Resource Guide to Airport Performance Indicators (2011)

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Listed below are the 161 APIs that are classified as Core or Key Departmental APIs (29 Core and 132 Key Departmental APIs). Note that Core APIs are numbered beginning with a C (C-1, C-2, etc.), while Key Indicators are numbered beginning with K (K-1, K-2, etc.). Following this list are separate sections for each of the functional areas listed, each of which contains an introduction to performance measures used in that area, one-page descriptions of each Core and Key API, and a listing of Other APIs. Core and Key Departmental APIs Functional Area/API Name API # Airfield Operations (AO) Annual Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AO C-1 Closures for Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AO K-1 FOD – Number of Items Found per Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . AO-K-2 Practical Hourly Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AO K-3 Runway Clearing Time – Average for Snow/Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . AO K-4 Taxi Time – Gate to Runway End, Peak vs. Unimpeded . . . . . . . . . . . . . . . . . . . . AO K-5 Wildlife/Bird Strikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AO K-6 Air Service (AS) Cargo Tons – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS C-2 Enplanements – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS C-3 Nonstop Destinations – Change in Number of Domestic & International . . . . . AS C-4 Passenger Flights – Change in Number of Domestic & International . . . . . . . . . AS C-5 Average Landed Weight – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . AS K-1 Average Seats per Flight – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . AS K-2 Domestic Cargo Flights – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . AS K-3 Economic Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS K-4 International Cargo Flights – Change over Prior Period . . . . . . . . . . . . . . . . . . . . AS K-5 Total Landed Weight – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . . . AS K-6 ARFF (AR) ARFF Cost – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AR K-1 ARFF Cost per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AR K-2 ARFF Cost per Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AR K-3 ARFF Responses within Mandated Response Times (%) . . . . . . . . . . . . . . . . . . . AR K-4 Airport Medical Emergency Responses within Established Standards . . . . . . . . . AR K-5 13 S E C T I O N 2 Airport Performance Indicators Categorized by Functional Area and Type

Functional Area/API Name API # Cargo (CA) Airport Warehouse Space Leased (%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA K-1 All-Cargo Aircraft Landed Weight – Change over Prior Period . . . . . . . . . . . . . . CA K-2 Domestic Cargo Tons – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . . . CA K-3 Economic Impact of Cargo Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA K-4 International Cargo Tons – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . CA K-5 Concessions (CN) Concession Revenue to the Airport as % of Total Operating Revenue . . . . . . . . . CN C-6 Concession Revenue to the Airport per Enplanement . . . . . . . . . . . . . . . . . . . . . . CN C-7 Rental Car Revenue to the Airport per Destination Passenger . . . . . . . . . . . . . . . CN C-8 Concession Gross Sales per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CN K-1 Concession Gross Sales per Square Foot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CN K-2 Concession Revenue to the Airport per Square Foot . . . . . . . . . . . . . . . . . . . . . . . CN K-3 FBO Revenue to the Airport – Change over Prior Period . . . . . . . . . . . . . . . . . . . CN K-4 Energy Management (EN) Airfield Electricity Consumption – Change over Prior Period . . . . . . . . . . . . . . . EN K-1 Airport Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EN K-2 Renewable Energy Generated by the Airport (%) . . . . . . . . . . . . . . . . . . . . . . . . . . EN K-3 Renewable Energy Purchased by the Airport (%) . . . . . . . . . . . . . . . . . . . . . . . . . . EN K-4 Tenant Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EN K-5 Terminal Building Electricity Consumption per Square Foot – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EN K-6 Utilities/Energy Cost, Airport Total – Change over Prior Period . . . . . . . . . . . . . EN K-7 Utilities/Energy Cost per Square Foot of Terminal Building . . . . . . . . . . . . . . . . . EN K-8 Environmental (EV) Carbon Footprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-1 Deicing – % Fluid Recovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-2 LEED Building Projects – % New Building Projects Being Built to LEED Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-3 Environmental Reviews – Timeliness of Completion . . . . . . . . . . . . . . . . . . . . . . . EV K-4 Environmental Violations – Number of NOVs . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-5 Night Operations – % Using Preferential Runways . . . . . . . . . . . . . . . . . . . . . . . . EV K-6 Noise Abatement Procedures – % Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-7 Noise – Number of Homes within 65 dBA DNL . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-8 Reportable Discharges, Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-9 Stage 2 Operations < 75,000 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-10 Waste Recycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EV K-11 Financial (FN) Airline Cost per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN C-9 Airport Cost per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN C-10 Bond Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN C-11 Days Unrestricted Cash on Hand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN C-12 Debt per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN C-13 14 Resource Guide to Airport Performance Indicators

Functional Area/API Name API # Debt Service Coverage Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN C-14 Non-Aeronautical Operating Revenue as % of Total Operating Revenue . . . . . . FN C-15 Non-Aeronautical Operating Revenue per Enplanement . . . . . . . . . . . . . . . . . . . FN C-16 Operating Cost per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN C-17 Accounts Receivable Aging – Days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-1 Airline Cost per Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-2 Airport Revenue from Non-Passenger-Dependent Sources (%) . . . . . . . . . . . . . FN K-3 Contract Services Cost as % of Total Operating Cost . . . . . . . . . . . . . . . . . . . . . . . FN K-4 Debt Service as % of Operating Revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-5 Investment Income as % of Invested Assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-6 Long-Term Debt per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-7 Net Operating Income per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-8 Net Working Capital (Operating Liquidity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-9 Operating Cost per Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-10 Personnel Cost per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FN K-11 Fuel (FL) Fuel Sales Net Profit/Loss or Fuel Flowage Fees . . . . . . . . . . . . . . . . . . . . . . . . . . . FL K-1 General Aviation (GA) Based Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GA C-18 Fuel Use/Sales - Change over Prior Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GA C-19 Hangar Rental and Ground Lease Income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GA C-20 Activity at Nearby Towered Airport – General Aviation . . . . . . . . . . . . . . . . . . . . GA K-1 Grants (GR) FAA Discretionary Grant Funding Awarded Annually . . . . . . . . . . . . . . . . . . . . . GR K-1 FAA Total Grant Funding Awarded Annually . . . . . . . . . . . . . . . . . . . . . . . . . . . . GR K-2 Grant Funding Other than FAA Awarded Annually . . . . . . . . . . . . . . . . . . . . . . . . GR K-3 Human Resources (HR) M/W/DBE Participation Rate; Actual vs. Goal . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR C-21 Salary + Wages + Benefits Cost as % of Total Operating Cost . . . . . . . . . . . . . . . . HR C-22 Salary + Wages + Benefits Cost per Airport Employee . . . . . . . . . . . . . . . . . . . . . . HR C-23 Airport Employees (FTEs) – Change over Prior Period . . . . . . . . . . . . . . . . . . . . . HR K-1 Airport Projects Meeting M/W/DBE Requirements without Waivers (%) . . . . . HR K-2 Annual Employee Turnover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-3 Benefits as % of Total Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-4 Employee Evaluations – Timeliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-5 Employee Job Satisfaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-6 Enplanements per Airport Employee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-7 Overtime Cost as Percent of Total Wages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-8 Training Hours per Employee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-9 Workforce Diversity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HR K-10 Information Technology (IT) Mean Time to Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT K-1 Network-in-Service Time (%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IT K-2 Airport Performance Indicators Categorized by Functional Area and Type 15

Functional Area/API Name API # Legal (LG) Contract Reviews Completed on Time (%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LG K-1 Outside Counsel Fees & Expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LG K-2 Maintenance (MN) Airport Vehicles – Average Age . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MN K-1 Custodial/Janitorial Cost per Square Foot of Terminal . . . . . . . . . . . . . . . . . . . . . MN K-2 Escalators, Moving Walkways, and Elevators – Percent of Time in Service . . . . . MN K-3 Jet Bridge Maintenance Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MN K-4 Maintenance Cost per Square Foot of Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . MN K-5 Runway/Taxiway Maintenance Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MN K-6 Parking (PK) Parking Revenue to the Airport per Originating Passenger . . . . . . . . . . . . . . . . . . PK C-24 Parking Revenue per Transaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PK K-1 Parking Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PK K-2 Parking Transactions per Month by Parking Product . . . . . . . . . . . . . . . . . . . . . . PK K-3 Parking Utilization – Peak Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PK K-4 Privately-Operated Off-Airport Parking Spaces as Percent of Total Parking Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PK K-5 Revenue per Day per Parking Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PK K-6 Vehicles Parked per Originating Passenger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PK K-7 Planning/Construction (PL) Construction Projects – Actual vs. Budgeted Costs of Significant Projects . . . . . PL C-25 Budget Spent versus Work Completed – Specific Significant Capital Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PL K-1 Change Orders as % of Base Budget – Specific Significant Capital Projects . . . . . PL K-2 Project Completion Relative to Schedule – Specific Significant Capital Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PL K-3 Project Cost versus Budget – Specific Significant Capital Projects . . . . . . . . . . . . PL K-4 Police/Security (PS) Air Operations Area (AOA) Violations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PS K-1 Crimes Reported on the Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PS K-2 Police & Security Guard Costs – Change over Prior Period . . . . . . . . . . . . . . . . . . PS K-3 Police & Security Guard Costs per Enplanement . . . . . . . . . . . . . . . . . . . . . . . . . . PS K-4 Security Responses within Established Response Time (%) . . . . . . . . . . . . . . . . . PS K-5 Sworn Police Officer Average Salary (5+ Years Experience) . . . . . . . . . . . . . . . . . PS K-6 Thefts Reported in Terminal Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PS K-7 Properties/Contracts (PC) Landing Fee Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PC C-26 Hangar Rental Rates Compared to Nearby Airport . . . . . . . . . . . . . . . . . . . . . . . . PC K-1 Passenger Airline Aeronautical Fees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PC K-2 Percent of Hangar Space Leased . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PC K-3 Percent of Terminal Space Leased . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PC K-4 Terminal Rental Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PC K-5 16 Resource Guide to Airport Performance Indicators

Functional Area/API Name API # Public Affairs (PA) Community Complaints – Average Time to Respond . . . . . . . . . . . . . . . . . . . . . . PA K-1 Community Complaints – Number Received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PA K-2 Media Inquiries – Number Received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PA K-3 Media Mentions – Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PA K-4 Safety/Risk Management (SR) Employee Accidents and Injuries – Lost Work Days . . . . . . . . . . . . . . . . . . . . . . . SR C-27 Runway Incursions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR C-28 Accidents and Incidents on Airport Premises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-1 Aircraft Accidents and Incidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-2 Annual Part 139 Inspection Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-3 Construction Injuries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-4 Injuries per FTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-5 Lost Work Days per FTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-6 OSHA-Reportable Injuries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-7 Safety Code Violations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-8 Vehicle Accidents on Airport Premises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-9 Workers Compensation Claims Paid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SR K-10 Service Quality (SQ) Customer Satisfaction with Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ C-29 Airport Cleanliness – Passenger Perception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-1 Airport Courtesy – Passenger Perception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-2 Arrival Delay per Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-3 Baggage Claim – Passenger Perception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-4 Departure Delay per Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-5 Ease of Connection – Passenger Perception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-6 Percent of Arriving Flights Delayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-7 Percent of Departing Flights Delayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-8 Wait Times at Major Processing Sites Other than Security Checkpoints . . . . . . . SQ K-9 Wait Times at Security Checkpoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-10 Wayfinding – Passenger Perception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SQ K-11 Terminal Operations (TO) Enplanements per Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO K-1 Enplanements per Terminal Square Foot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO K-2 Gate Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO K-3 Airport Performance Indicators Categorized by Functional Area and Type 17

Airfield Operations (AO) Airfield Operations performance measures are used to track airfield operational issues, including factors affecting operational integrity, operations in adverse weather, capacity, delays, and safety. Core Indicators Annual Aircraft Operations........................................................................................AO C-1 Key Indicators Closures for Adverse Weather..................................................................................AO K-1 FOD – Number of Items Found per Inspection.........................................................AO K-2 Practical Hourly Capacity..........................................................................................AO K-3 Runway Clearing Time – Average for Snow/Ice.......................................................AO K-4 Taxi Time – Gate to Runway End, Peak vs. Unimpeded .........................................AO K-5 Wildlife/Bird Strikes...................................................................................................AO K-6 Related Core and Key Indicators Energy Management Airfield Energy Consumption – Change over Prior Period .......................................EN K-1 Safety/Risk Management Runway Incursions....................................................................................................SR C-28 Aircraft Accidents and Incidents ...............................................................................SR K-2 Service Quality Arrival Delay per Flight .............................................................................................SQ K-3 Departure Delay per Flight........................................................................................SQ K-5 Percent of Arriving Flights Delayed ..........................................................................SQ K-7 Percent of Departing Flights Delayed.......................................................................SQ K-8 See Other Indicators in ....................................... ARFF, Energy Management, Environmental, Fuel, General Aviation, Maintenance, Safety/Risk Management, Service Quality, Terminal Operations Comments Many of these measures are important and closely watched but largely beyond the control of the airport. These may include measures of capacity, delay, and airline/tenant safety. Airport Performance Indicators Categorized by Functional Area and Type 19

