considered
very carefully at a time when the globalization of the industry is dependent on less intrusive
regulation. Regulation should aim to encourage the efficient and competitive functioning of the
market. Such government involvement in the air transport industry should not interfere with an
airport operator's right and ability to manage its proprietary affairs locally and should be broadly
tailored to accommodate the divergent needs of airports worldwide. A number of existing clauses
in air service agreements should be modified accordingly in order to give specific recognition to
the proprietary rights of airports.

2.5.2 It is important that, before embarking upon a new, broader regulatory environment, the regulatory
bodies responsible should be clearly identified and an explicit distinction should be made between
the authorities responsible only for regulatory issues and those entrusted with the assessment of
taxes/charges. A clear definition should also be developed of what is meant by competition and
environmental laws.

2.5.3 Several governments and the European Union see the application of competition laws as a tool for
achieving air transport objectives. Given this situation, ACI supports the 1989 ICAO model clause
on competition laws (ICAO Circular 215-AT/85) in its present form. Competition laws should
create a fully competitive environment for all parties and specifically prevent any discrimination
against any party. Where competition is threatened, government action should be considered to
maintain competition at an acceptable level.

2.6 Airline product designation systems and the traveling public

SUMMARY
The airline product designation system should be made more
responsive to the needs of the traveling public. Flight information
displays in computer reservations systems (CRS) should be
transparent, accessible and complete.

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2.6.1 The proliferation of airline product designations has had the effect of confusing and misleading
the public, while adding to the complexity of the bilateral negotiation process and to the difficulty
of gaining acceptance by third party States. Such products include, for example, code sharing,
change of plane and change of gauge with single flight numbers, single flights with multiple flight
designations, interline restrictions, etc. Many of these arrangements are a response to biases built
into the standards for flight information displays in computer reservations systems, but are not
consistent with the principles that underlie the ICAO Code of Conduct on CRS.

2.6.2 ACI fully supports the ICAO Code of Conduct for the Regulation and Operation of CRS
presented in Doc. 9587 (Second edition – 1999). CRS displays should be made transparent,
accessible and complete, in line with the revised ICAO Code.

2.7 Airports and international traffic flows

2.7.1 The principle of market forces determining international traffic flows should be pursued and
implemented, whether through liberalized bilateral agreements, multilateral agreements or other
international arrangements. To achieve this result, ACI supports the principles of effective market
access, transparency, non-discrimination and fair competition.

2.8 Airport charges provisions in air service agreements (ASAs)

SUMMARY
Air service agreements (ASAs) are not normally either necessary
or appropriate mechanisms for the control of airport charges.

2.8.1 The primary purpose of bilateral or multilateral air service agreements is to permit and regulate
the type and amount of air service between the contracting States to the agreement. Practical
ground operational issues are generally left to normal commercial negotiations between airlines
and service providers.

2.8.2 Most ASAs therefore contain only a general provision on airport charges restating the non-
discrimination requirement of Article 15 of the Chicago Convention. A small number of
agreements contain more detailed airport charges provisions, but these are rarely invoked. Where
they have been invoked the process has proved slow, expensive and of limited value.

2.8.3 In most of the States which account for large volumes of air traffic, there are effective domestic
legal systems which protect against excessive or discriminatory airport charges. As a result,
airport charges have been a remarkably small and constant component of airline costs. There is
therefore no need for any general policy covering the introduction of detailed provisions on
airport charges into air service agreements.

*********

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3. FACILITATION AND AIRPORT SERVICES
(cf. ICAO Annex 9, 11th Edition (2002); ICAO/IMO Doc.9636 (1995) - International Signs to Provide Guidance to
Persons at Airports and Marine Terminals; and ICAO Annex 18, 3rd edition (2001).

GENERAL AND PASSENGER FACILITATION

3.1 Quality of service

SUMMARY
Quality of service is vital to airport operators, which are the
only entities able to establish comprehensive overall quality
standards through cooperation with partners.

3.1.1 ACI’s objective in the area of facilitation is to develop policies and positions aimed at
continuously improving service quality at airports, simplifying and speeding the flow and
processing of passengers, baggage, cargo and mail through airports, while bearing in mind the
different requirements of various authorities with particular regard to security, drug interdiction
and dangerous goods.

3.1.2 Quality of service is vital to airport operators, which are the only entities capable of establishing
comprehensive overall quality standards at airports and already cooperate with all other
organizations and agencies present on their premises.

3.1.3 Airport operators should monitor a wide range of factors related to quality, according to the needs
of users and the characteristics of the airport. The ACI publication “Quality of service at airports:
standards and measurements” provides further information in this respect. Where airports have no
direct control, they should strengthen their existing cooperation with all other organizations and
agencies which have a guardian role for service delivery at the airport, in order to develop a
“seamless airport service” with agreed minimum service standards. Airports should also develop
airport business continuity plans which are comprehensive and coordinated with all parties.

3.2 Traffic peaks and capacity constraints

SUMMARY
Airport capacity limitations should be addressed by airport
operators, in consultation with other involved agencies and
airlines.

3.2.1 Despite the best efforts of airport operators to expand airport capacity to meet demand and remove
artificial capacity restrictions, the phenomenon of traffic peaking may reduce the effects of such
efforts, and has been the subject of increasing concern by airport operators around the world.
Traffic peaking at airports generates severe economic penalties, such as under-utilization of costly
airport facilities and services, opportunity costs from direct and indirect impact of lost services,
and delays to aircraft and passengers.

3.2.2 Significant improvements can be obtained by attempting to redistribute traffic through effective
consultation between the interested parties, i.e. in particular airlines, airports and government
authorities. ACI and IATA have jointly produced a booklet entitled "Guidelines for Airport
Capacity/Demand Management" to assist both airports and airlines to combat the problem of
traffic peaking and resulting adverse effects, and to maximize the utilization of airport facilities
and other resources for the benefit of all parties concerned.

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3.3 Code-sharing

SUMMARY
The growth of code-sharing creates a risk of confusion for
passengers and difficulties for airport operators.

3.3.1 Code-sharing and alliance airlines should use the same terminal facilities whenever the airport
operator considers this arrangement feasible and whenever it does not jeopardize the overall
operation of the terminals.

3.3.2 Collaborative and code-sharing arrangements should be fully transparent to passengers, many of
whom choose an airline on the basis of its level of service, frequent flyer program and reputation
for effective safety and security measures.

3.3.3 It is the responsibility of airlines to provide passengers with full written information, firstly at the
time of booking/reservation, and secondly when tickets are issued, regarding the operational flight
numbers, operating carrier(s), intermediate stops, changes of aircraft, airport terminal designators,
etc., involved in the planned journey. Similar recommendations, adopted by ECAC in 1996 and
by ICAO in 1997, are becoming a regulatory requirement in an increasing number of countries.

3.3.4 Airlines should inform airport operators well in advance of all the logistical details involved in a
particular collaborative or code-share arrangement, including changes of aircraft at an
intermediate airport or changes from an international to a domestic terminal (or vice versa)
required on the same flight number.

3.4 Simplifying passenger travel (SPT)

SUMMARY
The SPT project aims to apply technology to simplify and
streamline the passenger travel process and border controls while
reducing costs.

3.4.1 ACI is a member of an industry initiative called Simplifying Passenger Travel, whose objectives
are to simplify and streamline the passenger process; help improve aviation security; increase
customer satisfaction; make better use of existing airport space and resources; make the transport
system more efficient; and reduce costs.

3.4.2 Strategies of the SPT project are to re-engineer the entire passenger journey, using and updating
ongoing programs such as e-ticketing and self-service check-in; catalyze industry change through
promotion of these concepts and explanations of the benefit of their implementation; consider the
entire passenger journey; promote benefits of cooperation, both internationally and between
government and industry, to find collective solutions; implement new technologies for
identification and communication; ensure international standards are established, where
necessary; learn from experience by fostering pilot projects; partner with other groups engaged in
related areas; and respond to threats to the aviation industry.

3.4.3 Compatibility must exist between the requirements of the relevant government inspection
agencies at the origin and destination of a journey. Procedures related to the facilitation of
passengers must be developed on an international level to allow for the standardization of
documentation and handling methods. These procedures should recognize the desirability of the
eventual replacement of processes now in existence in favor of automation and a paperless
environment. Governments should also encourage the development of international
communications networks allowing for the transmission of data between governmental agencies
within a country and between countries.

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 3.5 Schedule coordination and slot allocation

SUMMARY
Slot allocation is of fundamental importance to airport operators.
Airport slots give airlines access to the infrastructure resources of
an airport, and the airport operator must play a leading role in the
efficient allocation of slots to airlines. The airport operator has
the right to define and declare airport capacity in terms of hourly
movement rates for runways (aircraft movements), terminals
(passenger movements) and aprons (number of aircraft parking
stands), in consultation with ATC and other appropriate
authorities as necessary.

3.5.1 Over a long period of time, IATA has developed and refined a process for schedule co-ordination
and allocation of airport slots (defined as the scheduled time of arrival or departure allocated or
available for an aircraft movement on a specific date) which has, to a large extent, maintained a
degree of coherence and stability in international air transport. However, with a few exceptions,
the procedures and processes of slot allocation are still dominated by the interests of airlines,
which may be contrary to the interests of airport operators and their local communities. It is
possible that the direct control of slot allocation by the airlines could lead to anti-competitive
behavior. This has been recognized at many airports where, as a consequence, both schedule
coordination and slot allocation need government permission (e.g. competition rules or
designation by a government of an airport as coordinated).

3.5.2 Airport slots are important for access to the infrastructure resources of the airport operator.
Airlines use this access to add value through their development of routes. Airlines should
therefore be granted usage rights to slots, but not property rights.

3.5.3 Studies may show that it would be advantageous, on condition of effective regulation and
safeguards, to allow airlines to carry out secondary trading (buying and selling) of usage rights for
slots. If, as a consequence, trading of slots should become government policy, airlines should not
be allowed to trade slots as if they were their own property. Any trading should reflect the
allocation principles established at the affected airports, should not breach the airport’s capacity
limits, should not be anti-competitive, and should maintain the efficient use of airport capacity.
“Use-it-or-lose-it” rules should continue to apply, and should depend on respect of terms and
conditions of use including those set out by the airports. The airport operator, because of its direct
financial interest as provider of the infrastructure, should approve rules and procedures for slot
trading. The airport operator also would have an interest to manage or oversee the trading process.
Where this function is carried out by an independent airport coordinator, the airport should be
closely associated.

3.5.4 At airports where airline schedules are coordinated (allocation of slots) or facilitated, a
coordination committee should be set up, with full airport participation in the establishment of slot
allocation rules, permitting periodic consultation and communication between airlines and the
airports concerned. Interested airports should also be able to attend IATA Schedule Coordination
Conferences at least as observers.

3.5.5 At airports where demand may exceed available slots, more stringent scheduling procedures
should be developed with the aim of achieving the most efficient usage of capacity, including
allocation of slots, under the responsibility of an independent coordinator. These procedures, to a
suitable extent, should take into account historical precedence, new entrants, frequency of service
on certain routes and aircraft size, aircraft noise or other environmental restrictions and
underutilization of allocated slots. The procedures should be both transparent and fair. It is also
important that provisions on sanctions are included to counteract abusive use of slots, i.e. repeated
and deliberate operation significantly outside the allocated slot time or the non-use of allocated
slots.
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3.5.6 The direct involvement of airports in slot allocation is essential for the efficient movement of
persons and goods and to ensure that airports play a leading role in the economic development of
the communities and regions they serve. Airport characteristics vary and it is therefore important
that the allocation rules allow for the establishment, with active participation of the airport
operator, of local rules that can take such characteristics into account.

3.5.7 In order to enhance competition, at the request of the airport concerned, some percentage of
available slots throughout the day could be made available for re-allocation to new entrants, either
on the basis of objective criteria or other means that reflect the economic value of the slots. It
should also be recognized that at some airports, new entrants might not be the best way to enhance
competition and that alternative local rules should be developed. Provisions might also be
included, for example for new entrants, so that slots may be granted for certain types of flights,
such as by small aircraft, noisier aircraft, or flights of a specific stage length, on condition that
such special permissions are granted for a limited period only.

3.6 Maximum clearance times at international airports

SUMMARY
The goals of clearing arriving passengers within 45 minutes of
disembarkation and departing passengers within 60 minutes of
presentation should be implemented wherever practicable.
Information on the processes and their requirements should be
made readily available to passengers to help facilitate these goals.

3.6.1 ACI supports Recommended Practice 3.31 in ICAO Annex 9, which calls for a goal for clearance
within 45 minutes from disembarkation, for all arriving passengers requiring not more than
normal inspection, regardless of aircraft size and scheduled arrival time. This goal is so important
to the efficiency of international air transport that ACI will continue to press for it to be upgraded
to a Standard.

3.6.2 ACI supports ICAO Recommended Practice 3.28 adopted at the last ICAO Facilitation Division
meeting in 1995, which sets a goal of 60 minutes for completion of departure formalities for
departing international passengers, including airline check-in . The total time should be calculated
from the passenger’s arrival at the first processing point at the airport (airline check-in, security
control or other control) to the scheduled time of flight departure.

3.6.3 Passengers should be provided with information concerning the entry requirements of customs,
immigration and other authorities, so that clearance procedures are not unnecessarily delayed.
Airport operators, airlines and control authorities should take every opportunity to ensure that this
information is readily available and brought to the attention of passengers.

3.7 Drug interdiction

SUMMARY
To ensure that customs administrations work at all times in
consultation with airport operators, a constructive working
relationship should be established between the two parties.

3.7.1 Customs administrations have a vitally important role to play in the field of drug interdiction.
Airport operators can assist them, provided that there is a reasonable level of understanding
between customs and airport management. Airports have to fulfill many obligations in relation to
various authorities, and there is a possibility that some of these obligations may conflict with each
other. A good relationship, reinforced by a memorandum of understanding, guidelines or other
instruments agreed at the local level may help in the resolution of any problems.

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3.7.2 In 1990, ACI signed a Memorandum of Understanding (MoU) with the World Customs
Organization to facilitate local-level cooperation between airport operators and Customs
administrations to combat drug trafficking. This MoU can form the basis of local MoUs and
agreements.

3.8 Baggage delivery

SUMMARY
The slow delivery of arriving baggage at airports can be a serious
impediment to the flow of passengers, hinder the quality of
service and cause congestion in terminals.

3.8.1 The baggage system should be viewed as a whole, to permit the minimum delivery time for
arriving and transfer bags. Wide, fast and reliable baggage belts and conveyors should be used,
and the design of baggage delivery areas and carousels should allow for flexibility and expansion.
Depending on local circumstances, arriving baggage feed points should be located close to
aircraft. However, to achieve shorter delivery times and handle transfer bags within minimum
connection times, it may be necessary to use baggage feed points closer to the sortation system.

3.8.2 ACI also recommends that the appropriate authority should establish and monitor compliance
with delivery standards for baggage at each terminal and that performance records should be
exchanged between airlines and airports. Computer systems should be employed to monitor and
control baggage delivery and to guide passengers.

3.9 Dual channel system of inspecting inbound baggage

SUMMARY
The dual channel system should be introduced wherever possible
and justifiable.

3.9.1 The merits of the dual channel or red/green system of customs clearance have been well proven at
many airports around the world and the system should be implemented in all countries in order to
speed up passenger flow.

3.9.2 Guidelines should be drawn up for the most appropriate design of dual channel facilities which
offer customs administrations the maximum surveillance possibilities of passengers awaiting their
checked baggage.

3.9.3 Moreover, additional guidance should be given to passengers on the functioning of the system,
including the description and quantities of duty-free goods which are allowed through the green
channel. This information should be presented in various languages. Emphasis should be placed
on the passenger's legal responsibility when selecting the green channel.

3.10 Simplification of procedures for inbound passengers on international flights

SUMMARY
The inspection of arriving passengers on international flights
should be limited to passport examination. A sufficient number of
immigration officers should be available and visa waiver
arrangements should be extended to the maximum number of
countries possible.

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3.10.1 States should not require any information in writing (such as a disembarkation card)
supplementary to or in repetition of that presented in their identity documents, from temporary
visitors traveling by air, or from operators on their behalf. Where identity documents are machine
readable, document readers should be used to capture relevant information. If such information is
captured before flight departure, it can be sent to the destination airport in advance of the flight, in
the form of Advance Passenger Information (see Chapter 4, paragraphs 4.8 and 4.9 concerning
machine readable travel documents and advance passenger information).

3.10.2 At the local level, airport and airline consultative bodies, such as facilitation or airline operators
committees, should collect statistical data on delays at immigration and customs check-points for
use when negotiating facilitation improvements with governments.

3.10.3 Irrespective of national rules, regulations and procedures, States should provide necessary
government inspection services (personnel and/or automated systems) free of charge at all
international terminals, at any time in response to reasonable commercial demand, not just during
pre-established working hours (as stated in ICAO Standard 6.60). ACI will continue to press for
this change.

3.10.4 Where appropriate, separate immigration channels should be established for nationals and aliens
in order to speed the flow of passengers through controls and minimize congestion. States should
offer visa waiver arrangements to cover the maximum number of countries possible.

3.10.5 ACI supports ICAO Standard 3.52, which states that the public authorities “shall expeditiously
accept passengers and crew for examination as to their admissibility into the State”. However, a
clarification should be added to the Standard stating that the provision is intended to ensure that
arriving passengers are not held on aircraft due to a lack of clearance capacity on the part of
public authorities.

3.10.6 ACI supports ICAO Standard 6.26, which states that “Contracting States shall make arrangements
for a sufficient number of control channels so that clearance of inbound passengers and crew may
be obtained with the least possible delay. Additional channel(s) shall be available if possible, to
which complicated cases may be directed without delaying the main flow of passengers”.
However, the wording “in operation” should be added after “control channels” in the first
sentence, with the intention of ensuring that all installed channels are used when needed to meet
the clearance time goal of 45 minutes (see paragraph 3.6.1 above).

3.11 Elimination of outbound passport and customs controls

SUMMARY
The elimination of outbound passport and customs controls
would eliminate queues at such inspection points prior to
departure, and facilitate the movement of passengers and their
baggage, reduce delays of departing aircraft and permit the
simplification of layout and routings within airport terminals.

3.11.1 At some airports, queues at inspection points prior to departure lead to apron (ramp) and terminal
congestion and aircraft departure delays, with consequential heavy financial losses to the airlines
and disadvantages for passengers, especially those making interline connections. Elimination of
departure controls, with due regard to security considerations, would not only facilitate the
movement of passengers and their baggage, but would also permit the simplification of layout and
routings within airport terminals.

3.11.2 If departing passengers have to present their travel documents, their movement can be facilitated
by providing separate channels for nationals and aliens. In accordance with ICAO Recommended
Practice 3.21, no supplementary identification information to that contained in the identity
document should be required. ACI further believes that embarkation cards should be eliminated.

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3.11.3 When outbound passport and customs controls are dispensed with, some authority must assume
responsibility for ensuring that only persons who have been screened are allowed to proceed
"airside" beyond the security checkpoint, or any other checkpoint established by the authority.

3.11.4 ACI supports ICAO Standard 3.30, which stipulates that "Contracting States shall not normally
require the presentation, for border control inspection, of baggage of passengers departing from
their territory.

3.12 Passenger service charges

SUMMARY
For reasons of facilitation, passenger service charges should
preferably be included in air fares.

3.12.1 Passenger service charges are either collected directly from the passenger, or incorporated in
fares. It is always preferable for charges to be included in air fares (indirect collection), because
direct collection from passengers slows down passenger flow and creates a need for bigger and
more costly installations. There are two methods of indirect collection: either the airport bills the
airline for the total number of passengers on each flight, or the airline charges the passengers
directly and remits the proceeds to the airport operator. The latter should obtain all necessary data
from airlines for billing purposes.

3.12.2 Where it is unavoidable to collect passenger service charges directly from the passenger, payment
of such charges should be possible either in local currency or in foreign currencies which are
acceptable in the region, or by credit card. For customer convenience and to minimize facilitation
problems at the airport, advance notice of these charges should be given to passengers, for
example in booking offices, travel agencies and hotels (see also chapter 1, section 1.4) and
arrangements may be made for payment in advance of travel date.

3.13 Sign systems at airports

3.13.1 Experience shows that continued development of new pictographic systems is not the most
effective or economical way of improving the information provided to passengers at airports.
When airports contemplate introducing pictographs, they should consider existing sign systems,
such as the system described in ICAO Doc. 9636, rather than develop new ones. Airports should
also enhance the value of pictographic information by restricting its use to items of major
importance to the passenger.

3.14 Control of shoppers, well-wishers, meeters and greeters

SUMMARY
Whenever practicable, airport retail outlets should be readily
accessible to all airport users.

3.14.1 At many airports, non-travelers generate substantial revenue for the airport operator. At others
such revenue is minimal. These non-travelers may, however, impede the flow of air travelers.
Therefore, whenever practicable, airport retail outlets should be readily accessible to all airport
users, but should not be located where they might obstruct the flow of passengers. In every case, a
balance should be struck between the income generated by these visitors and the goals of
improving facilitation and security.

3.14.2 At many airport terminals, congestion problems occur when well-wishers, meeters and greeters
greatly outnumber passengers. This should be kept in mind when designing terminals and
planning the allocation of terminal space.

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3.15 Airport facilities for persons with disabilities and those with special needs

SUMMARY
Airport facilities should include arrangements to meet the general
needs of persons with disabilities and those with special needs.

