Summer 2009 AirportConsulting

OUT & ABOUT WITH ACC: CAPITOL HILL FLY-IN

ConsultingA Quarterly Publication of the Airport Consultants Council

Summer 2009

page 12

PHOTO REVIEW: ACC/AAAE PLANNING, DESIGN & CONSTRUCTION SYMPOSIUM

page 8

PREVENTION PLANNING: HOW CONSULTANTS CAN HELP MITIGATE WILDLIFE STRIKES

Former TSA Administrator Hawley named ACC 2009 Aviation Award of Excellence Recipient

Edmund S. “Kip” Hawley, Former TSA Administrator, has been selected as re-cipient of the ACC 2009 Aviation Award of Excellence. He was chosen among a strong fi eld of nominees for his leadership in guid-ing the evolution of America’s airport and aviation security regime during the incep-tion of TSA and when he served as TSA Administrator between 2005 and 2009.

The purpose of this ACC Award is to recognize the extraordinary contributions of an individual, group or organization to the airport and aviation industry that are visionary and innovative, have advanced the airport aviation industry, and have served the general public good. The lifetime achieve-ments of the recipients are also considered. The 2009 ACC Award Committee, led by Chair Woodie Woodward with Woodward & Associates and Vice Chair Gloria Bender with TranSolutions, noted Hawley’s service to our nation and dedication to building strong transportation security system.

See HAWLEY on page 15

Award to be presented

at the ACC Annual

Conference in Lake

Las Vegas, NV on

November 10, 2009

IN THE WORLD OF AIRPORT PLANNING, MUCH HAS CHANGED. Some of the old approaches to developing airports would produce erroneous outcomes if applied today. The reconfi guration of security, altered airline route structures and fl eet mix changes are among the factors that require terminal planners to adjust their approaches. On the airside, the transition to electronic Airport Layout Plans, the emphasis on reducing runway incursions and the call for consistency concerning Federal Aviation Regulation (FAR) Part 77, Terminal Instrument Procedures (TERPS) and International Civil Aviation Organizations (ICAO) are among the most challenging planning issues. So what advice do the experts have to offer? We asked a terminal and an airside expert to share their views. Their insights begin on page 4.

TERMINAL & AIRSIDE

PLANNINGPLANNING

2 Consulting, Summer 2009

The teams that form today in pursuit of airport development projects look much different than the teams of the 1970s, when ACC fi rst emerged as an organization.

In the ‘70s, the majority of consulting fi rms were hired by airports as individual entities. Many of the fi rms were multi-disciplined and viewed as capable of “doing it all.”

By the late ‘80s and early ‘90s, however, more airports began to hire “teams” of consultants. The reasons for this evolution were varied: to satisfy DBE and other minority requirements; to meet local participation requirements; and to ensure there were adequate specialty skills (environmental, security, IT, etc.) on the team.

Today’s increasingly complex projects are more and more frequently requiring “airport development teams” that are comprised of planning and design fi rms, specialty system consultants, retail consultants, contractors, fi nancial planning fi rms, law fi rms and in some cases even equity fi rms.

Also, during the past 20 years, project locations have diversifi ed to a remarkable extent, a trend that has signifi cantly impacted consulting fi rms’ operations and structure. Think back to the 1970s when many more consulting fi rms were regionally based. Few were serving airport clients coast to coast, and even fewer worked globally. Now consider today. Small, medium and large consulting fi rms routinely lead airport development projects across the United States and around the world. The global players include obvious names like Parsons, AECOM and Bechtel,

but also fi rms such as R.W. Armstrong, Landrum & Brown and the Montgomery Group.

Throughout its history, ACC has effectively responded to change. Instead of being comprised of only multidiscipline fi rms, specialty and small fi rms were welcomed into the organization. Then during the early 1990s the Associate category of membership was created to enable equipment service providers to join to enable their valuable products-related knowledge to be shared with the consultant community. Some law fi rms and fi rms specializing in fi nance have also more recently joined.

The evolution of our industry was a major topic of discussion at the ACC Strategic Planning Retreat in January 2009 (which I wrote about in my last article). Participants clearly understood that we, as an association, recognize that for ACC to remain the expert voice of airport development, we may need to further diversify our membership. We also need to do more to help our members understand how to do business globally.

With this apparent evolution, what will ACC need to look like in the future? How can our organiza-tion continue to serve as the expert voice on airport development?

The core of the organization will likely continue to be consulting fi rms. However, an increasing number of fi rms that offer specialty products and services, as well as contractors, law fi rms, equity fi rms and airport operators with consulting arms, will also likely join. While this new organization will surely have those most familiar with airports at its core, will it still be called ACC or will the name need to better refl ect the airport development role that our membership plays?

The needs of our members and of the global aviation marketplace will ultimately dictate the future direc-tion of ACC. Our past track record has proved we are up to that challenge as long as we all share our perspectives and insights! (Feedback is encouraged. Contact Evan at [email protected]).

Equity Firms

Planning and Design Firms

Law Firms

Financial Consultants

Contractors

Specialty System Firms

Product Providers

Environment and

Consultants

Airport Operators

with Consulting Arms

AC

C M E M

BE

RS

HIP

Moving Forward by Looking Backward

Evan Futterman

Futterman Consulting, Inc.

ACC 2009 Board of Directors Chair

e X e c U T I V e U P D a T e

Cover Story

1 Terminal & Airside PlanningBy Mark H. Lang / Lang & Associates, LLC and Mark A. Kuttrus, Wilbur Smith Associates

4 – 7 Cover Story(continued from page one)

Consultant Perspective

8 – 9 Prevention Planning: How Consultants Can Help Mitigate Wildlife Strikes

By Rick Paddock, RPaddockConsults, LLC

A Quarterly Publication of the Airport Consultants Council

Summer 2009

3

Consulting

EditorT.J. Schulz

AirportConsulting is published quarterly. The next issue will be distributed in

September. For advertising information, contact John Reynolds at 703-683-5900.

Please send your feedback, comments or suggestions to the editor at: Airport Consultants Council,

908 King Street, Suite 100, Alexandria, VA 22314, or e-mail [email protected].

©2009, ACC

AirportConsulting

ACC 2009 Board of Directors

Paula P. HochstetlerPresident

T.J. SchulzVice President

Sharon D. BrownDirector, Programs and Finance

Emily VanderBushCoordinator, Marketing and Membership

John B. ReynoldsCoordinator of Communications

ACC Staff

…bringing experts together

Inside This Issue

10 – 11 Member SpotlightsThis issue highlights ACC Executive Member Leading Edge Strategies and ACC Associate Member Flint Trading, Inc.

12 – 13 ACC Events — Photo ReviewACC/AAAE Planning, Design & Construction Symposium

14 Out & About with ACC

15 In Memory of Ronald E. Rowan

16 – 17 ACC Members• NewMembers

• OntheMove

• AndtheWinnerIs

• ACCUpdates

19 Spotlight ACC Institute Upcoming ACC Events

20 After All...Reevaluating Barriers to a Successful Airport by By Cedric Curtis, AIA, Reynolds, Smith, and Hills, Inc.

ChairEvan Futterman

Futterman Consulting, Inc.

ViCE ChairRonald L. Peckham, P.E.

C&S Companies

SECrEtary/trEaSurErTerry A. Ruhl, P.E.

CH2M HILL

immEdiatE PaSt Board ChairMichael J. DeVoy, P.E.

RW Armstrong

Board of dirECtorSMichael R. Arnold

ESA Airports

Thomas B. DuffySafegate Airport Systems, Inc.

Michael K. Kluttz, P.E.Robert and Company

Carol Lurie, LEED AP, AICPVanasse Hangen Brustlin, Inc.

Enrique M. MelendezJacobs

A. Bradley MimsParsons Brinckerhoff

Stephen M. PelhamReveal Imaging Technologies, Inc.

David G. Peshkin, P.E.Applied Pavement Technology, Inc.

Susan PredigerCAGE Inc.

www.ACConline.org

T a b l e o f c o n T e n T s

Consulting, Summer 20094

LOOKING FORWARD

By Mark H. Lang / Lang & Associates, LLC

Terminal

PLAN NING

Evolving passenger processing trends are changing airport terminal layouts and space as we know them (see the Spring 2009 edition of AirportConsulting).