20 Resource Guide to Airport Performance Indicators AO C-1 Airfield Operations Annual Aircraft Operations Definition Total takeoffs and landings (counted separately) including passenger, cargo, and noncommercial (general aviation and military) in reporting period. Data Sources Airport records or FAA sources: The FAA’s Air Traffic Activity Data System (ATADS) is the official source of historical air traffic activity for FAA Air Route Traffic Control Centers (ARTCCs) and FAA and Contract Towered Airports, as well as counts of services provided by FAA Flight Service Stations. Operations information is available at www.apo.data.faa.gov. Monthly and annual counts of aircraft operations and instrument operations by user category are available. Other sources for non-towered airports include: (1) asking the airport manager, FBO, or other airport personnel, (2) extrapolating a sample count into an annual estimate, and (3) assigning each based aircraft an assumed number of operations. Applicability All airports. For general aviation airports one of their most important APIs since they do not track enplanements. Comments For general aviation airports, see ACRP publication, Counting Aircraft Operations at Non Towered Airports, ACRP Synthesis No. 4, 2007. See also Forecasting Aviation Activity by Airport, prepared for FAA by GRA, July 2001. FAA Air Traffic Activity Data System (ATADS) contains official air traffic operations data – divided into VFR and IFR. Categories of GA aircraft operations are often divided into Based versus Transient, and Local versus Itinerant: Based operations: total operations made by aircraft based at the local airport regardless of purpose. Transient operations: total operations made by aircraft other than those based at the airport. Typically consist of business or pleasure flights originating at other airports, with termination or a stopover at the local airport. Local operations: aircraft movements for training, pilot currency or pleasure flying within the immediate area of the local airport. These typically consist of touch-and-go operations, practice instrument approaches, flights to and within practice areas, and pleasure flights originating and terminating at the local airport. Itinerant operations: arrivals and departures other than local operations that generally originate OR terminate at another airport. Important for self-benchmarking and peer benchmarking, especially for general aviation airports. For general aviation airports, total aircraft operations (along with based aircraft) impacts landing fee revenues, fuel sales, FBO sales, airside personnel required, hangar space, etc.

Airport Performance Indicators Categorized by Functional Area and Type 21 AO K-1 Airfield Operations Closures for Adverse Weather Definition Number of airport closures for adverse weather annually. Data Sources Airport records Applicability All airports Comments Closures for adverse weather are normally caused by snow and ice, although other severe weather such as hurricanes and thunderstorms may also result in closure. The number of closures is related both to the severity of weather and the airport’s ability to keep runways, taxiways and roadways clear. This indicator may reflect variations in weather more than variations in airport performance. The FAA Flight Delay Information - Air Traffic Control System Command Center tracks airport closures on a real time basis. http://www.fly.faa.gov/flyfaa/usmap.jsp Important for self-benchmarking. For peer benchmarking, be careful to compare with other airports experiencing similar weather conditions.

22 Resource Guide to Airport Performance Indicators AO K-2 Airfield Operations FOD – Number of Items Found per Inspection Definition Number of FOD items found per inspection Data Sources Airport records Applicability All airports Comments The target in any Foreign Object Damage prevention program should be zero. FAA Advisory Circulars AC 150/5220-24 and 150/5200-18 explain FOD fundamentals. Effective FOD prevention programs require airport management and tenant cooperation. Finding useful FOD benchmarking data may be difficult, although insurers will track FOD damage. This API may be used for self-benchmarking, also for peer benchmarking where reliable data is available. Example FAA Summary of FOD Detection Systems, in AC 150/5220-24 Source: FAA Advisory Circular 150/5220-24

Airport Performance Indicators Categorized by Functional Area and Type 23 AO K-3 Airfield Operations Practical Hourly Capacity Definition Average number of operations that can be performed in one hour on a runway with an average delay per operation of four minutes. Data Sources Airport records and capacity studies. FAA Aviation System Performance Metrics database. Applicability All airports Comments Practical Hourly Capacity, also known as PHOCAP, is one of several measures of runway capacity. It assumes capacity is reached when average delays are four minutes per operation. Its annual equivalent, Practical Annual Capacity (PANCAP), is also used by the FAA and airports in capacity studies. Another measure, Maximum Throughput Capacity, assumes no limits on delays. The FAA publishes capacity benchmarks for 35 major airports. It defines capacity as the maximum number of flights an airport can routinely handle in an hour, for the most commonly used runway configuration in each of three specified weather conditions: (1) Optimum periods of unlimited ceiling and visibility, using visual approaches; (2) Marginal periods when the weather is not good enough for visual approaches, but is still better than instrument approaches; and (3) IFR conductions when radar separation (ceiling less than 1000 feet or visibility less than 3 statute miles) between aircraft is required. The FAA Aviation System Performance Metrics database provides the data for this metric. This API lends itself to self- benchmarking and, given data availability, to peer benchmarking. Example Capacity Benchmarks for Operations at 35 Airports (Arrivals and Departures per Hour) Optimum Marginal IFR ATL Atlanta Hartsfield-Jackson International 180-188 172-174 158-162 BOS Boston Logan International 123-131 112-117 90-93 BWI Baltimore-Washington International 106-120 80-93 60-71 CLE Cleveland Hopkins 80-80 72-77 64-64 CLT Charlotte/Douglas International 130-131 125-131 102-110 CVG Cincinnati/Northern Kentucky International 120-125 120-124 102-120 DCA Ronald Reagan Washington National 72-87 60-84 48-70 DEN Denver International 210-219 186-202 159-162 DFW Dallas/Fort Worth International 270-279 231-252 186-193 Airport Source: FAA Airport Capacity Benchmark Report 2004

24 Resource Guide to Airport Performance Indicators AO K-4 Airfield Operations Runway Clearing Time – Average for Snow/Ice Definition Average time to clear primary runways and related taxiways of snow/ice accumulation. Data Sources Airport records Applicability All airports Comments Average time to clear primary runways and related taxiways of snow & ice is a function of the amount of snow & ice to be cleared, the rate of snowfall or other winter precipitation, and the manpower, equipment and communication tools employed. This API is best used for self- benchmarking as an airport acquires new equipment or adopts different procedures and technologies. It may also be used for peer benchmarking with airports that experience similar weather conditions.

Airport Performance Indicators Categorized by Functional Area and Type 25 AO K-5 Airfield Operations Taxi Time – Gate to Runway End, Peak vs. Unimpeded Definition Average time to taxi from the gate to the runway end during peak periods, compared with unimpeded taxi time. Data Sources Airport records Applicability All commercial service airports Comments Unimpeded taxi time from gate to runway end is compared with average time during peak periods to provide measure of taxi time delay. Although operational changes may improve performance, primary drivers of taxi time will be airfield and taxiway design. This API may be used for self-benchmarking and peer benchmarking.

26 Resource Guide to Airport Performance Indicators AO K-6 Airfield Operations Wildlife/Bird Strikes Definition Number of incidents involving wildlife/bird strikes annually. Data Sources Airport records Applicability All airports Comments The FAA has maintained a wildlife strike database since 1990 with the results readily available at http://wildlife-mitigation.tc.faa.gov/wildlife/default.aspx. The database contains key information for each wildlife strike, including the date, airport, airline, aircraft, and species involved. During the five years 2004 - 2008, there were 20 reported wildlife strikes (including bird strikes) per day on average. This API may be used for self-benchmarking, as well as peer benchmarking with other airports having similar wildlife populations. Although probably too complex for peer benchmarking, individual airports may find it useful to measure and track the direction and distance of bird strikes from the airport. Example Source: FAA Wildlife Strike Database

Airport Performance Indicators Categorized by Functional Area and Type 27 Airfield Operations – Other APIs No. Indicator Name Definition AO O-1 Adverse Weather – Average Closing Time Average length of time airport is closed for adverse weather AO O-2 Aircraft Operations – Change over Period Total flights including passenger, nonpassenger (cargo) and noncommercial – change over period AO O-3 Airfield Non-Air Operations Area Total acreage of the airfield area exclusive of runways and taxiways AO O-4 Airport Closures for Snow/Ice Events - Number of Number of airport closures for snow/ice events AO O-5 Average Taxi Time Gate to Runway End During Snow/Ice Events Average taxi time gate to runway end during snow/ice events AO O-6 Average Time Airport Closed for Adverse Weather Excluding Snow/Ice Events Average length of time airport is closed for adverse weather excluding snow/ice events AO O-7 Average Time Airport Closed for Snow/Ice Events Average length of time airport is closed for snow/ice events AO O-8 Average Time for Airport Operations to Clear Runways of Snow/Ice Accumulation Average time for airport operations to clear specific runways of snow/ice accumulation AO O-9 Declared Capacity of Airport Expected number of operations per hour airport can accommodate at a reasonable level of service, generally set in range of 85-90% of maximum throughput capacity AO O-10 FOD Damage ($) Annual cost of Foreign Object Damage AO O-11 Maximum Throughput Capacity of Airport (Saturation Capacity) Expected number of airport operations in one hour assuming continuous demand AO O-12 Peak Period Times of maximum aircraft operations at airport. May use seasonal framework, monthly, other. AO O-13 Roadways - Airfield Miles of airfield roads AO O-14 Runway Light Damage per Snow Event Runway light damage per snow event AO O-15 Runway Longevity Length of time runway in service without major repair or reconstruction AO O-16 Runway Longevity vs Expected Useful Lives Length of time runway in service without major repair or reconstruction, compared with expected useful life. May be based on industry standards or experience at the particular airport. AO O-17 Runways - Number of Number of runways AO O-18 Sustained Capacity of Airport Number of operations per hour that can be sustained over a period of several hours AO O-19 Taxi Time - Gate to Runway End, Adverse Weather vs. Normal Average time to taxi from a gate to a runway end in adverse weather compared with normal conditions AO O-20 Taxiway Longevity Length of time taxiway in service without major repair or reconstruction AO O-21 Taxiway Longevity vs Expected Useful Lives Length of time taxiway in service without major repair or reconstruction, compared with expected useful life. May be based on industry standards or experience at the particular airport. AO O-22 Touch and Go Operations Training flights for takeoff and landing practice. May involve slowing or stopping the aircraft, but not exiting the runway.

Airport Performance Indicators Categorized by Functional Area and Type 29 Air Service (AS) Air Service performance measures are used to track passenger volume and trends, and the scope and frequency of air service. Air service measures form a basis for determining airport capacity and operating requirements, and are directly correlated with PFC and other revenue sources. Core Indicators Cargo Tons – Change over Prior Period ..................................................................... AS C-2 Enplanements – Change over Prior Period ................................................................. AS C-3 Nonstop Destinations – Change in Number of Domestic & International.................... AS C-4 Passenger Flights – Change in Number of Domestic & International ........................ AS C-5 Key Indicators Average Landed Weight – Change over Prior Period ................................................. AS K-1 Average Seats per Flight – Change over Prior Period ................................................ AS K-2 Domestic Cargo Flights – Change over Prior Period................................................... AS K-3 Economic Impact ......................................................................................................... AS K-4 International Cargo Flights – Change over Prior Period.............................................. AS K-5 Total Landed Weight – Change over Prior Period....................................................... AS K-6 Related Core and Key Indicators Cargo All-Cargo Aircraft Landed Weight – Change over Prior Period .................................. CA K-2 Domestic Cargo Tons – Change over Prior Period .................................................... CA K-3 Economic Impact of Cargo Operations....................................................................... CA K-4 International Cargo Tons – Change over Prior Period ............................................... CA K-5 See Other Indicators in ............................................................................ Cargo, Service Quality Typical Subcomponents Domestic International International by Region Service by Aircraft Type O&D Passenger Connecting Passengers Comments Changes in air service are closely watched despite relative lack of control by airport management Many communities place a higher value on international air service than domestic; low cost service is also highly-valued Cargo service performance is more difficult to measure because: - FAA does not collect cargo-related O&D information, making comprehensive and accurate cargo data difficult to obtain - Inconsistencies in the reporting of mail volume also frustrate accurate performance measurement. - Belly cargo does not pay separate landing fees

30 Resource Guide to Airport Performance Indicators AS C-2 Air Service Cargo Tons – Change over Prior Period Definition Growth or decline in cargo tons enplaned and deplaned over the prior reporting period(s). Data Sources Airport records or DOT-T100 Applicability Airports with cargo activity Comments This API measures the vitality and trend of the airport's cargo market. Changes in cargo volume are tracked by virtually all airports with significant cargo activity. Cargo tons include both domestic and international, and both freight and mail. Carriers must report cargo tons to DOT including belly cargo and freighter cargo. T-100 cargo data contains a breakdown of freight and mail, along with origin, destination, airline, aircraft type, and miles. Segment- based data means actual origin and destination cannot be tracked. Cargo data issues include questions about the completeness of mail volume reporting. Careful for consistency in use of the U.S. Short Ton (2000 lbs), which is prevalent in the U.S., and the Metric Ton or “Tonne” (1000 kg or 2204.6 lbs) of the metric system, converting where necessary. Some airports point out that cargo volume itself may not be a good indicator of revenue to the airport, and that overall cargo economic impact to the region may be of equal or greater importance. Other airports note that they primarily track cargo landing fee revenue, which in the absence of freighter service, is generated solely by integrators such as FedEx and UPS, and does not capture landing fee revenue from belly cargo. A volume of cargo/express moves in and out of airport facilities exclusively by truck, never seeing the inside of an aircraft. This is particularly true at airports serving as integrator hubs for cargo carriers. It is useful to measure and track these volumes, as they can affect the amount and type of cargo space required by the carriers and the airport. Useful for self-benchmarking and peer benchmarking. Useful to track over different reporting periods to spot trends - e.g., annual, monthly, rolling 12 months. Example Washington Dulles August 2010 Air Cargo Report Source: Metropolitan Washington Airports Authority website