3.15.1. Persons with disabilities, including the blind, the partially sighted and the deaf, as well as the
elderly, should as far as practicable be able to use passenger terminals in common with others.
The needs of persons with disabilities, determined in accordance with national requirements and
international recommendations, should be borne in mind by architects and engineers responsible
for designing new structures or modifying existing ones, and by those responsible for operating
the airport in question, with a view to the provision of suitable means to ensure easy and
comfortable access to all facilities by passengers with disabilities, at a suitable level of quality of
service. Persons with disabilities should be able to find out in advance the special problems which
they may encounter, and the special aids or facilities which are available at airports of departure
or arrival. More detailed recommendations are contained in ACI's booklet "Airports and Persons
with Disabilities".

3.15.2 Personnel whose work involves the handling of persons with disabilities should take into account
their specific requirements and, where appropriate, the special characteristics of their treatment.
Such personnel should be provided with adequate training in order to improve the handling of
persons with disabilities.

3.15.3 Where necessary, in order to facilitate the embarkation and disembarkation of passengers with
disabilities, including wheelchair users, alternative circuits should be established. These could
even include circuits which do not pass through airport terminal buildings, provided that security
and control regulations are complied with.

3.15.4 States should ensure that the necessary funding is provided to implement any modifications or
adaptations to facilities which are required in order to ensure that persons with disabilities receive
the level of special treatment which is generally recognized as being appropriate.

3.15.5 Many people without disabilities also need special facilities and/or assistance. Examples include
young children and those responsible for them.

3.16 Airport facilities for tour operators

3.16.1 Group tour operators are an integral part of civil aviation. Tour operator facilities should,
however, be situated in an area where they do not obstruct the main passenger flows. If this is not
done, tour operators assemble their clients at the normal meeting points, which cannot usually
accommodate large tour groups. When a new airport is constructed or an existing airport
remodeled, an area should be reserved for tour operators. Wherever possible, tour groups should
be allocated separate facilities for both arrival and departure. If possible, and subject to security
considerations, tour group check-in may be conducted off the airport.

3.17 Inadmissible passengers

SUMMARY
Inadmissible passengers can impede the flow of passengers,
create the need for additional staff and space at airports, and give
rise to major costs.

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3.17.1 State authorities are responsible for inadmissible passengers. Travel documents should be
simplified and standardized so that airlines can provide more effective assistance to these
authorities. Passports and visas should be fraud proof and machine readable. The necessary
automatic readers should be installed by the appropriate authorities. Advance Passenger
Information (API) systems can also assist in the early identification of inadmissible passengers.

3.17.2 If passengers arrive in a State with fraudulent or forged travel documents, are no longer in
possession of their documents, or are otherwise declared persona non grata on arrival,
immigration authorities in that State should arrange for their deportation or detention. Costs
arising from detention or deportation should be borne by the State authorities requiring such
measures. Selective screening at the point of embarkation could be used to prevent the movement
of potentially inadmissible passengers. Good security in boarding and transit areas is needed to
ensure that non-travelers have no access to areas where they could switch, remove or destroy the
travel documents of passengers who have already been screened by airlines. When necessary, a
document check can be made immediately prior to aircraft boarding.

3.18 Space and facilities for government inspection agencies at airports

3.18.1 Government inspection and control requirements relating to passengers, baggage and cargo
generate a need for space allocation, as well as certain specific facilities and services. ACI concurs
with ICAO’s view that “space and facilities for the authorities in charge of clearance controls
should, as far as possible, be provided at public expense” (Annex 9, Recommended Practice 6.58).
However, ACI continues to press for this provision to be raised to the status of a Standard, with
the substitution of the word “government” for the term “public”, to make quite clear that the cost
burden should not fall on the airport or its users.

3.19 Banks and foreign exchange facilities at airports

3.19.1 The provision of currency exchange facilities at international airports is a requirement of ICAO
Annex 9 (Standard 6.67). Such facilities must be easily accessible to both arriving and departing
passengers. If the volume of traffic at certain times does not justify the opening of banks, other
currency exchange facilities such as vending machines should be made available. It is important
that ICAO-recommended signs for currency exchange facilities be used universally.

3.20 Vehicle parking facilities at airports

3.20.1 The distance between vehicle parking areas and terminal buildings is not as important as the speed
and convenience of access to the terminals from the parking areas.

3.21 Duty-free shops

3.21.1 An increasing number of airports have established duty-free shops for arriving passengers in
addition to those for departing passengers. Duty-free shops for arriving passengers should not
replace those for departing passengers.

3.22 Transfer of downtown duty-free purchases

3.22.1 The general principles governing airport duty-free shops should apply to downtown duty-free
shops. The conveyance and delivery procedures involved should be simple and should place no
obligation upon airline or airport personnel. The operator of the downtown shop should assume
the costs of the facilities that are provided. The delivery process must meet the security
requirements in force at the airport and should not create congestion or interfere with the flow of
passengers. The goods must be delivered in sufficient time prior to boarding.

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 3.23 Facilities for general aviation

3.23.1 Owing to the constraints imposed by air transport movements, some airports may need to impose
restrictions on general aviation, both in terms of access and the services provided.

3.24 Airport handling arrangements

SUMMARY
Airport operators must retain the right to approve ground
handling services at their facilities.

3.24.1 ACI supports ICAO Annex 9 Recommended Practice 6.6 on airport traffic flow arrangements,
which says that airlines should have the choice of providing their own ground handling services,
“subject to reasonable limitations which may be imposed by the airport authorities”. Airport
operators should have the right to set limits on the number of Ground Handling Services Providers
(GHSPs) and self-handling airlines at their facilities. The uncontrolled proliferation of handling
agents and equipment could create check-in area and apron congestion, as well as safety and
security hazards.

3.24.2 If an airline is not allowed, or does not wish to provide its own services, it should ideally have
more than one choice of GHSPs available. ACI supports free and fair competition between
GHSPs, so as to give a choice to airlines, provided that space at the airport allows, and the GHSPs
meet minimum standards relating to safety, security, etc. If the airport operator itself provides
handling services, it should also compete on a free and fair basis.

3.24.3 To take account of the different situations at airports, and in line with ICAO Council Statements
on Charges for Airports and Air Navigation Services (Doc. 9082), equal treatment for all user
airlines implies that a concession fee should be charged to all providers of ground handling
services, including the local carrier when it provides such services to other carriers.

3.25 Landside transportation

SUMMARY
Ground transportation arrangements to, from, between and within
airports are vital to all users. There is a need for coordination
between the various bodies involved in the provision of
transportation services.

3.25.1 As airports grow and develop to meet the increasing demand for air transport, it is essential for
surface access facilities and services to respond to this rise in demand. Airports should be linked
in an efficient and user-friendly manner to the markets which they serve. Such facilities and
services may include public transport access by road, rail and any other applicable modes, as well
as private transport, including private vehicles, rental cars, taxis, courtesy buses and commercial
vehicles. Employees have different needs, and non-vehicular modes of transport, as well as
vehicle-sharing should not be overlooked. A balance should be struck between the needs of all
airport users, bearing in mind the local pattern of traffic needs, resources and priorities.

3.25.2 Information on public transport services, including fares and schedules, should be readily
available to arriving and departing travelers. Where fares are charged, in order to expedite the
service, arrangements should be made enabling travelers to purchase tickets before boarding.

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3.25.3 Transportation within airports is as important as transport to and from airports. Where the distance
between airport terminals, car parks, car rental facilities and public transport services is
significant, transport connections should be considered, including the possibility of installing
people-mover systems. Because of the need to maintain frequent and regular transport schedules
within airports (between terminals), and because international connecting passengers often do not
possess local currency, such transport should preferably be provided without direct charge to
travelers.

3.25.4 There should be full consultation at the earliest possible stage between the airport operator and all
agencies and operators involved in surface access to the airport, such as local transport authorities,
municipalities and licensing authorities, to encourage increased coordination in the planning of
surface access and the provision of relevant information to passengers.

3.26 Off-airport check-in facilities

3.26.1 ACI concurs with ICAO Recommended Practice 6.20 that governments should study the
possibility of allowing the provision of off-airport check-in facilities, with due regard to the
necessary security precautions and (border) control requirements. Furthermore, governments,
airlines, airport operators and other relevant organizations should actively consider how such
facilities can be developed, taking into account the facilitation of baggage transportation to and
from the airport. Some of the most likely off-airport locations are railway stations, hotels and
airline city-center terminals.

3.27 Consultations between agencies on new procedures

3.27.1 Governments should consult with airport operators, control authorities and groups representing
airport users at the earliest possible stage, whenever new government-mandated procedures
require changes in facilities, including changes of layout within existing facilities.

3.28 National and airport facilitation committees

3.28.1 ACI supports ICAO Annex 9 Standard 8.19, requiring governments to establish a national air
transport facilitation committee, and airport facilitation committees or similar coordinating bodies.
Appendix 12 to Annex 9 sets out guidelines for the establishment and operation of these
committees. Airport operators should take the leading role in convening and conducting meetings
of airport facilitation committees.

3.29 Courier shipments

3.29.1 Courier shipments should, where practicable, be handled separately from passenger baggage in
facilities specifically designed for this purpose. Where no such dedicated courier facility is
available and where courier shipments are handled through passenger terminals, they should if
possible be handled in a dedicated, separate area. However, if a separate area cannot be allocated
and congestion occurs as a result, it may be necessary to limit the courier shipments handled in the
passenger terminal in terms of size or weight. Above such limits, courier shipments may need to
be directed to a cargo terminal.

3.29.2 At airports where problems are encountered with the handling and clearance of courier shipments
in passenger terminals, airport operators, airlines and other agencies concerned with courier
shipments should consider jointly how to resolve such problems.

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 CARGO FACILITATION

3.30 Government inspection services for cargo

3.30.1 International air cargo operations have evolved into a 24 hour per day, 7 day per week business,
and the air cargo industry is catering for increasingly time-sensitive shipments. The “just-in-time”
concept has given rise to the need for fast, cost-effective and seamless transport chains. Moreover,
the rapid growth of traffic in perishable cargo creates a requirement for the streamlining of
procedures, not only for the physical handling of goods, but also for the timely inspection and
release of cargo. Governments should move to enhance the speed advantage of air cargo by
making available government inspection services whenever they are needed.

3.30.2 Compatibility should exist between the requirements of the relevant government inspection
agencies at the origin and destination of a consignment. Procedures related to the movement of air
cargo, as well as those related to intermodal transportation (air, sea, rail and road), should be
developed on an international level to allow for the standardization of documentation and
handling methods. These procedures should recognize the desirability of the eventual replacement
of existing processes by automation and a paperless environment. Governments should also
encourage the development of international communications networks allowing for the
transmission of data between governmental agencies within a country and between countries.

3.31 Maximum clearance time for arriving cargo

3.31.1 ACI supports ICAO Annex 9 Recommended Practice 4.29 establishing a target Customs clearance
time of three hours for arriving general cargo not requiring examination, from the time proper
documentation or a legally acceptable electronic equivalent is presented. In line with ICAO
Annex 9 Standards 4.25 to 4.27, shipments such as perishable goods, live animals, personal
effects and low-value goods should be cleared promptly on arrival. As provided under R.P. 4.28,
goods imported by authorized importers who have demonstrated compliance with Customs
regulations and who supply advance information, should be released immediately on arrival.

3.31.2 ACI recommends that physical examination of cargo by Customs should always be based on
targeting and risk assessment criteria.

3.32 Elimination of the paper cargo manifest and of paper air waybill, and use of EDI

3.32.1 Cargo manifests are unnecessary, since the same information can readily be obtained from air
waybills in either paper or electronic form. The use of Electronic Data Interchange (EDI) for the
submission of waybill information has significant cost and facilitation benefits for all parties
involved in the cargo process. A further benefit is that information on incoming goods can be
obtained by Customs in advance of the arrival of the aircraft. Existing UN/EDIFACT standards
for EDI messages should be used (see ICAO Annex 9 Standard 4.15).

3.32.2 Whether information appears in the cargo manifest or in air waybills, it is essential to limit the
description of the nature of goods to the 15 characters set aside for this purpose. The use of more
than one line of information per shipment is contrary to the goal of facilitation.

3.32.3 ACI supports Montreal Protocol no. 4, which entered into force in 1998, and provides a statutory
basis for electronic submission of air waybills. All States should adhere to this Protocol.

3.33 Release of documented partial shipments

3.33.1 ACI supports ICAO Recommended Practice 4.30, that part-shipments should be released when
the complete documentation for any such part-shipment has been presented. This is expected to
end the practice previously followed by some Customs authorities of holding part-shipments in
bond until all the missing parts of the shipment have arrived, even though the part-shipment is
documented.

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3.34 Release of operators of cargo facilities from liability

3.34.1 Governments should absolve both airlines and airport operators or cargo warehouse operators
from liability for customs duties, taxes and other charges at such time as goods are transferred,
with the approval of the authorities, into the possession of a third party. This release from liability
should apply regardless of whether the third party has a security or guarantee on file with the
customs authorities.

3.35 Storage facilities in cargo terminals (including special cargo)

3.35.1 All goods stored in cargo terminals should be protected against unauthorized access at all times,
for example by means of video surveillance and access-card activated doors.

3.35.2 Wherever practicable, airports should be equipped with appropriate storage facilities for special
cargo, including valuable goods, perishable shipments, live animals, human remains and
dangerous goods, including radioactive materials.

3.36 Cargo handling times and other indicators of performance and quality of service

3.36.1 Airports attach great importance to minimizing ground handling and dwell times for air cargo. In
order to monitor an airport's performance and gain knowledge of where corrective action may be
necessary, spot checks or periodical surveys should be carried out by recording the times of: on-
block-time of inbound aircraft; shipment check-in completed (time when goods and documents
are available for action by consignee or his agent); entry procedure initiated (application for
clearance filed with the customs and other control authorities); customs clearance completed; and
collection of goods.

3.36.2 ACI recommends more extensive use of INTACT ULD to reduce handling time, prevent damage,
eliminate the incidence of missing cargo and contribute to airport capacity.

3.36.3 Airports should take a leading role in measuring and monitoring the performance of airport cargo
facilities and services. The methodology for assessing performance and service quality is not well
defined or developed, and no generally accepted standards exist, but fast processing (average
dwell time), high space utilization (e.g. tonnes of cargo handled per year per square meter of
warehouse space) and low manpower requirements (e.g. tonnes of cargo handled per year per
employee) should be among the criteria used for assessing economic and efficient cargo handling.
The applicable standards for each criterion will vary, depending on the type of operation and
cargo. Research is also needed to establish cargo status monitoring systems, using information
technology.

3.37 Cargo facility planning

3.37.1 Airport operators should review the present and future demand for facilities and the space
available at their airports prior to deciding how to accommodate cargo operators’ needs within
their facility planning, possibly including cargo operations with new large aircraft.

3.37.2 Airport operators may find it advantageous to develop common-use facilities for joint use by
several airlines or through one neutral handling agent, in view of the diminishing space available
at many airports for the construction of exclusive-use facilities. Common-use facilities permit
greater building, ramp and handling area utilization, and may provide better economic
justification for the construction of advanced handling systems, etc. However, existing principles
of competition should be adhered to.

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3.38 Dangerous goods

3.38.1 There are sufficient regulatory agencies monitoring the documentation, packing and handling of
dangerous goods to make it unnecessary for ACI to produce guidelines in this area. However,
there is a need for procedures governing the movement of dangerous goods from an airport
operations standpoint, especially for cases where these goods exceed the quantities allowed in
UN, ICAO or IATA regulations. For shipments in excess of the quantities specified in these
regulations, shippers, handling agents and airlines should notify airport operators officially in
order to make appropriate arrangements. Local manuals enumerating contacts within airlines
would be helpful, in case of incidents or accidents.

3.38.2 ACI recognizes the potential hazard created by the carriage of dangerous goods in aircraft. Airport
emergency plans should consider the problem created by dangerous goods as defined in ICAO
Annex 18 and the Technical Instructions on the Carriage of Dangerous Goods by Air (Doc. 9284)
and Emergency Response Guidance for Aircraft Incidents involving Dangerous Goods (Doc.
9481). Airports should liaise with airlines and handlers to ensure they are providing adequate
facilities and training to deal with the spillage of dangerous substances. Procedures should be
developed for dealing with situations in which the presence of dangerous goods is detected by
security staff.

3.39 Off-airport storage facilities and clearance

3.39.1 At airports where there is a lack of capacity for expansion, the airport operator may wish to
develop off-airport facilities for initial acceptance, storage, distribution, consolidation, de-
consolidation and final receipt and clearance of goods. In these cases, the cooperation of control
authorities is sought to facilitate the establishment of off-airport clearance and storage facilities
for bonded goods.

3.40 Mail handling

3.40.1 ACI recommends that airport operators should be flexible with regard to the needs of postal
authorities, other mail operators and airlines for warehouse space and systems and, if necessary,
provide access to apron areas for the handling of mail.

*********

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 4. AIRPORT AUTOMATION AND E-BUSINESS
(cf. ICAO Annex 9, 11th Edition (2002)

4.1 General

4.1.1 Automation via the application of Information and Communications Technologies (ICT) plays a
vital role in the operation of airports and the facilitation of traffic, passenger processing and
security. The role of the airport operator is to coordinate development of automated systems. In
some cases, airport operators are also involved in or responsible for their provision and operation.
Airport operators should also ensure that the necessary communications infrastructure is provided,
and that all necessary systems and procedures can be installed and operated. It is essential that
information exchange between all airport users is coordinated and agreed upon, taking into
account the technological solutions and standards best suited to each particular situation, and in
accordance with international standards.

4.2 Information and communications infrastructure at airports

SUMMARY
The development of shared or common-use information and
communications systems can contribute to the optimal use of
airport capacity and enhanced levels of airport and airline service
to passengers.

4.2.1 It is the accepted role of the suppliers of major physical facilities at an airport to equip those
facilities with various utilities (such as electricity, air-conditioning, heating) to be shared by the
tenants of the facility. In light of technological developments, cost factors and the dynamic nature
of airport tenants, it is becoming increasingly worthwhile and feasible to equip facilities with
information and data communications systems provided by the airport operator. This approach
enables current and future users of the facility to use information systems and communicate with
local and/or remote computers and databases in a coordinated manner, without having to re-invest
in new infrastructure when there is a change of tenants or changes in airport infrastructure. Such
systems should be based on international standards and recommendations.

4.2.2 The development and installation of shared use data communications systems at an airport should
be the result of careful coordination between all parties involved (users, suppliers, operators) in
order to achieve the most cost effective and operationally desirable technical and functional
solutions for all airport users and customers. Airport operators should coordinate and/or approve
all data processing and communications activities and requirements at an airport which affect
airport management and operations.

4.2.3 Airport operators should develop standards and install a general multi-purpose infrastructure, in
order to avoid heterogeneous and incompatible operations and information. These systems should
include, but may not be limited to: local area networks (LANs), wide area networks (WANs),
wireless technologies, radio-frequency-based technologies and cellular technologies.

4.2.4 In environments where a shared common-use ICT infrastructure is installed, it is necessary to

have adequate IT security procedures and operational contingency planning. The airport and
airline operating environments are, by nature, very sensitive to problems affecting their
operational efficiency. In addition, the fact that various different partners will utilize ICT
infrastructure, often simultaneously, requires that careful attention be paid to IT security - both
physical and logical - as well as to general ICT operational availability. ICT Service Level
Agreements should include standardized, agreed-upon security aspects, as well as the
establishment of a contingency plan which takes into consideration airline and airport operational
levels under different contingency situations.

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 4.3 Systems and procedures - common use environment

SUMMARY
In order to ensure optimal, economic use of airport physical
infrastructure, the airport operator should promote and prioritize
the use of common-use systems. The airport operator should
discourage the use of dedicated systems wherever clearly defined
benefits can be achieved from applying economies of scale for
the provider and users of the facilities. This should avoid
unnecessary and costly capital investments in airport and ICT
infrastructure.

4.3.1 Common-use systems provide various benefits for both the airport and airline, including
standardized, cost-efficient operations, and optimization of airport infrastructure. These aspects
produce economies of scale for the provider and user of the facilities, avoiding unnecessary and
costly capital investments in airport infrastructure. Economies of scale can be realized by applying
a "one to many" vs. "one to one" approach, where it is more cost effective to distribute the initial
investment and recurring costs amongst the users of ICT infrastructure as opposed to investing in
and maintaining different ICT solutions. The airport operator should take a leading role in
promoting these systems with the airline community.

4.3.2 Given the different technical and contractual options for the commissioning of these systems, it is
important that the airport operator and the airline user community work in partnership to define
the most adequate options for a particular airport environment, in line with IATA and ICAO
standards.

4.3.3 In any airport terminal, uncoordinated departure control systems can waste scarce resources and
confuse passengers. In such circumstances, the sharing of departure control systems and even the
installation of a single system for the terminal may have conclusive advantages. Where possible,
automated local departure control systems should be utilized in order to ensure a reliable,
auditable record of passenger check-in and aircraft boarding. The airport operator should promote
the use of these systems for each airline, and provide an airport-based system for those companies
which do not have access to such systems, especially where Common-Use Terminal Equipment is
in use.

4.4 Common-use wireless infrastructure at airports

4.4.1 Airport operators should assert control over the use of wireless networks (e.g. wireless Local Area
Networks - LANs) at airports, both inside and outside terminal buildings. Tenants,
concessionaires and others should use a common infrastructure for wireless, managed by the
airport operator. In return for this exclusivity, airport operators should constantly evaluate
competing technologies, so as to maintain low costs and increase capacity in line with demand for
the benefit of all tenants, concessionaires and others.