There are other challenges facing planners, in-cluding the newest wave of security equipment and operations, changes in the airline fl eet and pressures to signifi cantly reduce costs given decreased airport revenue.

The Security SqueezeBAGGAGE: The evolution of baggage screen-ing equipment and technology continues to enhance terminal operations, but still presents challenges when planning terminal facilities. For example, explosive detection systems (EDS) are achieving throughputs that are more than double that of their predecessors (up to 1,100 bags per hour on the latest model certifi ed this April), alarm rates as low as two percent, and higher operational reliability. Hundreds of scanners, viewing systems and search workstations can be securely networked, resulting in reduced manpower, equipment costs and command station size.

The upside to increased throughput means less EDS equipment. The challenge for terminal planners is that suffi cient space must be provided between the ticket counters and EDS machines, and from the EDS machines to the reconciliation

room. While the placement and quantity of diverters can help, buffering needs can result in longer conveyor lengths upstream and down-stream from EDS equipment to accommodate bag demand and throughput.

Flexibility is the cornerstone to accommodat-ing potential baggage-related operational and equipment changes. The planning process should allow for growth and system confi guration within an existing space, including redundancy/contingency operations. Adequate fl oor area and room height, structural, civil and mobile electric power (MEP) requirements, equipment maintenance and threat mitigation planning must all be addressed.

PASSENGER CHECKPOINTS: Changes in security checkpoint technologies are also affecting how we plan terminals. The advanced carry-on baggage x-ray equipment now available has multi-view imaging and faster throughput, and fortunately occupies the same footprint as earlier models. Instead, the passenger screening function will affect space requirements.

New whole body imaging equipment, which uses millimeter wave technology, is expected to be installed at many airports in the future. These scanners weigh 1,800 lbs., are nearly nine feet high and have a footprint encompassing 56

square feet. Consultants need to plan for these large checkpoint imaging devices and the effects of their throughput on queuing.

Overall, a checkpoint needs to have adequate space that is well-ventilated and calming to passengers, offers optimized expansion and reconfi guration capabilities, is proximate to a planned command center and can be read-ily cordoned off automatically from the rest of the terminal area in the event of a security shutdown.

Aircraft and Aprons AlignmentsAt many airports, airline gates are being leased on an increasingly common-use, or at least a preferential use, basis. Airports should strive to optimize fl exibility to park and service a wide range of aircraft types across as much of its contact gate frontage as is practicable, and maximize gate capacity. Good planning allows carriers to group fl ights amongst one another, cross-utilize personnel and equipment, and streamline connections for passengers.

This can be a challenge given recent changes in the airline fl eet. For example, airlines have shifted to using larger regional aircraft that can hold more passengers. These newer and quite popular aircraft, such as Bombardier CRJ-900s/-1000s, and deHavilland Dash 8 Q-400s,

See TERMINAL on page 6

c o V e R s T o R Y

www.ACConline.org 5

NEW REGULATIONS, BIG IMPACTS

The Federal Aviation Administration (FAA) has several programs and updates currently under develop-ment that will affect the way airside

infrastructure is planned and designed. Three of the most signifi cant initiatives include electronic Airport Layout Plans (e-ALPs) with Airport Geographic Information System (GIS) implemen-tation, improved runway incursion prevention addressed in both Engineering Brief No. 75 (EB75) and FAA Advisory Circular 5300-13, and Federal Aviation Regulation (FAR) Part 77/TERPS/ICAO consistency. What will these changes mean for Airport Sponsors and their consultants?

e-ALPPaper copies of ALPs are typically housed in multiple locations with varying “latest” versions. These ALPs frequently contain information that is out-of-date or contradicts other data sources used by the FAA lines of business. The day is coming when static paper ALPs will be a thing of the past.

Under a new FAA initiative, ALPs will be re-placed by dynamic electronic plans that will be stored in FAA’s database and updated as new airport projects are completed. These electronic Airport Layout Plans, or e-ALPs, will allow multiple disconnected information systems with

confl icting data to become a net-centric system that is readily available to users through a web-based program.

E-ALPs will enable users to pull up-to-date, pre-cise airport data directly from FAA’s Airport-GIS database, on demand. This type of coordination will improve the project review and approval process since accurate airport planning data can be shared among all agencies in an integrated environment. Overall, long-range planning and decision making will be greatly enhanced.

FAA has been developing Airport GIS and the associated e-ALPs for several years and is close to achieving the next milestone. FAA completed the GIS survey standards and the GIS database in 2007. In 2008, FAA developed an internet portal for the submission of airport and related aeronautical data. Currently, FAA is developing the capability within the Airport-GIS application for e-ALPs and digital obstruction charts. This capability should be available in September 2009.

Also in 2009, FAA is rolling-out an Airport-GIS pilot program for the airports in FAA’s Southwest Region. An e-ALP Advisory Circular may poten-tially be developed by FAA’s National Standards Development Team in 2010. Challenges remain, however, since the FAA will need to determine

the policy implications, version control, pen-and-ink changes, security, fi nancial eligibility, training and technical capabilities before e-ALPs can be implemented successfully.

Runway IncursionsNearly half of the most serious runway incur-sions (A&B) involve taxiway-runway crossings during departure mode. To help prevent these incidents, the FAA released Engineering Brief No. 75 in late 2007. The EB provides guidance on the planning and design of taxiways and aprons, with the goal of evaluating the overall airfi eld layout plan with runway safety as the highest priority. Although the strategies are only recommendations, the forthcoming re-write of FAA Advisory Circular (AC) 5300-13 Airport Design will incorporate the key provisions of EB75. Until the rewritten Airport Design AC is released, not all airports or consultants may be aware of the recommendations and implications on airside planning and design.

The risk of a serious incursion is higher for the fi rst third of the runway. The EB recommends that runway crossings occur at the last third of a runway, where departing aircraft should be airborne or arriving aircraft should be slow-ing or exiting. A negative consequence of this recommendation is more airfi eld delay at certain large hub airports, depending on their runway

By Mark A. Kuttrus, Wilbur Smith AssociatesPLAN NING

Airside

See AIRSIDE on page 7


TERMINAL

US Airways’ de-hubbing of Pittsburgh Interna-tional Airport (PIT) and the carrier’s subsequent drawdown of much of its remaining flights have challenged PIT Director of Planning and Environmental Affairs Rich Belotti. While competing airlines have bolstered service to some extent and the number of gates allocated as common-use has increased, the net changes in flights and passengers at PIT are sharply down. The commuter terminal has been closed and regional flights have been moved to the midfield terminal. More recently, the ends of concourses A and B have been closed. The erection of drywall partitions with access doors is making this possible. Belotti indicated that there is scaled-back HVAC service in the closed areas and periodic flushing of water systems so as not to incur any building degradation. When circumstances improve, these facilities will be

able to be brought back on-line with relative ease. Meanwhile, the Allegheny County Airport Authority (ACAA) is embarking on a Comprehensive Facilities Plan to identify cost saving measures and potential new revenue streams in response to underutilized facilities. Another study will address energy cost saving measures.

Although Cincinnati/Northern Kentucky Inter-national Airport (CVG) remains a Delta hub, it has seen reductions in passengers, flights and aircraft gauge since its peak in 2005. With the merger between Delta and Northwest airlines now underway, it is unclear how CVG will continue to fit within the combined network. Northwest’s fortress hub at Detroit, its smaller hub at Memphis and the relative proximity of Delta’s enormous operation at Atlanta are factors on the mind of Bill Martin, Director of Planning and Development at CVG. Martin noted the 2007 mothballing of Terminal 1 as an example

of cost-saving initiatives being taken by the airport. Although the Kenton County Airport Board’s adminis-trative offices remain upstairs, lights have otherwise been dimmed, heating and cooling have been scaled back and janitorial services have been reduced in Terminal 1’s ticket and bag claim lobbies as well as in its concourse. Cincinnati’s configuration of unit terminals may provide simpler solutions to temporary facilities closures than a consolidated terminal offers. As recently as January 2009, standalone Concourse C, which served Delta Connection’s Comair operation and accessible only by bus, also was shuttered. Regional flights, like those at PIT, were relocated to mainline gates. Martin points out that these facilities can be brought back on-line fairly easily when demand arises from potential new entrant low cost carriers. He added that with the closure of Concourse C, every effort was made to eliminate unnecessary capital costs and minimize O&M costs associated with a mothballed structure.