Airport Performance Indicators Categorized by Functional Area and Type 31 AS C-3 Air Service Enplanements – Change over Prior Period Definition Growth or decline in enplanements over the prior reporting period(s). Data Sources Airport records or DOT-T100 Applicability Commercial service airports Comments At commercial service airports, the number of enplanements largely drives production of airport revenue (e.g., aeronautical charges, concessions, PFCs, grant funding) and the facilities and services required. Therefore, airports closely monitor the number and trend of enplanements and take steps to attract additional air service. Very important and heavily used API for self-benchmarking. When used for peer benchmarking it measures the trend and vitality of the airport's passenger market. Useful to track over different reporting periods to spot trends - e.g., annual, monthly, rolling 12 months. Example Change in Enplanements over Prior Year U.S. Airports 8.3% 4.7% 0.5% 3.3% -3.7% -2.5% 2004 2005 2006 2007 2008 2009 Source: Oliver Wyman analysis of DOT T-100

32 Resource Guide to Airport Performance Indicators AS C-4 Air Service Nonstop Destinations – Change in Number of Domestic & International Definition Growth or decline in number of nonstop domestic and international destinations over prior reporting period(s). Data Sources Airport records, individual airline schedules, and industry flight information from vendors including OAG and Innovata. Applicability Airports with commercial service and charter flights. Comments The availability of nonstop service helps communities attract and retain businesses and stimulates travel demand. Airports closely track changes in the number of nonstop destinations. Not every destination is equally important, and domestic and international flights are often tracked separately. International flights, especially transoceanic, are particularly important as they generate higher economic benefits to the region. Airports with freighter service may also track number of nonstop freighter destinations. Important for self-benchmarking, also peer benchmarking with airports seen as competitive. Example Ft. Lauderdale – Domestic and International Nonstop Markets Served Region 2005 2006 2007 2008 2009 2010 Domestic 71 65 74 79 81 68 International 33 27 40 44 45 40 Total 104 92 114 123 126 108 Source: Oliver Wyman planestats.com

Airport Performance Indicators Categorized by Functional Area and Type 33 AS C-5 Air Service Passenger Flights – Change in Number of Domestic & International Definition Growth or decline in number of passenger flights - domestic and international - over the prior reporting period(s). Data Sources Airport records, individual airline schedules and reports, and industry flight information from vendors including OAG and Innovata. Applicability Airports with commercial service and charter flights. Comments Airports closely track the number of flights overall and in individual markets because: (1) more flights generally mean more passengers, and (2) having a greater number of flights in individual markets creates more options for passengers and makes air service more attractive, particularly to business travelers. The number of daily flights required to establish a useful air service pattern varies depending on the type of market served, with short-haul business markets often considered to require a minimum of three flights per day, while long- haul international flights are often considered to require only a single daily or even less (e.g., four or five flights per week). Tracking charter flights is more difficult because published schedule information is often not available. Substitution of smaller aircraft in a market (even with more frequency) may mask a decline in available seats. See Key API: Average Seats per Flight - Change Over Prior Period. Very important for self-benchmarking, also important for peer benchmarking with airports seen as competitive.

34 Resource Guide to Airport Performance Indicators AS K-1 Air Service Average Landed Weight – Change over Prior Period Definition Increase or decrease in average aircraft landed weight over the prior reporting period(s). Data Sources Airport records Applicability All commercial service airports Comments Provides measure of changing aircraft mix at the airport, which is important to determine facilities requirements as well as to calculate weight-based landing fee budget and landing fee rate. Airports will track not only change in average landed weight (takeoff weight, where applicable), but specific numeric changes in the number of operations by each aircraft type. Useful for self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 35 AS K-2 Air Service Average Seats per Flight – Change over Prior Period Definition Increase or decrease in the average seats per airline flight over the prior reporting period(s). Data Sources Airline schedules, equipment types, and seat configurations -- usually obtained from OAG or Innovata information, or reported periodically by the airlines to airport management. May also be calculated from airport records, but a more manual process. Applicability All commercial service airports. Comments Changes in the average number of seats per flight may indicate strengthening or weakening demand, or reflect airline decisions to expand or reduce capacity in particular markets. Average seats per flight and the changes in that measure, are also important for sizing of gates, and other facilities, for airport planners. Not within airport control. Useful for self-benchmarking and peer benchmarking.

36 Resource Guide to Airport Performance Indicators AS K-3 Air Service Domestic Cargo Flights – Change over Prior Period Definition Increase or decrease in number of domestic cargo flights over the prior reporting period(s). Data Sources Airport records Applicability All airports with domestic cargo service Comments To receive AIP funding, airports must report All-Cargo Flights to the FAA on an annual basis. The airport-filed report lists arrivals by cargo carrier and equipment during each month; however, it does not distinguish between domestic and international flights. Unlike passenger flights, limited schedule information is available for cargo flights. Useful for self-benchmarking. Utility of peer benchmarking is limited by data availability. Example Source: FAA website

Airport Performance Indicators Categorized by Functional Area and Type 37 AS K-4 Air Service Economic Impact Definition Measures the airport’s economic impact on its region in terms of employment and revenues generated. Typically, total economic impact is defined as the sum of direct, indirect and induced impacts. Data Sources Airport economic impact studies, typically prepared by consultants. Applicability All airports Comments See Airport Cooperative Research Program (ACRP) Synthesis 7: Airport Economic Impact Methods and Models for explanation of how airport economic impact studies are conducted. Economic impact studies are usually produced only sporadically and therefore are not typically used for self-benchmarking. However, they may be used for this purpose, as in the example below which illustrates total employment and changes by year for Pennsylvania airports. Many airport economic studies are based on similar economic models, but they are rarely true “apples-to-apples” comparisons and therefore are not well suited to peer benchmarking. In addition to airport economic impact studies, economic impact studies may be conducted for individual air service routes, especially international. These studies are sometimes used for comparative purposes, as, e.g., in contested international route cases, in which communities submit “dueling” studies to show that their proposed new route would produce the greatest economic benefits for their region. Not particularly useful for self-benchmarking or peer benchmarking. Example Pennsylvania Jobs Created by Air Service 2000 and 2004 Totals and Year-by-Year Change 175,000 180,000 185,000 190,000 195,000 200,000 205,000 210,000 215,000 2000 2001 v 2000 2002 v 2001 2003 v 2002 2004 v 2003 2004 203,070 209,704 (7,969) (3,520) (2,009) 20,132 Source: Pennsylvania Air Service Monitor July 2005

38 Resource Guide to Airport Performance Indicators AS K-5 Air Service International Cargo Flights – Change over Prior Period Definition Increase or decrease in number of international cargo flights over the prior reporting period(s). Data Sources Airport records Applicability All airports with international cargo service Comments International cargo flights are often operated with larger equipment than domestic flights and have a greater economic impact. As discussed regarding domestic cargo flights, airports must file an annual report listing all-cargo flights during each month, but the report does not distinguish between domestic and international flights. Unlike passenger flights, limited schedule information is available for cargo flights. Useful for self-benchmarking. Utility of peer benchmarking is limited by data availability.

Airport Performance Indicators Categorized by Functional Area and Type 39 AS K-6 Air Service Total Landed Weight – Change over Prior Period Definition Increase or decrease in total aircraft landed weight over the prior reporting period(s). Data Sources Airport records Applicability All commercial service airports Comments Provides measure of total aircraft landed weight (takeoff weight, where applicable) at the airport, which is important for calculating weight-based landing fee budget and fee rate. Airports will track not only change in total landed weight, but specific numeric changes in the number of operations by each aircraft type. Useful for self-benchmarking and peer benchmarking.

40 Resource Guide to Airport Performance Indicators Air Service – Other APIs No. Indicator Name Definition AS O-1 Air Carrier Concentration Percentage of enplanements by each air carrier AS O-2 Air Services Development (Marketing) Cost Air services development (marketing) cost AS O-3 Air Services Development (Marketing) Cost Included in Airline Rate Base Air services development (marketing) cost included in airline rate base AS O-4 Airfare Average vs U.S. Average Average airfare at airport compared with U.S. average (domestic O&D) AS O-5 Airfare Change over Prior Period Airfare change over prior period (domestic O&D) AS O-6 Airport Economic Impact – Direct and Indirect Jobs Direct and indirect jobs as a result of airport activity AS O-7 Airport Economic Impact – Direct and Induced Expenditures Total direct and indirect expenditures as a result of airport activity AS O-8 Available Seat Miles A measure of airline capacity equal to the number of seats available multiplied by the miles flown AS O-9 Average Load Factor A measure of airline production equal to revenue passenger miles divided by available seat miles AS O-10 Average Number of Seats per Airline Operation Average number of seats per airline operation. Can measure total operations or by specific airlines. AS O-11 Based Aircraft Counts Based aircraft counts AS O-12 Change in Future Scheduled Airline Seats Year-Over-Year Change in future scheduled airline seats year-over- year AS O-13 Charter Flights – Number of Number of charter flights AS O-14 Domestic Enplanements – Change over Prior Period Domestic enplanements - change over prior period AS O-15 Domestic Flights – Number of All Cargo Number of domestic flights – all cargo AS O-16 Domestic Flights – Number of Passenger Number of domestic flights – passenger AS O-17 Domestic Landed Weight – All-Cargo Aircraft Domestic landed weight – all-cargo aircraft AS O-18 Domestic Landed Weight – Passenger Flights Domestic landed weight – passenger flights AS O-19 Flights per Day Number of flights per day. Usually measured as departures per day. AS O-20 Hits on Airport Website Hits on airport website AS O-21 International Arriving Passengers International Arriving Passengers AS O-22 International Enplanements – Change over Prior Period International enplanements – change over prior period AS O-23 International Flights – Number of All Cargo Number of international flights – all cargo AS O-24 International Flights – Number of Passenger Number of international flights – passenger AS O-25 International Landed Weight – All-Cargo Aircraft International landed weight – all-cargo aircraft AS O-26 International Landed Weight – Passenger Flights International landed weight – passenger flights AS O-27 International Passengers to Total Passengers (%) International passengers as percentage of total international and domestic enplanements AS O-28 Non-Airline Operations Total landings plus total takeoffs by non-airline operators at airport AS O-29 Non-Commercial Traffic as a Percentage of Total Traffic Operations at airport that do not constitute commercial traffic or non-passenger

Airport Performance Indicators Categorized by Functional Area and Type 41 No. Indicator Name Definition AS O-30 Nonstop Domestic Destinations – Number of Number of nonstop domestic destinations AS O-31 Nonstop International Destinations – Number of Number of nonstop international destinations AS O-32 O&D Passengers - Change over Prior Period O&D passenger – change over prior period AS O-33 O&D Passengers % of Total Passengers O&D passengers as percent of total passengers AS O-34 Passengers Traveling to Markets Served by Nonstop Flights (%) Percent of passengers traveling to markets served by nonstop flights AS O-35 Revenue Passenger Miles A measure of airline production equal to the number of passengers transported by an airline multiplied by the number of miles flown by it

Airport Performance Indicators Categorized by Functional Area and Type 43 ARFF (AR) ARFF performance measures are used primarily to track staffing levels, cost, and response times. Key Indicators ARFF Cost – Change over Prior Period .................................................................... AR K-1 ARFF Cost per Enplanement..................................................................................... AR K-2 ARFF Cost per Operation .......................................................................................... AR K-3 ARFF Responses within Mandated Response Times (%) ........................................ AR K-4 Airport Medical Emergency Responses within Established Standards ..................... AR K-5 Related Core and Key Indicators Police/Security Police & Security Guard Costs – Change over Prior Period ......................................PS K-3 Police & Security Guard Costs per Enplanement.......................................................PS K-4 Security Responses within Established Response Time (%).....................................PS K-5 Sworn Police Officer Average Salary (5+ Years Experience) ....................................PS K-6 Safety/Risk Management Accidents and Incidents on Airport Premises ............................................................ SR K-1 Aircraft Accidents and Incidents ................................................................................ SR K-2 Construction Injuries .................................................................................................. SR K-4 Injuries per FTE ......................................................................................................... SR K-5 OSHA-Reportable Injuries ......................................................................................... SR K-7 Vehicle Accidents on Airport Premises...................................................................... SR K-9 See Other Indicators in .................................................... Airfield Operations, Police/Security, Safety/Risk Management, Terminal Operations Comments Watch for cross-trained police and fire personnel in comparing ARFF costs. Compare airports that are in the same FAA ARFF category. At present, there are few widely-used ARFF APIs.