4.4.2 Given the rapidly increasing demand for wireless applications at airports, the use of common
systems is encouraged to avoid the risk of frequency interference resulting from different systems
in use in the same area, since wireless LANs normally operate in the same frequency band.

4.5 Cargo automation

SUMMARY
Automation plays a vital role in the facilitation of international
cargo. The role of the airport operator should be to coordinate
system development.

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4.5.1 In view of the proliferation of computer-based systems for the handling of cargo at airports, the
objective of airports should be the development of a single common system. However, it is
recognized that this may not be achievable in the foreseeable future. Where applicable, integrated
port systems covering all modes of transport at an airport, including sea, road and rail, should be
developed.

4.5.2 There is an acknowledged need for standardization in the development of new systems. There is
also a need to establish interface requirements between existing and planned systems to facilitate
information and traffic flows between a port system, its local cargo community, clearance
authorities where appropriate, and ultimately systems at other ports. The role of the airport
operator in this respect should be to coordinate system development, even if the airport operator
does not itself provide the cargo system.

4.5.3 A successful system enables ports, as well as other parties, to achieve a more efficient use of
physical capacity by virtue of a faster throughput of international cargo. This makes air cargo
more competitive in comparison with other modes and leads to the deferment of capital-intensive
alternatives.

4.6 Flight information display systems (FIDS)

SUMMARY
Flight information display systems should be carefully tailored to
the airport environment, and should be as simple and clear as
possible. Centralized management of these systems is suggested
where appropriate.

4.6.1 ACI generally favors standardization, but believes that the form, degree of detail and location of
displays should depend to a great extent on the architectural design of the terminal and on the
centralization (or decentralization) of particular operations.

4.6.2 It is important to standardize the presentation, i.e. the order of the various items of information,
and to adopt and use standard abbreviations, designations and remarks. The systems should be as
simple, clear and direct as possible. If a centralized computer system exists, airlines should not
operate their own system without the airport's approval.

4.6.3 All the parties involved in the operation of flights, including airlines and air traffic control
authorities, should provide on a timely and rapidly updated basis the relevant information on
flights, including last-minute changes, to the authority responsible for the operation of the flight
information display system. This authority should be responsible for establishing the list of data
elements needed for this operation and the means of communicating them.

4.6.4 The displayed flight numbers should be preceded by the airline prefix codes as they appear on
airline timetables, passenger tickets and boarding passes. In airport terminals used by only one
airline, the airline prefix can be omitted. Where the national language is not written in the roman
alphabet, provision should be made for repetition of the display information in the relevant
characters and/or numerals. It is recommended to display flight information in English as well as
the national language.

4.6.5 The use of flashing signals and colors should be kept to a minimum. Flashing signals should be
restricted to the “remarks” column, and to information which requires passenger action. Slow
scrolling (upwards/downwards or sideways) should be done in such a way that the passenger
notices that more information is available. Different colors should be used logically, to highlight
data elements which are important for passenger action (e.g. gate/time). A maximum of 4 to 5
colors should be used.

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 4.7 Flight information display systems (FIDS) - display of code-share information

SUMMARY
ACI recommends, for reasons of clarity, a reference level for the
display of code-share flight information.

4.7.1 Airport FIDS may use various methods of displaying code-share flights. Wherever possible, the
preferred method should be to display the code-share flight numbers successively on a single line
of a display monitor, or at most on two lines.

4.7.2 Such flight numbers can be alternated, wiped or scrolled, and each flight number should be
displayed for sufficient time to be clearly legible to all passengers. Given also that the “cycle
time” should not be excessive, a maximum of two or three flight numbers per display line is
suggested. An alternative method which may be found useful is to reserve a separate monitor for
the display of code share flights only - with reference in the main display.

4.8 Machine readable travel documents (MRTDs)

4.8.1 In order to automate and expedite the clearance of passengers through government controls with
increased security, an ICAO group (on which ACI is represented) has adopted and continues to
improve worldwide standards for machine readable passports, machine readable visas, machine
readable official travel documents and machine readable crew member certificates, including
biometric ID.

4.8.2 ACI supports the worldwide issuance of MRTDs, in accordance with ICAO/ISO standards, as
recommended in ICAO Annex 9. It also urges the installation of automated document readers
linked to border control systems at international airports, thus enhancing security and obtaining
the intended efficiency of automated controls. Even States which do not issue MRTDs can benefit
from installing automated arrival controls for the inspection of the MRTDs of foreigners.

4.9 Advance passenger information (API)

4.9.1 ACI supports the collection, prior to passenger departure, of internationally standardized API data
(in accordance with World Customs Organization, IATA and ICAO guidelines) for transmission
to the destination airport, in order to expedite the clearance of passengers by immigration and
customs authorities.

4.9.2 The use of document-reading devices to capture the information in the machine readable travel
document should be encouraged. The collection of this data should take place in a manner which
avoids extra passenger processing time or congestion at the airport.

4.10 Biometric identification systems

4.10.1 ACI acknowledges the benefits of biometric methods of identification of individual passengers,
such as face, fingerprint or iris recognition, which can be checked against encoded reference data
on an MRTD or card carried by the passenger, or stored in a database. These methods, together
with API, have the potential to speed up clearance and alleviate delays at immigration controls.
The use of biometrics to enhance security also shows promise. ICAO is active in the field of such
standards for biometric ID confirmation with MRTDs, and ACI supports this work. ACI
encourages ICAO and Governments to promote the use of an internationally standardized globally
interoperable biometric for MRTDs, and standardized formats for biometric data which identify
the authentic holder of the document in which the data is recorded. It will be necessary to take
account of data privacy concerns in implementing biometric identification systems.

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 4.11 Baggage handling automation

SUMMARY
The "licence plate" concept should be adopted as quickly as
possible by airlines, airports and handling agents.

4.11.1 ACI has worked jointly with IATA and ATA to develop the "licence plate" concept for baggage.
The concept includes a coded baggage-tag with a unique number, which can be read automatically
and transmitted electronically by means of standardized messages between airlines, airports and
handling agents. It enables these parties to provide higher quality baggage sorting and handling
services. Passenger/Baggage reconciliation applications (reference ICAO Annex 17) can also use
the same data elements.

4.11.2 This concept is being put into practice by airlines, airports and handling agents, with major
consequences for investment by airports in baggage systems. It is essential that any changes in the
concept and definition of the licence plate be compatible with equipment at airports, so that
airport investment is not wasted.

4.11.3 Improved quality and efficiency of baggage processing will yield considerable benefits for
passengers, airlines and airports. The system should be adopted by as many airlines, airports and
handling agents as possible within the shortest possible time.

4.12 Electronic identification standards for cargo

4.12.1 The early introduction of an international electronic identification standard for cargo
consignments, such as bar coding or radio frequency identification, is necessary to enhance
harmonization, facilitate shipment and tracing, and so benefit all parties involved in the handling
of cargo.

4.13 Airport-airline data processing and electronic data interchange (EDI)

4.13.1 In order to maximize the benefit from new technology, the airport community has a need to share
certain data relating to flights, including flight schedules and updates, airport facility allocation
(such as aircraft stands, gates, check-in desks and baggage belts), including real-time updates,
aircraft details, actual times, delays and aircraft load data. Most such exchanges are currently
implemented by technically obsolete means. In order to ensure optimal airport resource allocation,
cover all security requirements in and around the airport environment, ensure orderly airport
passenger flows and customer service, it is essential to establish safe and reliable information
exchange between the partners. For these purposes, all systems which use aircraft movement
information as well as security systems should obtain the same information from common,
verifiable data sources, including real-time updates as changes occur.

4.13.2 To meet the ever-growing requirements for on-time, real-time information, it is important that
airport operators take a leading role and guide concentrated efforts to ensure the maximum level
of integration between all informational and operational systems, ensuring data integrity and
delivery within the airport environment. In this respect, Airport Operational Data Bases (AODBs)
provide a powerful and practical solution for the centralization of airport information and should
be considered as a single repository for all aircraft movement information - planned and real-time.

4.13.3 ACI and IATA have defined a new standard format for such messages, complying as far as
possible with UN/EDIFACT definitions. Other standards are also being introduced, such as XML
and other web-based techniques.

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4.14 Airline designators

4.14.1 Airports should ensure that their information systems can display both 3-letter and 2-letter airline
designators, pending a total airline conversion to 3-letter designators.

4.14.2 If airports are requested to display 2-character numeric/alpha or alpha/numeric designators before
total conversion to 3-letter designators, and if this requires additional airport investment, ACI
recommends that these airports should suppress either the entire designator, or just the numeric
element.

4.15 Electronic ticketing: Implications for airports

SUMMARY
ACI supports the implementation of methods which do not
require passengers using electronic tickets to have additional
printed material (besides their normal identity documents) in
order to be processed or to make use of the facilities at the
airport.

4.15.1 Electronic ticketing promises tremendous savings for the airline industry by reducing ticket costs,
speeding up accounting and billing processes, and reducing the distribution and handling costs
involved with paper tickets. Electronic ticketing is considered likely to become the leading way to
develop an advanced system that combines all the advantages of Internet booking, self service
check-in and smart cards.

4.15.2 Electronic ticketing is not always completely paperless at present. Most airlines need to issue a
boarding pass to track the passenger in their airport-related processes. Also, due to government
regulations, for international flights, a paper boarding card or ticket may still be needed to pass
outbound immigration controls. Additionally, international conventions on liability require that
various paper notices be provided to passengers.

4.15.3 ACI supports measures to eliminate requirements for printed notices in the future. For example,
before passing immigration or buying tax free goods, passengers need to prove that they have
booked or are checked-in on a flight departing that day. By having access to some data elements
of the electronic ticket information, immigration and retail staff could verify automatically
whether a person is a passenger or not.

4.16 Self-service kiosks at airports

SUMMARY
Airport operators are concerned about the unnecessary
proliferation of airline-dedicated self-service kiosks, with the
attendant floor space requirements. To make optimum use of
available floor space and kiosk capacity, and to offer passengers
greater ease of use and airlines an integrated self-service
environment, a “common-use” approach is essential in
developing and implementing self service check-in kiosk
infrastructure.

4.16.1 Airlines are increasingly demanding the installation of self-service kiosks at airports. Self-service
kiosks can reduce the time required to process passengers, increase passenger choice, and assist
airlines and airport operators in dealing with increasing passenger volumes, for passengers with or
without an electronic ticket. The implementation of self-service check-in kiosks allows airports
and airlines to increase their check-in capacity without investing in new facilities.
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4.16.2 However, airport operators are concerned about any unnecessary proliferation of kiosks, with their
attendant floor space requirements, especially in already congested check-in areas. It is therefore
recommended that a “common-use” policy is adopted by the airport community when a self-
service check-in kiosk infrastructure is implemented.

4.16.3 When developing and implementing a self-service kiosk infrastructure which allows airport
community partners, like airport operators, airlines and concessionaires, to offer their services to
passengers, certain combinations of applications at one type of kiosk or at one location should be
avoided. Applications which are used to provide essential services to passengers (e.g. check-in),
should not be combined with applications which are not time critical from an operational point of
view (e.g. maps, shopping and general information, ticketing).

4.17 Security systems

4.17.1 Airport operators should take a leading role in the implementation of automated security systems,
in close collaboration with the entities responsible for airport security. The implementation of
Closed-Circuit Television (CCTV), access control, fire detection and building management
systems in particular must take into account security requirements and any infrastructure
modifications which are being planned or executed so as to optimize airport security.

4.17.2 Planning should take into consideration the interactivity and integration of security and other
airport systems and how the different security systems complement each other, in order to provide
a maximum level of security. As an example, baggage screening technology can be complemented
by CCTV technology to provide a process that covers security requirements for both content
screening and handling of baggage in the airport environment. The integration of different
security systems gives the security authorities a powerful tool for monitoring the airport
environment centrally, capturing events, setting thresholds to highlight contingency situations
(alarms) and providing centralized recording of all events according to criteria pre-defined by the
security authorities.

4.17.3 Wherever possible, the implementation of these systems should be centrally coordinated and
managed to maximize economies of scale, ensure compliance with airport and/or government-
defined requirements and policies, as well as to ensure a uniform level of service. Even if the
airport operator is not the provider or is not involved in the coordination or implementation of the
systems, its role should take into account complementary needs such as flight and resource
allocation information as well as the communications infrastructure which may be required.

4.18 Airport websites

4.18.1 Airport websites provide an attractive and practical solution to the dissemination of airport
information. The natural attraction of flight information generates a high level of visits by local
and international users alike. Airport operators should consider website content in such a manner
that the airport environment is adequately represented. They should work closely with all airport
partners to ensure consistent, up-to-date and compatible content for informational as well as
commercial purposes, taking into account both local and international site visitors. As for other
airport-specific systems, the airport operator should take a leading role or direct responsibility for
the definition, development and management of the airport website, applying technological
standards and ensuring the highest level of security.

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 4.19 Dot.aero top-level domain (TLD)

4.19.1 The new ".aero" top-level domain (TLD) name for the aviation industry provides a mechanism for
distinguishing aviation from other Web domains. The implementation process for airport
operators has been coordinated with SITA, which has been assigned by ICANN to establish and
manage the .aero TLD. The benefits to the aviation community include avoidance of “cyber-
squatting”, more logical and shorter addresses, and greater availability of addresses corresponding
to their trade and company names.

4.20 E-Business

SUMMARY
Airport operators should recognize the significance of Electronic
or e-Business, encompassing all forms of business activity which
can be facilitated by electronic information technology. It
includes Electronic Commerce (e-Commerce) and Collaborative
Commerce (c-Commerce).

4.20.1 E-Business is reshaping the economy and changing the very notion of business itself. Airport
operators should recognize and promote the transformational power of e-Business and accelerate
the adoption of e-Business principles. E-Business (or electronic business) encompasses all forms
of business activity, which can be facilitated by electronic information technologies, including
marketing, supply chain management, research, product positioning and on-line customer support.

4.20.2 E-Commerce is a sub-set of e-Business, using electronic information technologies to conduct

business transactions. C-Commerce or Collaborative Commerce is another sub-set of e-Business,
which can enhance the productivity of teams using web-based document management, workflow
and project productivity tools.

4.20.3 Many airports have public Internet sites, but most are first-generation sites, i.e.: not e-Commerce-
enabled, involving simple one-way communications from the airport to the general public. By
gaining transactional capability, a website can provide sufficient income to become a profit centre
rather than a cost centre. It can also provide responses to queries from airport customers and
stakeholders. Additionally, many airports have an internal Intranet, a closed site with access given
only to airport employees, used to improve internal collaboration, including management of
important documents and critical workflow. Airports also use Extranets, to provide an e-
Commerce work-space for airport trading partners. The synthesis of Internet, Intranet and
Extranet is sometimes known as an enterprise portal.

4.20.4 Business to Consumer (B2C): Airports are not only using the e-Business model to improve
transactional efficiencies, but also to enhance and/or exploit new business opportunities.
Examples include offering travel services, currency exchange, retail shopping, car parking, and
other premier services. Airports should allocate resources to facilitating e-Business development,
and will benefit by better protecting existing revenues, and by tapping into new income streams.

4.20.5 Business to Business (B2B): Some major airports are embracing new B2B models. Airports now
can move core commercial transactions on-line, to streamline procurement and selling processes.
Airports can develop their own applications or capitalize on efficient, collaborative e-Business
“hubs”, which organize complex business processes between multiple internal and external
participants into a virtual commerce community or marketplace.

4.20.6 The Business Units of the airport, rather than IT professionals, should manage the content of the
website, exercise dynamic control over the information included, and play a key role in
developing the airport’s e-Business strategy.

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 4.21 Risks of e-Business

SUMMARY
There are two kinds of risks associated with e-Business, those of
becoming involved, and those of not becoming involved.

4.21.1 Airports have many concerns about e-Business, e.g. costs, choice of partners, quality of content,
ease of use, loss of neutrality in choice of partners/services advertised, privacy, cannibalization,
unrelentingly changing the content of websites. However, the barriers to entry for e-Commerce
(particularly B2C) are sufficiently low that unless airports consider aggressive e-Business
initiatives, their revenue has a high probability of being eroded by non-airport competitors.

4.21.2 In e-Business, it is easy to emulate the business model of another business. Airports need to
become increasingly aware of the products, services and data that they own which are unique and
cannot readily be substituted. In e-Business a consumer is never more than a few clicks away from
a competitor’s products or services. The airport may not be given the opportunity to know, let
alone bargain with a customer. The consumer will “belong” to someone else, e.g. an airline, travel
portal, or other third party.

4.21.3 In e-Business, the threat of new entrants is great. The barriers to entry are minimal, and nimble
solution providers can quickly develop a portal which can substitute for products and services
typically provided by an airport operator. Examples in the B2C space may include duty-free
shopping, transportation and accommodation.

4.22 Opportunities of e-Business

SUMMARY
The opportunities created by e-Business should be carefully
assessed. Airport operators are in a unique position to act as
natural and trusted “aggregators” for travelers and businesses
active in the air travel industry.

4.22.1 Airport operators have a unique brand which is difficult for a competitor to substitute. Airports are
natural aggregators of products and services, and this position can be leveraged to protect and
grow commercial opportunities. Airports already provide a strong value proposition to the
traveler, have strong branding, provide products, services and information to travelers, and act as
coordinators of multi-modal transportation hubs. These attributes apply equally to the on-line
environment.

4.22.2 Although the physical dwell time of passengers at airports is being reduced, the Web can extend
their virtual dwell time back to when they book tickets, possibly months in advance of travel. An
effective e-Business presence allows airports to intercept travelers earlier, while they research
their travel plans. An e-Business presence allows the airport to act as a single point of contact for
the traveler, thus facilitating transport, accommodation and other related travel requirements.

4.22.3 E-Business provides opportunities to unite the industry and reduce the often extensive bargaining
power of suppliers. By creation of e-Commerce hubs, airports can negotiate arrangements
collectively, in each airport’s best interest. E-Procurement can improve time-efficiency and reduce
purchasing costs.

4.22.4 Another opportunity is to create a comprehensive collaborative environment which can store,
share and manage critical information for the benefit of the whole airport industry. This involves
creating an on-line community for publishing and exchanging industry news, information and
events. Any airport can freely and easily provide input to the community. This could evolve into a
form of Knowledge Management for the airport industry.

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4.23 Technical requirements and criteria for success in e-Business

SUMMARY
An airport e-Business platform needs to be efficient, satisfying
and easy to use. Acknowledged design principles should be
followed.

4.23.1 Airports face new challenges in the growing e-Commerce market, especially in designing a high-
performance, mission-critical and fault-tolerant system. Once an e-Commerce site is launched,
keeping it up and running is a high priority. A system architect must address the following
aspects: the platform chosen to build the system should be available, reliable and scalable; the
platform should also provide an ease of implementation, inter-operability, and a short turnaround
time to market. The front-end and back-end systems and the networking infrastructure must work
together effectively, to provide high performance and reliable websites to the online customers.

4.23.2 An airport’s e-Business website needs to be efficient, satisfying and easy to use, so that the visitor
does not want to leave or cannot wait to come back. The following are some brief design
principles: keep the interface simple and straightforward; place the user in control and provide
pro-active assistance; build on users' prior knowledge; make actions predictable and reversible;
create a feeling of progress and achievement; and allow users to customize the interface to their
needs and desires. If the website provides transactional capability, it also needs to be secure for
payment purposes.

4.23.3 A certain minimum of internal competence is required to manage e-Business activities. If the
creation of an e-Business model has been outsourced initially, airports should ensure that they
retain sufficient information from external consultants to build up their own knowledge,
competence and judgment capabilities.

*********

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5. AIRPORT PLANNING, DESIGN AND OPERATION
(cf. ICAO Annex 14 Volume I - Aerodrome Design and Operations, 3rd Edition, 1999, Volume II – Heliports, 2nd Edition,
1995; Manual on Certification of Aerodromes, Doc. 9774, 1st Edition, 2001)

5.1 Certification of airports

SUMMARY
ICAO Annex 14, amendment 4 (applicable from November
2001) requires an international airport to be certificated for safety
purposes. ACI supports the general principles put forward by
ICAO, although it believes that basic requirements should be
distinguished from recommendations.

5.1.1 In 2001, ICAO introduced new requirements in Annex 14 to ensure universal safety certification
of airports. As of 27 November 2003, ICAO will require States to certify aerodromes used for
international operations (ICAO Standard 1.3.1), while, for all other aerodromes open to public
use, this is a recommendation (Recommended Practice 1.3.2). Standard 1.3.6 requires that, as of
24 November 2005, all certificated aerodromes must have a Safety Management System (SMS) in
operation. Until 2005, this will remain a recommendation (Recommended Practice 1.3.4). These
international requirements will form the basis for national regulations and their enforcement.

5.1.2 ACI supports ICAO’s general principles of safety regulation for airports, but believes that ICAO
needs to provide greater detail in its documents (including the Manual on Certification of
Aerodromes), to take account of airport operators’ concerns stated hereafter.

5.1.3 The Recommended Practices (as distinct from Standards) for airport design in Annex 14 should
NOT be made mandatory for certification purposes, since aeronautical studies may show that a
target level of safety can be achieved by other means (see section 5.2). National regulations for
the operational use of safety management systems (see para. 5.2.4), should be based on
international “best practice” and experience.