TERMINAL continued from page 4

feature low fuselage profi les and substantial lengths that can present challenges in terms of planning for loading bridge access. Ways to address this include:

Planning approaches that propose sloped-•fl oor bridge fi xed sections, switchbacks, offset holdroom door locations and even angled parking, when practical, to remain within ADA guidelines.Locating the apron service road beneath bridge •fi xed sections alongside the concourse, rather than at the apron edge, to capture needed aircraft parking depth. Optimizing cross-utilization of hydrant fueling •pits with effi cient parking layouts so as to minimize the need for additional pits. Installing gate-checked baggage lifts for small •regional aircraft along the concourse wall to allow for unencumbered movement of the bridge. This ensures that passengers queue in the holdroom for their bags, rather than inhibit fl ow by congesting the interior of the bridge near the aircraft door.

Air carriers are also replacing older, less effi cient widebody aircraft on intercontinental routes with newer models that are considerably longer than their predecessors. There are fewer Boeing 747s and MD-11s in airlines’ fl eets each year, while models such as the Boeing 777-300s and Airbus A-340-600s are frequently their replace-ments. With exceptional lengths approaching 250 feet, many concourse aprons lack suffi cient depth to park these aircraft nose-in. However, parking at an angle can cause space confl icts with adjacent gates.

Finally, despite domestic trends toward us-ing larger regional aircraft on more domestic routes, some airlines are also working toward increasing gate fl exibility for their domestic mainline fl eets. One example is Continental Airlines. Continental’s Ron Schiaffo, a corporate real estate project manager for the Houston-based airline, manages facilities projects for the carrier’s mega-hub at Newark/Liberty International Airport (EWR). Schiaffo explains that Continental’s “Operation Clean Slate” ini-tiative reexamines concourses to ensure that its mainline gates can accommodate aircraft at least as large as the Boeing 757-300, the industry’s longest narrowbody. Making the best use of gate capacity is the ultimate goal, even where holdrooms, loading bridges and fenestrations (the placement of windows in a building) must be modifi ed or relocated.

O&M Costs and Terminal MothballingRevenue reductions from shrinking airline leaseholds, landing fees and concessions com-bined with airline consolidations are causing a growing number of airports to gain better control of operations and maintenance (O&M) costs. Unfortunately, mothballing portions of terminal facilities is also becoming increasingly commonplace.

Pittsburgh International Airport, Cincinnati/Northern Kentucky International Airport, Kansas City International Airport, Dallas/Fort Worth International Airport and Lambert-St. Louis International Airport are among those airports that have closed portions of their ter-

minal facilities. These airports are also seeking potential utilities savings and wish to be able to bring these facilities back on-line with relative ease when circumstances improve.

Airport consultants can plan for unforeseen fa-cilities closures by feeding mechanical, electrical and plumbing systems so they can be sectional-ized separately. While full fi re protection would be needed on an ongoing basis, utilities such as potable water and heating/air conditioning could be divided with valves in branch lines to create defi ned terminal zones that can have their services scaled back, if warranted. While it may increase development costs upfront, considerable savings may be realized should an airport need to shut down these facilities.

While the thought of planning airport terminals for their potential partial shutdown in the future is undesirable, planning ahead will allow reduced O&M costs if such a closure were to become necessary, while maintaining unencumbered traffi c fl ow and access where needed.

ConclusionChange is nothing new so today’s planners are not likely shocked by this latest wave of events and issues. All the same, it is crucial that we all remain alert to these trends and share best practices among the industry. Doing so will allow consultants to assist airports in developing today’s terminal facilities and meet the known and unknown events of the future.

TERMINAL CLOSURES: CASE STUDIES

>

>

www.ACConline.org

AIRSIDE

7

confi guration. More aircraft can be processed when crossing at the fi rst third of the runway, rather than the last third, since aircraft can complete the action of crossing before the next aircraft lines up for departure.

One solution the EB offers to reduce runway crossings and increase airfi eld capacity is an end-around taxiway. Recently approved by the FAA, this type of taxiway allows arriving aircraft to continue toward their gates and avoid holding for a crossing clearance while indepen-dently bypassing the departure runway. Both Hartsfi eld-Jackson Atlanta International Airport and Dallas Ft. Worth International Airport have one end-around taxiway and have experienced reduced arrival delays while alleviating the risk of this type of runway incursion.

EB75 has implications on the preparation of ALPs as well. Taxiway confi gurations around terminal aprons should be evaluated to reduce runway incursion risk, whether new taxiways are being proposed or pavement reconstruction is scheduled in the short term. Whenever possible, pilots should be prevented from taxiing directly from their gate onto a runway without making any turns. Pilots should be forced to make 90º turns between the apron, parallel taxiway and runway to promote situational awareness.

Part 77/TERPS/ICAO ConsistencyFAR Part 77 was made into law in the mid-1970s as a mechanism to identify obstacles in the vicinity of airports, and it has not signifi -cantly changed since. Terminal Area Procedures (TERPS) are used in part to determine if the Part 77 obstacles are hazards that need to be either removed or fl ight procedures altered to maintain airspace/aircraft safety. TERPS are regularly updated, especially with new types of GPS approaches becoming available. However, the imaginary surfaces involved with Part 77 and TERPS are different and do not fully correlate, leading to inconsistencies. For example, Part 77 surfaces could be clear of obstacles but a pole could penetrate a TERPS missed approach surface or departure surface and affect runway minimums. Hopefully, a future revision of Part 77 will correct these inconsistencies and will be acceptable to users and governmental agencies alike. In the mean time, airports and consultants need understand Part 77 and TERPS to protect the airport from negative impacts from both on and off-airport development.

Another area where inconsistencies exist is the standards followed by the rest of the world’s aviation community. One of these issues involve the ICAO standard that requires airports serving international airlines to provide a clear 62.5:1

slope for departing aircraft to account for vari-ous one engine inoperative (OEI) performance surfaces. In 2006, FAA included information about the OEI surface in Change 10 to the Airport Design AC, but only for informational purposes. This will currently be in effect on January 1, 2010. Before Change 10, the 50:1 approach slope was typically the surface used to establish airspace protections for off-airport development height restrictions. The full rewrite of AC 5300-13 will hopefully eliminate these inconsistencies and provide guidance on how to address the impacts that will likely result from meeting these more consistent and restrictive standards.

ConclusionThe successful implementation of these changes will allow the FAA, Airport Sponsors and their consultants to accurately communicate important airport infrastructure changes, help prevent runway incursions through taxiways and aprons design guidance, resolve overall runway protection inconsistencies and improve overall airport planning tools.

Airport planning has been redefi ned in recent years by new frontiers and by issues that

extend beyond the latest Master Plan advisory circular. Airport Planning Redefi ned

tackles: airport property use and revenue generation, planning for sustainability,

electronic mapping, and safety risk assessments. If you feel that it’s become an

understatement to say “airport planning is a unique enterprise that requires a broad set

of specialized skills and understanding”, this workshop is for you. Planning skills extend

across the fi elds of planning, engineering, environmental science, fi nancial planning,

economics, community outreach, airport operations, and technology. Staying on

the cutting edge of all of these disciplines has always been challenging, and current

industry conditions have made it more important than ever to understand the available

tools in the tool box, and when they are appropriate for the planning task at hand.

This course provides invaluable insights that will enable those involved in planning

airport improvements—from small near-term projects, to larger long-term projects —

to be more effective.

For more information visit www.ACConline.org.

AIRSIDE continued from page 5

Kansas City

December 7 – 9, 2009

P L a n n i n gWorkshop

Join us >>>

about the WorKshop

Airport planning is a unique enterprise that requires a broad set of specialized skills and knowledge. These skills extend across the fields of planning, engineering, environmental science, financial planning, economics, community outreach, airport operations, and technology. Staying on the cutting edge of all of these disciplines is more challenging than ever for all planners, including the most experienced and dedicated, due to the dramatic changes that are redefining the aviation industry.

