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12 Reference Guide on Understanding Common Use at Airports States. As hub airport operators gain a better understanding of how to operate in a common-use environment, they may consider implementing in non-hub gates. Non-Hub Airports Non-hub airports have different needs and different operating requirements than hub airports. Non-hub airports are smaller than hub airports and often do not have one carrier that dominates a large percentage of the air traffic at that airport. In the case of non-hub airports, factors involved in determining whether or not to implement common use are different than at hub airports. Origin and Destination Airports Origin and destination airports may be hub or non-hub airports. Most of the passenger traffic for the local market starts at that airport and ends at that airport. As a rule, there are fewer through-passengers. These airports are usually in destination cities (e.g., Las Vegas and Orlando), where there is high demand for passenger service. Factors that must be considered in these loca- tions are space constraints, efficient utilization of the facility and resources, and the need to sup- port a larger number of air carriers. Current Range of Common-Use Facilities and Services within the United States Many airport operators are considering the implementation of common use at various levels of operation as follows: Wireless for Operations: 39% implemented or to implement within 2 years. An additional 28% to implement in 35 years. Common Ramp Display Information (RIDS): 50% implemented or to implement within 2 years. An additional 14% to implement in 35 years. Managed Campus-Area Network for All Tenants: 48% implemented or to implement within 2 years. An additional 15% to implement in 35 years. Passenger Self-Boarding Gates: 10% implemented or to implement within 2 years. An addi- tional 35% to implement in 35 years. Off Airport Check-In: 24% implemented or to implement within 2 years. An additional 32% to implement in 35 years. Common Bag Drop: 18% implemented or to implement within 2 years. An additional 33% to implement in 35 years. Baggage Tracking Services: 26% implemented or to implement within 2 years. An additional 30% to implement in 35 years. Figure 2-3 illustrates the information above (ACI, 2009). These results reflect a building-block approach to common use that allows airport operators to implement portions of common use over time while achieving the most value for all parties involved. In many cases, airport operators implement a common cabling backbone as one of the first elements of common use. This allows the airport operator to better manage the cabling infra- structure installed in the airport, while positioning the airport operator to add services in the future. With any major shift in process, there is also a shift in culture. Airport operators need to be prepared to address cultural changes, which not only affect the airport operator, but the local airline station personnel as well. To address this issue, Appendix A5 discusses some fundamen- tal concepts when managing organizational change. Technology is an important enabler for any common-use implementation. Technology does not drive these changes, but the use of technology facilitates the move to a common-use facility.