5.1.4 Safety regulation should be clear, practical, efficient and similar worldwide. Safety measures
related to design and operations should be implemented where they give the highest benefit, and
with international consistency. National safety regulatory bodies should be clearly separated from
airport management bodies to ensure independence. There should be no excessive fees or
unnecessary administrative requirements for certification. Clear and regular lines of
communication should be established between regulators and airport operators.

5.1.5 Safety regulators should recognize the difference between existing and new airports and engage in
dialogue with airport operators before imposing new certification requirements. Airports which
have been certificated under pre-existing arrangements should not be arbitrarily refused
certificates under any new arrangements.

5.1.6 Airports are encouraged to undertake relevant research and analysis to determine which safety
initiatives should be given priority. Any such activity should be brought to the attention of ACI
HQ for circulation to other member airports, to improve the relevant regulations and disseminate
“best practice”.

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5.2 Target level of safety (TLS) approach to design

SUMMARY
To enhance airport safety while ensuring optimum use of
resources, airport design regulations should be developed to meet
a generally accepted target level of safety (TLS), as has been
done for many years in aircraft certification. The airport TLS
should focus on preventing fatalities, injuries or significant
damage. Design standards should be based on hazard analysis,
taking into account the probability and severity of all known
hazards.

5.2.1 At present, ICAO SARPs for airports are generally not designed to reflect specific risk levels.
Their safety rationale is apparently not consistent across all airport facilities and systems. There
are no clear links between airport design and aircraft operations in present regulations to satisfy
the need for consistent and optimized safety improvement measures.

5.2.2 Recent analysis uses criteria such as those of the Joint Aviation Authorities (JAA) or the Federal
Aviation Administration (FAA) (e.g. JAR/FAR-OPS) to evaluate risk. If the focus is kept on
avoiding fatalities, the basic TLS could be to meet or exceed a standard of one fatal accident in 10
million flights (1x10-7) for aircraft operations. Methods of calculating risk should be further
developed and referred to in regulations. This may be done by establishing criteria for carrying
out aeronautical studies.

5.2.3 ICAO Annex 14 should reflect the TLS approach to design, and should describe how aircraft
operations and airport design and facilities interrelate in this context. Safety Management Systems
and “best practices” must not only be regarded as complementary to regulations, but be integrated
in methods to calculate risk.

5.2.4 The TLS approach to design should be reflected in the following provisions of ICAO Annex 14:
the reference code, runway strips, separation criteria (RWY/TWY and TWY/TWY), RESAs and
obstacle limitation surfaces. Revisions and supplements must also encompass New Large Aircraft
(ICAO Aerodrome Reference Code Letter F).

Note: The target level of safety (TLS) is here defined as the maximum level of risk considered
acceptable, in the context of particular activity or activities, of a given incident or a type of
incident occurring. The severity of a potential incident should be borne in mind when considering
the TLS. The TLS can be compared with the anticipated future risk of particular events or
circumstances occurring, based on calculation. Safety regulation should be based on calculated
risk (systematic anticipation of future risk). However, it is not possible to guarantee that any
particular risk level will be achieved in practice).

5.3 New large aircraft (NLA)

SUMMARY
The full implications of the future introduction of new large
aircraft need to be carefully studied, and airports should
emphasize that wingspans of over 80 meters may prove
unacceptable.

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 5.3.1 The third edition of ICAO Annex 14, published in 1999, extends the ICAO code system to Code
Letter F aircraft with a wingspan of up to but not including 80 meters, and an outer main gear
wheel span up to but not including 16 meters. Code Letter F New Large Aircraft (NLA) are being
developed (e.g. Airbus A380), and will in many cases have to use existing airports. Many existing
airports will have difficulty in meeting specifications exceeding those related to Code Letter E.
Accordingly, all sectors of the civil aviation industry should study the full implications of
introducing NLA.

5.3.2 Airlines and aircraft manufacturers must involve airport operators in their studies of potential
NLA. Wingspans for NLA should not be planned to exceed 80 meters, pending further studies of
the necessary modifications to airport infrastructure and their costs, the total capacity gains and
losses, and the principles of cost recovery. Manufacturers and airlines should take full account of
other dimensions and characteristics of proposed NLA which may be critical for some airports,
including length, fin height, wheelbase, outer main gear wheelspan, outer engine span, weight,
aircraft classification number (ACN) and seating capacity. Aircraft manufacturers should design
all future aircraft in a manner which does not provide greater stress to pavements than current
aircraft.

5.3.3 The cost of modifications to airports to accommodate new aircraft types should be recovered from
airport users, in accordance with the ICAO principle that “users shall ultimately bear their full and
fair share of the cost of providing the airport” (see ICAO Doc. 9082). This principle should apply
to the introduction of new large aircraft.

5.4 Width of runways and runway shoulders

SUMMARY
The minimum runway width currently recommended by ICAO
for Code Letter E is 45 meters, and for Code Letter F is 60 meters
(see ICAO R.P. 3.1.9). ACI agrees with these figures for new
runways, but believes that existing 45 meter runways may also
safely handle Code F operations, provided that adequate shoulder
width and aircraft guidance systems are in place.

5.4.1 The main factors affecting minimum runway width requirements and the need for shoulders are:
the type and handling requirements of aircraft, such as cross-wind limitations; landing gear track;
the overhang of engines outside the main-wheel bogies; and the prevention of ingestion of loose
material by engines. ICAO Annex 14 recommends a minimum runway width of 45 meters, where
the Aerodrome Reference Code Letter is C, D or E (for reference field length over 1,800 meters).
As regards the new Aerodrome Reference Code Letter F, for existing runways, ACI considers that
a 45 meter width is acceptable provided that adequate shoulders are in place and the airport has
installed adequate aircraft guidance systems, such as centerline lighting. For new runways
designed for Code Letter F operations, ACI supports a width of 60 meters.

5.4.2 Runway shoulders should be provided to minimize damage to aircraft running off the runway, to
prevent ingestion of loose soil particles, to avoid erosion of the soil by jet engine blast, and to
allow easy access by rescue and fire-fighting vehicles. The type and width of these shoulders, if
any, should be determined by the characteristics of the most demanding aircraft serving the
airport, the type of soil, local drainage and vegetation, and the requirements of rescue and fire-
fighting vehicles. The total width of runway including shoulders should not be required to exceed
60 meters for Code E, or 75 meters for Code F.

5.4.3 For Code Letter F operations at existing airports, an inner and outer shoulder may be provided,
adding up to a total paved width of 75 meters. The function of the inner shoulder (extending from
45 to 60 meters width) is to prove sufficient strength for the occasional passage of an aircraft,
while that of the outer shoulder is limited to avoiding damage to an aircraft after a single passage,
and avoiding ingestion damage to engines, or erosion damage to the shoulder.
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5.5 Width of taxiways and taxiway shoulders

SUMMARY
The minimum taxiway width currently recommended by ICAO
for Code Letter E is 23 meters, and for Code Letter F is 25 meters
(see ICAO R.P. 3.8.4). Existing 23 meter taxiways may also
safely handle Code F operations, on the condition that adequate
aircraft guidance systems such as centerline lighting are provided.
For new taxiways designed for Code Letter F operations, ACI
supports a width of 25 meters.

5.5.1 ICAO Annex 14 recommends a minimum width of 23 meters for Code Letter E taxiways. For the
new Code Letter F, a taxiway width of 23 meters is acceptable for operations on existing
taxiways, provided that the taxiway is equipped with centerline lighting or other adequate
guidance systems. For new Code F taxiways, ACI supports a minimum width of 25 meters.

5.5.2 Taxiway fillets may be required on curves and at junctions for long wheelbase aircraft. The design
of fillets should be studied to ensure that the minimum additional paved area is provided.

5.5.3 Taxiway shoulders with appropriate bearing strength and surface characteristics may have to be
provided. The total paved width on straight sections of taxiways should not be required to exceed
44 meters for Code E, or 60 meters for Code F.

5.6 Width of taxiway bridges

5.6.1 Taxiway bridges must be capable of supporting the fully laden design aircraft under anticipated
operating conditions.

5.6.2 The width of a taxiway bridge should be no less than the pavement plus shoulder width of the
connecting taxiway. Jet blast protection and other forms of shielding (e.g. for security purposes)
should be considered, based on the use and service characteristics of the area under the bridge.
Particular attention should be paid to the possible role of the bridge regarding access by rescue
and fire fighting vehicles.

5.7 Runway end safety areas

SUMMARY
A runway end safety area should be provided to contain overruns
and undershoots resulting from a combination of adverse
operational factors.

5.7.1 ACI endorses ICAO Annex 14 Standard 3.4.2 that a runway end safety area (RESA) must extend
to a minimum of 90 meters beyond the end of a runway, or stopway where provided, or before a
runway threshold. At airports where adequate land is available, the maximum practicable length
should be provided, and ACI endorses recommended practice 3.4.3 in Annex 14 that a RESA
should extend to a distance of at least 240 meters for a code number 3 or 4 runway (i.e. any
runway with a reference field length of 1,200 meters or more).

5.7.2 Where it is not possible to comply with the ICAO recommendation of 240 meters, for space and
other development reasons, alternative solutions could include the provision of an arrestor bed, or
other appropriate mitigating measures.

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 5.8 Visual aids and Advanced Surface Movement Guidance and Control (A-SMGCS)
for aircraft operations at airports

SUMMARY
Visual guidance is the most important and operationally
acceptable means for pilots to operate aircraft at airports under
low visibility conditions. However, other methods are being
developed, such as satellite and ground-based position
determination.

5.8.1 It is necessary for visual aids installed at airports to be designed in accordance with recognized
standard specifications and to have high reliability. The system should include a secondary power
supply, in case of failure of the primary supply. Visual aids need to be supported by careful and
effective preventive maintenance and monitoring. They should be designed to achieve effective
operation under the worst visibility conditions during which it is intended that an airport will
remain operational. Special care should be taken to avoid confusing pilots by the excessive
brightness or proliferation of visual cues, especially during night operations at busy airports.

5.8.2 ACI encourages efforts to bring airport capacity during Instrument Meteorological Conditions as
close as possible to the capacity achieved during Visual Meteorological Conditions, without
prejudice to safety standards. ACI supports efforts to develop and implement Advanced Surface
Movement Guidance and Control Systems (A-SMGCS) to provide low visibility taxi guidance
and control, as a means of increasing airport capacity in all weather conditions. Satellite and
ground-based systems may have the potential to provide high precision taxi guidance under low
visibility conditions, when necessary.

5.9 Frangibility

5.9.1 ACI supports the ICAO study of frangibility requirements for visual and non-visual aids (that is,
the manner in which they give way upon impact). Any proposals which necessitate the
replacement of existing installations must be shown to be cost-effective and result in an increase
in the overall level of safety. Signs must have sufficient strength to avoid damage by jet blast.

5.10 Aerodrome emergency planning

5.10.1 ICAO Annex 14, Chapter 9, Section 9.1, contains Standards and Recommended Practices
covering emergency planning and the testing of plans through periodic exercises. ACI fully
endorses the requirement to conduct a full-scale emergency exercise at intervals not exceeding
two years, with partial exercises in the intervening year and exercises which may involve night-
time and poor weather conditions as well as table-top exercises to ensure that any deficiencies
have been corrected. The cooperation of external agencies which play a role in handling
emergencies is essential, and these should be involved in the training of personnel and testing of
the system to ensure that planning is adequate to cope with different types of emergencies. ACI
therefore advocates that regular training with individual agency drills be undertaken several times
a year, with the participation of all relevant agencies.

5.11 Airfield pavement surface unevenness and profile measurement

SUMMARY
ACI supports the development of airfield pavement profile
measurement techniques, and their correlation with aircraft
dynamics and pavement response, particularly for runways. ACI
believes that periodic profile measurements may be useful to
detect conditions of unevenness which may otherwise be
overlooked.
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5.11.1 The longitudinal profile of a section of airfield pavement greatly affects the “ride quality”
experienced by aircraft. The occurrence of long wavelength bumps or dips with relatively small
amplitudes cannot easily be detected by ground vehicles; however, aircraft can incur severe
dynamic loads to structural gear systems, especially at various critical speeds. The repetitive
dynamic effect can also be transmitted into the pavement structure, and may reduce pavement life.

5.11.2 ACI supports continued efforts to develop profile measurement techniques. It also supports
correlation studies with aircraft dynamics and pavement response. Periodic profiling can detect
conditions which could easily be overlooked by relying only on reports from pilots. This is
especially true of surface conditions on parts of the runway which only affect unusual operations
such as aborted take-offs.

5.12 Effects of new buildings and landscaping on aircraft operations (including

aerodynamic, optical, electromagnetic, and obstruction factors)

SUMMARY
Airports should require wind tunnel testing of models of all
proposed new buildings and changes of landscaping which may
affect the approach paths to runways. ACI supports the
installation of Automatic Wind Shear Warning Systems to assist
aircraft operating into airports where significant terrain-induced
wind shear and turbulence is possible. ILS and radar reflection
problems should also be borne in mind, as well as reflection of
sunlight. Obstacle limitation surfaces should be protected from
obstruction by new developments.

5.12.1 Severe wind turbulence on, or in the vicinity of, the runway threshold may endanger landing or
departing aircraft. Such turbulence can be caused by terminals, buildings, engine test sites, other
facilities or landscape changes in the vicinity of runways. The problem is intensifying, due to the
enlargement of built-up areas around airports and changes of landscape or terrain due to
infrastructure improvements. Hills in the approach paths to runways may also cause turbulence.

5.12.2 ACI recommends that airports perform wind tunnel testing of models of all proposed new
buildings and changes of landscaping which may affect the approach paths to runways. ACI also
recommends that suitable text be developed and incorporated in ICAO Annex 14 and Part 8 of the
ICAO Airport Services Manual (Airport Operational Services), Chapter 12.

5.12.3 ACI supports the installation of Automatic Wind Shear Warning Systems to assist aircraft
operating into airports where significant terrain-induced wind shear and turbulence are possible
under certain meteorological conditions. A warning that such conditions may occur should be
included in the AIP.

5.12.4 Proposed developments may have other effects on aircraft operations, ranging from optical (e.g.
reflection of sunlight from windows of buildings), to electromagnetic (e.g. reflections or other
interference with radio transmissions, radar signals or other navaids such as ILS). Airport
operators should require modeling of all such effects on the safety of aircraft operations.

5.12.5 Airport operators should be consulted on all planning applications, both inside and outside the
airport boundary, which have the potential to conflict with the ICAO obstacle limitation surfaces
(OLS), with particular attention to the inner horizontal and conical surfaces for each runway. If
planned developments would infringe these surfaces, permission should be refused.

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5.13 Development of ICAO Annex 14

5.13.1 ICAO Annex 14, Volumes I and II, cover two issues - the planning and design of aerodromes and
aerodrome operation and services. These two issues should be separated. Accordingly, ACI has
offered to participate with ICAO in studies to transfer the existing material to more appropriate
documents. Following the introduction of Volume II to cover Heliports, ICAO should consider
the production of a further volume on short take-off and landing (STOL) airports.

OPTIMIZATION OF AIRPORT CAPACITY

5.14 Increase of airport and airspace capacity

SUMMARY
Acceptable technical and operational means should be developed
to improve airport and airspace capacity.

5.14.1 The capacity of a given airport and runway system is determined by many factors, such as airfield
layout, the air traffic control system and its management, the type and mix of aircraft, weather
conditions, environmental considerations, etc. Some of these factors can be accurately assessed,
while others are very difficult to quantify and subject to rapid change. In order to make realistic
judgments and comparisons with regard to capacity, universal agreement is needed on the specific
details of each factor and, since there are so many variables, it is doubtful whether any uniform
operational measurement of potential capacity could be developed. ACI therefore considers that a
more useful measure of the performance of airports or airspace management could be derived
from a careful assessment of delay information. Measurement of runway occupancy and pilot
performance may also be appropriate.

5.14.2 Improvements in system capacity cannot be achieved by any one sector acting in isolation. The air
transport industry must work in close cooperation with governments, regulatory agencies and the
providers of air traffic control services to attain the first priority of achieving the full capacity
potential of existing facilities and extending them, where possible, through the use of new
procedures which permit higher movement rates in a safe operational manner. In addition, major
initiatives will be necessary to develop the new facilities which will be essential for airports to
meet increasing traffic demands. New technical developments which provide the means of
increasing capacity must be exploited wherever possible.

5.14.3 ACI supports the further development and the introduction of ICAO’s CNS/ATM
(Communications, Navigation and Surveillance/Air Traffic Management) systems concept, as
well as the continued use of the Instrument Landing System where essential, until its replacement
by new precision approach and landing systems. ACI also supports the further development and
the introduction of the Microwave Landing System, at airports where it is useful in order to
maintain all-weather operational capability. Research into and development of the Global
Navigation Satellite System (GNSS) should be continued, along with related initiatives to
optimize system capacity. The development of the Multi-Mode Receiver (MMR) will enable
aircraft equipped with MMR to operate flexibly during the transition period from existing
precision approach and landing systems to new systems, regardless of the system deployed at a
particular airport to support all-weather operations.

5.14.4 ACI supports further research programs and activities aimed at mitigating the effect of wake
vortices, in order to reduce aircraft separations needed for final approach while maintaining
safety.

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5.15 Simultaneous operations on parallel or near-parallel instrument runways

SUMMARY
To improve airport and airspace capacity, simultaneous
operations on parallel or near-parallel instrument runways should
be considered as a means of optimizing the use of new or existing
parallel runways.

5.15.1 ACI supports all efforts to achieve simultaneous operations on parallel or near-parallel instrument
runways under visual and instrument meteorological conditions which are consistent with
operational safety and efficiency. ACI supports the ongoing efforts of the ICAO study group on
Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR) aimed at
increasing airport capacity by optimizing the use of new or existing runways.

5.15.2 ACI encourages ICAO to evaluate the use of GNSS for the purpose of supporting simultaneous
operations on close-spaced parallel instrument runways.

5.15.3 Simultaneous Operations on Intersecting Runways (SIRO) should be encouraged wherever

appropriate to enhance capacity. SIRO should be performed only when the necessary safety
measures are effective, for instance as proposed in the ICAO European Air Navigation Plan
(EANP). SIRO includes both take-offs (intersection take-offs, multiple line-ups) and landings
(Land and Hold Short - LAHSO).

5.16 Runway occupancy time

SUMMARY
To achieve minimum runway occupancy times by aircraft, the
runway and taxiway infrastructure should be optimized, including
studies of elements such as the optimal location of rapid exit and
access taxiways and their lighting and marking.

5.16.1 Runway occupancy time is an increasingly important factor in determining airport capacity for
aircraft. ACI therefore encourages the construction at appropriate locations along runways of
rapid exit and access taxiways whose angle, radius and width comply with recognized
international specifications and best practices.

5.16.2 Another important factor in minimizing runway occupancy time is the maintenance of adequate
runway surface friction characteristics (see also sections 5.17 and 5.18).

OPERATIONAL SAFETY MATTERS

5.17 Measuring and expressing runway surface friction

SUMMARY
Runway surface friction readings should be measured on a
uniform scale, and there should be consistency between the scale
used for maintenance testing and that used for operational testing.

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 5.17.1 It is theoretically possible to convert the output from each recognized friction measuring device
to a common scale, when used for maintenance testing of a dry surface using self-wetting. It is
highly desirable that agreement be reached on the use of this common scale when measuring
runway friction. It is also desirable that information on the reproducibility of surface friction
measurements (i.e. the maximum difference to be expected between measurements by different
devices of the same type on an identical surface) should be available. Further work in this area is
essential if the global consistency of reported friction readings is to be significantly improved.

5.17.2 The use of continuous friction measuring devices for operational testing on runways contaminated
by snow or ice is accepted by ICAO, but the guidance provided for the interpretation of the
readings is in constant need of review. ACI supports the Joint Winter Runway Friction
Measurement Programme, in which the main participants are NASA, FAA, USAF, Civil Aviation
Authority of Norway, Transport Canada and the JAA, and which aims to gather data on which
such a review could be based.

5.18 Means of improving friction coefficients on wet runways

SUMMARY
The effectiveness of different means of improving friction
coefficients of wet runway surfaces should be assessed. ACI
advocates removing rubber and contaminants from runway
surface on a regular basis. Any methods used for this purpose
must meet local and international requirements.

5.18.1 The surface drainage of a runway is one of the most important factors in achieving adhesion
between tyres and the wet pavement. Improvements in drainage processes should therefore be
sought. Other means of improving the braking action of landing aircraft, such as the use of tyres
with appropriate profiles, could be further developed. ACI recommends that special studies be
carried out on the design of runway surfaces and the effect of tyre and undercarriage design on
runway braking action.

5.18.2 Rubber and contaminants should be removed from runway surfaces on a regular basis. Airport
operators are recommended to apply methods such as pressurized water or chemical agents, in
order to clean rubber deposits and other contaminants away from the runway surfaces. ACI
suggests that airport operators make a test application of the recommended methods to make sure
that any rubber deposits and contaminant will be removed without damage to the pavement and
environment.

5.19 Pavement anti-icing and aircraft de-icing operations

5.19.1 The greatest care should be exercised in the use of chemicals for anti-icing operations on paved
surfaces and the de-icing of aircraft. Some are pollutants and may give rise to environmental
problems unless the waste is properly controlled. In addition, certain de-icing substances may
have a tendency to make paved surfaces slippery and special arrangements may need to be made
to ensure that this does not cause a safety hazard. ACI encourages the use of effective anti-icing
and de-icing chemicals that are environmentally acceptable and non-hazardous, as well as non-
destructive to pavement (especially asphalt flexible pavement surfaces) or aircraft.