This course provides invaluable insights that will enable those involved in planning future airports to be more effective. Information relating to near- and long-term trends that are changing the way in which airport planning is done will be taught and discussed.

Jointly sponsored by:

P L A N N I N G

WORKSHOP

A C I - N A / A C C / F A A

KANSAS CITY, MISSOURIDECEMBER 7 – 9, 2009


Wildlife strikes have gained much more attention since the emer-gency landing of US Airways fl ight 1549 in the Hudson River

in January of this year. Prior to the accident there was, however, reason for concern. The Federal Aviation Administration (FAA) National Wildlife Strike Database shows that these incidents have been on the rise, with nearly 8,768 occurrences in 2008, compared to 2,074 recorded in 1990. Nearly three-quarters of these incidents occurred less than 500 feet above ground level. In addition, according to the Bird Strike Committee, USA, aircraft wildlife strikes cause over $600 million in damage to U.S. civil and military aviation annually.

Fortunately, much can be done by consultants and their airport counterparts to mitigate the risk of wildlife strikes. The basic steps to protect against potential hazards before, during, and following completion of improvement projects at airports are to be well informed, to involve the right combination of stakeholders and to obtain the necessary fi nancing to mitigate potential hazards.

Target AreasRather surprisingly, wildlife concerns exist virtually everywhere on the airport. The paved areas used for landing, taking off, taxiing and parking of aircraft, commonly referred to as the Airport Operations Area (AOA), require particular attention because of the ponding of water on the pavement. Runway Safety Areas (RSA) at the end and adjacent to runways also potentially provide a natural source of food, water and shelter to a variety of resident wildlife.

However, developed areas, including passenger terminals, cargo/freight areas and parking lots, create man-made habitats for a variety of species. Artifi cial lighting, ledges, heat sources (i.e. roof-top air conditioning units), water retention/ponding and waste disposal collection sites potentially located in these areas attract and sustain unwanted wildlife.

Early Planning and DesignAttentive planning and design by consultants and airport operators can mitigate many com-mon problems like wildlife roosting, loafi ng and human interaction. In fact, some of the

greatest opportunities for the immediate control and reduction of wildlife populations exist during these phases of a project. Alterations to man-made wildlife habitats can be early targets for aggressive modifi cations in order to control the life-cycle of resident and migratory wildlife roosting and loafi ng.

With regard to terminals, the design process is where consultants can do a tremendous amount to mitigate wildlife risks. For example, consider where and how baggage handling systems are installed. If careful decisions are made with wildlife risk management in mind, consultants can ensure that these systems are regularly maintained. System cleanliness eliminates pos-sible sources of food and shelter and is a key factor in the prevention of wildlife in and around the airport terminal.

Other specifi c steps during design and construc-tion to mitigate wildlife strikes include:

Using rooftop equipment that discourages •potential nesting sites, which can begin a dangerous cycle of species returning to these sites to birth their own young,

Prevention Planning: The Consultants’ Role in Mitigating Wildlife Strikes

By Rick Paddock, RPaddockConsults, LLC

Provide wildlife control and management training to airport staff.1)

Incorporate hazardous wildlife deterrence’s in master planning design standards and codes.2)

Design/install/construct harassments to existing and predictable wildlife presence near 3) aircraft operating areas.

Assess wildlife populations and habitats.4)

Modify food, water, and shelter habitat opportunities (ecosystems) to reduce hazardous 5) wildlife populations.

Document and analyze lagging and leading performance indicators that demonstrate 6) progress towards a reduced threat to wildlife hazards.

Effective steps to reducing the risk of a wildlife strike:

Provide wildlife control and management training to airport staff.

Incorporate hazardous wildlife deterrence’s in master planning design standards and codes.

Design/install/construct harassments to existing and predictable wildlife presence near

Assess wildlife populations and habitats.

Modify food, water, and shelter habitat opportunities (ecosystems) to reduce hazardous

Document and analyze lagging and leading performance indicators that demonstrate progress towards a reduced threat to wildlife hazards.

Effective steps to reducing the risk of a wildlife strike:

c o n s U l T a n T P e R s P e c T I V e

www.ACConline.orgwww.ACConline.org 9

Ensuring proper drainage of airport parking •systems to avoid pooling a manageable water source that often becomes an attractant to airport wildlife,

Equipping ledges with spikes or prong strips •in order to discourage roosting, and

Using properly designed trash receptacles •with lids and covers that keep wildlife from accessing the trash inside.

Any wildlife management plan should strive to maintain a measurable reduction in the wildlife population on and around the airport, thereby reducing the risks of damage or loss of life associated with a bird/aircraft strike. Harassment activity addresses the presence of wildlife hazards on the AOA and is an immedi-ate solution to reducing the risk of bird strikes. Unfortunately, the short-term technique of harassment is only partially successful in that driving birds away from one location might result in fl ushing them into the path of oncom-ing aircraft in another area.

In order for the mitigation to be successful, consultants, airport operators, regional land use experts and environmental biologists familiar with the area must meet to identify and discuss potential hazards, consider the multitude of optional measures and agree upon appropriate solutions.

Federal RegulationsFederal requirements, including Federal Aviation Regulation, 14 CFR 139.337, state that each airport operator shall establish the priorities for needed habitat modifi cation and changes in land use, as identifi ed in the ecological study. Federal Aviation Administration (FAA)

Advisory Circular 150/5200-33, Hazardous Wildlife Attractants On Or Near Airports, pro-vides valuable guidance in terms of identifying certain land uses that potentially attract wildlife at or in the vicinity of airports. It also provides guidance concerning airport development proj-ects, construction, expansion and renovation of facilities relative to aircraft movement in the vicinity of hazardous wildlife attractants.

The FAA Wildlife Hazard Mitigation Home Page provides valuable information on strike reporting, guidance, legislation, data and news regarding wildlife incursions (FAA Wildlife Hazard Mitigation Home Page: http://wildlife-mitigation.tc.faa.gov/).

No airport is exempt from the risk of exposing an aircraft to a damaging wildlife strike. Even with a well-managed program that governs grass height and ponding, wildlife will fi nd adequate supplies of water and food to sustain their existence.

Despite this, mitigation is essential and not-withstanding the requirements of FAA Part 139.337, all airports should have a plan. These plans need to follow the professional guidance of wildlife and safety experts and FAA profes-sionals in identifying hazards and mitigating their effects in order to diminish the risks of wildlife activities within proximity to aircraft operations.

Hazard Reduction Campaigns & Mitigation ProgramsWildlife harassment techniques like the use of air cannons, lasers, dogs, patrols or traps will continue to be a cornerstone of any wildlife mitigation program. However, consultants can help to ensure the effectiveness of wildlife

harassment and prevention techniques at airports. Poor wildlife control habits by people working at airports can be corrected through wildlife hazard reduction campaigns, specifi cally aimed at particular segments of the airport community. Campaigns should include education into the causes of wildlife strikes and consequences, and what individuals can do to develop good habits that discourage wildlife populations at airports.

Provide briefi ngs to airport employee groups and safety committees and post signs prohibiting the feeding of birds in populated areas of the airport. Adequate signage and awareness cam-paigns make passengers and airport operations personnel active participants in the prevention of aircraft wildlife incursions.

ConclusionThe FAA can be expected to make wildlife risk management a much higher priority in the future. At press time, the agency was about to issue a CertAlert requiring around 150 airports to com-plete wildlife hazard assessments, as required by 14 CFR Part 139. The FAA is also intending to undertake a rulemaking process addressing wildlife hazard management programs.

Habitat modifi cations and harassment tech-niques must be combined in an effective wildlife hazard management program to show long-term success and a measureable reduction in the risk of bird-aircraft strike. The most effective wildlife hazard management programs start with collaborative efforts that include consultants, airport operators, and environmental experts, providing all parties with a general understand-ing of all potential risks in the earliest stages and throughout airport development projects.