44 Resource Guide to Airport Performance Indicators AR K-1 ARFF ARFF Cost – Change over Prior Period Definition Increase or decrease in total airport rescue and firefighting costs (both airport-employed and contracted fire fighters) over prior period. Data Sources Airport records and ACI-NA Benchmarking Survey Applicability All airports Comments An index in the form of a letter (A through E) is assigned to each FAA Part 139 certificate holder based on a combination of aircraft size and the average number of daily departures. That index determines the required number of ARFF vehicles and required amount of extinguishing agents. Some airports provide ARFF services with their own employees, others use fire services of the municipality or county, or private contractors. Useful for self-benchmarking, also peer benchmarking with similarly-situated airports in the same index category. ARFF Cost per Enplanement or ARFF Cost per Operation is a more useful measure for benchmarking. When performing peer benchmarking, be sure to account for airports that have public safety officers cross-trained to provide both police and fire response.

Airport Performance Indicators Categorized by Functional Area and Type 45 AR K-2 ARFF ARFF Cost per Enplanement Definition Total airport rescue and firefighting costs (both airport-employed & contracted fire fighters) per enplanement. Data Sources Airport records and ACI-NA Benchmarking Survey. Applicability All commercial service airports. GA and cargo airports would use a different divisor, such as operations. Comments An index in the form of a letter (A through E) is assigned to each FAA Part 139 certificate holder based on a combination of aircraft size and the average number of daily departures. That index determines the required number of ARFF vehicles and required amount of extinguishing agents. Some airports provide ARFF services with their own employees, others use fire services of the municipality or county, or private contractors. Useful for self-benchmarking, also peer benchmarking with similarly situated airports in same index category. When performing peer benchmarking, be sure to account for airports that have public safety officers cross-trained to provide both police and fire response.

46 Resource Guide to Airport Performance Indicators AR K-3 ARFF ARFF Cost per Operation Definition Total airport rescue and firefighting costs (both airport & contracted fire fighters) per operation. Data Sources Airport records and ACI-NA Benchmarking Survey Applicability All airports Comments An index in the form of a letter (A through E) is assigned to each FAA Part 139 certificate holder based on a combination of aircraft size and the average number of daily departures. That index determines the required number of ARFF vehicles and required amount of extinguishing agents. Some airports provide ARFF services with their own employees, while others use fire services of the municipality or county or private contractors. ARFF Cost per Operation provides a framework that GA and cargo airports can use to benchmark ARFF costs. Useful for self-benchmarking, also peer benchmarking with similarly situated airports in same index category. When performing peer benchmarking, be sure to account for airports that have public safety officers cross-trained to provide both police and fire response.

Airport Performance Indicators Categorized by Functional Area and Type 47 AR K-4 ARFF ARFF Responses within Mandated Response Times (%) Definition Percent of ARFF responses to emergencies within mandated response times. Data Sources Airport records Applicability All airports Comments Among other requirements, FAR Part 139 establishes a 3-minute response time for the first piece of ARFF equipment to reach the center point of the farthest runway or any other specified point of comparable distance on the movement area, and begin application of the extinguishing agent. The clear goal for this API is 100% compliance. Useful for self-benchmarking, also peer benchmarking with similarly situated airports in same index category.

48 Resource Guide to Airport Performance Indicators AR K-5 ARFF Airport Medical Emergency Responses within Established Standards Definition Percent of airport medical emergency responses within established standards. Data Sources Airport records Applicability All airports Comments This critical life safety function is measured using a series of time intervals, including response time, scene time, and transport time. The National EMS Database Report Specification defines these intervals and other measures. Some EMS response time standards require that 90% of emergency responses fall within the stated time period. Airport goals should be to respond 100% of the time within the standards set. Useful for self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 49 ARFF – Other APIs No. Indicator Name Definition AR O-1 Airport Hazmat Emergency Responses within Established Standard Times per Number of Airport Hazmat Emergency Responses Airport hazmat emergency responses within established standard times per number of airport hazmat emergency responses AR O-2 Airport Hazmat Emergency Responses within Established Standards Airport hazmat emergency responses within legal requirements AR O-3 Airport Medical Emergency Responses within Established Standard Times per Number of Airport Medical Emergency Responses Airport medical emergency responses within established standard times per number of airport medical emergency responses AR O-4 ARFF Cost per Firefighter Total ARFF cost per firefighter AR O-5 ARFF Cost per Runway Total ARFF cost per runway AR O-6 ARFF Employees (FTEs) Total number of ARFF employees (FTEs) AR O-7 ARFF Employees Who Are Not Active Firefighters Number of ARFF employees who are not active firefighters AR O-8 ARFF Overtime Cost ARFF overtime cost AR O-9 ARFF Salary & Benefits Cost ARFF salary & benefits cost AR O-10 ARFF Staffing versus ARFF Index ARFF staffing compared with federal requirements for the airport’s index AR O-11 Disaster Drills per Period – Number of Number of disaster drills per period AR O-12 Firefighters – Number of Number of active duty firefighters (FTEs) AR O-13 Fires – Number of Number of fires by location, by cause AR O-14 Hours per Firefighter per Week Average hours worked in a week per firefighter AR O-15 Overtime Cost as Percentage of Total ARFF Cost Overtime cost as percentage of total ARFF cost

Airport Performance Indicators Categorized by Functional Area and Type 51 Cargo (CA) Cargo performance measures are used primarily to track cargo volume, cargo revenue produced for the airport, and the economic impact of cargo. Key Indicators Airport Warehouse Space Leased (%) ...................................................................... CA K-1 All-Cargo Aircraft Landed Weight – Change over Prior Period ................................. CA K-2 Domestic Cargo Tons – Change over Prior Period ................................................... CA K-3 Economic Impact of Cargo Operations...................................................................... CA K-4 International Cargo Tons – Change over Prior Period .............................................. CA K-5 Related Core and Key Indicators Air Service Cargo Tons – Change over Prior Period ................................................................... AS C-2 Domestic Cargo Flights – Change over Prior Period..................................................AS K-3 International Cargo Flights – Change over Prior Period.............................................AS K-5 See Other Indicators in ....................................................................Air Service, Police/Security Comments Comprehensive and accurate cargo data is difficult to obtain since FAA does not collect O&D cargo information. Other cargo data issues include incomplete reporting of mail volume. Cargo landed weight applies to freighters only. Airport revenue impact of belly cargo is difficult to measure.

52 Resource Guide to Airport Performance Indicators CA K-1 Cargo Airport Warehouse Space Leased (%) Definition Percent of airport warehouse space leased. Data Sources Airport records Applicability All airports with warehouse space Comments Measures occupancy of airport warehouse space. As occupancy increases, airport may need to begin planning for construction of additional space. Declining occupancy may reflect weak demand or competitive issues. It may also be useful to measure cargo throughput (in Tons) against airport warehouse space. Useful for self-benchmarking, not particularly useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 53 CA K-2 Cargo All-Cargo Aircraft Landed Weight – Change over Prior Period Definition Change in landed weight of all-cargo flights over the prior period. Data Sources Airport records Applicability All airports with cargo Comments Does not capture change in belly cargo or its impact on landed weight. Useful for self-benchmarking and peer benchmarking.

54 Resource Guide to Airport Performance Indicators CA K-3 Cargo Domestic Cargo Tons – Change over Prior Period Definition Change in total domestic cargo tons enplaned and deplaned over the prior period. Data Sources Airport records and DOT T-100 cargo data Applicability All airports with cargo Comments Domestic cargo includes both freight and mail. T-100 cargo data contains a breakdown of freight and mail, along with origin, destination, airline, aircraft type, and miles. Segment based data means actual origin and destination cannot be tracked. Domestic cargo data from the T-100 is available on a monthly basis approximately 3 months after the end of the month. Careful for consistency in use of the U.S. Short Ton (2000 lbs or .906 of the Metric Ton), which is prevalent in the U.S., and the Metric Ton or “Tonne” (1000 kg or 2204.6 lbs) of the metric system, converting where necessary. May be useful to track O&D cargo tonnage and transit tonnage separately. A volume of cargo/express moves in and out of airport facilities exclusively by truck, never seeing the inside of an aircraft. This is particularly true at airports serving as integrator hubs for cargo carriers. It is useful to measure and track these volumes, as they can affect the amount and type of cargo space required by the carriers and the airport. Useful for self-benchmarking and peer benchmarking. Example Source: Metropolitan Washington Airports Authority website

Airport Performance Indicators Categorized by Functional Area and Type 55 CA K-4 Cargo Economic Impact of Air Cargo Operations Definition Measures the regional economic impact of air cargo operations in terms of total employment and revenues generated. Typically, total economic impact is defined as the sum of direct, indirect and induced impacts. Data Sources Airport economic impact studies, typically prepared by consultants Applicability All airports with cargo Comments As noted by ACRP, “air cargo services are part of a complex network of diverse economic production and distribution activities carried out across a wide spectrum of airport configurations. In response to this diversity, approaches employed by airports must account for differing operational roles with a variety of facilities located in many locales.” Current ACRP Project 03-16 will produce a Guidebook for Estimating the Economic Impact of Air Cargo at Airports with a final report expected in 2011. See also Airport Cooperative Research Program (ACRP) Synthesis 7: Airport Economic Impact Methods and Models for explanation of how airport economic impact studies are conducted. Economic impact studies are usually produced only sporadically and therefore are not typically used for self-benchmarking, although they may be used for this purpose. Many airport economic studies are based on similar economic models, but they are rarely true “apples-to-apples” comparisons and therefore are not well suited to peer benchmarking. In addition to airport economic impact studies, economic impact studies may be conducted for individual air cargo routes, especially international. These studies are sometimes used for comparative purposes, as, e.g., in contested international route cases, in which communities submit “dueling” studies to show that their proposed new route would produce the greatest economic benefits for their region. Not particularly useful for self-benchmarking or peer benchmarking.

56 Resource Guide to Airport Performance Indicators CA K-5 Cargo International Cargo Tons – Change over Prior Period Definition Change in total international cargo tons enplaned and deplaned over the prior period. Data Sources Airport records and DOT T-100 cargo data Applicability All airports with cargo Comments International cargo includes both freight and mail. T-100 cargo data contains a breakdown of freight and mail, along with origin, destination, airline, aircraft type, and miles. Segment based data means actual origin and destination cannot be tracked. International cargo data from the T-100 is available on a monthly basis approximately 6 months after the end of the month. Careful for consistency in use of the U.S. Short Ton (2000 lbs or .906 of the Metric Ton), which is prevalent in the U.S., and the Metric Ton or “Tonne” (1000 kg or 2204.6 lbs) of the metric system, converting where necessary. May be useful to track O&D cargo tonnage and transit tonnage separately using airport records. Useful for self-benchmarking and peer benchmarking. A volume of cargo/express moves in and out of airport facilities exclusively by truck, never seeing the inside of an aircraft. This is particularly true at airports serving as integrator hubs for cargo carriers. It is useful to measure and track these volumes, as they can affect the amount and type of cargo space required by the carriers and the airport.

Airport Performance Indicators Categorized by Functional Area and Type 57 Cargo – Other APIs No. Indicator Name Definition CA O-1 Airport Direct Operating Cost per Enplaned Cargo Ton Average airport direct operating cost per enplaned cargo ton CA O-2 Airport Indirect (Administrative Overhead) Cost per Enplaned Cargo Ton Airport indirect (administrative overhead) cost per enplaned cargo ton CA O-3 Airport Warehouse Space Total airport warehouse space in sq. ft. May also be measured in cubic ft. CA O-4 Airport Warehouse Space – Change over Prior Period Change in sq. ft. of warehouse space over prior period May also be measured in cubic ft. CA O-5 Cargo Space Leased per Ton Moved Cargo space leased per ton moved CA O-6 Cargo Economic Impact – Direct and Induced Expenditures Total expenditures generated as a result of air cargo activity CA O-7 Cargo Economic Impact – Direct and Induced Expenditures per Ton Total expenditures generated as a result of air cargo activity per enplaned cargo ton of CA O-8 Cargo Economic Impact – Direct Jobs Number of direct jobs created by cargo activity at the airport CA O-9 Cargo Economic Impact – Direct Jobs per Ton Number of direct jobs created by cargo activity at the airport per enplaned cargo ton CA O-10 Cargo Fees Revenue to Airport per Warehouse Square Foot Total airport cargo revenue (fees and charges) per square foot of on-airport warehouse space CA O-11 Cargo Operating Cost per Ton Airport operating costs resulting from cargo activity per enplaned cargo ton CA O-12 Cargo Operating Cost per Ton of CMGTW Cargo operating costs per certificated maximum gross takeoff weight CA O-13 Cargo Operating Costs Airport operating costs resulting from cargo activity CA O-14 Cargo Revenue to the Airport as a Percent of Total Airport Operating Revenue Revenue to the airport resulting from fees and charges from cargo activities, as a percent of total airport operating revenue CA O-15 Cargo Revenue to the Airport per Ton Revenue to the airport resulting from fees and charges from cargo activities per tons of cargo CA O-16 Cargo Tons Deplaned Cargo tons deplaned at the airport CA O-17 Cargo Tons Enplaned Cargo tons enplaned at the airport CA O-18 Domestic Belly Cargo Tons Enplaned Enplaned plus deplaned domestic belly cargo in tons CA O-19 Domestic Cargo Flights Domestic cargo flights CA O-20 Domestic Freighter Cargo Tons Enplaned Enplaned plus deplaned domestic freighter cargo in tons CA O-21 Domestic Transit Cargo in Tons Domestic inbound plus outbound transit cargo tons CA O-22 Enplaned Cargo Tons per Airport Employee Cargo tons enplaned per airport employee CA O-23 International Belly Cargo Tons Enplaned Enplaned plus deplaned international belly cargo in tons CA O-24 International Cargo Flights International cargo flights CA O-25 International Freight Tons Enplaned Enplaned plus deplaned international freighter cargo in tons CA O-26 International Transit Cargo in Tons International inbound plus outbound transit cargo tons CA O-27 Long-Term Debt per Enplaned Cargo Ton Amount of airport long-term debt per enplaned cargo ton CA O-28 Off-Airport Cargo Warehouse Throughput Off-airport cargo warehouse throughput in tons