5.19.2 Operational decisions regarding aircraft de-icing are wholly the responsibility of airlines working
within whatever rules or guidance may be set out by the appropriate regulatory authorities. De-
icing activities should be located so as to minimize taxiing time to departure runways and ensure
that holdover times for de-icing fluids are not exceeded. These locations may be on the apron or
on specifically designed, dedicated de-icing pads which may be located on aprons, taxiways or at
the runway end. Their operational use will depend on a number of variables, in particular the
runway and taxiway layout and the mode in which the airport is currently operating.

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5.20 Runway inspections

SUMMARY
Each airport operator should establish a program for carrying out
regular runway inspections in line with local conditions and both
national and international regulatory requirements. The airport
operator should review periodically the frequency of such
inspections, based on the airport’s safety management system.

5.20.1 The purpose of inspecting the runway is to check for lost aircraft parts (including tyre parts),
fluids from aircraft and other debris, as well as dead animals and birds. The frequency of
inspections should be based on: the current numbers of aircraft using the runway and the
associated risk of foreign object damage (FOD) on those runways; the condition, age and
maintenance levels of runways and the likelihood of FOD being generated by deterioration of
their surface, and/or loose materials such as stones, sand, etc.; and the effects of weather, both in
terms of surface conditions and any possible damage to the runway surface. (N.B.: ICAO
recommends a minimum frequency of every six hours during operating periods, in particular at
dawn, morning, afternoon and dusk.)

5.20.2 The method employed for such inspections should be carefully considered in terms of number of
staff, their training and the vehicles used. Other important factors are the effective planning of
inspections with ATC, and communications with ATC before, during and after inspections.

5.20.3 Special attention should be paid when construction works are in progress at the airport and
immediate checks should be made when pilots advise sightings of debris, etc.

5.21 Foreign object damage (FOD) prevention measures on the airside

SUMMARY
Each airport operator should establish preventive measures to be
taken by itself and all users to minimize FOD.

5.21.1 In order to protect aircraft against FOD, and in particular the risk of ingestion of debris by aircraft
engines, airport operators should ensure that active measures are taken to keep aprons, taxiways
and runways clear of loose objects and debris. FOD bins should be made available. Engine ground
runs should only be done when the aircraft is on a rigid concrete pavement.

5.21.2 A written program should be established, setting out the practices and procedures required. This
should include the practices expected of airport users such as airlines, handling agents, airport
tenants, contractors, etc, to minimize FOD (contractors should be expected to sign a contract
clause taking responsibility for FOD). Regular consultation should take place with users, e.g. in
FOD committees, to obtain widespread support for FOD prevention measures.

5.21.3 Even the best preventive measures cannot prevent all instances of foreign objects falling on
airside areas. It is therefore important that the airport operator carry out frequent cleaning of the
entire Movement Area, using techniques such as sweeping, vacuuming, washing and magnetic
pickup. Since ice and snow clearance and other treatments, as well as weather-related
deterioration of runways, taxiways and aprons are significant sources of FOD, special
consideration should be given to operation of aircraft and maintenance of the airside under these
conditions.

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 5.21.4 It is recommended to collect and measure the amount of FOD found on the airside at regular
intervals. The collected FOD should be examined to ascertain its origin, and appropriate feedback
given. In addition, safety committees at airports should regularly consider this issue, and suggest
improvement measures. Records should be kept of all incidents where damage has occurred due to
FOD, and the follow-up measures taken by all parties concerned.

5.22 Wildlife management at airports - operational aspects

SUMMARY
Despite dissuasive environmental measures, some element of
wildlife hazard to the safety of aviation is likely to remain.
Airport operators will therefore need to take operational steps to
manage these hazards, but in a humane and responsible manner.

5.22.1 Despite determined environmental management efforts (see chapter 6, section entitled “Wildlife
management at airports - environmental aspects”), it is likely that some wildlife hazards will
remain. Since the safety of flight is always the first priority, such hazards must be managed.

5.22.2 Operational measures at airports should include constant vigilance by the airport operator, an
adequate patrolling and reporting scheme, and an expert threat evaluation capability within a
specialist unit, which should work closely with aircraft operators and other bodies concerned.
When a hazardous situation is identified, the patrol unit of the airport operator should immediately
adopt discouragement measures, on a 24-hour basis.

5.22.3 A large part of the threat at most airports relates to birds, and threats from both local and
migratory birds should be considered. Bird dispersal devices such as pyrotechnic devices, distress
call simulators including the ultrasonic range, falconry and visual scaring methods should be
considered. These methods should be used whenever necessary, rather than at regular times to
which birds may become habituated. The aim should be a constant disturbance of birds’ feeding
rhythms and roosting opportunities. Finally, and only when deemed an absolute necessity, birds
may be eliminated.

5.22.4 All control measures should be subject to regular examination and safety audit, and wildlife
control staff should be trained and motivated. Innovative technological developments in scaring
techniques such as stroboscopic lights on aircraft should be tested and adopted, if found suitable.
Records should be kept of all bird strikes, for reporting under the ICAO IBIS system. All dead
birds should be recorded, whether or not they can be associated with a reported incident to an
aircraft. Incidents involving other animals should also be recorded, where these constitute a threat
to the safety of aircraft.

5.22.5 Outside the airport, measures should include analysis of the situation with regard to wildlife
populations and distribution in the vicinity of the airport, types of species and their behavior. This
activity should also take account of changes in the physical environment. The maintenance of
perimeter fencing in good condition should also give protection against threats from large
mammals.

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 5.23 Apron safety

SUMMARY
All apron operations require absolute attention to safety and must
take place in a safe environment. ACI recommends initiatives
such as the holding of apron (ramp) safety campaigns and
workshops to stimulate awareness among airline, airport and
other concerned entities’ management and staff of the extent of
human suffering and damage caused to aircraft and ground
equipment by accidents on the apron. They should also be made
aware that these accidents and the consequent financial losses can
be prevented.

5.23.1 A safe working environment can be promoted through an ongoing campaign of employee
awareness and training, safety programs or themes pinpointing certain areas of concern and a
cooperative effort among airport operators, airlines and the other entities concerned, e.g. handling
agents, maintenance and fuelling companies. These campaigns should be aimed at reducing the
number of accidents with a view to minimizing human suffering and the consequent costs of the
damage and loss of equipment serviceability. An apron safety committee should be established to
lead such campaigns, and to discuss common problems and arrive at mutually acceptable
solutions.

5.23.2 ACI supports the organization of apron safety campaigns, workshops, seminars and meetings on
techniques to increase apron safety in collaboration with other international organizations and
further recommends the development and distribution of documentation, publicity material and
audio-visual aids to promote a safe airport. All airports should participate in the annual ACI
Apron Safety Survey.

5.24 Airport safety management systems and safety auditing

SUMMARY
Airports should establish a safety management and audit system
covering all systems which are safety-critical at the airport,
including those operated by other companies.

5.24.1 Airport operators should move away from the simple monitoring of compliance with rules and
regulations to the development of a safety management system. Such systems have been
implemented in many industries, and consist of a cyclical process, including: setting a written
safety policy (this should identify hazards and risks); organizing and training staff, establishing a
safety culture and communication systems; planning and setting standards, including the effective
control of risks; and performance management, including active monitoring of compliance and
reactive monitoring of incidents.

5.24.2 Self-control should be the basic principle underlying all safety of work routines at airports. All
personnel should be aware of and adhere to the standards for their work and be responsible for
and control their own work. The necessary pre-conditions include the existence of standards and
procedures set by the management, and their notification to and acceptance by personnel. This is a
management responsibility.

5.24.3 Safety audits should be carried out regularly to ensure that international as well as national and
local procedures and standards are fully observed. Audits, in cooperation with local management
and personnel, are an effective method of checking the actual level of safety, whereas the
traditional system of checks carried out by roving inspectors does not necessarily detect flaws or
hazards. The establishment of a regular audit process is a vital element of a safety management
system.

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5.25 Airside vehicle operations

SUMMARY
Airport operators should publish comprehensive rules and
introduce a permit system governing all vehicles and mobile
equipment to be operated airside, and their drivers.

5.25.1 Airport operators should publish comprehensive rules and regulations governing the driving and
operation of all vehicles and mobile equipment on the airside. These may include speed limits and
standard operating procedures.

5.25.2 All vehicles should be issued with an Airside Vehicle Permit (AVP), after demonstration to the
airport operator that the vehicle is safe for its intended use and has been regularly maintained.

5.25.3 All staff who are required to drive vehicles or operate equipment airside should be issued with an
Airside Driving Permit (ADP). A system should be established for the training and qualification
of drivers. At many airports, the airport operator has delegated driver training and testing to
airlines and handling agents. However, the airport operator should issue all ADPs, and should
periodically audit or check the training systems of the companies. Drivers should be required to
prove medical fitness, particularly with regard to eyesight, color perception and hearing.

5.25.4 Airport operators should establish a system for monitoring airside driving and enforcing
regulations, including a range of penalties for their infringement. Responsibility for enforcement
may be delegated to airport police or air traffic control authorities, if appropriate.

5.26 Runway incursions

SUMMARY
Airport operators, ATC authorities and all other parties involved
should do all in their power to remove the risk of runway
incursions. Measures include signs, markings and lighting, use of
standard ATC phraseology, and training for airside drivers,
especially in low visibility conditions.

5.26.1 There have been a number of serious incidents and accidents at airports around the world due to
inadvertent entry onto runways, especially by aircraft and vehicles. In the absence of an ICAO
definition at present, a runway incursion is defined here as an event whereby an aircraft, vehicle,
other equipment, or persons enter the runway, without permission, by passing a standard holding
point or designated boundary (e.g. of the runway strip). The incursion may or may not cause a
collision, a go around, or an aborted take off. While the presence of animals does not constitute a
runway incursion as such, this type of incident should be recorded (see section 5.22 on wildlife
management at airports).

5.26.2 A runway incursion has the potential to be a very hazardous event. Therefore, airport operators,
airlines, ATC providers and all other parties involved should work together and do all that is
possible within their areas of responsibility to ensure that such incidents do not occur. The causes
of any incidents or accidents which take place despite all precautions should be carefully analyzed
for their potential to recur, and appropriate measures taken to prevent this.

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 5.26.3 Airport operators must ensure that they have appropriate signs, markings and lights (as defined
by ICAO and national authorities) to demarcate and protect the entry points to all runways for use
in all weather conditions. These should be usable for day, night and low visibility operations.
ATC providers must ensure that they use standard procedures and phraseology for all aircraft and
vehicles on the maneuvering area so as to avoid confusing and dangerous occurrences. Companies
operating on the airside (e.g. ground handling and fuelling companies) must ensure that all airside
drivers are trained appropriately and are aware of the meaning of all airside signs, marking and
lights. Specific training for operating in low visibility conditions must be given.

5.26.4 Consideration may be given to installing A-SMGCS systems for aircraft guidance and systems for
precise surveillance of aircraft and vehicle positions on the airfield.

5.27 Radio frequency spectrum protection

SUMMARY
The availability of protected radio frequency spectrum for air
navigation systems is extremely important to airport operators, to
achieve high levels of capacity and safety. The necessary
frequencies must therefore be safeguarded.

5.27.1 The capacity of systems used for aircraft guidance, together with other technical (aircraft, air route
and air traffic control) factors, can be a determinant of the arrival and departure capacity of
runways. Major airports are under unrelenting pressure to increase annual passenger and flight
movement capacity, while maintaining the highest level of safety and service quality. New areas
of radio frequency spectrum have been allocated for CNS/ATM, and these will be of great value
to improve navigation, safety and runway capacity under all weather conditions, especially to
provide improved precision approach and landing guidance using GNSS systems. The necessary
frequencies must therefore be safeguarded. Similarly, spectrum reserved for MLS is important to
airport operators.

5.27.2 In addition to navigation frequencies, airports have other radio frequency needs, particularly for
operational, security and safety-related purposes. These include emergency services frequencies
for police and RFF and vehicle position identification, as well as communications for ground
services, maintenance, baggage handling and reconciliation, etc. Furthermore, a variety of
commercial requirements must be catered for.

*********

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6. AIRPORTS AND THE ENVIRONMENT
(c.f. ICAO Annex 16, (Environmental Protection) Volumes I & II (1993), ICAO CAEP/1 Report Doc.9499 (1986),
CAEP/2 Report Doc.9592 (1992), CAEP/3 Report Doc.9675 (1995), CAEP/4 Report Doc.9720 (1998), and CAEP/5
Report Doc.9777 (2001))

6.1 Environmental management systems

SUMMARY
Airports should adopt an environmental management system to
enable a systematic approach to the management of
environmental issues associated with their operation,
development and decommissioning.

6.1.1 In order to keep their environmental impact to a minimum, airports should adopt a systematic
approach to the management of the wide variety of potential environmental impacts associated
not only with their operation but also the provision of additional infrastructure to facilitate
growth.

6.1.2 Since the airport operator’s activities often contribute only a limited proportion of some of the
airport environmental impacts, such systems should address the activities of the airport’s
service partners, tenants and concessionaires to achieve a site-wide approach.

6.1.3 The approach should address the following key elements: strategy, objectives, targets and
action plans, all of which should be documented. Monitoring systems should be implemented
to enable the tracking of progress against targets and a regular review program introduced to
enable the strategy to be revised and improved.

6.1.4 The top management of the airport operator should initiate and provide top-level support for
this approach. Responsibility for the development and implementation of individual strategies
should be clearly assigned.

6.1.5 ACI supports the hierarchy of “prevention, minimization, mitigation” through design of
infrastructure, and the use of appropriate technologies and operational practices.

6.2 Aircraft noise

6.2.1 General

SUMMARY
A satisfactory solution to noise problems should be found in
order to enhance aviation environmental protection and avoid a
conflict that could severely restrain the development of aviation.

6.2.1.1 Strenuous opposition to aircraft noise has come from the large numbers of people who live in
the vicinity of many airports around the world. This opposition constitutes a major constraint
upon the development of the aviation system. The extreme difficulty encountered in the
construction of new airports, the expansion of existing airports and the scheduling of aircraft
operations, especially at night, is primarily the result of community opposition to aircraft noise
at many airports.

6.2.1.2 ACI recognizes the need for some airports to decide unilaterally on noise measures, including
restrictions. Because aircraft noise does not affect all airports to the same extent, the airport
managements of noise-sensitive airports must have the prerogative to impose equitable local
measures to alleviate the noise problem for the benefit of people living nearby. A noise-
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 sensitive airport is one whose management considers that aircraft noise is or may become a
constraint on its operation, management, or potential development.

6.2.1.3 Various expensive measures have been implemented at airports to reduce the impact of noise.
These measures include: the acquisition of areas around airports; noise insulation schemes; the
abandonment of plans to construct new runways, to extend runways and even to construct new
airports; the establishment of navigational facilities to help aircraft avoid populated areas;
shielded or remote areas for engine run-ups; shielding from noise in terminal areas; and the
introduction of procedures, such as preferential runway systems and other night-time
operational noise abatement procedures. Despite a number of costly restrictions, the aviation
industry has to a large extent been able to fulfill the demands of the traveling public. Measures
against noise should not result in unrealistic financial burdens on airports. Responsible, well-
balanced programs should be proposed and discussed with airports and airlines. After their
introduction, the cost should be paid ultimately by airport users.

6.2.2 Certification and configuration issues

SUMMARY
ACI does not support dual certification. An aircraft must carry on
board a single noise certificate that reflects its noise performance
for its maximum take-off weight. If operators want to change that
value by limiting weight or using different engines, this is up to
them, as long as there is only one value used at a time. If carriers
wish to change this certificate twice a year and supply a newly
issued one (with an expiry date) that could still be acceptable.

6.2.2.1 While airports often make use of certification data, such data is provided by the manufacturers
and national certifying authorities according to well defined and agreed procedures.

6.2.2.2 ACI does not support dual certification. An aircraft must carry on board a single noise
certificate that reflects its noise performance for its maximum take off weight. If operators want
to change that value by limiting weight or using different engines, this is up to them, as long as
there is only one value used at a time. If carriers wish to change this certificate twice a year and
supply a newly issued one (with an expiry date) that could still be acceptable.

6.2.2.3 It may help a carrier to have a detailed noise characteristics document identifying all the
different possible certification values under various weight and engine combinations. ACI
would not object to that as long as only one value is quoted as the "certificated" number at any
given time on the single noise certificate carried on board the aircraft. Besides, having access to
such detailed noise characteristics documents may prove useful to airports for conducting noise
analyses.

6.2.2.4 Permitting the use of several alternatives removes the certainty associated with a single noise
certification and may therefore require on-the-spot verification, which often cannot be
undertaken by the airport operator. Therefore, in case dual certification or a multiple noise
certificate in any form referred to above is used, airports will have no choice but to select the
highest noise value quoted, in order to avoid an under-estimation of the actual noise impact.

6.2.2.5 Furthermore, if dual or multiple certification and configurations are introduced, airports will
also be obliged to use their own methods to manage noise effectively. These can include
operational noise measurement systems, bonus lists or other means. The end result will be that
the noise certificate will cease to have any meaning at all.

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6.2.3 Aircraft noise and engine emissions specifications in ICAO Annex 16

SUMMARY
Annex 16, Volume I limits, which govern aircraft noise
certification, should not be degraded by a system of tradeoffs and
allowances. Annex 16 should not only reflect noise and emissions
levels for present aircraft types, but also contain more stringent
requirements for future aircraft types in order to encourage
manufacturers and airlines to produce and operate quieter and
cleaner aircraft and engines, and as an incentive for acoustical
and emissions research.

6.2.3.1 The problem of aircraft noise does not affect all States to the same extent. In the interest of the
air transport industry, ICAO should undertake studies to assess the long-term implications of
the noise problem at noise-sensitive airports and should update Annex 16 specifications
periodically to ensure a steady and continuous reduction in aircraft noise. This is the only valid
way to reduce airport noise exposure to a level at which airline and airport operations are not
inhibited, and necessary airport developments are not opposed on grounds of noise.

6.2.3.2 The noise certification levels in ICAO Annex 16 no longer reflect recent advances in current
technology. Future emphasis will have to concentrate on specific noise-reduction technology.
Engines will have to be quieter, and airframe design should be improved to reduce aerodynamic
drag and noise.

6.2.3.3 Increases in the stringency of noise certification standards in ICAO Annex 16 are needed to
encourage manufacturers to produce quieter aircraft and engines, and induce airlines to
purchase and operate them. This will allow airports to handle more movements and meet the
growing demand for air transport.

6.2.3.4 ICAO should adopt a systematic program for reviewing Annex 16 noise and emissions
specifications. Specification reviews should be held at intervals not exceeding five years.
However, when advances in aircraft acoustics or engines emissions technologies are achieved,
specifications should be adjusted immediately.

6.2.3.5 Since such adjustments will be weighted against their economic implications, account should
be taken of both the considerable economic penalties resulting from the constraints on aviation
growth caused by noise and emissions problems, and the wider societal implications of these
same issues.

6.2.4 Noise standards for trans-sonic and supersonic transports (SSTs)

6.2.4.1 Public reaction to the operation of SSTs indicates that, to be acceptable, there should be no
distinction between SSTs and other heavy jet aircraft. New trans-sonic aircraft and SSTs should
meet the noise standards applicable to other new subsonic jet aircraft at the time of
introduction.

6.2.5 Noise standards for propfan aircraft

6.2.5.1 To prevent an increase in aircraft noise, new propfan-powered aircraft should not be noisier in
any phase of flight, including cruise flight, than comparable aircraft of the latest generation
powered by high by-pass turbofan engines. New propfan-powered aircraft should meet the
noise standards applicable to other new subsonic jet aircraft at the time of introduction.

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6.2.6 Noise standards for vertical/short take-off and landing (V/STOL) aircraft

6.2.6.1 Noise standards should be established for V/STOL aircraft which are substantially more
stringent than those for new subsonic jet aircraft currently found in ICAO Annex 16. ACI
strongly recommends that ICAO adopt such noise standards for V/STOL aircraft to ensure that
current overall noise levels around the airport are not increased. Low noise levels will permit
greater flexibility in the selection of aircraft operating sites, thus offering greater potential for
the successful development of a practical and efficient V/STOL air transport system.

6.2.7 Noise standards for new large aircraft

6.2.7.1 To be acceptable, new large aircraft should meet the noise certification standards applicable to
other new heavy subsonic jet aircraft at the time of introduction.

6.2.8 Noise from auxiliary power units (APUs) and ground power units

6.2.8.1 Noise from auxiliary power units (APUs) can be an annoyance to residents in the vicinity of
airports, as well as to personnel working nearby. International regulations for APU noise
certification are therefore necessary. Noise certification standards involving a substantial noise
reduction for future APU installations should be incorporated in ICAO Annex 16 at the earliest
possible date. The use of either mobile or, preferably, fixed ground power facilities, may
contribute to reduction of the noise level on and near the aprons.

6.2.9 ICAO’s balanced approach for aircraft noise management

SUMMARY
ACI supports a balanced approach that provides equal weight and
status to each of its elements in order to be readily applicable at
all airports, and that is sufficiently flexible to allow them to
perform accurate, meaningful analysis.

6.2.9.1 The balanced approach recommended by ICAO’s Committee on Aviation Environmental

Protection (CAEP/5) in 2001 and adopted by ICAO in Assembly Resolution A33-7, consists of
reduction of noise at source, land use planning, noise abatement operational procedures and
operating restrictions on aircraft. ACI recalls its longstanding support for CAEP’s integrated
environmental approach for addressing aircraft noise at airports, which until CAEP/5 had
consisted of reduction of noise at source, land use planning and operational measures.