Leading Edge Strategies, an avia-tion management training and consulting company, started with the mission of providing the best aviation management security and

safety training in the industry through the use of adult learning techniques that are educational, engaging and entertaining. Above all, these techniques increase retention and integrate into the learner’s existing knowledge. After 20 years in the aviation industry, Jeff Price, Principal for Leading Edge Strategies, is a recognized expert in the fi elds of aviation security, safety and management and, along with his staff, provides professional training and consulting services to the airport management industry.

Price, along with co-author Dr. Jeffrey S. Forrest, recently wrote Practical Aviation Security: Predicting and Preventing Future Threats. The book was heavily researched through trips to numerous airports throughout the U.S. and globally and is quickly becoming the preeminent source of aviation security knowledge. In author-ing the book, Price used his own experience at Denver International Airport and Jefferson County Airport, along with numerous interviews with TSA, airline and air cargo operators, law enforcement personnel, and the research skills of Dr. Forrest. Although a textbook, the objective of the authors was to make it readable and usable by those in the industry. Price keeps the

book’s website updated through a blog accessible through www.leadingedgestrategies.com.

Price’s experience includes marketing, property management, airfi eld operations (Part 139) at Stapleton International Airport; assistant security director during the opening of Denver International Airport; director of public rela-tions at Jefferson County Airport; and airport manager of Jeffco, Colorado’s third busiest airport and second largest general aviation facility (now Rocky Mountain Metropolitan Airport) until 2002. He has owned and operated Leading Edge Strategies since 2003.

Leading Edge Strategies is a certifi ed small business enterprise (SBE) and is available for partnering with fi rms looking to bring on ex-pertise in airport management, airport opera-tions and aviation security. Leading Edge can develop training programs or develop standard airport documents such as Airport Security Programs, Airport Certifi cation Manuals, Airport Emergency Plans, strategic plans, public relations and community/citizen participation programs (often associated with Master Plan updates or noise abatement programs). General aviation airport consulting is an area of specialty for Leading Edge Strategies.

Leading Edge also provides training in security awareness, National Incident Management System, counterterrorism training modules and

introductions to aviation security and airport management for consulting fi rms expanding their knowledge.

Leading Edge Strategies is not just a name, but the approach used in its training programs. Price holds a graduate degree in education with an emphasis in adult learning and has been on staff in the aviation and aerospace science department at the Metropolitan State College of Denver, teaching airport management, security, planning and safety since 1995. A Leading Edge Strategies course includes plenty of techniques and review exercises designed to keep adult learners active, engaged and not just retaining the information, but integrating it into their daily work.

Please visit us at www.leadingedgestrategies.com.

Prepared by Jeff Price, Principal, Leading Edge Strategies

LEADING EDGE STRATEGIES

6105 W. 82nd DriveArvada, CO 80003Tel: (303) 386-3434Fax: (303) 362-5565E-mail: [email protected]

M e M b e R s P o T l I G H T a c c e X e c U T I V e M e M b e R

11www.ACConline.org

Pavement markings are a critical ele-ment of airfi eld safety management to help reduce runway incursions and vehicle pedestrian deviations. Individuals responsible for the

installation and maintenance of pavement markings must fi nd balance among safety, value and product performance. The key con-siderations include, but are not limited to: 1) runway closures due to frequency of repaint-ing; 2) costly mobilization; 3) life-cycle costs; 4) safety management; 5) durability and 6) workmanship and quality control.

New FAA requirements for multi-colored surface signage and delineation markings also present installation and maintenance challenges when traditional application methods and materials are used. On June 6, 2008, the FAA issued Change 2 to AC 150/5340-1J, which clarifi es the requirement for enhanced taxiway centerline markings and surface painted holding position markings at Part 139 airports.

Flint Trading, Inc. is the world’s leading manu-facturer and distributor of durable preformed thermoplastic pavement markings. Its airfi eld product, AirMark®, provides a sensible solution that complements airport pavement marking programs.

Airmark is engineered with the objectives of safety, durability, workmanship and economy. It is suited for use on taxiways, vehicle roadways, aprons/ramps, as well as other areas on the airside excluding runways. Due to its durability (it can last eight to twelve times longer than paint), simplicity, and visibility, the advantages of Airmark are pronounced. Airmark is supplied in rolls of interconnected material that is quickly positioned, heated and applied, and contains glass beads that provide nighttime visibility for pilots and ground support drivers. Glass beads intermixed throughout the material provide nighttime visibility for pilots and ground support drivers.

Flint knows preformed thermoplastic. In fact, nine out of ten buyers of preformed thermoplastic pavement markings choose Flint. Their choice is based on what every buyer should expect: durable products; long-term, cost-effective performance; unmatched service and support; extensive industry knowledge; and hands-on demonstrations and training in the fi eld. It’s not just about providing pavement markings — it’s about helping to provide guidance and safety to the traveling public. Flint’s commitment is refl ected in proven quality and customer satisfaction for over 21 years.

Established in 1987 and headquartered in Thomasville, North Carolina, Flint Trading manufactures and distributes a complete line of preformed thermoplastic pavement marking products that are used in all 50 states, Canada and Mexico. These products are made at our own U.S. facility which is ISO 9001:2000 certi-fi ed for design, development and manufacturing. In addition to pavement marking products for airfi elds, Flint offers pavement markings for use on streets and highways, crosswalks, intersec-tions, parking areas and many landside uses at airports. From lines, legends and arrows to decorative crosswalks and detectable warnings, Flint’s products help motorists, pilots and pedes-trians move in the right direction…safely.

For more information and/or to request a copy of our technical document, Achieving Maximum Value and Optimal Performance with Preformed Thermoplastic Airfield Pavement Markings, please call Flint Trading at (336) 475-6600 or e-mail cbrooks@fl inttrading.com.

Prepared by Flint Trading, Inc. Media Relations

FLINT TR ADING, INC.

115 Todd CourtThomasville, NC 27360

Tel: (336) 475-6600Fax: (336) 475-7900

E-mail: [email protected]

a c c a s s o c I a T e M e M b e R M e M b e R s P o T l I G H T


FEBRUARY 25 – 27, 2009 // MARRIOTT TECH CENTER // DENVER, CO: Nearly 550 attendees from airports, consulting firms, vendors and federal agencies were present at this year’s event to learn about innovation and risk in uncertain economic times. The agenda covered all aspects of airport development and included a new Environmental mini-track with sessions on carbon management and greenhouse gas assessments. Through the participation of industry leaders, informative sessions, and valuable networking time, the Symposium proved once again to be a signature event for all members of the airport development community.

PROCUREMENT PERFORMANCEJohn Wheat (center), Deputy Executive Director, Tampa International Airport, received the ACC Excellence in Procurement Award on behalf of Hillsborough County Aviation Authority. He is joined by Evan Futterman and Andy Platz, Mead and Hunt, Inc., ACC Procurement Committee Chair.

TRACK HOSTS(Left to right) Planning Track Host Ken Page, The Corradino Group; IT Track Host David Kipp, Ross & Barruzini, Inc.; Terminal/Landside Track Host Paul VanGelder, Clough, Harbor & Associates, LLP; Airside Track Host Matt Wenham, C&S Companies; PM/CM Track Host Barry Abramowitz, CH2M Hill.

THE GLOBAL VIEWRudy Vercilli, CEO, Abu Dhabi Airports Company, assessed the pros and cons for consultants working in international markets.

COMMITTEE LEADERSHIPCourtney Beamon (left), Delta Airport Consultants, Inc., ACC 2009 Symposium Committee Chair and Christine Bodouva, William Nicholas Bodouva & Associates, ACC 2009 Symposium Committee Vice Chair.

CALLING THE SHOTS(Left to right) Evan Futterman, Futterman Consulting, Inc., 2009 ACC Board of Directors Chair; Courtney Beamon, Delta Airport Consultants, Inc., ACC 2009 Symposium Committee Chair; and John Duval, Beverly Municipal Airport, 2009 AAAE First Vice Chair.

ACC/AAAE Planning, Design & Construction Symposium

a c c e V e n T s P H o T o R e V I e W

13www.ACConline.org

2010 AIAA/AAAE/ACC JAY HOLLINGSWORTH SPEAS AIRPORT AWARD

FOR THE

FOR NOMINATIONS

CONTACT >>> Carol Stewart > 703/264-7623 > [email protected]

Nominations are currently being accepted for the 2010 AIAA/AAAE/ACC Jay Hollingsworth Speas Airport Award. The recipient will receive a certificate and a $10,000 honorarium.