58 Resource Guide to Airport Performance Indicators No. Indicator Name Definition CA O-29 On-Airport Cargo Warehouse Throughput per Square Foot Air cargo on-airport warehouse throughput in tons per square foot CA O-30 Total Airport Cost per Cargo Ton Airport total cost per enplaned cargo ton CA O-31 Total Revenue to the Airport from Cargo Activities Total airport revenue produced by fees and charges from airport cargo activities CA O-32 Truck Waiting Time Average truck dwell time waiting for loading or unloading docks – on-airport warehouses

Airport Performance Indicators Categorized by Functional Area and Type 59 Concessions (CN) Concession performance measures are used primarily to track concession sales and net income to the airport in total and by category of concession. Core Indicators Concession Revenue to the Airport as % of Total Operating Revenue ....................CN C-6 Concession Revenue to the Airport per Enplanement ..............................................CN C-7 Rental Car Revenue to the Airport per Destination Passenger.................................CN C-8 Key Indicators Concession Gross Sales per Enplanement............................................................... CN K-1 Concession Gross Sales per Square Foot ................................................................ CN K-2 Concession Revenue to the Airport per Square Foot................................................ CN K-3 FBO Revenue to the Airport – Change over Prior Period..........................................CN K-4 ............................................................................................................................................... Related Core and Key Indicators Financial Non-Aeronautical Operating Revenue as % of Total Operating Revenue .............. FN C-15 Non-Aeronautical Operating Revenue per Enplanement ........................................ FN C-16 See Other Indicators in ............. Financial, General Aviation, Parking, Properties/Contracts, Service Quality Typical Subcomponents Food and Beverages News and Gift Specialty Retail Duty Free Advertising Services (ATM, Currency Exchange, etc.) Passenger Services Comments International airports may have large duty free sales, which should be isolated before comparing to domestic airports. Watch for categories included in definition of concessions. Various components may be mixed in. Higher gross sales per enplanement may or may not translate into higher net to airport. Watch for differences in airport-provided fit-up and maintenance obligations. In benchmarking, important to control for domestic/international composition. Watch for differing passenger profiles, different sq. ft. devoted to concessions, presence of “street pricing” among comparables.

60 Resource Guide to Airport Performance Indicators CN C-6 Concessions Concession Revenue to the Airport as % of Total Operating Revenue Definition Concession revenue received by the airport as a percentage of total airport operating revenue. Data Sources Airport records or FAA Form 127. Also, Airport Revenue News Annual Factbook provides more detailed information on concession sales for many U.S. airports. FAA Form 127 and ACI-NA Benchmarking Survey divide Concessions into Food and Beverage, Retail & Duty Free, and Services and Other Terminal Concessions. Applicability All airports Comments This is a net revenue concept. For gross revenues, see Concession Gross Sales. Factors affecting revenue include amount of space devoted to concessions, location, pricing policy, range of offerings, and financial terms of the airport’s contractual arrangements with concessionaires. Careful for consistency on concessions included, e.g., advertising, telecommunications, and other services. FAA Form 127 and ACI-NA Benchmarking Survey divide concession revenue into terminal, rental car, public parking & ground transportation, and other. Primary concession measure in Form 127, Terminal Concession Revenue, includes revenues (income) to the airport from sales at airport concessions located inside the terminal only. Includes minimum annual guarantee payments, percentage rent; excludes utilities and storage. Does not include rental car revenues even though some rental car facilities (e.g., check-in counters) are often located inside terminals. Does not include parking or ground transportation revenues even though some of such facilities may be inside or associated with the terminal. Important for self-benchmarking and peer benchmarking because concession revenues are a key contributor to airport operating revenues. Useful to track over different reporting periods to spot trends - e.g., annual, monthly, rolling 12 months.

Airport Performance Indicators Categorized by Functional Area and Type 61 CN C-7 Concessions Concession Revenue to the Airport per Enplanement Definition Concession revenue received by the airport per enplanement - generally limited to terminal concessions based on FAA Form 127 definition. Data Sources Airport records or FAA Form 127. Also, Airport Revenue News Annual Factbook provides more detailed information on concession sales for many U.S. airports. FAA Form 127 and ACI-NA Benchmarking Survey divide Concessions into Food and Beverage, Retail & Duty Free, and Services and Other Terminal Concessions. Applicability All commercial service airports. General aviation airports will look at total concession revenue, and change from prior period. Comments Revenue to the airport is a function of both gross sales and the airport's contractual arrangements with concessionaires. International airports may have large duty free sales, which should be isolated before comparing to domestic airports. Also, in benchmarking, group airports by size, but medium and large airports may have similar concession profiles. Careful to be consistent on concessions included, e.g., advertising, telecommunications, and other services. Important for self-benchmarking and peer benchmarking because concession revenues are a key contributor to airport operating revenues. Useful to track over different reporting periods to spot trends - e.g., annual, monthly, rolling 12 months. Example In-Terminal Concession Revenue per Enplanement for Airports over 1 Million Enplanements $0 $2 $4 $6 $8 $10 $12 $14 Range of Airports Source: FAA Form 127 and Oliver Wyman analysis

62 Resource Guide to Airport Performance Indicators CN C-8 Concessions Rental Car Revenue to the Airport per Destination Passenger Definition Rental car revenue received by the airport per destination passenger. Destination passengers are usually measured as O&D passengers/2. However airports which track originating and destination passengers separately have the opportunity for more precision by using actual destination passenger data. Data Sources Rental car revenue - airport record or Form 127. Destination passengers - DOT O&D Survey. Applicability All commercial service airports. General aviation airports may track change in rental car revenue over prior period. Comments Usually one of the most important sources of non-aeronautical revenue. Urban airports in major cities may produce lower revenue due to the availability of public transportation; major tourist destinations may produce higher revenue. Major factors are volume and agreement terms. An often-seen, but less useful alternative measure, is Rental Car Revenue per Enplanement, which counts connecting passengers as opposed to just destination passengers. Important for self-benchmarking and peer benchmarking. Useful to track over different reporting periods to spot trends - e.g., annual, monthly, rolling 12 months. Example Rental Car Revenue to Airport per O&D Passenger/2 for Airports with 1-5 Million Enplanements $0 $2 $4 $6 $8 $10 Range of Airports Source: FAA Form 127 and Oliver Wyman analysis

Airport Performance Indicators Categorized by Functional Area and Type 63 CN K-1 Concessions Concession Gross Sales per Enplanement Definition Concession gross sales per enplanement - generally limited to terminal concessions. Data Sources Airport records or FAA Form 127. FAA Form 127 and ACI-NA Benchmarking Survey divide Concessions into Food and Beverage, Retail & Duty Free, and Services and Other Terminal Concessions. Also, Airport Revenue News Annual Factbook provides more detailed information on concession sales for many U.S. airports. Applicability All commercial service airports. General aviation airports may use a different divisor. Comments Note that high gross sales may not translate into high revenue to the airport depending on the airport's contractual arrangement with the concessionaires. International airports may have large duty free sales, which should be isolated before comparing to domestic airports. Also, in benchmarking, group airports by size, but medium and large airports may have similar concession profiles. Careful to be consistent on concessions included, e.g., advertising, telecommunications, and other services. Important for self-benchmarking and peer benchmarking. Useful to track over different reporting periods to spot trends - e.g., annual, monthly, rolling 12 months. Example Source: LAX Concessions 101, August 2008 Gross Sales per Enplanement - LAX

64 Resource Guide to Airport Performance Indicators CN K-2 Concessions Concession Gross Sales per Square Foot Definition Concession gross sales per square foot - generally limited to terminal concessions. Data Sources Airport records or FAA Form 127. FAA Form 127 and ACI-NA Benchmarking Survey divide Concessions into Food and Beverage, Retail & Duty Free, and Services and Other Terminal Concessions. Also, Airport Revenue News Annual Factbook provides more detailed information on concession sales for many U.S. airports. Applicability All commercial service airports Comments Tracking gross concession sales per square foot helps airports maximize their concession revenue by highlighting high-performing and low-performing concessions, and by permitting airports to compare their concession sales performance with peer airports. Note that high gross sales may not translate into high revenue to the airport depending on the airport's contractual arrangement with the concessionaires. International airports may have large duty free sales, which should be isolated before comparing to domestic airports. Also, in benchmarking, group airports by size, but medium and large airports may have similar concession profiles. Watch for categories included in definition, especially advertising, telecommunications, and other services. Useful for self-benchmarking and peer benchmarking because concession revenues are a key contributor to airport operating revenues. Example Concession Gross Sales per Square Foot Illustrative Results from Oliver Wyman Study Using 2007 Data Retail ($ per ft)Food and Beverage ($ per ft) $1,398.99 $4,059.93 $1,745.66 $1,251.27 $946.89 $356.85 News & Gifts Retail TotalSpeciality Retail Measure Average Maximum Quartile 4 Quartile 3 Quartile 2 Quartile 1 $1,048.05 $850.09 $937.60 $2,686.62 $2,347.56 $2,592.55 $1,284.95 $1,026.16 $1,205.15 $986.96 $779.58 $819.81 $757.45 $546.59 $633.68 $224.27 $241.28 $278.26 Source: FAA Form 127 and Oliver Wyman analysis

Airport Performance Indicators Categorized by Functional Area and Type 65 CN K-3 Concessions Concession Revenue to the Airport per Square Foot Definition Concession revenue to the airport per square foot - generally limited to terminal concessions. Data Sources Airport records or FAA Form 127. FAA Form 127 and ACI-NA Benchmarking Survey divide Concessions into Food and Beverage, Retail & Duty Free, and Services and Other Terminal Concessions. Also, Airport Revenue News Annual Factbook provides more detailed information on concession sales and net to the airport for many U.S. airports. Applicability All commercial service airports Comments Tracking net concession revenue per square to the airport helps airports maximize their revenue from concessions by highlighting high-performing and low-performing concessions, and by permitting airports to compare their concession sales performance with peer airports. With airport terminal square footage at a premium, it is important to optimize the revenue produced from concession space. Note that many airports track gross sales instead of concession revenue to the airport. However, high gross sales may not translate into high revenue to the airport depending on the airport's contractual arrangement with the concessionaires, so both measures are important. Useful for self-benchmarking and peer benchmarking. Example Concession Revenue to the Airport per Square Foot Illustrative Results from Oliver Wyman Study Using 2007 Data Retail ($ per ft2)Food and Beverage ($ per ft) $234.35 $919.16 $271.49 $209.38 $135.24 $50.62 News & Gifts Retail TotalSpeciality Retail Measure Average Maximum Quartile 4 Quartile 3 Quartile 2 Quartile 1 $173.48 $129.07 $120.26 $471.52 $337.47 $276.40 $222.22 $157.13 $167.24 $151.38 $114.50 $115.45 $112.90 $78.74 $72.60 $50.62 $28.51 $29.58 Source: FAA Form 127 and Oliver Wyman analysis

66 Resource Guide to Airport Performance Indicators CN K-4 Concessions FBO Revenue to the Airport – Change over Prior Period Definition Revenue to the airport provided by FBOs. Data Sources Airport records Applicability All airports where FBO revenue is important, especially GA and smaller commercial airports Comments Fuel sales are the largest source of revenue for most FBOs. Other sources of revenue include maintenance, hangar rentals, charters, tie-downs, and aircraft sales. Because the margins on each activity are likely to be different, measuring net revenue to the airport from FBO sales may provide a more useful single indicator than gross sales by the FBO. Tracking gross sales in the major categories may also be useful, especially fuel sales and hangar rentals. As to FBO revenues at reliever airports, the measure would be influenced by a governing body policy decision to keep fuel prices low at the relievers to attract activity away from the air carrier airport. Useful for self-benchmarking, also peer benchmarking with similarly-situated airports.