6.2.9.2 ACI supports a balanced approach that provides equal weight and status to each of its four
elements, in order to be readily applicable at all airports. This is because at many airports, the
possibilities of land use planning and noise abatement procedures have already been fully
exhausted.

6.2.9.3 The CAEP/5 noise modeling results show clear differences in future noise trends among
countries and regions. Those results therefore corroborate the need for recognizing different
regional, national and local environmental needs and situations, including nuisance. For
example, in order to ensure capacity growth, some airports in Europe have found it useful to
adopt community-relations approaches that go beyond the strictly technical approach. The
balanced approach should therefore accommodate the different regional, national and local
environmental needs and situations, including nuisance, and provide for workable and flexible
regional, national and local solutions tailored to the specific needs of each individual airport.
ICAO Assembly Resolution A33-7 supports this concern. It recognizes that in the application of
the balanced approach, a degree of flexibility is required in order to accommodate local,
national and regional differences, and that States may have relevant legal obligations, existing
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 agreements, current laws and established policies, which may influence the implementation of
the balanced approach.

6.2.9.4 Furthermore, the balanced approach should facilitate, not impede, the implementation of
effective noise reduction solutions. At best, an inflexible, cumbersome and costly system would
make it difficult for airports to solve their environmental problems in a timely manner in
response to their local circumstances, and will compromise their ability to meet future traffic
growth. At worst, it will leave chronic environmental problems unsolved for a long time,
resulting in loss of credibility with the surrounding communities, and opening the way for a
political backlash that would be detrimental to airports, airlines and the traveling public. Any
balanced approach agreed by ICAO should provide for sufficient flexibility so as to enable
airports to perform accurate and meaningful analysis.

6.2.10 ACI’s integrated approach to airport capacity development

SUMMARY
ACI supports an integrated, environmentally compatible
approach to airport capacity development, consisting of reduction
of noise at source, strict land use planning controls around
airports, aircraft/airport operational measures, as well as efficient
ground access and intermodal transportation complementarity, so
as to help airports develop capacity and meet the growing
demand.

6.2.10.1 The steady and orderly growth of air transport depends critically, among other factors, on the
availability of sufficient airport capacity and of safe, secure and high quality airport facilities.
Developing new capacity and maximizing existing capacity are the biggest challenges facing
airports at the dawn of the 21st century.

6.2.10.2 Environmental constraints will increase in the coming years and become the major impediment
to airport capacity development, as public environmental awareness grows. Airports are
carrying out studies in order to assess ways and means of ensuring capacity growth potential.

6. 2.10.3 ACI fully supports the CAEP/3 objective of preventing an increase in the number of people
affected by aircraft noise. In line with the recommendations of CAEP/2 (December 1991), and
in view of the need to reduce the environmental burden attributed to air transport so as to
ensure its continued and sustained growth in the context of growing environmental constraints,
ACI supports an integrated, environmentally compatible approach, in order to ensure airport
capacity development. This approach consists of further noise reductions at source; State
legislation and enforcement of strict noise-compatible land-use planning and control around
airports; aircraft/airport operational measures; as well as efficient ground access and intermodal
transportation complementarity.

6.2.11 Reduction of noise at source

SUMMARY
The most effective way to reduce aircraft noise is to curtail it at
source. This should be achieved through programs to replace
Chapter 2 aircraft in line with ICAO Assembly resolution A28-3,
to replace noisy Chapter 3 aircraft, and through the continued
development of quiet airframes and powerplants for future
aircraft types.

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6.2.11.1 Aircraft and associated expensive ground equipment with a long life span cannot be withdrawn
from service at short notice without severe economic consequences. Long-term coordinated
planning is necessary. The basic element in planning the reduction of aircraft noise at source is
aircraft noise certification schemes. These schemes should be coordinated by ICAO.

6.2.11.2 The most effective way to curtail aircraft noise is to reduce it at source. This is now done by
phasing out noisy aircraft, hush kitting or re-engining, and by designing and producing
"quieter" airframes and engines. ACI supports the international scheme adopted by ICAO in
October 1990, which allows for the total phase out of Chapter 2 aircraft by 1 April 2002. This
phase-out is not as effective as initially forecast. As traffic increases (in terms of both the size
and numbers of aircraft), overall aircraft noise levels around many airports are expected to rise
after 2002.

6.2.11.3 It should be noted that the noise certification levels in ICAO's Annex 16 specifications no
longer reflect recent advances in current technology. Future emphasis will have to concentrate
on specific noise-reduction technology. Engines will have to be quieter, and airframe design
should be improved to reduce aerodynamic drag and noise.

6.2.11.4 Increases in the stringency of noise certification standards in ICAO Annex 16 are needed to
encourage manufacturers to produce quieter aircraft and engines, and induce airlines to
purchase and operate them. This will allow airports to handle more movements and meet the
growing demand for air transport.

6.2.11.5 Quieter aircraft are the key to offsetting the impact of aircraft noise and ensuring the sustainable
future growth of airport capacity and air transport for the benefit of the traveling public, airlines,
airports and their neighboring communities.

6.2.11.6 Future environmental trends also indicate that airlines that have a quiet aircraft fleet are most
likely to benefit in the longer term from greater flexibility and increased operational
opportunity, especially at noise-sensitive airports, which usually are the most attractive to
airlines.

6.2.11.7 Future growth in air travel under growing environmental constraints will depend on a
progressive and credible reduction in aircraft noise at source which, unlike noise abatement
operational procedures, aircraft operating restrictions and land-use planning, constitutes an
effective and permanent technological gain. The airports’ future ability to keep up with growth
in passenger and cargo demand will be constrained, since any increase in overall noise levels
around noise-sensitive airports could be opposed by the neighboring communities. Even the
ability of airports currently without local noise problems to maintain or expand air services to
noise-sensitive airports will also diminish over time due to these constraints. The possibilities of
land-use planning and noise abatement operational procedures have been fully exhausted at
many noise-sensitive airports. For all those reasons, a progressive and credible reduction in
aircraft noise is the only way forward to ensure future air transport growth under increasing
environmental constraints.

6.2.11.8 ACI has been committed to the policy of supporting an increased stringency of 4EPNdB at each
Chapter 3 noise certification measurement point (takeoff, sideline and approach) for many
years, and has actively pursued it at CAEP/2 (1991) and at CAEP/3 (1995).

6.2.11.9 Concerned with the need to achieve noise relief for communities around their airports, ACI
members unanimously adopted a Resolution on Aircraft Noise in September 1999, calling for
noise certification standards in ICAO Annex 16, Volume I, Chapter 3 to be revised to reflect,
with immediate effect, a cumulative increased stringency of 14EPNdB with at least 4EPNdB at
each measurement point for future aircraft types. This was presented to CAEP/5 as a proposed
standard for Chapter 4 to be inserted into Annex 16, Volume 1.
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6.2.11.10 ICAO’s Chapter 4 noise certification standard provides for a cumulative reduction of 10EPNdB
relative to Chapter 3 and allows for the sum of any two measurement points to be not less than
2EPNdB. This new standard, which will enter into force only as from 2006, does not reflect the
full extent of current aircraft noise reduction technology, will not encourage improved noise
performance of future aircraft at each of the three noise measurement points (flyover, sideline
and approach), and therefore will not help stabilize noise contours around airports. In any
event, the historic delay between the application for certification and production effectively
means that any benefits that this standard might have, if at all, will not be introduced into the
airline fleet before 2010. Therefore, the noise relief required by noise-sensitive airports clearly
cannot be achieved by the newly adopted Chapter 4 standard.

6.2.11.11 ACI’s goal is that future traffic growth should be offset by continual improvement in noise
reduction technology and the periodic introduction of this improvement into ICAO Annex 16
noise certification requirements. This is also in line with the CAEP/5 basic conclusion that,
within the balanced approach, reduction of noise at source through the review of aircraft noise
standards to ensure that they reflect the current state of aircraft technology was essential (see
CAEP/5 report, sub-paragraph 3.8.3 a). ICAO should recognize the need for more stringent
noise standards and schedule, as soon as possible, a review of the adequacy of the new Chapter
4 noise certification standards, with a view to establishing more effective noise standards that
can achieve this goal. Such noise standards will have the added advantage of sending the right
political message to communities in the vicinity of airports and may help alleviate their
growing opposition to airport capacity development.

6.2.11.12 ACI recognizes that some airports will be faced with the need to establish operational relief that
will allow them to accommodate growth. As part of its policy, ACI will therefore support the
need of individual airports in some regions to develop means of providing operational relief
that reflect their particular circumstances.

6.2.12 Aircraft noise and composition of the aircraft fleet: Chapter 2 aircraft

SUMMARY
Efforts should be made to limit the operation of all Chapter 2
aircraft.

6.2.12.1 ACI strongly supports all efforts to limit the operation of jet aircraft certificated according to
Chapter 2. The operation of these noisy aircraft types contributes disproportionately to the total
noise impact and increasingly tends to overshadow the noise produced by less noisy aircraft at
airports. ACI supports ICAO Assembly Resolution A28-3, adopted in October 1990, allowing
for the total phase-out of aircraft not complying with Volume I, Chapter 3 of Annex 16, by 1
April 2002. Every effort should now be made to ensure that Chapter 2 wide-bodied aircraft or
those fitted with high by-pass ratio engines, which are currently exempt from the phase out
requirements, are reduced in number or heavily restricted after the final cut-off date.

6.2.13 Aircraft noise and composition of the aircraft fleet: Noisy chapter 3 aircraft

SUMMARY
Efforts should be made to limit the operation of all noisy Chapter
3 aircraft.

6.2.13.1 Aircraft that only just meet Chapter 3 standards make a disproportionate contribution to the
cumulative noise load around airports. In many cases, these aircraft were modified, retrofitted
with hushkit technologies and recertificated through modified operational procedures instead of
being phased out, and this procedure violates the trust between airports and their surrounding
communities.

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6.2.13.2 ACI urged CAEP/5 and the ICAO Assembly in 2001 to develop and implement a scheduled
phase-out of the noisiest Chapter 3 aircraft in an expeditious manner, to be accomplished within
a short period of time in order to provide maximum noise relief, consistent with consideration
of the reasonable requirements of operating economics. ACI proposed, as a minimum, the
following timetable:

a) Phase-out by 2005 of the noisiest Chapter 3 aircraft meeting Chapter 3 standards by a

cumulative margin of less than 5dB;
b) Review in 2005 of the need for additional Chapter 3 phase-out schedules; and
c) Guarantee of a minimum economic lifetime of 25 years or an equivalent number of
operating cycles for individual aircraft.

6.2.13.3 CAEP/5 and the ICAO Assembly were unable to agree on any phase-out plan that would have
provided noise-sensitive airports with the noise relief required to allow for continued capacity
expansion to meet traffic growth. ACI places a high priority on such a phase-out and therefore
calls on ICAO to introduce it along the lines proposed above.

6.2.14 Special needs of developing nations and their airports

6.2.14.1 Any phase-out of noisy Chapter 3 aircraft must recognize the need for flexibility in application
and the special needs of developing nations. The aircraft used by their carriers on air services to
noise-sensitive airports in industrialized countries would remain unaffected by the limit
proposed by ACI for such a phase-out.

6.2.14.2 Many noisy Chapter 3 and Chapter 2 aircraft are used for air services at airports in developing
regions. Many of these airports are surrounded by densely populated communities, which are
affected by the noise produced by such aircraft. Increasing standard of living and quality of life
are likely to be reflected in increasing opposition to noise disturbance and hence to airport
growth in the future. In order to prevent the potential noise problem from becoming a real one,
fleet renewal and the introduction of modern, quieter aircraft at these airports are essential and
supported by ACI.

6.2.14.3 ACI and its member airports therefore strongly support the position that developing regions
should not become the dumping ground for noisy Chapter 3 aircraft phased out in industrialized
countries. Carriers of developing nations should be allowed to renew their fleets at their own
pace.

6.2.15 Operational noise abatement procedures and regulations

6.2.15.1 The third key element of the integrated approach is aircraft and/or airport operational measures.
While in the interest of maximizing capacity and minimizing cost it is clearly preferable that
the air transport industry should operate free of restrictions, it must be recognized that in
appropriate circumstances, certain restrictions on operations may constitute the optimal means
of addressing the noise problem and its impact.

6.2.15.2 Operational measures to be considered include, but are not necessarily restricted to: limitations
on aircraft types, limitations on certain operations such as power and flap management,
preferential flight tracks or runway use, flight re-scheduling, restrictions on engine run-ups
and/or ground equipment use, and rotational runway use. Such measures can be used to
orientate noise so as to minimize its impact. In order to ensure their effectiveness and an
equitable treatment, such measures should be backed up by monitoring and enforcement
procedures, as well as the provision of radar tracking data to airports or to the appropriate
authorities in order to assist them in monitoring noise abatement procedures. Sanctions should
be considered in cases of frequent violations.
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6.2.15.3 On the surface, it may appear that operational restrictions reduce airport capacity. However, it
must be recognized that the price for overall airport capacity expansion may often be the
willingness to adopt specific operational restrictions. The latter is acceptable if the end result of
this combination is a significant net increase in airport capacity.

6.2.16 Aircraft operating restrictions

6.2.16.1 Airports should have the exclusive right to introduce aircraft operating restrictions. However,
these restrictions cannot become a replacement for the proper phase-out of the noisiest Chapter
3 aircraft along the lines proposed by ACI. Therefore, ACI supports the introduction of
operating restrictions on the noisiest Chapter 3 aircraft by noise-sensitive airports to encourage
the expeditious and proper phase-out of these aircraft.

6.2.17 Special night noise regulations

SUMMARY
ACI supports the relaxation of curfews for aircraft that
incorporate the most modern, state-of-the-art noise reduction
technologies.

6.2.17.1 Interruption of sleep is perhaps the most sensitive aspect of the aircraft noise problem. A
special cooperative effort by the entire aviation industry is therefore needed to reduce noise
during normal sleeping hours. Total curfews should be opposed, because they restrict airport
capacity and hinder the required operational flexibility. If operations have to be restricted on
noise grounds, such restrictions should be as sparing as possible and should penalize noisier
aircraft more than quieter ones. In view of the lower levels of disturbance that they create,
aircraft that incorporate the most modern, state-of-the-art noise reduction technologies should
be relieved from the full restrictions with regard to operating hours applied to other types of
aircraft. This could act as an incentive to airlines to re-equip with quieter aircraft.

6.2.18 The impact of curfews across national borders

SUMMARY
Night operational restrictions, including curfews, introduced at
airports of one country may affect the use of stop-over or
destination airports in many other countries along the routes
served.

6.2.18.1 Night-time operational restrictions are common-place in many airports. Night curfews are the
strictest form of such operational restrictions, and diminish the ability of such airports and the
regions they serve from realizing the full returns, in terms of wealth and jobs, on the investment
made in the airport.

6.2.18.2 Night-time operational restrictions at one airport, especially curfews, affect airline scheduling.
They have thus been known to affect the time and level of use of stop-over or destination
airports along the routes served, where most flights land and take off at night, leaving the
airport infrastructure under-utilized during the day. Thus curfews imposed in one country have
financial and social effects far beyond national borders.

6.2.19 Noise from engine thrust reversal

6.2.19.1 In order to avoid general restrictions on the use of thrust reversal, documented noise levels
should allow for the opportunity to differentiate thrust reversal restrictions between aircraft
types, and thereby also create incentives for the development of quieter reversal equipment and
procedures.

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6.2.20 Noise from engine ground running

6.2.20.1 Noise caused by engine ground running following maintenance or inspection checks can be an
annoyance factor to the surrounding community. At airports affected by this problem, aircraft
operators should use engine noise suppressors or adequate acoustic shielding. In addition,
airport operators may require engine ground running to be limited to certain hours. Noise
caused by aircraft power push-backs may also be a nuisance at airports. Aircraft operators
should use handling equipment wherever available instead of power push-backs.

6.2.21 Aircraft noise and compatible land use

6.2.21.1 Compatible land-use planning, including restrictions on noise-sensitive building, is necessary to

ensure that the gains achieved by noise reduction at source technology are not offset by further
noise-sensitive developments around airports. It is essential to preserve the airport capacity
development potential produced by noise reduction technology and the attendant benefits to the
local community from being offset by unsuitable residential development and other noise-
sensitive activities.

6.2.21.2 It is clear that incompatible land use has not been prohibited successfully because of the
conflict between airport use and the pressure for economic development. Governmental
authorities should use whatever powers they have to impose noise-compatible land use around
airports.

6.2.21.3 In many cases, the relentless efforts of airport managements to reduce the noise impact have
been undermined by additional residential developments in affected areas. The withdrawal
from service of Chapter 2 and noisy Chapter 3 aircraft will lower overall noise levels around
many airports. It is essential to preserve this benefit to the local community by preventing
unsuitable residential development and other noise-sensitive activities moving closer to
airports. Allowing this to happen would be tantamount to sowing the seeds for increased
sensitivity to noise in the future.

6.2.21.4 Each airport has its own geographical, political, economic and historical characteristics. These
have led to many different situations regarding land-use planning restrictions near the airport. It
is clear that airports in the vicinity of which residential development has been prevented, and
where the use of the surrounding land for all noise sensitive purposes has been stopped, have
generally retained the ability to satisfy local, national and often international demands for more
and better services.

6.2.21.5 In the near term, if significant improvements cannot be anticipated, yet communities still wish
to be served by air transport, much more has to be done to stop residences and other noise-
sensitive developments from being established too close to the airport. Airport operators have
urged compatible land use wherever possible to minimize noise annoyance. These measures
would provide a long-term solution and help alleviate the impact of noise near airports.

6.2.21.6 In many countries, the problem is that airport operators or even national civil aviation
authorities do not sufficiently control land-use planning near their airports. It is clear that the
reason why incompatible land use has not been prohibited to a greater extent is the severe
administrative difficulties of national governments in imposing restrictions on municipalities.
Yet, in the interest of environmental protection, many national controls are being imposed on
the use of water and land and on emissions into the atmosphere. The concept of air, water and
land control for environmental reasons is not new and, in the case of land near airports, is
necessary. Such controls are an accepted concept when applied in the interest of safe airport
operations, and are exercised to varying degrees to prevent the building of significant obstacles
too near to airports.
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6.2.21.7 It is much easier to control land use around a new airport deliberately built a long way from
significant residential, recreational and business use, compared with the situation at existing
airports, many of which are close to densely populated and intensively used land, the purchase
of which is often too expensive for the airport operators. Nevertheless, wherever there are
undeveloped areas around established airports, or areas under noise compatible land-use
planning restrictions, such areas must as a priority be protected from inappropriate
development, despite the high potential value of the land.

6.2.21.8 Unlike reducing noise at source, which represents a permanent gain, the advantage obtained
from land use controls can be undone with the stroke of a pen. It is therefore important that a
continuing effort be made to safeguard the gains achieved by reduction of noise at the source
through improved and more effective land-use planning and control. This is particularly
important in order to protect the operational flexibility of new airports and the gains achieved
by noise-reducing technology and operational measures around established airports. The cost of
opposing inappropriate land use today will invariably be lower than that of having to reclaim
land through home and land purchases or similar means tomorrow, when airports need to
expand or enhance their operational flexibility. Moreover, many existing airports close to
densely populated and intensively used land, may find such purchases to be too expensive or
altogether impossible.

6.2.21.9 Airports in developing countries have not experienced noise problems to the same extent as
those in industrialized countries, but the increase in air traffic is rapidly changing this situation.
It is inevitable that sensitivity to noise will grow and now is the time to put in place appropriate
land use controls to anticipate and forestall this.

6.2.21.10 The three major elements of long-term land use control are: a survey of the area; definition of
the zones associated with different noise levels and the appropriate use for such land; and
passing of legislation to ensure that all new developments comply with these zoning criteria.

6.2.22 Noise zones around airports

6.2.22.1 States should legislate and apply, in close consultation with airport managements and airlines,
land-use planning around airports in order to avoid the construction of noise sensitive buildings
in areas, which are or may become noise-impacted. Such areas should be designated as
permanent noise zones within which the construction of new noise-sensitive buildings should
not be permitted.

6.2.23 Insulation programs

6.2.23.1 Sound-proofing through the insulation of dwellings, schools, hospitals, etc. may improve
indoor noise levels, although its effectiveness depends on the type of building. In many cases,
although sound-proofing is effective indoors, it has no effect outdoors. All the costs arising
from a sound-proofing program should be passed on to airport users.

6.2.24 Other measures taken against noise

6.2.24.1 The most effective way to reduce aircraft noise is to curtail it at source. Although they may
have considerable community appeal, measures against noise, which may be taken at an airport
other than noise reduction at source, generally reduce noise only in the immediate vicinity of
airports.

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6.3 Emissions and air quality at airports

6.3.1 Local aspects

SUMMARY
Local air quality is an increasingly important environmental
concern for airports particularly as new standards, often as part of
local and regional air quality management programs, are being
implemented nationally and internationally. Therefore, the air
transport industry should not wait until governments impose
pollution controls which may hinder the orderly development of
the industry, but must act in a proactive and constructive way by
seeking operational and technological solutions. ICAO should
continue its standard setting action towards further reductions in
engine emissions in Annex 16 and introduce a standard for
particulate matter.

