Cover Image

Not for Sale



View/Hide Left Panel
Click for next page ( 78


The National Academies | 500 Fifth St. N.W. | Washington, D.C. 20001
Copyright © National Academy of Sciences. All rights reserved.
Terms of Use and Privacy Statement



Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.

OCR for page 77
77 interruptions to either retrieve the object or recover from The majority of the employment and traffic measures listed failures induced by the object. Similarly, a voluntary evacua- previously relate to employees. Perhaps the most meaningful tion from a stopped vehicle on the guideway provides access statistic with regard to airport APM systems is full-time equiv- by passengers to the secure (guideway) side of the system, alent employees per aircraft. A similar statistic could provide thereby causing a system shutdown. Given the impact that airport APM system operators with a measure of employees these incursions can have on an airport APM system, up to per vehicle or employees per vehicle revenue mile that could and including a temporary suspension of service across the be useful when comparing systems or when considering entire line, it may be useful to develop performance measures expansion plans. in this area. 2.4.2 Airport Operator/Airline Measures 2.4.1.1 BTS-Monitored Measures The performance measures discussed in the preceding paragraphs are collected and reported by government agen- Financial, employment, and traffic performance measures cies and not by the airports or airlines. While those perfor- for airlines are collected and reported by the Bureau of Trans- mance measures are useful to the airports and airlines, there portation Statistics (BTS). These performance measures rep- are additional performance measures that airports and air- resent standard airline industry units of production, various lines use to gauge and monitor performance. The perfor- output measurements, and output valuations. There are four mance measures discussed in the following can be considered financial measures and seven employment and traffic measures. internal measures, used to monitor employee and process Financial Measures. Financial measures collected and performance. reported by the BTS are: Many airports and airlines have established performance measures for wait time in queue and baggage delivery time to 1. System operating profit/loss per originating passenger, baggage carousel. The following list is an example of the types 2. System operating expenses per originating passenger, of processes that are monitored: 3. System operating expenses per aircraft, and 4. Passenger revenue per originating passenger [2.4.2]. First bag delivery to baggage claim, Last bag delivery to baggage claim, With regard to the financial measures, since airport APM Curbside check-in time, systems provide nonrevenue service to passengers, data regard- Ticket counter check-in time, ing profit, loss, and revenues are not relevant. However, oper- Security checkpoint wait time, ating expenses are relevant. Statistics regarding operating Gate check-in time, and expenses per passenger or vehicle revenue mile may be useful Personal space allocation in queues and waiting areas. in evaluating the APM system or making comparisons between different system technologies. Therefore, financial perfor- The standards against which performance is gauged are mance measures similar to those used in the airline industry not universally defined for these measures but instead are set may be relevant to airport APM systems. by individual airports or airlines. For example, one airport operator set a standard of a maximum of 15 min after aircraft Employment and Traffic Measures. Employment and arrival for the first bag to be delivered to baggage claim, while traffic measures collected by the BTS are: another airport operator has a maximum of 5 min for inter- national baggage and 10 min for domestic baggage. Similarly, 1. Full-time equivalent employees per aircraft, one airport operator has a standard of a maximum of 20 min 2. Average monthly available seat-miles per full-time equiva- to reach a counter for ticket counter check-in, while another lent employee, requires that 95% of passengers be served with 12 min. 3. Average monthly revenue aircraft minutes per full-time While baggage delivery times may not be relevant to airport equivalent employee, APM systems, the wait time and personal space allocation 4. Average monthly originating passengers per full-time measures may be. Airport APM systems should be operated equivalent employee, such that passenger demand is satisfied and that adequate 5. Fuel cost per originating passenger;, personal space is provided. However, as demand grows or as 6. Average full-time equivalent employee compensation per airlines change their schedules, airport APM systems have to originating passenger, and adapt to continue to provide passengers with a high level of 7. Average annual full-time equivalent employee compensa- service. Wait times for trains should be considered so that tion [2.4.2]. passengers do not become anxious that they may not make