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4 Guidebook for Developing and Managing Airport Contracts this goal as there are airports. However many common themes and goals can be identified in this critical area. As indicated above, most airline agreements entered into in the last 10 years have classified gate areas (including holdrooms, loading bridges, and aircraft parking apron) as preferential- or common-use space. Example airports include AUS, BWI, PDX, PHL, SEA, SLC and STL. Moreover, with the exception of PDX, all of the above listed airports also classify ticket counter as preferential-use space. PDX has a combination of exclusive-, preferential-, and common-use ticket counters with the obvious first choice for accommodation purposes being vacant or common- use space. However, PDX has detailed provisions for the accommodation of requesting carriers in exclusive- or preferential-use space if none is made available by the existing signatory carriers upon request, including the right to take back underutilized premises. Virtually all recent airline agreements contain language requiring accommodation of request- ing airlines. These accommodation provisions are generally detailed and comprehensive and are customized for each airport's particular circumstances. See CRP-CD-81 (enclosed herein), Appendix to Chapter 1, Airline Agreements, for excerpts from the PDX, AUS, BWI, MWAA, and STL Airline Agreements for provisions regarding accom- modation of other airlines. 1.5 Affiliate Definition and Treatment Most airline lease agreements contain definitions of airline affiliates and provisions address- ing the treatment of affiliates regarding benefits and restrictions. Affiliate definitions generally include requirements that the affiliate be operating under a code share arrangement (or IATA flight designator code) or is the parent or subsidiary of a signatory airline and is not selling seats in its own name. Most agreements require that the affiliate execute a nonsignatory operating agreement. The PDX agreement requires that the signatory carrier pay all rents due from the affiliate and file all activity reports on behalf of the affiliate. The PDX agreement also states that the affiliate's activity will count toward the signatory carrier's activity, revenue sharing, and MII weight. Conversely, the BWI agreement specifies that the affiliates activities and revenues are not counted for purposes of an MII. Some agreements, such as the one for STL, require the signatory to pay the affiliate's rents and other fees if the affiliate defaults in payment. See CRP-CD-81 (enclosed herein), Appendix to Chapter 1, Airline Agreements, for excerpts from the PDX, BWI, STL, and AUS Airline Agreements for provisions regarding definition and treatment of affiliates. Generally, the benefits accruing to an affiliate include waiver of an equal share of the 20% cost of common-use baggage areas and a waiver of a ground handling fee for handling by the signatory carrier. 1.6 Treatment of Alliances Many airport agreements do not contain any language regarding alliances. When alliances are addressed either directly or indirectly by exclusionary language, it is generally to differentiate or exclude an alliance from the definition of affiliate. This applies to what are commonly referred to as "code share alliances" such as those created by the formation of the worldwide alliances (e.g.,