6.3.1.1 The importance of airports as significant local sources of emissions will grow as aircraft
movements increase in line with the forecast demand. This importance will be reinforced as
other modes of transport are subjected to stringent pollution controls. Air quality management
strategies are increasingly being promulgated and implemented by national governments and
international bodies. Such strategies set air quality standards and limits for the protection of
human health and the environment and identify a procedure for the review and assessment of
local and regional air quality. The management of local air quality is likely to become a
significant environmental issue for airports analogous to those for noise.

6.3.1.2 At the local level, aircraft are a significant source of emissions at an airport. The air transport
industry should therefore investigate the reduction of emissions through the accelerated
introduction of the most modern technology and changes to operational practices.

6.3.1.3 Emissions from auxiliary power units (APUs) can be a major source of pollutants at an airport.
International regulations for APU emission certification are therefore necessary. The use of
either mobile or, preferably, fixed ground power facilities including pre-conditioned air (PCA)
systems, contribute to the reduction of emissions. Other emissions from airport operations arise
from many sources including airside and landside vehicles, power plant and ground support
equipment. The air transport industry should consider how it is able to reduce emissions from
all its sources and not just aircraft.

6.3.1.4 There is a political need for ICAO to continue its standard-setting action towards further
reductions in engine emissions. The new NOx-limits and the terms of their applicability
recommended by CAEP/4 in April 1998 can only by seen as a step in the right direction rather
than as an achievement of the final objective in this area. Furthermore, it is important that any
future increased stringency in NOx emissions standards does not lead to an increase of other
pollutants at ground level or to a trade-off with noise emissions.

6.3.1.5 ICAO should develop a standard for particulate matter because of its importance as a local air
pollutant.

6.3.2 Global aspects

6.3.2.1 The current share of air transport in global air pollution is marginal, but this relative advantage
may be eroded, as other modes of transport are subjected to increasingly stringent pollution
controls and as air traffic increases at a relatively high rate. The air transport industry should
not wait until governments impose pollution controls which may hinder the orderly
development of air traffic. Continuous action is necessary to ensure that the relative position of
aircraft as a source of pollution does not deteriorate.

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6.4 Ground water management

6.4.1 Storm-water management

SUMMARY
Airport operators should institute a storm-water management
program to ensure that storm-water discharges are in compliance
with applicable environmental laws.

6.4.1.1 Airport operations involve the use of a variety of potentially polluting substances which, if not
properly used, contained or collected, can make their way into nearby bodies of water.
Chemicals used in aircraft de-icing and anti-icing activities, runway, taxiway and apron de-
icing operations, runway cleaning operations and pest control are of primary concern.
Pollutants such as fuel can be also discharged as a result of spills during refueling operations or
seepage from fire training areas. Other examples of potential contaminants related to aircraft
and vehicle maintenance include grease, oil, detergents, solvents, acids and alkaline.
Construction activities can also create environmental damage by causing soil erosion and high
levels of sedimentation in nearby waters.

6.4.1.2 Storm-water runoffs should be protected from these potential sources of pollution by
minimizing the use of environmentally-threatening chemicals; ensuring good housekeeping in
their application; containing, collecting and recycling residual discharges; and, where
necessary, treating contaminated effluents prior to their release into natural water bodies.

6.4.1.3 The most effective means of determining whether the runoff from airport property is degrading
surface waters, on and off the airport, is by sampling and analyzing the water being discharged.
A monitoring program provides the data with which management can determine whether
allowable levels of pollutants are being exceeded, identify the source of the problem and
address the problem by, for example, altering the practices that cause it.

6.4.1.4 With a monitoring program, airport management can ascertain whether the airport is in
compliance with existing legislation or standards, and can react accordingly. Should a pollution
incident occur, management would be given early warning to put its environmental emergency
plan into effect.

6.4.2 Fire-fighting training facilities

SUMMARY
Discharge of fire-fighting training effluents can cause
environmental damage. Effluent should therefore be contained
for re-use or treated before disposal. Airports should also
encourage the use of more environmentally acceptable alternative
fuels and practices for training purposes whenever possible.

6.4.2.1 ACI supports the ICAO recommendation that, during flight operations, adequate numbers of
trained fire-fighting personnel be available to operate fire-fighting equipment at maximum
efficiency. Fire-fighting training should be conducted on a regular basis to ensure the
proficiency of fire-fighting personnel. Training should normally be conducted at a site
designated and constructed for this specific purpose.

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6.4.2.2 The need for environmental protection measures for fire-fighting training stems from two
distinct waste streams: one source of contamination is waste water, which is composed of
water, unbent fuel components and fire-fighting chemicals; the other source of contamination is
the smoke plume, which is composed of fuel combustion products and by-products. Soil and
water pollution may result from the uncontrolled disposal of waste-water (liquid effluent),
while air pollution may result from the smoke plume created during the burn.

6.4.2.3 To avoid pollution of soil and water resources, impermeable containment basins, as well as
environmentally sound fuel storage and distribution systems, should be installed at all fire-
training facilities. This would allow effluent to be collected for re-use or treatment. Lead-free
hydro-carbons only should be used (and never waste oils) to create the fires. The optimization
of fire-training should be encouraged so as to avoid excessive use of training exercises.

6.4.2.4 Support should be provided for research into alternative fuels and practices capable of
minimizing the environmental impact of training and their application. This may be the most
effective method of addressing the smoke plume and waste-water issues. Anti-pollution
measures incorporated into facility design and operation can minimize the potential danger of
air pollution and the costs of site cleanup at a later date.

6.4.3 De-icing and anti-icing of aircraft

SUMMARY
Disposal of chemicals used for de-icing and anti-icing of aircraft
may cause severe environmental damage. These chemicals should
therefore be collected for re-circulation or destruction.

6.4.3.1 De-icing and/or anti-icing are important flight safety factors and should consequently be given
high priority. Usually, de-icing of aircraft is carried out shortly after landing with the object of
avoiding or reducing anti-icing prior to the subsequent departure of the aircraft. Anti-icing of
aircraft takes place immediately before departure. However, these procedures may vary from
airport to airport.

6.4.3.2 De-icing and/or anti-icing agents may cause severe environmental damage if disposed of into
surrounding waters and can cause pollution of soil and groundwater if disposed of in an
uncontrolled way. To avoid pollution, the construction of separate facilities for de-icing and
anti-icing should be encouraged, so as to ensure that glycol and other liquids are collected for
re-circulation or destruction to the maximum extent possible.

6.4.3.3 The adoption of anti-pollution measures at the planning stage minimizes expensive remedial
and purification action at a later stage.

6.4.4 Anti-icing and de-icing of runways, taxiways, aircraft-stands, pavements and other
similar locations

SUMMARY
Airport operators should pay attention to the extensive
environmental damage that can be caused by products for the
anti-icing and de-icing of runways, taxiways and other similar
airside locations.

6.4.4.1 Airport operators are normally responsible for the anti-icing and de-icing of runways, taxiways,
aircraft stands, pavements and other similar airside locations to secure the safe operation of
aircraft and ground traffic, when so required by weather conditions.

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6.4.4.2 Various chemical substances are available for this purpose, including glycol, urea, acetate and
formiate products. Depending on local conditions, some of these products may cause pollution
of soil, groundwater and surrounding waters. Airport operators should therefore evaluate their
local conditions and select the product or combination of products that would cause the least
pollution.

6.5 Resource management and productivity

SUMMARY
The efficient use of natural resources is an integral part of the
sustainable development and operation of airports. Airport
operators should establish policies for the conservation of all
resources, including land, habitat, construction and other
materials, fuel/energy and water in order to support the
achievement of international and national sustainability
objectives. From the business perspective, this will also achieve
reductions in the cost base of airport operations and
infrastructure. These policies should seek to encourage
innovative approaches for improving productivity in the use of
natural resources (eco-efficiency), including incentives for
suppliers and contractors together with alternative approaches to
the design and construction of airport infrastructure (eco-design
and building).

6.5.1 Resource management and productivity are integral to the agenda of sustainable development,
requiring a step change in the efficient use and conservation of natural resources such as
energy, water and materials/products such as timber, aggregates, chemicals, etc. Many
countries have introduced environmental taxes to penalize or control the impact associated
with using these resources. Early action to improve efficiency will therefore help to reduce the
long term cost base of airport operations to the financial benefit of airport operators.

6.5.2 The basic principle of resource productivity is to “do more with less”. There are 3 key areas in
which improvements can be delivered: changes in day-to-day operations (switching off
equipment when not in use, etc); procurement / supply chain management (incentivizing
savings in resource-use by third parties); and alternative and innovative design and
construction practices.

6.5.3 The use of basic environmental management systems and processes such as target setting and
monitoring of key performance indicators can help to provide a focus for resource management
and productivity. For example, targets can be set to promote improvements in energy and
water use per passenger and trends can be monitored over time. It is fundamental that these
trends are reported to senior management and linked to other financial indicators and
incentives. Savings in resource use can also be promoted as part of environmental awareness
campaigns and training programs.

6.5.4 Changes in procurement and supply chain management processes can help to achieve savings
in resource use. One approach is to look at the incentives given to suppliers and contractors
through contractual arrangements with airport operators. For example, some contracts with
utility suppliers (water, energy, etc) are structured so that the unit cost price is reduced as
consumption increases, providing an incentive which contradicts environmental and resource
efficiency objectives. Such contracts can be restructured to ensure that both parties achieve
reductions in resource use (e.g. shared percent of savings or bonus payments to suppliers if
savings are achieved). Other initiatives include specifying reductions in the nature of
packaging associated with the delivery of goods by suppliers.
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6.5.5 Alternative approaches to the design and construction of new facilities potentially offer the
most significant opportunities for savings in resource-use, as solutions can be incorporated
from the start of a project.
6.5.6 Green design opportunities include: harvesting rain water and “grey” water recycling for
applications which do not require water cleaned to drinking water standards (e.g. toilet
flushing, cooling systems); avoidance of air conditioning systems through natural ventilation
or alternatives to chemical based systems; use of renewable energy sources such as photo-
voltaic cells for generating electricity, or solar panels for heating water. To assist the uptake of
green design technologies, specifications requiring their investigation as potential alternatives
to off-the-shelf designs or products should be included at the very beginning of any contracts
for a new construction project or existing processes, to achieve an informed choice of
architects, contractors and suppliers.

6.6 Waste management

SUMMARY
Airport operators should establish a waste management policy in
accordance with national laws and regulations. They should also
encourage efforts aimed at minimizing the production of waste at
airports and should cooperate with enterprises at the airport to
obtain the most resource-efficient and most cost-effective ways of
waste disposal.

6.6.1 Waste management is becoming an increasingly important factor in the general protection of
the environment. For this reason, and because airports form an important part of the
infrastructure and are looked upon as responsible public enterprises, airport operators should
establish a waste management policy.

6.6.2 As a general principle, airport operators should consider whether the disposal of waste should
be undertaken by the individual enterprises at the airport, or whether it should be coordinated,
or possibly carried out, by the airport.

6.6.3 Irrespective of the way general waste handling is organized, airport operators should pay
special attention to hazardous waste, including waste which requires international
transportation, in order to prevent damage to human health, agriculture or the environment.

6.6.4 Use of resources, waste production and waste disposal are closely linked to the economy.
Airport operators should endeavor to quantify the total amount of the different waste categories
generated by the various airport activities. High priority should be given to encouraging
production and working methods that reduce waste. Efforts aimed at reducing the use of
resources and costs related to waste should also be encouraged.

6.6.5 To achieve economical resource use, the possibilities of re-use and recycling should be
considered. This includes encouraging cooperation among some or all of the enterprises located
at the airport to obtain the least resource-demanding way of waste re-use or disposal, and
through the sale of waste, obtaining an income that can be reinvested in the waste management
effort.

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6.7 Site remediation at airports

SUMMARY
Historical practices may have created contaminated sites on
airports. Airports should endeavor to implement appropriate
remediation on a “polluter pays” basis.

6.7.1 Pollution prevention is currently a common approach to environmental management at airports.

Historic practices, however, may have resulted in the contamination of soil and ground-water
on airport properties. Fuel spills, leaking fuel storage facilities, abandoned land-fills, fire-
fighting training areas, hazardous materials incidents or military activities have been known to
cause contaminated sites.

6.7.2 Remediation of contaminated sites should be undertaken where appropriate. Environmental risk
assessments can be used to prioritize sites for remediation. The highest priority for remediation
should be assigned to sites which are unstable, expanding, or posing an immediate risk to the
surrounding environment such as adjacent drinking water supplies. The next highest priority
should be assigned to sites which are stable but could pose a future threat if disturbed, and the
lowest priority should be assigned to sites which are stable and pose no threat. It should be
recognized that continued containment in situ and natural remediation may represent the most
appropriate solution to the problem in some situations.

6.7.3 ACI supports the “polluter pays” principle. Where known, the party responsible for the
contamination should be required to pay for the clean up. Any tenant, firm or agency that
contaminates airport property should be obliged to pay for remediation to the satisfaction of the
regulatory agencies and the airport.

6.7.4 ACI supports the research and development of, and the exchange of information on, cost-
effective remediation technologies.

6.8 Wildlife management at airports - environmental aspects

SUMMARY
Birds and other forms of wildlife pose a safety threat to aviation
on and in the vicinity of airports. While maintaining safety as the
number one priority, airports should endeavor to manage the
wildlife threat in an environmentally responsible manner.

6.8.1 Airports attract a wide range of wildlife, including birds and domestic livestock, which pose a
serious safety threat to aviation in the vicinity of airports and as a consequence must be
controlled. At most airports, the most serious wildlife threat to aviation is likely to arise from
birds (see Chapter 5, Section 5.22, entitled "Wildlife management at airports - operational
aspects”).

6.8.2 Critical safety zones for aircraft operations, as defined in ICAO Annex 14, extend well beyond
an airport’s property boundary. Sites outside these critical safety zones can give rise to wildlife
activity on the airport itself. Land uses such as solid waste dumps, lakes, marshes, wetlands,
reservoirs, recreational facilities, conservation areas, etc., which may attract wildlife, should be
discouraged or, if unavoidable, should be rigorously managed with aviation safety in mind. In
some countries the implementation of such measures may necessitate the adoption of
appropriate laws. Dialogue between local authorities and airport operators regarding wildlife
hazard assessment should be encouraged in this respect, and local authorities should be
encouraged to consult with airport operators prior to planning any changes in land use.
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6.8.3 Within the airport boundary, control is best exercised by denying wildlife access through the
effective use of fences and other barriers. Where this is not feasible, habitat management,
including grass management, should be employed to minimize the attractiveness of airport lands
to wildlife. Passive measures of wildlife control, however, may not be sufficient in all
circumstances and active harassment programs may be required. Only as a measure of last resort
in the vital interest of safety should elimination be employed.

6.8.4 While aviation safety must remain of paramount importance, all airport wildlife management
measures employed should be implemented in accordance with the best principles of
responsible environmental stewardship.

6.9 Ground access

6.9.1 Plentiful and efficient ground transportation to and from airports is absolutely essential to
ensure the smooth and orderly flow of passengers and goods from origin to destination.
Airports are cooperating with the relevant authorities so as to ensure that adequate ground
transportation is available in order to cope with the demand. Airports are also mindful of the
need for an inter-modal approach to transportation, which is aimed at improving transfer times
amongst modes at airports, thus ensuring inter-modal complementarity.

6.10 Other sources of pollution

6.10.1 The aviation industry should be aware of other potential sources of pollution. Pollution damage
can usually be corrected, but at great cost. However, measures that are adopted at the planning
stage minimize the risk at minimal cost. Continued research and improved control are necessary
in order to avoid pollution from all potential sources.

**********

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7. SECURITY AT AIRPORTS
(cf. ICAO Annex 17, 10th Edition (2002), and ICAO Security Manual for Safeguarding Civil Aviation Against
Acts of Unlawful Interference, Doc. 8973/6, 2003)

7.1 General

SUMMARY
The air transport industry faces a wide range of threats from both
terrorist and criminal elements. Protecting passengers and crew
requires permanent vigilance and the development and
implementation of effective security measures, including steps to
safeguard aviation from new forms of threat such as bio-terrorism
and cyber-crime.

7.1.1 ACI strongly condemns all acts of unlawful interference with civil aviation wherever they may
occur, and by whomever they may be perpetrated, particularly where they result in the injury, loss
of life or abduction of passengers, crew members, ground personnel and others. ACI calls on
States to intensify their efforts to eradicate such unlawful acts by complying fully with the
specifications of Annex 17 to the Chicago Convention, and by concluding appropriate multilateral
or bilateral agreements for the extradition or submission of the offender to the competent
authorities for prosecution. Should any State be unwilling to comply with the basic requirements
of civil aviation security or cooperate with other States in bringing the criminals to justice, all
other States should impose appropriate sanctions on that State.

7.1.2 ACI urges law enforcement agencies to share intelligence with each other and, when such
intelligence concerns a threat to civil aviation, to promptly share the threat information with the
airport operators concerned. ACI plays an active role in the ICAO AVSEC Panel Working Group
on New and Emerging Threats to Civil Aviation. The scenarios and threat matrix produced by this
Group is potentially of great value to airport operators as it deals with pre-empting threats such as
those from bio-terrorism, nuclear contamination and cyber-crime. ACI is working with ICAO to
incorporate materials outlining countermeasures against these threats in the next amendment to
ICAO Annex 17 (Security).

7.1.3 Airlines and airport operators should provide the supporting facilities required by the security
services. It is the States’ unequivocal responsibility, however, to safeguard civil aviation against
acts of unlawful interference and to ensure the implementation of security measures at airports
pursuant to the ICAO Standards. ACI endorses ICAO resolutions on aviation security and will
continue to cooperate to the maximum extent possible with ICAO and other international
organizations in this vital area. ACI fully supports ICAO’s program of universal, mandatory
security audits of States’ aviation security programs and of airport compliance with Annex 17. ACI
has already offered its expertise and stands ready to assist ICAO in staffing the audit teams and in
ensuring that the audit process is relevant and effective as regards airports.

7.1.4 Where ICAO Annex 17 standards are not fully implemented, any party who becomes aware of
such non-compliance should advise his own State of the shortcomings, so that appropriate steps
can be taken, including additional security measures at receiving airports. Those States should
also bring any shortcomings to the attention of the deficient State and ICAO.

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7.2 States’ responsibility for aviation security

SUMMARY
States have the unequivocal responsibility for protecting their
citizens from terrorism or other acts of unlawful interference
against civil aviation and for funding countermeasures against
such acts. Legal difficulties may arise when States adopt
measures in excess of the relevant ICAO specifications, but close
cooperation among States and with the aviation industry can
solve such difficulties.

7.2.1 States have the unequivocal responsibility for protecting their citizens from acts of terrorism or
other acts of unlawful interference against civil aviation. The attacks in the U.S. on September 11,
2001, for example, were against a nation state and its citizens, and countermeasures against such
attacks and their funding are a matter of national defense. When international or national
regulations call for more stringent security at airports, such measures should be developed in full
consultation and coordination with airport operators, airlines and industry partners. When
measures to enhance security at airports are funded through a tax or charge on the passenger, such
charges must be directly related to the cost of the service provided and should be administered
according to ICAO principles on charging in ICAO Doc. 9082/6. Any taxes or charges of this
nature should be fully transparent to the passenger.

7.2.2 A number of States have instituted security measures beyond ICAO Annex 17 Standards and
Recommended Practices. Some of the measures affect existing bilateral aviation agreements and
cause legal difficulties because of their extra-territorial applicability. Before enacting such
measures, consultation by governments with airport and airline operators can alert governments to
some of the complications arising from extra-territorial measures.

7.2.3 Aviation security measures may have an adverse effect on system capacity and facilitation. The
requirements made by governments in this context should therefore realistically match the
assessed risk. Governments must also consider the implications for existing airport facilities when
introducing new security measures. Older terminal buildings were not designed for current levels
of security and additional security measures may be difficult and expensive to implement.

7.3 Public awareness of security

SUMMARY
The understanding and cooperation of the traveling public is a
prerequisite for effective aviation security.

7.3.1 Passengers can advance their own interests and those of the civil aviation industry if they
understand the general approach adopted by governments to prevent acts of unlawful interference.
Passengers should be made aware that they may become unwitting accomplices to the
introduction of explosive devices onto an aircraft or into terminal facilities.

7.3.2 Public awareness programs by States and the air transport industry are needed to induce
passengers to comply with aviation security requirements. Passengers should be advised:

- to pack their own bags;

- to be familiar with their contents;
- to utilize baggage resistant to surreptitious placement of weapons or explosive devices;
- not to carry any item for any other person without its contents having been examined; and
- not to leave their baggage unattended.

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7.3.3 Employee awareness programs are similarly indispensable to the secure operation of the airport.
Airport operators should ensure that ground personnel and other airport employees who work both
landside and airside are well briefed on security procedures and that they report suspicious
behavior immediately to security personnel or law enforcement authorities.

7.4 Local airport security committees and programs

SUMMARY
ACI fully endorses the ICAO Standard requiring States to
establish civil aviation security programs at national and local
levels, including airport security committees to advise on the
development and implementation of security measures at each
airport.

7.4.1 In accordance with ICAO Standards, each State should: establish a national civil aviation security
program; develop contingency plans and training initiatives, and conduct periodic vulnerability
assessments. States should also arrange for the development and implementation of the security
measures and procedures specific to each airport, in addition to those covered by ICAO
specifications and national requirements. States should make available the necessary resources for
safeguarding each airport against acts of unlawful interference. ACI contributed to the new
guidance material in the ICAO Security Manual. Airports should become familiar with the new
Manual, which contains practical guidance for States and airport operators to comply with Annex
17 Standards and Recommended Practices. The new Manual is particularly timely, being linked
directly to Annex 17, Amendment 10, which entered into force on July 1, 2002 and contains 17
new standards.