This award honors the person or persons judged to have contributed most outstandingly during the recent past towards achieving compatible relationships between airports and/or heliports and the surrounding environment. Such improvements might be in airport land use, airport noise reduction, protection of critical environmental resources, architecture, landscaping or other design considerations to improve compatibility of airports and their communities, etc.

Sponsored by the American Institute of Aeronautics and Astronautics (AIAA), the American Association of Airport Executives (AAAE), and the Airport Consultants Council (ACC), the award will be presented during the February 2010 AAAE/ACC Planning, Design and Construction Symposium.

Nominations must be submitted to AIAA on or before OCTOBER 1, 2009.

To obtain a nomination form or for more information, please contact the AIAA Honors and Awards Program at 703/264-7623 or at [email protected]

SPEAS AIRPORT AWARD WINNERSAward Presenter Dirk Speas (center) with Larry Slominski (left), Owner, LTS Energy, and Russell Widmar (right), Director of Aviation, Fresno-Yosemite International Airport who were awarded the 2009 Jay Hollingsworth Speas Airport Award. The award recognized their public/private partnership that developed a solar power generating system on fallow approach zone land at Fresno-Yosemite International Airport to create clean energy and reduce local emissions.

AND THE WINNER IS!Dirk Speas introduces the winner of the 2009 Jay Hollingsworth Speas Airport Award.

AIAA/AAAE/ACC Jay Hollingsworth Speas Airport Award


Capitol Hill Fly-in

ACC Vice President T.J. Schulz and members of ACC’s Legislative Committee held a

successful Capitol Hill fly-in on March 19, 2009 to advocate for passage of an FAA

reauthorization bill this year and application of QBS to PFC-funded projects.

o U T & a b o U T W I T H a c c

(Left to right) ACC Vice President T.J. Schulz; Carlos Maeda, PBS&J, ACC Legislative Committee Vice Chair; Dale Wilde, Hoyle Tanner & Associates, ACC Legislative Com-mittee Chair; and Todd Knuckey, Hanson Professional Systems.

Bruce Withrow with Meeting Facilitators International (second from left) helped organize the Strategic Planning Retreat in Orlando, Florida with the ACC Board of Directors and ACC Staff.

ACC Coordinates with USTDA

ACC President Paula Hochstetler; ACC

Vice President T.J. Schulz; and Alex Van

Groenewoud, Hatch Mott MacDonald,

ACC Globalization and International

Affairs Committee Chair met with key

representatives of the U.S. Trade and

Development Agency (USTDA) to discuss

and identify initiatives for the organizations

to facilitate international business

opportunities for ACC firms.

Strategic Planning

Members of the ACC Staff, Board of Directors, and ACC Strategic Planning Committee

met in Orlando, Florida on January 25 – 27, 2009 to discuss a “Vision of Success” for the

organization. The attendees worked hard to develop action items that will increase the

value of ACC membership.

Visions Receives SMPS Award

ACC President Paula Hochstetler attended

the 2009 Society for Marketing Professional

Services (SMPS) Awards Gala & Charity

Auction in Dallas, Texas where ACC’s Visions

brochure, developed to commemorate ACC’s

30th Anniversary, received the SMPS Annual

Marketing Communications Award.

15www.ACConline.org

In MemoryRONALD E. ROWAN, a former Chair of ACC’s Board of Directors and former President of Ralph Burke & Associated, a Chicago-based consulting fi rm, passed away on February 2, 2009 as a result of complications associated with an accident at his home.

During his tenure as ACC’s Board Chair in 1994, Rowan established a closer working relationship between ACC and the National Association of State Aviation Offi cials (NASAO) and invited ACI-NA Board Chair Louis Miller to an ACC board meeting to discuss the impending passage of the Passenger Facility Charge (PFC) Program and other matters of mutual interest.

Among his favorite airport projects were Chicago O’Hare, Kefl avik (Iceland), Norfolk (VA) and China, where he collaborated closely with ACC member fi rm Henry Shriver & Associates. Ron’s former colleagues remember his desire to make his work fun and his ability to inspire and teach the next generation of airport planners, engineers and architects, a sentiment shared by Bill Richardson, Principal Airports Planner of Jacobs Aviation: “[Ron] was always a mentor, an advisor, and a true friend.” Rowan was 73 years old and is survived by his wife Marilyn and three children. In the words of former ACC board member Robin Lee Monroe, “He will be sorely missed by his ‘family’ at ACC and throughout the airport industry.”

Ronald E. Rowan

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New Members

16

Executive MembersAVAIRPROSMr. Greg Casto, Vice President5551 Ridgewood Drive, Naples, FL 34108 Tel: (239) 262-0010, Fax: (239) 262-8808E-mail: [email protected]: www.avairpros.comAvAirPros (Est 1989) and its affiliate AvAirPros Services (Est 1997) employ industry professionals who facilitate the mutual efforts of both Airports and Airlines to constructively address the multitude of technical, operational, financial and business issues that arise at airports. AvAirPros’ philosophical approach and understanding of both airport and airline interests is frequently cited by clients as both a key to their success and a primary reason why they continue to engage the firms. Headquartered in Naples, Florida, AvAirPros and AvAirPros Services have offices, professional staff and project assignments at more than 20 cities in North America.

AVIATION SECURITY CONSULTING, INC.Ms. Lori L. Beckman, A.A.E., President7032 Turweston Ln., Castle Pines North, CO 80108 Tel: (303) 663-3618, Fax: (303) 663-3618E-mail: [email protected], Web: www.avsec.bizAviation Security Consulting, Inc. provides aviation security and operations expertise for airports and airlines as well as joint-venture venture projects with aviation-related firms.

DTEBMr. Dheya A. Towfiqi, Executive DirectorP.O. Box: 15646, Manama, BahrainTel: +973 17-822006, Fax: +973 17-822007E-mail: [email protected], Web: www.dteb.comDTEB was found in 2003 to provide various con-sultancy services in architectural and engineering including airport consultancy services. Specialized service is provided due to the owner’s qualifications, experience and interest in airport field and also to meet the rapid growth in airport development in the Middle East. DTEB provides airport consultancy services in association with experts for different part of the works to meet any specific needs.

LEADING EDGE STRATEGIESMr. Jeffrey Price, Principal6105 W. 82nd Dr., Arvada, CO 80003 Tel: (303) 386-3434, Fax: (303) 362-5565E-mail: [email protected]: www.leadingedgestrategies.comLeading Edge Strategies wrote the book on aviation security and provides high impact training programs and expert consulting services in the airport manage-ment, operations and security industries. Practical Aviation Security, published in 2008 and authored by Jeff Price, is the leading industry textbook on aviation security.

MICHEJDA CONSULTING SERVICES LLCMr. Albert M. Michejda, AIA, President820 Pinetree Road, Winter Park, FL 32789Tel: (407) 951-7431, Fax: (407) 645-4338E-mail: [email protected] Consulting Services is an Aviation Architecture Consulting practice, based on the founders 25 years of recognized experience in the industry, both domestic as well as international.

That experience has been in leadership positions with some of the nation’s largest A/E firms and service to numerous airports worldwide. Michejda has consolidated that experience into a more individu-ally focused client service organizations.

SAICMs. Lynda R. Burroughs, Account Manager, TSA1710 SAIC Drive, M/S 1-4-6McLean, VA 22102 United StatesTel: (703) 676-5158, Fax: (703) 676-4547E-mail: [email protected], Web: www.saic.comSAIC is a leading scientific and engineering profes-sional services corporation renowned for its contri-butions in information technology and networking, defense, aviation, geospatial applications, security, law enforcement, energy, environment and health. With over 42,000 employee-owners located globally, SAIC delivers best value aviation consulting services and solutions based on innovative applications of science and technology. SAIC’s vision is to continue to grow civilian aviation services that best serve our airport and aviation clients throughout the world.

