Planning for Offsite Airport Terminals (2010) / Chapter Skim
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Pages 50-62
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From page 50... ...
Determine whether any capital grants or operating assistance is available for the service; 3. Calculate the revenues generated from any offsite terminal and the connecting transportation service (as described in Chapter 5)
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From page 51... ...
As of September 2007, ridership averages 3,500 daily boardings, which includes air passengers and airport employees. Federal Funding Sources Because offsite terminals take many forms and connect to airports in various ways, the plans for financing the capital and operating costs of a terminal and its airport transportation link will vary considerably.
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From page 52... ...
When an airport accepts AIP grant funds, it agrees to abide by a number of sponsor assurances and grant certifications that specifically guide how the airport manages not only the grant funds, but also the airport's other sources of aeronautical and non-aeronautical revenue. At the heart of the grant assurances is a requirement that airports use revenue on "the capital or operating costs of the airport; the local airport system; or other local facilities which are owned and operated by the owner or operator of the airport." This requirement -- to not illegally divert revenue from the airport for a non-aviation and/or non-airport purpose -- limits the use of airport revenue for offsite terminal projects that cross the airport's boundary.
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From page 53... ...
to help defray costs related to the installation of "in-line" baggage systems at airports. While the vast majority of this funding will likely be dedicated to security costs at onairport passenger terminals, off-site terminals that envision a full array of passenger processing functions, including ticketing and checked baggage, could be eligible.
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From page 54... ...
; and Port of Portland ($28 million) • Operating Costs: Fare box and TriMet On September 10, 2001, light-rail service along a 5.5-mile extension of Portland's existing 33-mile light-rail system began between downtown Portland and Portland International Airport.
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From page 55... ...
DOT to issue regulations under which a public agency may be authorized to impose a PFC of $1.00, $2.00, or $3.00 per enplaned passenger at commercial airports it controls. Under this act, eligible airport-related projects are those that preserve or enhance safety, capacity, or security of the national air transportation system; reduce noise from an airport that is part of the system; or furnish opportunities for enhanced competition between or among air carriers.
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From page 56... ...
• PFC eligibility: The project must meet one of the PFC program objectives. The objectives are – Preserving or enhancing the safety, capacity, or security of the national air transportation system; – Reducing noise or mitigating noise impacts resulting from an airport that is part of such system; or – Furnishing opportunities for enhanced competition between or among air carriers.
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From page 57... ...
Airport Bonds Airport revenue and PFC revenues are the most common sources used to back airport bonds. Five basic types of bonds are issued to fund airport capital improvements, including • General obligation bonds supported by the overall tax base of the issuing entity (the airport sponsor)
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From page 58... ...
As long as the buses are used exclusively for airport service, capital and operating costs are eligible uses of airport revenue. Customer Facility Charge Bonds Customer facility charges (CFCs)
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From page 59... ...
Mixed-Use Developments and Intermodal Centers A mixed-use development typically provides a number of aviation and other transportation services that use a variety of public and private sources of funding. While the rules governing airports' use of grant monies, PFCs, and airport revenue make this a potentially challenging endeavor, the aggregation of potential airport customers at an offsite location establishes a larger market for an airport access project.
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From page 60... ...
The joint development leases are expected to help offset the facility's capital and operating costs and may include hotel, office, retail, and restaurant space. The MIC has been designated a "major project" by the federal government and is receiving more direct financing coordination and oversight from FHWA than would a typical project.
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From page 61... ...
FAA Airport District Office Capital: off-airport solutions with passenger processing TSA Checked baggage-screening projects that result in more efficient and secure operations. TSA Federal Security Director responsible for airport Capital: multi-use facilities with rental car operations FAA CFCs: Fees on rental car users that can be leveraged to construct facilities.
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From page 62... ...
If the airport is located in a federal air-quality nonattainment area, coordination with the MPO for potential CMAQ funds would also be explored. The airport operator's focus on reducing singleoccupancy-vehicle trips and the associated emissions reductions would make the parking facility at the offsite terminal eligible for CMAQ funds.
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