Airport Performance Indicators Categorized by Functional Area and Type 67 Concessions – Other APIs No. Indicator Name Definition CN O-1 Advertising Services Revenue to Airport Advertising services revenues received by airport CN O-2 Concession Area per 1,000 Enplanements Concession area per 1,000 enplanements. Generally limited to terminal concessions. CN O-3 Concession Net Concession to Airport as Percentage of Gross Concession Sales Concession Net Revenue received by the airport divided by Gross Concession Sales CN O-4 Concession Revenue as a Percentage of Total Airport Revenue Concession revenue received by the airport as a percentage of total airport revenue CN O-5 Concession Services Gross Sales Gross sales of concession services, such as ATM, WI-FI, Phone CN O-6 Duration of Terminal Concession Leases Duration of agreements with principal concessionaires or master concessionaire in food & beverage, retail/news/gift CN O-7 Duty-Free Gross Sales Duty-free concession gross sales CN O-8 Duty-Free Net Revenue to Airport Duty-Free Net Revenue received by the Airport CN O-9 Duty-Free Gross Sales per International Departing Passenger Duty-free gross sales per international departing passenger CN O-10 Food & Beverage – Pricing Price level of food & beverage offerings, generally compared with "street pricing" CN O-11 Food & Beverage – Quality Quality of food & beverage offerings, measured multiple ways CN O-12 Food & Beverage – Range of Offerings Measures range of food & beverage offerings against what a "typical" passenger would expect to find CN O-13 Food & Beverage Gross Sales Food & beverage gross sales CN O-14 Food & Beverage Net Revenue to Airport Food & Beverage Net Revenue received by the Airport CN O-15 Hotel Net Revenue to Airport Hotel net revenue received by the airport CN O-16 News & Gift – Pricing Measures price level of news & gift offerings, generally compared with "street pricing" CN O-17 News & Gift – Quality Measures quality of news & gift offerings CN O-18 News & Gift – Range of Offerings Measures range of news & gift offerings against what a "typical" passenger would expect to find CN O-19 News & Gift Concession Gross Sales News & gift concession gross sales CN O-20 News & Gift Concession Net Revenue to Airport News & Gift Concession Net Revenue received by the airport CN O-21 Other Concession and Development Net Revenues to Airport Golf course, racetracks, ball fields, farming, oil & gas – Net Revenue received by the airport CN O-22 Other Concessions (Specialty Retail, Duty Free, Services) – Pricing Price level of other specified concessions offerings, generally compared with "street pricing" CN O-23 Other Concessions (Specialty Retail, Duty Free, Services) – Quality Measures quality of other specified concessions offerings CN O-24 Other Concessions (Specialty Retail, Duty Free, Services) – Range of Offerings Measures range of other specified concessions offerings against what a "typical" passenger would expect to find CN O-25 Rental Car Revenue Gross Sales Rental car revenue gross sales CN O-26 Rental Car Revenue Net Revenue to Airport Rental car revenue net revenue received by the airport CN O-27 Rental Car Revenue to Airport per Enplanement Rental car revenue to airport per enplanement CN O-28 Specialty Retail Gross Sales Specialty retail gross sales

68 Resource Guide to Airport Performance Indicators No. Indicator Name Definition CN O-29 Specialty Retail Net Revenue to Airport Specialty retail net revenue received by the airport CN O-30 Taxi Revenues to Airport Taxi Revenues received by the airport CN O-31 Terminal Concession Area in Use – Post-Security Terminal concession area in use for concession activity – post-security CN O-32 Terminal Concession Area in Use – Pre-Security Terminal concession area in use for concession activity – pre-security CN O-33 Terminal Concession Gross Sales Total terminal concession gross sales CN O-34 Terminal Concession Net Revenues to Airport per O&D Enplanement Terminal Concession Net Revenues received by the airport per O&D Enplanement CN O-35 Total Terminal Area Dedicated to Concessions The area the airport has dedicated to concessions, whether in active use or not CN O-36 Total Terminal Concession Area in Use Total terminal concession area in use CN O-37 Transportation Services Net Revenue to Airport Transportation services net revenue to airport CN O-38 WI-FI Gross Sales WI-FI gross sales

Airport Performance Indicators Categorized by Functional Area and Type 69 Energy Management (EN) Energy management performance measures are used primarily to track energy consumption of various aspects of the airport, as well as the conversion of equipment to more energy-efficient & environmentally sound versions. Key Indicators Airfield Electricity Consumption – Change over Prior Period .................................... EN K-1 Airport Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%) .................................................................................... EN K-2 Renewable Energy Generated by the Airport (%) ..................................................... EN K-3 Renewable Energy Purchased by the Airport (%) ..................................................... EN K-4 Tenant Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%).................................................................................. EN K-5 Terminal Building Electricity Consumption per Square Foot – Change over Prior Period ...................................................................................... EN K-6 Utilities/Energy Cost, Airport Total – Change over Prior Period................................ EN K-7 Utilities/Energy Cost per Square Foot of Terminal Building ...................................... EN K-8 Related Core and Key Indicators Environmental Carbon Footprint .........................................................................................................EV K-1 LEED Building Projects – % New Building Projects Being Built to LEED Standards ......................................................................................................EV K-3 See Other Indicators in .............................. Airfield Operations, Environmental, Maintenance, Planning/Construction, Terminal Operations Comments Traditional energy measures include utilities cost per square foot of terminal space, as well as total utilities costs. In addition, airports may focus on actual energy usage in KwH or Btu, which removes the impact of changes in market prices. A variety of recent environmentally focused energy measures are coming into wider use, including those focusing on the percentage of energy consumed from renewable sources. Wider usage will increase the opportunities for peer benchmarking. Check Environmental APIs as well.

70 Resource Guide to Airport Performance Indicators EN K-1 Energy Management Airfield Electricity Consumption – Change over Prior Period Definition Increase or decrease in annual KwH for the airfield. Data Sources Airport records Applicability All airports Comments Measures electricity consumption for the airfield. One way in which airports are working to reduce airfield energy consumption is to convert to LED airfield lighting. A U.S. Air Force RFI for airfield taxiway lighting issued in May 2010 observes: Current airfield lighting, which is typically quartz/incandescent, is inefficient in terms of energy consumption and associated costs for illumination and also has higher greenhouse gas emissions compared to the new LED alternative(s). Further, there is a higher cost for operations and maintenance associated with airfield taxiway incandescent lamps and fixtures based on their energy consumption and life expectancies. There is also the potential that LEDs could improve the situational awareness and level of guidance to the pilots since LEDs have a greater intensity, which could reduce the amount of incursions and accidents during periods of darkness and low visibility. Source: (https://www.fbo.gov/notices/d3325ce12111cd91e6c080f2d7eb0b59) Useful for self-benchmarking. Due to data issues less useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 71 EN K-2 Energy Management Airport Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%) Definition Percentage of airport vehicles and ground service equipment converted to energy-efficient types. Excludes vehicles operated by airlines and other tenants. Data Sources Airport records Applicability All airports Comments An indicator of airport efforts to reduce energy consumption. Alternative fuels, including compressed natural gas (CNG), liquefied natural gas (LNG), electricity, ethanol, methanol, propane and even vegetable oils, are chemically less complex than gasoline and burn "cleaner," with fewer emissions. Many airports have decided to convert to more energy- efficient vehicles and ground service equipment. Some airports track absolute fuel consumption as opposed to vehicle conversion as this permits a continued focus on fossil fuel reduction even after vehicles have been converted. Useful for self-benchmarking. Due to data issues less useful for peer benchmarking.

72 Resource Guide to Airport Performance Indicators EN K-3 Energy Management Renewable Energy Generated by the Airport (%) Definition Amount of renewable energy generated by the airport, as a percentage of total energy consumed by the airport. Data Sources Airport records Applicability All airports Comments Part of the evolving set of environmentally-oriented energy measures being developed, with accompanying data collection issues. At airports such as Denver, Oakland, and Boston, renewable energy is generated on-site through technologies such as solar photovoltaic panels or wind turbines. See ACI-NA Going Greener, Minimizing Airport Environmental Impacts for further information on ongoing airport initiatives. Example The Fresno Yosemite International Airport has incorporated several environmental programs including a 2 megawatt solar system that will generate over 4.2 megawatt hours of power at zero cost to the airport with a projected energy cost savings of $13 million over the next 25 years; recycling 100 percent of removed material from airport projects; a rehabilitated terminal facility with a 20 percent projected reduction in energy consumption through passive solar design, redesigned energy efficient lighting and mechanical systems, use of cool roofs and recycled materials; an on-going residential noise mitigation program; and a consolidated rental car facility which reduces vehicle jockeying and eliminates the need for customer busing. Source: ACI-NA Going Greener and www.fresno.gov/DiscoverFresno/Airports/default.htm Useful for self-benchmarking. Due to data issues less useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 73 EN K-4 Energy Management Renewable Energy Purchased by Airport (%) Definition Amount of renewable energy purchased by the airport, as a percentage of total energy consumed by the airport. Excludes energy purchases by tenants. Data Sources Airport records Applicability All airports Comments Part of the evolving set of environmentally-oriented energy measures being developed, with accompanying data collection issues. Becoming an important measure for some airports. Press reports (as of June 2010) list DFW – with a commitment to purchase 20% of its electricity from renewable sources – as ranking #9 on the U.S. EPA’s list of top governmental purchasers of green energy. Also, PHL is reported to have committed to purchase wind power meeting 7% of airport’s electricity needs. Note that not every jurisdiction defines renewable energy the same way. For example, 100% of the power that Sea-Tac Airport purchased in 2010 is from non-fossil fuel generating sources, primarily hydropower. Yet under Washington State law, large hydro is not considered renewable energy. There are similar issues with biomass and waste to energy generation, fuel cells, etc. For purposes of this definition, all of the traditional renewable energy sources are included, such as traditional biomass, hydropower, solar, geothermal, and wind. See Renewables 2010 Global Status Report for information on renewable energy usage around the world. Useful for self-benchmarking. Due to data issues less useful for peer benchmarking.

74 Resource Guide to Airport Performance Indicators EN K-5 Energy Management Tenant Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%) Definition Percentage of tenant vehicles and ground service equipment converted to energy-efficient types. Data Sources Airport records Applicability All airports Comments An indicator of tenant efforts to reduce energy consumption. Obtaining data from tenants may present difficulties. Alternative fuels, including compressed natural gas (CNG), liquefied natural gas (LNG), electricity, ethanol, methanol, propane and even vegetable oils, are chemically less complex than gasoline and burn "cleaner," with fewer emissions. Some airports are mandating that tenants convert to more energy-efficient vehicles and ground service equipment. Some airports track absolute fuel consumption as opposed to vehicle conversion as this permits a continued focus on fossil fuel reduction even after vehicles have been converted. See description of Oakland activities below. Example Oakland International Airport Ground Service Equipment Alternative Fuel Program Ground Service Equipment (GSE) refers to the vehicles that provide service to aircraft while at the gate. These include baggage loaders, forklifts, food service vehicles, tugs and baggage carts. Most of the current GSE run on gasoline or diesel fuel. OAK is committed to working toward converting the entire GSE fleet to alternative fuel to mitigate the potential increase in air emissions by 2010. Electric power for GSE has been installed at each of the seven (7) new gates (26 through 32) recently constructed as a part of the Terminal 2 Extension project. Southwest Airlines is installing rapid battery chargers and will begin using electric baggage loaders. We expect that by July 2008 each airline will have a plan in place for using electric GSE. http://www.flyoakland.com/noise/environmental_airquality.shtml Useful for self-benchmarking. Due to data issues less useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 75 EN K-6 Energy Management Terminal Building Electricity Consumption per Square Foot – Change over Prior Period Definition Change in electricity consumption in KwH per square foot over prior year. Data Sources Airport records Applicability All airports Comments Measures the change in electricity usage per square foot of terminal space. This measure may provide a better indicator of energy usage than Utilities/Energy Cost per Square Foot of Terminal Buildings EN K-8 as costs can rise and fall based on unrelated market conditions. In general, terminals consume the largest portion of utilities/energy at the airport. Also, at most airports, utilities and energy costs are included with the terminal rent charged to tenants, whereas utilities charged for other rented buildings are typically metered and billed separately to the tenants. May be useful to track heating and cooling degree days to provide baseline to determine track efficiency and cost changes using common baseline. Useful for self-benchmarking; useful for peer benchmarking against airports with similar terminal facilities.

76 Resource Guide to Airport Performance Indicators EN K-7 Energy Management Utilities/Energy Cost, Airport Total – Change over Prior Period Definition Increase or decrease in annual utilities and energy cost for the airport. Data Sources Airport records. Note: FAA Form 127 combines communications and utilities. Applicability All airports Comments Measures utilities and energy costs, which are major components of airport operating costs. See ACRP Research Results Digest 2, Model for Improving Energy Use in U.S. Airport Facilities, December 2007, which contains useful discussion of energy/utilities cost metrics, including normalizing factors used in peer benchmarking. The Digest notes, e.g., that energy costs should always be normalized for variations in average annual outside air temperature using historical weather data. It also points out that: The amount of energy use per unit of conditioned space (square foot) is the most commonly used factor for benchmarking building energy performance. Percentage of conditioned space is not always accurate for very large airport facilities because the number of enplanements varies widely, and airports often have a large percentage of mixed-use space. Some airports also have large cargo areas that are not conditioned or are only partially conditioned. Digest, p. 8. Useful for self-benchmarking and peer benchmarking. Example Potential Energy Indices Based on the Airport O&M Best Practices Survey (December 2006 to January 2007) Utility Energy Utility Costs/ Energy Costs/ Enplane- Group Costs/ft2 Costs/ft2 Enplanement Enplanement ments/ft2 Airports Overall $2.71 $2.55 $1.05 $0.99 2.57 Large Airports $2.79 $2.63 $1.03 $0.97 2.71 Medium Airports $1.63 $1.53 $1.55 $1.46 1.05 Small Airports $3.11 $2.98 $1.88 $1.80 1.65 Source: ACRP Research Results Digest 2, Model for Improving Energy Use in U.S. Airport Facilities, December 2007, Table 3, p. 8.