STRATEGIC PARTNERS & ASSOCIATESMs. Jessica Watt, Chief Operating Officer264 S. 20th St., Philadelphia, PA 19103 Tel: (215) 525-4317, Fax: (215) 940-8225E-mail: [email protected]: www.strategicpa.comStrategic Partners & Associates, (SPA) experience stems from a collective 50 years of working in all elements of guiding important aviation and trans-portation infrastructure projects to success. This woman-owned firm offers services that range from market research and analysis, to public outreach, online training, economic impact and emergency preparedness.

VAN NOTE INTERNATIONALMr. Chris J. Van Note, P.E., President9905 W. 85th Way, Arvada, CO 80005 Tel: (720) 345-8827, Fax: (303) 200-7299E-mail: [email protected]: www.vninternational.com Van Note International provides airport development services including feasibility studies, airport master plans, airport system planning, environmental impact analysis, airport design, and project management/program management for domestic and international airport projects. The firm’s principal has capabilities in Spanish, French, Portuguese and Italian and has been involved in business development and project execution in Latin America, Europe, Africa, the Middle East, and Asia. The firm also offers seminars and training programs to private companies and government agencies worldwide in the following areas: airport planning and design, project manage-ment, presentation and communications skills, and cultural awareness training.

Associate MembersANALOGIC CORPORATIONMr. Tim Krzyzanowski, Vice President, Global Sales8 Centennial Dr., Peabody, MA 01960 Tel: (978) 326-4320E-mail: [email protected]

a c c M e M b e R s

Web: www.analogic.comAnalogic CT is the aviation industry’s most advanced technology for detecting threats at baggage and passenger security checkpoints. Analogic leads the CT EDS market through our partnership with L-3 Communications, and our COBRA checkpoint systems are proven to identify hidden threats while lowering false alarms and increasing passenger throughput.

CERTIPATH, LLCMr. Stephen Howard, VP, Operations13530 Dulles Technology Drive, Suite 200Herndon, VA 20171-4655 Tel: (703) 793-7880, Fax: (703) 793-6526E-mail: [email protected]: www.certipath.comCertiPath is the pioneer in established interoperable trusted identities for collaboration within Aerospace and Defense via a standards based PKI bridge. We have created global trust fabric for industry wide identity portability.

PASSUR AEROSPACEMr. Ron Dunsky, Vice President Of Marketing47 Arch Street, Greenwich, CT 06830 Tel: (203) 622-4086, Fax: (203) 629-2970E-mail: [email protected]: www.passur.comPASSUR Aerospace delivers information, software and professional services that demonstrably lift the operational efficiency and financial performance of airports, airlines and other aviation-related businesses.

RAMP SYSTEMS, INC.Ms. Edith E. Smith, President5164 Heritage Oaks Ct., Hiram, GA 30141Tel: (770) 222-9648, Fax: (770) 222-9649E-mail: [email protected]: www.rampsystemsinc.comRamp Systems, Inc. (FKA Ramp Engineering) offers a full range of in-house services for airports and air carriers to accommodate aircraft gating systems. Aircraft parking design, ramp surveying, construc-tion administration, consulting (to include passenger boarding bridge and hydrant fuel pit recommendations and specifications), removal of existing striping and design installation can all be accomplished with one phone call to our office. Ramp has provided service to 90+ U.S. and foreign airports since 1986.

RAPISCAN SYSTEMSMr. Peter Kant, Vice President1901 S. Bell St., Suite 325, Arlington, VA 22202Tel: (703) 812-0322, Fax: (703) 812-0335E-mail: [email protected]: www.rapiscansystems.comRapiscan Systems provides a full range of security inspection solutions for Baggage and parcel Inspection, Cargo and Vehicle Inspection, Hold Baggage Screening, and People Screening. Rapiscan has installed over 60,000 products in over 50 countries at airports, government and corporate buildings, postal facilities, military zones, sea ports and border crossings.

17www.ACConline.org

On the Move

Legislative NewsLN 9-08

Babbitt Confirmed as FAA •Administrator FAA Reauthorization Update•TSA Publishes Plan for •Implementing Stimulus Grants

LN 9-07Legislative Action Alert: Amendment •Striking PFC Increase Dropped and Will Not Be Considered

LN 9-06Legislative Action Alert: Amendment •Striking PFC Increase Possible!

LN 9-05Randy Babbitt Nominated for FAA •Administrator FAA Reauthorization Update•FAA Issues Preliminary List of •Projects for Economic Recovery Grant Funding

LN 9-04House FAA Reauthorization Bill •Includes QBS Provision Agreement Reached on FY 2009 •Appropriations President Obama Unveils FY 2010 •BudgetDHS Releases Plan to Spend $1 •billion in Stimulus Funding for Airport Security Projects

LN 9-03Agreement on Economic Stimulus •Bill ReachedHouse Unveils FAA Reauthorization •Proposal

Regulatory NewsRN 9-01

FAA Issues Guidance on Economic •Stimulus Funding

ACC Updates

MICHAEL WITIW, P.E., is one of many new additions to Mead & Hunt Aviation. Witiw will serve as a project manager. He will be responsible for aviation projects from plan-ning through civil design and construction administration. He has worked for several leading architectural and engineering fi rms and performed multi-million dollar airfi eld engineering projects at airports across the country. ZACHARY PUCHACZ, ACE, will serve as an airport planner responsible for writing aviation, environmental, and land use planning documents. He will also be involved in re-searching aviation related issues and developing activity forecasts. DANIEL GORMLEY, AIA, joins the Mead & Hunt Architecture and Building Engineering team as a project manager. He managed aviation, military and other public sector work across the United States and in-ternationally. DOREEN DAZENSKI, LEED AP®

also joins the fi rm’s Architecture and Building Engineering team as an architectural-civil CAD technician. She will be responsible for preparing architectural and engineering docu-ments, assisting with design computations and quantity estimates, assisting with preparation or modifi cation of reports, specifi cations and plans, and schedules for design projects.

DANIEL A. PETNO, P.E., was recently promoted to owner of RW Armstrong and joins 16 owners who manage operations for the global fi rm. As a senior associate and director of Federal programs, Petno has managed RW Armstrong’s military and Federal programs for the past four years. Among his many responsibilities, he has led design and design/build projects for military, public, and private clients in 18 states including New York and Hawaii. Petno works out of RW Armstrong’s Cleveland, Ohio offi ce.

PHIL AGEE, P.E., recently joined URS Corporation’s Air Transportation Business Line as Senior Business Development Manager. Mr. Agee will be responsible for aviation busi-ness development, strategic management and technical expertise. He spent 14 years with the Air Transportation Association, where he was responsible for technical activities, includ-ing terminal planning, airfi eld planning and engineering, facilities energy management, ground power systems, air systems, and airport signage and graphics. He has also has been employed in leadership positions with several airport development consulting fi rms, where he focused on airport business development.

LOY WARREN, P.E. has joined Kimley-Horn and Associates, Inc. as the fi rm’s National Aviation Practice Leader. Loy will work out of Kimley-Horn’s Dallas offi ce overseeing business management, technical direction and quality assurance. Over his career, he has functioned as principal-in-charge or project manager on major assignments at airports such as Denver International, Dulles (D.C.) International, San Antonio International Airport, Sacramento International Airport, DFW International Airport and numerous others.

Between February and May 2009, ACC released e-mail supplements to this publication. These supplements are also available at www.ACConline.org.

C&S COMPANIES 22,000-square-foot building addition on the fi rm’s Syracuse headquarters achieved LEED Certifi cation from the US Green Building Council. The addition was completed in fall 2007 and received certifi cation in March 2009. Sustainable designs were incorporated into the project from start through fi nish, starting with site selection, incorporating green systems and technologies throughout the design process, using environmentally friendly materials and processes during construction, and continuing sustainable practices as the building is in use today. C&S’s offi ces are only the second build-ing in Syracuse to receive LEED Certifi cation.

THE SOLUTION DESIGN GROUP announced that its CapitalVision® solution, a unique web-based service used by airport managers and consultants to manage the relationships between capital program funding sources, projects and associated contracts supports the reporting required under the American Recovery and Reinvestment Act (ARRA) of 2009.

VANDERLANDE INDUSTRIES was awarded a contract for an interim baggage system at San Antonio International Airport. The interim system is required to allow for a contract for a larger system that will include the integration of in-line screening.