7.5 Selection and training of security staff

SUMMARY
Aviation security staff should be carefully selected and properly
trained and supervised to ensure that they are consistently able to
carry out their duties in a highly proficient manner.

7.5.1 The highest priority must be given to the quality of security staff and their professional training,
including regular refresher training and proficiency training on new equipment and techniques.
Particular attention should be paid to commitment and motivation, bearing in mind the pressures
involved in carrying out work that is often by its nature very repetitive. Even higher standards
must be applied to the selection and training of those selected to fill supervisory positions, to
ensure they are capable of assuming the considerable responsibilities involved.

7.5.2 The selection of security screening staff should be based on systematic, objective and fair means
of testing, thus ensuing that candidates have the right aptitude for the task. Competence should be
maintained and enhanced through additional in-service training and regular performance review.
Computer-based training has proven extremely effective in alerting screeners to risk scenarios.
The use of “virtual” weapons or explosive devices generated by the computer on the screeners
display (called “threat image projection”) has proven to be an effective device to keep vigilance
high. In short, the technology exists to enhance selecting, training, and continually reinforcing
high performance by screening personnel.

7.5.3 ACI supports legislation requiring background checks of aviation security personnel. These
standards must apply irrespective of the organization responsible for security work. ACI supports
the inclusion in ICAO Annex 17 of a recommendation that all airport personnel with access to
controlled areas of the airport be subjected to recurrent checks throughout their careers to ensure
that they have not become involved in criminal activity during their employment at the airport.

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7.6 Quality control of aviation security programs

7.6.1 ACI places the highest importance on assuring the quality of security measures at airports. The
development and implementation of appropriate quality management systems should ensure that
security processes are adequately documented and that security practices on the ground match the
documented procedures. It is essential that security standards are set together with appropriate
performance indicators for both security systems and staff. A system of performance monitoring
and review should be implemented to ensure that deficiencies are identified and corrected, as part
of a continual improvement process. The ICAO Security Manual (2002 edition) has a valuable
section on quality control which is worth consulting.

7.6.2 Contingency plans for crisis management should be adopted at the national and airport levels (see
para 7.4.1). Such plans should follow the guidance material in the ICAO Security Manual and are
most valuable when accompanied by regular crisis management exercises, in which national law
enforcement authorities and airport personnel are subjected to a variety of security crisis scenarios
which simulate the stress and urgency of real life emergencies.

7.7 Security in restricted areas

SUMMARY
Security in restricted areas should be organized in such a way that
only authorized personnel can enter the areas and escort
unauthorized personnel. An effective system for the control of
access to restricted areas should be established at airports.

7.7.1 The issue of identity documents (IDs) should be restricted to those who genuinely need to enter
the restricted area. IDs should have a specific period of validity, and the bearers should wear them
visibly at all times in restricted areas. Zoning of restricted areas should be introduced wherever
practicable to reduce the danger of unauthorized staff movement within the airport. People who
are not authorized to be in the area should be challenged and, if their presence cannot be
satisfactorily explained, should be reported to the appropriate local authority.

7.7.2 Stringent security procedures should be implemented for items which are placed onboard aircraft
(including unit loading devices (ULDs), stores, supplies, catered food products and company
materials). These measures should apply equally to all suppliers to minimize the risk of items
intended for acts of unlawful interference being delivered clandestinely on board aircraft. Random
screening should be conducted at access points to and throughout restricted areas while
minimizing deleterious operational impact. The transfer of goods should be adequately
supervised. Random searches of goods carried by any person, including crew, should be
implemented. There should be preflight checks to ensure that no weapons or other dangerous
devices have been placed on board. Particular attention should be paid to aircraft that have been
left unattended for a prolonged period or overnight or are undergoing maintenance. These aircraft
should be secured or otherwise protected to prevent unauthorized access. Any vehicles which
have access to restricted areas should have proper permits visibly displayed when in use in
restricted areas. Random searches of such vehicles and equipment should be made at access
control points.

7.7.3 Adequate precautions should be taken to ensure that general aviation does not present a security
threat. ACI is working closely in the ICAO AVSEC Panel to develop new guidelines on securing
general aviation. As many airports mingle commercial and general aviation traffic, it is essential
that stringent security controls be applied to both.

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7.8 Security of courier baggage

SUMMARY
The risk of weapons, explosives or other dangerous devices being
carried on board an aircraft in courier baggage must be
minimized.

7.8.1 Courier baggage and all small parcel traffic should be subjected to specific security controls, for
which adequate arrangements should be made. Baggage should remain under security control
from the time of acceptance until it is loaded onto the aircraft. Unidentified baggage should be
segregated in a security controlled area until the appropriate authorities have satisfied themselves
that the item is safe. ACI encourages staff and public awareness strategies emphasizing the need
to be security conscious so that unidentified or unclaimed baggage is immediately reported to the
appropriate authorities.

7.9 Electronic equipment and concealed weapons in cabin and checked baggage

7.9.1 While it is recognized that the vast majority of electronic and battery-operated items carried in
cabin and checked baggage pose no threat to civil aviation, it is also recognized that such devices
may be used for sabotage and contingency plans should reflect this fact. Passengers or baggage
which arouse suspicion should be subjected to more detailed investigation.

7.9.2 Airports operators should encourage States to ban the sale of concealed knives and other
“disguised” weapons currently being widely sold and advertised. Such weapons are designed to
circumvent detection and present a real threat to aviation.

7.10 Profiling/enhanced screening of passengers

SUMMARY
Passenger profiling can be an important element in aviation
security. Profiling can be performed by skilled security
professionals in an interview situation or by using computer
databases which can help distinguish between those passengers
who pose no threat to aviation and those who should be subjected
to a higher level of scrutiny.

7.10.1 The profiling of passengers may represent an important and effective element of overall security
control. Profiling methodologies comprise two basic groups.

7.10.2 Interview profiling is used almost exclusively for the selection of those passengers who present
the greatest assessed risk to ensure that their cabin and checked baggage is identified for more
intensive screening, either by high-end technology or intensive physical search. Manual profiling
is very labor-intensive and to be effective, requires well- trained and dedicated staff. The process
is not passenger- friendly and does impact negatively on check-in queue processes.

7.10.3 Computer Assisted Passenger Profiling System (CAPPS) is a technology-based process used
primarily to filter out the low risk known passenger. The objective is to use this process to reduce
the volume of passengers whose checked baggage must be screened by certified baggage
screening technology. The CAPPS process requires minimal human input as it compares the
passenger name and record (PNR) data at check-in with known data, some of which is related to
the specifics of the current ticket, the passenger’s known travel history, and other data cross-
referred from the government restricted databases. CAPPS was originally introduced as a vehicle
for maximizing the government-funded certified explosive detection system technologies and was
viewed as an interim measure prior to full implementation of 100% checked baggage screening.

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7.10.4 The use of interview profiling is suitable only for those airports with a specific high threat/risk
which are able to accommodate slower passenger processing times. Passengers in this high threat
environment should be advised that they may need to arrive at the airport well before departure in
order to allow orderly processing due to time-consuming interviewing and intensive screening of
some passengers. This labor-intensive profiling is not a sustainable option for most mid-to high-
volume international airports. The CAPPS profiling system has a value as an interim measure (for
those airports whose governments have a detailed CAPPS database) until they can achieve full
implementation of 100% checked baggage screening. This is because the process is heavily reliant
on stored passenger databases which can be managed with relative ease by creating a known
passengers’ history.

7.11 Passenger/ baggage reconciliation

7.11.1 Effective and reliable passenger/baggage reconciliation procedures should be established. To

maintain efficient operations, check-in deadlines and minimum connecting times may have to be
reviewed from time to time to provide adequate opportunity for conducting reconciliation
procedures. When airlines or other States request security procedures over and above those
normally provided, the appropriate authorities should assist those carriers or States to meet such
requests whenever practicable. As the prospect of criminals or terrorists willing to commit suicide
while perpetrating an act against civil aviation becomes a real possibility, the limitations of the
positive passenger-to-bag match are obvious. Therefore, while still of considerable value in
preventing a Lockerbie-type scenario in which a device is introduced onto an aircraft
unaccompanied by a passenger, this match should never be considered as a substitute for 100
percent screening of checked baggage.

7.12 Segregation of screened and unscreened persons in terminals

7.12.1 In many of the older terminals constructed before States introduced current security measures,
segregation is not a feature of the design and the mixing of departing and arriving passengers
becomes a possibility in the piers. Pending the major re-development work necessary to provide
complete segregation, other measures are needed to minimize the risk of items being transferred
from passengers who have not been searched to those who have.

7.13 Security considerations in the design, construction and alteration of terminals

SUMMARY
All aspects of aviation security should be considered at the
earliest design stage of new or redeveloped terminals.

7.13.1 Experience has shown that there may be many changes to the requirements of aviation security
during the life of an airport terminal building. Careful consideration should therefore be given to
all existing and foreseeable aspects of security at the beginning of the design process. States,
airports and airline security experts must work together to achieve the best overall results.

7.13.2 It is essential to make provision for security systems, devices and requirements during the
planning and design of a new facility if the security operations are to be cost-effective and
efficient. The design of new facilities should take account of: contingency plans to reduce the risk
of lethal attacks at terminals; the segregation of those who have been subjected to security
controls from those who have not; the screening of passengers and their carry-on baggage; the
provision of special facilities for high-risk passengers/flights; the screening of checked and
transfer baggage; and construction features to minimize secondary damage and injuries following
an act of unlawful interference.

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7.13.3 Different terminals in different States present individual problems. The mix of international and
domestic traffic, the proportion of high-risk flights and the particular requirements of each State
mean that there can be no common solution. Furthermore, the pattern of traffic usually changes
considerably during the operating life of a facility.

7.14 Cargo, express parcel and mail security

SUMMARY
Cargo presents a different but equally important degree of
security risk to that presented by checked baggage.

7.14.1 Measures and procedures should be in place to prevent explosives or other dangerous devices,
which may be used to commit acts of unlawful interference, from being placed in aircraft by
means of cargo, courier, express parcel or mail consignments.

7.14.2 ACI urges States to implement the relevant ICAO Annex 17 specifications using the “regulated
agent” concept as regards all companies regularly engaged in the acceptance, storage and
forwarding of cargo, and express parcel consignments intended for carriage on aircraft. Each
licensed company should follow a security program approved by the appropriate authority for the
acceptance, screening, storage and forwarding of cargo and express parcel consignments.

7.14.3 Consignments not being handled by a company subject to the State's requirements should undergo
security controls before being placed in an aircraft.

7.15 Threat assessment

SUMMARY
The level of threat should be kept under review at all times.
Security contingency plans should reflect pro-active, dynamic
responses to the threat.

7.15.1 International civil aviation has been and continues to be subjected to acts of unlawful interference.
These acts are sufficient to suggest that there is an ongoing level of risk which has to be regarded
as normal to the industry. National civil aviation security programs based on ICAO Annex 17 are
intended to address these threats.

7.15.2 Contingency plans should be prepared and regularly reviewed to deal with foreseeable types of
threat. Where an analysis of the situation suggests that a specific threat exists against an airline, an
airport or a route, or a combination thereof, special procedures will be required to meet such a
threat. The application of additional measures inevitably impinges on the airline/airport
operations, adversely affecting passengers and cargo handling, and results in inconvenience to the
public and additional costs. Such measures must be maintained until the situation can be regarded
as normal again.

7.15.3 Just as it is crucially important for the level of threat to be identified and met with additional
procedures, it is equally important for this assessment to be monitored on a continuing basis to
ensure that measures do not remain in force unnecessarily. This requires regular consultation
among all parties involved in international civil aviation, including airport operators, the airlines
and the appropriate State agencies.

7.15.4 Lack of constant review of the level of threat will prevent necessary adjustments to security
measures and could lead to an over-extension of special procedures, thus diminishing their
effectiveness. This could in turn destroy the economic viability of civil aviation, damaging the
service offered to the public whom the special procedures are intended to protect.

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7.16 Checked baggage screening

SUMMARY
Passenger and baggage reconciliation is one of the key elements
in minimizing the risk of lethal devices being introduced onto an
aircraft. To be fully effective, reconciliation measures, while
important, must be used in conjunction with technical screening
methods designed to detect explosives or other dangerous
devices. These may include technology-based systems, physical
hand search or profiling of passengers.

7.16.1 The purpose of baggage screening is to minimize the risk of lethal devices being clandestinely
introduced into an aircraft by means of checked baggage. This is best achieved by a combination
of passenger and baggage reconciliation programs, either manual or computer based, and
technology-based explosive detection systems.

7.16.2 ACI recognizes that passenger and baggage reconciliation remains one of the key elements in
checked baggage security controls. However, in itself this single measure does not ensure that an
improvised lethal device is prevented from being introduced clandestinely through passenger
baggage. ACI therefore accepts that baggage security will be greatly improved where
passenger/baggage reconciliation is used in conjunction with technical means of screening
checked baggage.

7.16.3 Only operationally-proven methods, which do not impose unacceptable constraints on existing or
forecast future growth, should be implemented in existing airport facilities. Airlines and airports
should ensure that Governments do not overlook the operational and financial implications of
implementing a viable 100% checked baggage screening solution.

7.16.4 In recent years, a number of international airports have gained valuable practical experience in
the implementation of 100% checked baggage screening. These measures include:

a) hand search (100% physical inspection of all baggage);

b) profiling;
c) technology based systems;
d) a combination of the above.

7.16.5 Hand search - This is achieved through the manual physical inspection of baggage, either
checked-hold stowed, or cabin. This process requires significant numbers of well trained and
motivated staff and, depending on the location, can place severe constraints on terminal space and
capacity.

7.16.6 Technology based systems - These systems fall into three main groups:

a) conventional single/dual energy or backscatter X-ray based technologies (black & white or color);

b) Computer automated decision X-ray based technologies;

c) Trace detection equipment.

7.16.7 Conventional systems have no automated explosive detection capabilities and rely solely on
human judgment for recognition and interpretive analysis of the X-ray image. Conventional
systems are therefore heavily dependent upon human factors such as skills training and
assimilation, motivation, psychological and repetitive tasking fatigue.

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7.16.8 Screening by conventional systems, even with appropriate management support including
regular training, testing and the rotation of duties, has a low probability of detecting improvised
explosive devices by human judgment alone. Improved detection rates can occur when this
process is used in conjunction with other measures, e.g. the introduction of a random physical
search of at least 10% of the bags. The combination of these techniques can have an adverse
impact on passenger terminal space and may reduce passenger service standards.

7.16.9 Trace detection is a proven technology for the detection of explosives, but to be fully effective it
requires physical contact of the sampler probe with both the exterior and interior of the bag,
including specific contact with electrical and electronic contents. This process, requiring bags to
be opened in the presence of the passenger, is typically conducted in the check-in queue. This
process impacts on passenger facilitation, lengthen the passenger check-in process, and may
cause unacceptable congestion in the check-in lobby.

7.16.10 X-ray based technology: These detection systems comprise two specific groups: EDS certified
systems, typically using Computed Tomography; and “Advanced Technology” (AT) systems
using computer automated explosives detection.

7.16.11 EDS technology is used at many airports throughout the world. This technology has a high
detection performance, but if used as the only means of detection, its operational throughput is
limited to 60 - 450 bags per hour, depending on the EDS system in use. EDS equipment is most
effective when used in combination with other screening machines, preferably as a second or
third-level screening device, where its impact on baggage throughput is minimized. In the U.S.,
EDS is currently used as a primary screening device in conjunction with the CAPPS profiling
program. This program identifies "high risk" baggage, thus limiting the number of bags to be
intensively screened by EDS. This detection scenario, however, is actually only an interim
measure, as it does not comply with the future ICAO standard for the implementation of 100%
checked baggage screening to become effective in 2006.

7.16.12 More and more States require implementation of 100% checked baggage screening. Airports are
increasingly challenged to comply with this requirement by the most appropriate means
available on the basis of the methods set out above and explained in greater detail in the ACI
Guidance on the Implementation of 100% Checked Baggage Screening (2002). The guidance
provided includes scenarios involving highly-automated screening with EDS and other
technologies used in integrated systems. It also describes less expensive, more labor-intensive
screening technologies for airports with low levels of passenger throughput.

7.17 Codesharing and other collaborative arrangements

SUMMARY
Codesharing and other collaborative arrangements by airlines can
confuse the lines of authority and responsibility when they
involve States having differing levels of security measures. States
and airports need to be clearly informed by the airlines involved
about such arrangements so that they can take appropriate
measures to counter the threat.

7.17.1 Codesharing and other collaborative arrangements between airlines are commonplace in today’s
aviation marketplace. When such arrangements involve carriers from two or more States, the
possibility of “threat transfer” can occur. Threat transference means that an air carrier or airport
with a high threat level and/or poor security measures can endanger an otherwise secure airport
by introducing flights which have not be subjected to effective and thorough security measures.

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7.17.2 ICAO Annex 17 already contains adequate provisions for a uniform approach to responsibilities
and accountabilities for codesharing and collaborative arrangements between operators. Annex 17
assigns those responsibilities to the State from which the aircraft departs. However, a lack of full
compliance with Annex 17 Standards and Recommended Practices in some States creates the
“threat transfer” possibility.

7.17.3 To ensure optimal security for flights involving codesharing or other collaborative arrangements,
the following principles should be applied:

• Airlines should notify the affected States in a timely fashion of planned codesharing or other
collaborative arrangements. Since it is the unequivocal responsibility of States to safeguard
civil aviation against acts of unlawful interference, adequate time should be given for law
enforcement and intelligence agencies to evaluate the security implications of the codesharing
or collaborative arrangements.

• Airlines should fully and promptly brief airport operators on codesharing and collaborative
arrangements on both security and logistical grounds. Because some codeshares may have both
domestic and international flight segments and/or change of equipment and/or change of
terminals, the airport operator may need to employ special procedures to ensure that
passengers and cargo are fully screened and that the threat assessment takes into account the
point of origin of the flight, the ultimate destination and the carriers involved in the codeshare.

7.18 Identification of potentially unruly passengers

SUMMARY
Ground personnel are in a unique position to observe potentially
unruly passengers. Such persons may display erratic behavior
before boarding the aircraft. When such behavior is noted, airport
personnel should inform security officials of the airline and law
enforcement authorities.

7.18.1 Airlines have reported a dramatic increase in the number of unruly passengers over the past
several years, and there is concern that both in-flight security and safety could be jeopardized by
such persons. Such individuals often display erratic behavior prior to boarding the aircraft, and
this behavior may come to the attention of ground personnel anywhere between the car park and
the boarding area. Airport employees have an obligation to notify airline and law enforcement
personnel when they observe a passenger who appears to be disruptive, inebriated or agitated. The
ultimate responsibility for determining the passenger’s fitness to board rests with the airline.

7.19 One-stop security

SUMMARY
One-stop security, the concept that a passenger undergoes only
one initial security check even on itineraries involving multiple
airport transfers, eases the passenger’s journey and has logistical
and economic justifications as well. States can work bilaterally
and multilaterally to embrace one-stop security.

7.19.1 One-stop security - the concept that a passenger and his baggage undergo only one initial security
check even on a journey involving multiple airport transfers - has a number of potential benefits
for airport operators.

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7.19.2 ACI supports one-stop security which, by eliminating the need for redundant security checks at
transit stops, could speed the flow of transit passengers and baggage to their ultimate destinations.
States must develop, either bilaterally or multilaterally, the criteria for the mutual recognition of
screening procedures vis-à-vis other States. ACI recognizes that the financial and logistical
benefits of one-stop security, as well as improved customer service, multiply exponentially with
each State that implements one-stop security.

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8. EMERGENCY MEDICAL SERVICES, HYGIENE AND SANITATION AT
AIRPORTS
(cf. ICAO Annex 9, 11th Edition (2002), and WHO International Health Regulations, 3rd Edition (1983))

8.1 Emergency medical services at airports

8.1.1 Emergency medical services should be provided for passengers and other persons and
arrangements should be made for supportive medical facilities, locally and regionally, in
accordance with national regulations.

8.1.2 The Aerodrome Emergency Plan should contain details of all arrangements for medical services
required for major airport emergencies. Regular training drills should be carried out with the
external agencies concerned, as well as a full-scale emergency exercise at intervals not exceeding
two years (see also section 5.10 on aerodrome emergency planning).

8.2 Hygiene and sanitation at airports

8.2.1 Although airport operators in many countries are not responsible for sanitation programs at
airports, ACI recognizes the need to maintain high standards of hygiene. Health inspection at
airports should be undertaken by the competent local health administration, in cooperation with
airport operators and the airport tenants and users involved. Procedures for the procurement,
preparation, handling, storage and delivery of food and water supplies intended for consumption,
both at airports and on board aircraft, and for the removal and safe disposal of waste materials
should not unnecessarily interfere with airport ground operations nor should they inconvenience
passengers, for example by delaying their embarkation or disembarkation.

8.3 Public health and animal and plant quarantine measures

8.3.1 Governments require adequate space and facilities for the administration of public health and
animal and plant quarantine measures to be made available at international airports in respect of
aircraft, passengers, crew, baggage, cargo, mail and stores. The necessary space and facilities, as
well as staffing, should be provided at government expense, not at the expense of the airport
operator.

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mf\phb\PHB4-DRAFT – 23 May 2003

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