Airport Performance Indicators Categorized by Functional Area and Type 77 EN K-8 Energy Management Utilities/Energy Cost per Square Foot of Terminal Building Definition Utilities and energy cost per square foot of terminal building. Data Sources Airport records Applicability All airports Comments Measures utilities and energy costs per square foot of terminal space. In general, terminals consume the largest portion of utilities/energy at the airport. Also, at most airports, utilities and energy costs are included with the terminal rent charged to tenants, whereas utilities charged for other rented buildings are typically metered and billed separately to the tenants. May be useful to track heating and cooling degree days to provide baseline to determine track efficiency and cost changes using common baseline. Useful for self-benchmarking, useful for peer benchmarking against airports with similar terminal facilities.

78 Resource Guide to Airport Performance Indicators Energy Management – Other APIs No. Indicator Name Definition EN O-1 Airfield Energy Consumption – Lighting, etc. Airfield energy consumption in Kwh – lighting, etc. EN O-2 Amount of Renewable Energy Purchased by Airport Tenants Amount of renewable energy purchased by airport tenants EN O-3 Annual Terminal Complex Energy Consumption Annual terminal complex energy consumption EN O-4 Electric Cost per Enplanement Total airport electricity cost per enplaned passenger EN O-5 Electric Cost per Terminal Bldg Area With Electric Service (s.f.) Cost of electricity in terminal area per terminal building area with electric in s.f. EN O-6 Electricity Consumption – Annual Total airport electricity consumption per year in Kwh EN O-7 Electricity Consumption per Square Foot of Terminal – Annual Electricity consumption per square foot per year in Kwh EN O-8 Energy Consumption per Square Foot of All Airport Buildings Energy consumption per square foot of all airport buildings in Kwh EN O-9 Energy Consumption per Square Foot of Terminal Area Energy consumption per square foot of terminal area in Kwh EN O-10 Energy Costs per Enplanement Total airport energy costs per enplanement EN O-11 Energy-Efficient Entryways in Airport- Owned/Operated Buildings – Percentage of Percentage of energy-efficient entryways in airport- owned/operated buildings EN O-12 Energy-Efficient Lighting in Use – Airport Wide – Percentage of Percentage of energy-efficient lighting in use – airport wide EN O-13 Energy-Efficient Lighting in Use in Terminals – Percentage of Percentage of energy-efficient lighting in use in terminals EN O-14 Energy-Efficient Windows in Airport- Owned/Operated Buildings – Percentage of Percentage of energy-efficient windows in airport- owned/operated buildings EN O-15 Fossil Fuel to Total Fuel Usage – Percentage of Percentage of fossil fuel usage to total fuel usage EN O-16 Fuel Consumption of Airport Vehicles Total fuel consumption of GSE and other vehicles based at the airport, operated by the airport operator and tenants. Change year-over-year in gallons. EN O-17 Heating & Cooling Degree Days Index designed to measure amount of heating and cooling required for particular locations EN O-18 HVAC Equipment Meeting Energy- Efficiency Guidelines – Percentage of Percentage of HVAC equipment meeting energy- efficiency guidelines EN O-19 Landside (Excl. Terminals) Energy Consumption Landside energy consumption in kwh excluding terminals EN O-20 Nuclear Energy Used on Airport – Percentage of Percentage of nuclear energy used on airport compared to total airport energy used EN O-21 Renewable Energy Compared to Total Energy Consumption, Airfield – Percentage of Percentage of renewable energy used on airfield compared to total energy consumption on airfield EN O-22 Renewable Energy Compared to Total Energy Consumption, Landside (Excl. Terminals) – Percentage of Percentage of renewable energy used on landside compared to total energy consumption used on landside (excluding terminals) EN O-23 Renewable Energy Used on Airport – Percentage of Percentage of renewable energy (e.g., hydropower, wind energy, solar energy) used on airport compared to total airport energy used

Airport Performance Indicators Categorized by Functional Area and Type 79 No. Indicator Name Definition EN O-24 Renewable Energy Utilized Compared to Total Energy Consumption, Terminal Complex – Percentage of Percentage of renewable energy used in the terminal complex compared to total energy consumption in the terminal complex EN O-25 Terminal Electric Cost Total electric service cost for terminal EN O-26 Terminal Utilities Cost per Terminal Building Area with Utility Service (s.f.) Total cost of terminal utilities per terminal building area with utility service (s.f.) EN O-27 Total Utilities/Energy Cost – Terminal Buildings – Change over Prior Period Total utilities/energy cost – terminal buildings – change over prior period EN O-28 Total Airport Electric Cost Total cost of electric service for the airport EN O-29 Total Airport Energy Consumption Total energy consumption for the airport (electricity, heating energy, cooling energy) EN O-30 Total Airport Utilities Cost Total cost of airport utilities EN O-31 Utility Costs per Enplanement Total airport utility costs per enplanement EN O-32 Utility Costs per Square Footage – Terminal Complex Total terminal complex utility costs per terminal square foot

Airport Performance Indicators Categorized by Functional Area and Type 81 Environmental (EV) Environmental performance measures are used to track a variety of environmental indicators relating to emissions, discharges, noise, use of green building and other environmental sound practices, environmental violations, etc. Key Indicators Carbon Footprint ........................................................................................................EV K-1 Deicing – % Fluid Recovered ....................................................................................EV K-2 LEED Building Projects – % New Building Projects Being Built to LEED Standards ....................................................................................................EV K-3 Environmental Reviews – Timeliness of Completion................................................. EV K-4 Environmental Violations – Number of NOVs............................................................EV K-5 Night Operations – % Using Preferential Runways ...................................................EV K-6 Noise Abatement Procedures – % Compliance ........................................................EV K-7 Noise – Number of Homes within 65 dBA DNL.........................................................EV K-8 Reportable Discharges, Number ...............................................................................EV K-9 Stage 2 Operations < 75,000 Lbs..............................................................................EV K-10 Waste Recycling ........................................................................................................EV K-11 ............................................................................................................................................... Related Core and Key Indicators Energy Management Airfield Electricity Consumption – Change over Prior Period ....................................EN K-1 Airport Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%) ....................................................................................EN K-2 Renewable Energy Generated by the Airport (%) .....................................................EN K-3 Renewable Energy Purchased by the Airport (%) .....................................................EN K-4 Tenant Vehicles and Ground Service Equipment Converted to Energy-Efficient Types (%)..................................................................................EN K-5 See Other Indicators in ............................. Energy Management, Maintenance, Public Affairs, Safety/Risk Management Comments To date, the strong interest in environmental responsibility has not resulted in a set of commonly accepted environmental performance indicators. Note also that a variety of recent environmentally focused energy measures are coming into wider use, including those focusing on the percentage of energy consumed from renewable sources. Some environmental measures are a matter of regulatory compliance at the state level and therefore not likely good candidates for broad benchmarking.

82 Resource Guide to Airport Performance Indicators EV K-1 Environmental Carbon Footprint Definition The carbon footprint is the total set of greenhouse gases (GHG) emissions caused by activities at the airport, expressed in terms of the amount of carbon dioxide or its equivalent in other GHGs, emitted. Data Sources Airport studies Applicability All airports, but of particular importance for larger airports Comments Airports are beginning to focus on this API, which is not easy to track and requires the use of models for which there is yet no industry standard. See European Commission document: “Carbon Footprint – What It Is and How to Measure It”. Note also ISO 14040 provides information on carbon footprint calculations. See ACRP Report 11: Guidebook on Preparing Airport Greenhouse Gas Emissions Inventories, which provides a framework for identifying and quantifying specific components of airport contributions to greenhouse gases: This guidebook can be used by airport operators and others to prepare an airport-specific inventory of greenhouse gas emissions. It identifies calculation methods that can be applied consistently, improving comparability among airports and enhancing understanding of relative contributions of greenhouse gases to local environments. The inventory methods presented focus on the six primary greenhouse gases: carbon dioxide, methane, nitrous oxide, sulfur hexafluoride, hydrofluorocarbons, and perfluorocarbons. As part of the methodology, the guidebook provides instructions on how to calculate emissions from specific sources and how to create carbon dioxide (CO2) equivalencies. [Foreword to Report] Airports control a relatively small portion of total GHG emissions associated with the use of their facilities, and therefore may separately measure GHG emissions in multiple categories, as is the case for Sea-Tac, which has established the following goals: Port Owned/Controlled Emissions: By 2020, reduce emissions by 15% below 2005 levels. Airline Owned/Controlled emissions: Work with airline partners to identify and implement cost effective emission reduction strategies. Public Owned/Controlled Emissions: Assist the state and local governments in meeting the statewide transportation specific climate goal of reducing total vehicle miles traveled 18% by 2020, 30% by 2035 and 50% reduction by 2050. Source: Seattle-Tacoma International Airport Environmental Strategy Plan 2009. Useful for self-benchmarking. In the future, may become useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 83 EV K-2 Environmental Deicing – % Fluid Recovered Definition Percent of aircraft deicing fluid that is captured/recovered. Data Sources Airport records Applicability All airports with deicing Comments Deicing operations include removal of ice from aircraft, application of chemicals to prevent initial icing or further icing (anti-icing), and removal of (and preventing) ice from airfield pavement (runways, taxiways, aprons and ramps). This indicator measures the percentage of undiluted aircraft deicing fluid (ADF) that is captured after being sprayed. In 2009, EPA proposed to set national standards for control of wastewater discharges from deicing operations at airports, including setting minimum percentages for ADF recovery for different airports. [As of December 2010, that proposal is pending.] Regulatory implications may make obtaining peer data difficult. Apart from complying with minimum standards that may be set by federal law, this API is a useful environmental measure, which may be used for self-benchmarking and to peer- benchmark with similarly-situated peer airports. The facilities used for deicing and deicing fluid recapture vary from airport to airport, and must be considered in any comparison of fluid recovery between airports. Example Excerpt from Denver International Airport 2009 Environmental Performance Report Card Target: Maintain an aircraft deicing fluid (ADF) applied-to-collected ratio of 69 percent Metric = total gallons of ADF used/gallons captured Baseline 2004-2005 season = 69 percent. DIA has consistently maintained an ADF applied-to-collected ratio of 69 or 70 percent. 2008-2009 DEICING SEASON Total ADF Applied = 1,241,093 gallons Total ADF Collected = 868,765 gallons Of the 70 percent collected: - 622,776 gallons of ADF were reclaimed (72 percent) - 209,187 gallons of ADF were sent to Metro Wastewater (24 percent) Source: Denver International Airport website

84 Resource Guide to Airport Performance Indicators EV K-3 Environmental LEED Building Projects – % of New Building Projects Being Built to LEED Standards Definition Percent of new building projects being built to LEED standards. LEED is “Leadership in Energy and Environmental Design.” Data Sources Airport records Applicability All airports Comments LEED standards, promulgated by the U.S. Green Building Council, are being applied on a voluntary basis by more and more airports. It is important to note that there are: (a) different categories of LEED standards, e.g., LEED for New Construction and Major Renovations, LEED for Commercial Interiors, and LEED for Existing Buildings Operation & Maintenance; and (b) different levels of certification ranging from certified to silver to gold to platinum. Therefore, it is important to track not only the number of LEED certified projects, but the category and level of certification. An increasing number of airports require that new projects be built to LEED standards. In the future, as the volume of LEED-certified projects grows, airports may consider converting this API to a measure of actual percentage of building square footage that meets specified LEED standards. Useful for self-benchmarking, not as useful for peer benchmarking. Example All New Office Depot Stores Aim for LEED Certification To attain LEED certification for its new stores, Office Depot plans to use a range of Energy Star and energy efficient equipment, appliances and lighting along with an energy management system that tracks energy use and trends. The stores' other features will include skylights where possible to brighten up as much as 90 percent of a store, reflective roofs that allow the interiors of stores to stay cooler, a range of water-conserving fixtures, recycling of construction waste where possible, 50 percent of its wood from Forest Stewardship Council certified sources and purchases of renewable energy. Source: Office Depot Press Release, February 22, 2010

Airport Performance Indicators Categorized by Functional Area and Type 85 EV K-4 Environmental Environmental Reviews – Timeliness of Completion Definition Actual versus planned duration of environmental review process for major development projects. Data Sources Airport records, FAA environmental decisions Applicability All airports Comments The duration of the environmental review process is a critical factor in planning and managing major development projects. When environmental reviews are not completed on schedule, the project is delayed. The FAA is the lead federal agency for airport projects and subject to NEPA (National Environmental Policy Act) requirements. Delays in FAA environmental decision-making may occur for multiple reasons, including the need for additional evaluation because of insufficient information. This is a far-from-perfect performance indicator in a critical but very difficult to control area. Environmental reviews may take longer than anticipated for numerous reasons, including those within the airport’s control, e.g., insufficient preparation, and those beyond its control, e.g., external controversies leading to major litigation or protracted agency review. For further discussion of this important and complex subject, see TRB Synthesis Report 17, Approaches to Integrating Airport Development and Federal Environmental Review Processes (2009). This API is of most value in self-benchmarking, where an airport is conducting multiple projects requiring environmental review. The duration of the environmental review process for a major project at one airport may also be peer-benchmarked for similar projects at other airports with similar environmental issues.