CONVERGENT STRATEGIES CONSULTING, INC. (CSC) has been awarded a contract to develop an Information Technology Master Plan (ITMP) for the Oakland International Airport, Oakland, California. The ITMP will deliver a detailed roadmap for Information Technology applica-tions that matches the business goals of airport

management. It will address all existing and planned operational and IT systems, includ-ing common use passenger processing. The analysis performed will involve a complete business model review encompassing fi nancial and staffi ng analyses as well as technical ap-plication strategies. The ITMP will provide management with a detailed tool to evaluate the relationship between business objectives and how technology can best be implemented to achieve their goals.

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As Administrator, Hawley had a number of notable achievements, including carrying out DHS Secretary Michael Chertoff’s risk-based approach to security in the transportation sec-tor. He focused strongly on TSA workforce initiatives and enhancements to boost employee opportunities and morale. In 2008, Hawley initi-ated Checkpoint Evolution, the most signifi cant change to passenger screening since the 9/11 terrorist attacks and since the checkpoint was fi rst established in the 1970s.

Hawley also created the TSA’s Transportation Sector Network Management (TSNM) offi ce to develop security policy and work with aviation stakeholders. This development has meant a great deal to the airport consultant community and other industry stakeholders, and has proven to be an effective tool for enhancing transporta-tion security.

Hawley returned to government from a career in private sector technology and transporta-tion where he worked for companies including Arzoon, Skyway and Union Pacifi c. After the attacks of 2001, he was engaged in the establish-ment of TSA when it was formed in 2001 as part of the U.S. Department of Transportation. He previously worked in the Administration of President Ronald Reagan and was appointed

by President George Herbert Walker Bush to the National Commission of Intermodal Transportation.

Hawley earned a J.D. degree from the University of Virginia Law School and a B.A. from Brown University.

ACC looks forward to presenting the 2009 ACC Award of Excellence to Mr. Hawley at the Awards luncheon on November 10, 2009 during the 31st ACC Annual Conference and Exposition.

HAWLEY continued from page 1

Arlington, VACrowne Plaza, Washington National Airport

ACC Committee Meetings

July 14, 2009

July 15 – 16, 2009

S U M M E R WORKSHOP S E R I E S

S U M M E R WORKSHOP S E R I E S

19www.ACConline.org

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2009

Airport pAvement

Design & evaluation

Airport Pavement Design & Evaluation Workshop

August 24 – 26, 2009 ~ Dallas, TX

4th Annual ACC/AAAE Conference on IT & Systems at Airports

October 2009 ~ Miami, Florida

ACC/ACI-NA/FAA Airport Planning RedefinedDecember 7 – 9, 2009 ~ Kansas City, MO

ACC/ACI-NA/FAA NEPA WorkshopDecember 9 – 10, 2009 ~ Kansas City, MO

For more information visit www.ACConline.org.

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Kansas City

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Airport planning is a unique enterprise

that requires a broad set of specialized

skills and knowledge. These skills extend

across the fields of planning, engineering,

environmental science, financial planning,

economics, community outreach, airport

operations, and technology. Staying on the

cutting edge of all of these disciplines is

more challenging than ever for all planners,

including the most experienced and

dedicated, due to the dramatic changes

that are redefining the aviation industry.

This course provides invaluable insights

that will enable those involved in planning

future airports to be more effective.

Information relating to near- and long-

term trends that are changing the way

in which airport planning is done will

be taught and discussed.

Jointly

sponsored by:


Over the last decade, the impetus for airport terminal area improvements has generally focused on security enhancements for passenger and bag-

gage screening, but another trend has qui-etly continued: adherence to the Americans with Disabilities Act (ADA). Since 1990, the nations’ airports and transportation centers have been working to make their facilities compliant with evolving accessibility standards.

TRENDSThe ADA applies to facilities in the private sector (places of public accommodation and commercial facilities) and to public state and local govern-ment facilities. The Americans with Disabilities Act Accessibility Guidelines (ADAAG) have now been woven into building codes throughout the United States by city, county and state governments. The Department of Justice (DOJ) is currently in the process of adopting updated ADAAG guidelines. Although no date is pres-ently set for their completion, many of the new provisions are requirements and clarifications consistent with the Architectural Barriers Act Accessibility Standards (ABAAS).

Another convergent trend within the Architectural Design Community has been the embodiment of

“Universal Design” principles in buildings, people spaces, furnishings, equipment and hardware. The Canadian Transportation Authority (CTA) has integrated Universal Design principles into its own accessibility design standards for airports and other public transportation facilities. The seven principles of Universal Design (equitable use, flexibility of use, simple and intuitive design, perceptible information, tolerance for error, low physical efforts, and size and space for approach and use) attempt to codify and give guidance to a wide range of design characteristics that human-ize and give ease of use to our built environment. The goal is not to reach just the average user, but the widest range of users possible.

MINIMUM STANDARDSThe evolution of accessibility standards and Universal Design principles into airport develop-ment represents consultants’ continuing aware-

ness of the need for solutions that provide persons of all abilities the freedom to travel independently. However, new considerations given to design need to address issues of public need in a seamless, rational and cost-efficient manner. For example, ADA guidelines related to carpeted or padded flooring on ramps require such carpet to have a “level loop, textured loop, level cut pile, with a pile height of 1/2 inch maxi-mum.” While this helps pushing a wheelchair up a ramp, this same ramp is now also more suitable for passengers pushing strollers or wheeling their luggage.

Put another way, accessibility guidelines should be viewed as “minimum standards,” much like building codes that were put in place to protect the health, safety and welfare of the public.

Much progress has been made in providing accessible airport and transportation facilities, but there is still more to be done. The following are just a few examples of contemporary acces-sibility challenges that are now in need of further review for solutions at our airports.

Self-service technology The ongoing reduction in airline employees, elimination of paper tickets, and purchasing transactions by personal computer and eventu-ally cell phone will continue to drive self service technology with respect to the check-in functions at airports. However, there are few standards related to accessibility governing the design or installation of airport self- service kiosks. For instance, a wheelchair cannot typically roll under the kiosk keyboard so that its passenger can face the device. Similarly, a sight impaired patron cannot feel the distinction between the “keys” beneath a solid glass screen. Newer self-service kiosks may have a plug-in port for listening devices, but the tactile and maneuver-ing issues have yet to be addressed.

Way finding for the visually or hearing impaired This continues to present some of the more complex communication issues for airports. Traditionally, many airports have poor public

address systems, varied ceilings heights and a multitude of hard surfaces resulting in a cacoph-ony of competing sounds for even the most physically adept passengers. Communication solutions for persons with disabilities will require a more comprehensive look at how architectural design, interior finishes, acoustics, public address systems, environmental graphics, and electronic displays can more effectively aid all passengers in their way-finding. At least one item, the requirement for “where public address systems are used to convey information to the public, the same or equivalent information must be provided in a visual format,” is now being prepared for ABA standards.

CONCLUSIONAdvances in medicine and an aging population are permitting a wider range of persons with disabilities to travel. It is up to airport planners and designers to adapt appropriately. If full accessibility is a planning priority and Universal Design principles are goals from the outset, the implementation cost is often minimal. However, if ignored or done improperly, inadequate acces-sibility in airports can deteriorate into a legal or public relations quagmire. Therefore, it is up to airport planners and designers to reevaluate present and future accessibility barriers that will need to be resolved. Ironically, when accom-modations are made for the “least able” users of our airports, everyone benefits. Facilities and equipment are more user-friendly, more intuitive to navigate, less strenuous to traverse and can be used by more travelers through our airports. Most importantly, when our airports are easier to use, people will want to use them more, and that is good for business.

Further information on ADA updates is available

on DOJ’s website at www.ada.gov, and ABA

standards can be found on the US Access Board’s

website http://www.access-board.gov/ada-aba/

aba-standards-gsa.cfm

Reevaluating Barriers to a Successful Airport

By Cedric Curtis, AIA, Reynolds, Smith, and Hills, Inc.

a f T e R a l l

Summer 2009 AirportConsulting

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Transcript of Summer 2009 AirportConsulting