86 Resource Guide to Airport Performance Indicators EV K-5 Environmental Environmental Violations – Number of NOVs Definition Number of environmental notices of violation annually – divided into NOVs for releases or discharges that exceed permit limits, and all other NOVs. Data Sources Airport records Applicability All airports Comments A number of airports track the number of notices of environmental violations received, with the goal of receiving no notices of violation. Some airports track NOVs in which the airport is charged with having made an actual discharge or release in excess of permit limits separately from “paperwork”-type NOVs. Because the subject and severity of these notices may vary widely, and airports in different locations are subject to different state environmental laws, this API is best used for self- benchmarking, not for peer benchmarking. Regulatory implications may make obtaining peer data difficult. Example Ted Stevens Anchorage International Airport Performance and Results Summary Target #1: Zero environmental Notices of Violation (NOVs). Status #1: For the sixth year in a row the Anchorage Airport had no NOVs for environmental issues. Number of environmental Notice of Violations Fiscal Year Number FY 2008 0 FY 2007 0 FY 2006 0 FY 2005 0 FY 2004 0 FY 2003 0 Analysis of results and challenges: Anchorage International Airport must comply with all environmental regulations, including activities, property and facilities managed by the airport. Source: gov.state.ak.us/omb/results/view_details.php?p=220

Airport Performance Indicators Categorized by Functional Area and Type 87 EV K-6 Environmental Night Operations – % Using Preferential Runways Definition Percent of time preferential runways are used during night operations. A preferential runway is the runway that when used, would have the least noise impact on the surrounding communities. Data Sources Airport records Applicability All airports with preferential night runways Comments A majority of noise complaints relate to night operations. Airports with preferential night runways typically set a target for the percentage of night operations that use the preferential runways. This API is important for airports to self-benchmark. It is of limited use in peer benchmarking. Example Ted Stevens Anchorage International Airport Performance and Results Summary Target #1: Minimize noise impact on surrounding communities through the use of preferential runways for at least 75% of the night operations at the airport. Percent of departures using preferential runways Fiscal Year Total FY 2008 77% FY 2007 73% FY 2006 75% FY 2005 75% FY 2004 100% Source: gov.state.ak.us/omb/results/view_details.php?p=220

88 Resource Guide to Airport Performance Indicators EV K-7 Environmental Noise Abatement Procedures – % Compliance Definition Percent of operations that comply with noise abatement procedures. Data Sources Airport records Applicability All airports with noise abatement procedures Comments Many airports have noise abatement procedures to reduce the noise produced by aircraft while on the ground, during takeoffs and landings, and during flights over populated areas. Some airports have multiple noise monitoring stations, others monitor flight paths including, deviations from planned routings. Areas of non-compliance may include engine runups, altitude, route/track, noise levels. Example Oakland International Airport North Field VFR Aircraft Departure Procedures Sample Compliance Report Source: Oakland International Airport website

Airport Performance Indicators Categorized by Functional Area and Type 89 EV K-8 Environmental Noise – Number of Homes within 65 dBA DNL Definition Number of homes subjected to noise resulting from aviation activities of 65 dBA DNL or above. Data Sources Airport records; Part 150 and other environmental studies Applicability All airports Comments The FAA defines significant noise exposure as occurring at 65 dBA DNL and above. Airport noise compatibility programs are usually based on establishing or maintaining compatible land uses in areas at or above that noise level. The FAA also recognizes CNEL (community noise equivalent level) as an alternative metric in California. Noise models are used to develop noise exposure contours and noise exposure maps submitted to the FAA and state and local government agencies. The Integrated Noise Model (INM) is the most commonly applied aviation noise model. It is important for airports to measure and track the number of homes subjected to 65 dBA DNL. An alternative or supplemental measure is to track the number of people subjected to 65 dBA DNL. Useful for self-benchmarking. Because each airport is situated differently with respect to nearby homes, its use for peer benchmarking would be mainly on a macro level to highlight airports with similar noise issues.

90 Resource Guide to Airport Performance Indicators EV K-9 Environmental Reportable Discharges, Number Definition Number of reportable quantity discharges of hazardous substances and petroleum products. Data Sources Airport records Applicability All airports Comments Covers reportable spills of hazardous substances and petroleum products such as cleaning fluids, waste oil, paint, solvents, gasoline, etc. Petroleum product spills may have different reporting standards than substances. State requirements regarding spill reporting vary. Many states use the lists of chemicals and reportable quantities developed under federal laws dealing with waste management and water pollution. A few states require reporting of any spill amount, sometimes only for oil, while relying on federal law to determine minimum reportable quantities for other substances. Some states have a subjective standard which requires reporting of spills which may cause environmental, public health or public safety problems. Because of differences between states, this API is better used for self-benchmarking than peer benchmarking. though substantial differences between the number of reportable spills at one airport versus other airports should attract management attention.

Airport Performance Indicators Categorized by Functional Area and Type 91 EV K-10 Environmental Stage 2 Operations < 75,000 Lbs Definition Number of Stage 2 operations conducted with aircraft less than 75,000 lbs. Data Sources Airport records Applicability All airports, but of particular concern to airports handling business jets Comments Stage 2 aircraft of 75,000 lbs or more were phased out by 2000. However, Stage 2 operations are generally still permitted by aircraft under 75,000 lbs. Operations by these aircraft generate a disproportionate number of noise complaints and other community concerns. As of 2005, approximately 150 airports had a significant number of Stage 2 operations conducted with Lear, Gulfstream, Sabreliner, Falcon and other jet aircraft. Useful for self-benchmarking, also peer benchmarking similarly situated airports.

92 Resource Guide to Airport Performance Indicators EV K-11 Environmental Waste Recycling Definition Percentage of total tons of solid waste that is recycled/reused/composted excluding construction/demolition waste, restaurant grease, glycol. Data Sources Airport studies Applicability All airports Comments Measures solid waster recycling rate. For example, Seattle-Tacoma International Airport reports in its 2010 Progress Report that it will “increase the solid waste recycling rate from the current 21% in 2008 to 50% by 2014.” Separate recycling goals may be set for different types of waste, including construction debris, pre-consumer organics, and post-consumer compostables, as well as airfield trash. Useful for self-benchmarking, not as useful for peer benchmarking. Example Excerpt from Denver International Airport 2009 Environmental Performance Report Card Target: Decrease the amount of city-generated hazardous waste by 1 percent annually (note: excludes universal waste). Denver International Airport, City-Generated Hazardous Waste, Pounds per Year per Million Passengers 27.0 26.7 26.2 26.0 14.5 19.4 6.1 26.5 28.16 2005 2006 2007 2008 2009 Goal Actual Source: Denver International Airport web site and Oliver Wyman analysis

Airport Performance Indicators Categorized by Functional Area and Type 93 Environmental – Other APIs No. Indicator Name Definition EV O-1 Aircraft Operations in Compliance with Approved Voluntary Flight Track Programs (%) Ratio of operations complying with approved, voluntary flight track program EV O-2 Aircraft Parking Positions Serviced by a Hydrant Fuel System (%) Percentage of Aircraft Parking Positions Serviced by a Hydrant Fuel System EV O-3 Buildings On-Airport That Are LEED Certified (%) Ratio of buildings that are "green" EV O-4 Certification Status of Environmental Management System Certification Status of Environmental Management System EV O-5 Construction & Demolition Waste Recycled/Reused/Composted (%) Percentage of construction & demolition waste that is recycled/reused/composted (in tons) EV O-6 Deicing Fluid Discharges per Total Deicing Operation – Total Airport Percentage of deicing discharges per total number of deicing operations – all operators EV O-7 Direct CO2 Emissions Direct CO2 emissions – Scope 1 Greenhouse Gas protocol standards for fuels, etc. EV O-8 Environmental Program Capital Budget Environmental Program Capital Budget EV O-9 Environmental Program Operating Budget Environmental Program Operating Budget EV O-10 Existence of Environmental Management System Existence of Environmental Management System EV O-11 Flights in Compliance with Noise Abatement Procedures (%) Aircraft operations complying with noise-program procedures compared to total flights EV O-12 Fuel Discharges per Total Fueling Operations – Total Airport Percentage of fuel discharges per total number of airport fueling operations EV O-13 Homes in 65 Ldn That Have Avigation Easements Attached (%) Percentage of noise -impacted homes with avigation easements in 65 Ldn area EV O-14 Homes in 65 Ldn That Have Been Mitigated (%) Percentage of noise-mitigated homes in 65 Ldn area EV O-15 Homes Subjected to Specified Noise Level (%) Percentage of homes subjected to a specified noise level EV O-16 Indirect CO2 Emissions Indirect CO2 emissions (Scope 2 Greenhouse Gas protocol standards: sourcing of power, etc.) EV O-17 Landscaping That is "Xeriscape" Landscaping (%) Percentage of landscaping that is "xeriscape" landscaping (i.e., doesn't require supplemental irrigation) EV O-18 Landscaping Water Usage That Comes from a Water Re-Use/ Recapture Program (%) Percentage of Landscaping Water Usage That Comes from a Water Re-Use/Recapture Program EV O-19 Night Operations – Preferential Runways Used (%) Percentage of night operations using preferential runways EV O-20 Number of Aircraft Noise Complaints Number of aircraft noise-related complaints EV O-21 Number of Airport Patrons Utilizing Pay-On-Foot Parking Pay-on-foot parking systems reduce idling time in automobiles EV O-22 Number of Clean-Fuel Vehicles Owned by Airport Clean-fuel vehicles owned by the airport. A measure of the airport's fleet modernization efforts. EV O-23 Number of Flight Track Violations Number of flights that exceed established noise level standards at monitoring stations EV O-24 Number of LEED-Certified Buildings on Airport Number of “green” airport buildings

94 Resource Guide to Airport Performance Indicators No. Indicator Name Definition EV O-25 Number of Staff Reporting to Environmental Manager Staff reporting to airport environmental manager. A measure of airport commitment to environmental concerns. EV O-26 Number of Tons of Construction and Demolition Waste Recycled/ Reused/ Composted Number of tons of construction and demolition waste that is recycled/reused/composted EV O-27 Number of Tons of Solid Waste Recycled/Reused/Composted Number of tons of solid waste that is recycled/ reused/composted (excluding construction/demolition waste, restaurant grease, glycol) EV O-28 Number of Violations of Airport Ground Run-Up Procedures Number of aircraft operator violations of airport run- up procedures EV O-29 Pay-On-Foot Parking Users to Total Number of Patrons Parking (%) Percentage of pay-on-foot parking users to total number of patrons parking EV O-30 Public Restroom Sinks Equipped with Automatic Shutoff/Water Flow Control Devices (%) Percentage of public restroom sinks equipped with automatic shutoff/water flow control devices EV O-31 Public Restroom Toilets with Low-Flow Devices (%) Percentage of public restroom toilets with low-flow devices EV O-32 Publication of Annual Environmental Report – Y/N Whether the airport publishes an environmental report annually EV O-33 Purchases Included in "Green Purchasing" Program as % of Eligible Purchases (%) Percentage of eligible purchases included in "green purchasing" program EV O-34 Reduction in Discharged De-Icing Material to Nearby Waterways (%) Reduction in discharged de-icing material to nearby waterways (%) EV O-35 Rental Car Fleet Comprised of Low- Emissions or Alternative Fuel Vehicles (%) Ration of LEV/alternate fuel vehicles in the rental car fleet EV O-36 Taxicabs Comprised of Low Emission or Alternative Fuel Vehicles (%) Ratio of LEV/alternate fuel vehicles in the taxicab fleet EV O-37 Tenants Inspected Annually for Environmental Compliance (%) Percentage of tenants inspected annually for environmental compliance EV O-38 Total Water and Sewer Cost Total cost to the airport and tenants for water and sewer service EV O-39 Waste and Disposables Recycled (%) Percentage of waste and disposables recycled EV O-40 Water & Sewer Cost per Enplanement Cost of water & sewer services per enplaned passenger EV O-41 Water & Sewer Cost per Terminal Bldg Area with Water & Sewer Service (S.F.) Cost of water & sewer services per terminal area with water & sewer services EV O-42 Water Consumption – Change over Prior Period Water consumption – change over prior period EV O-43 Water Consumption per Enplanement Water consumption per enplaned passenger EV O-44 Waterless Public Restroom Urinals and Toilets (%) Percentage of public restroom urinals and toilets that are waterless EV O-45 Weight of Waste/Disposables Recycled Weight of waste/disposables recycled

Airport Performance Indicators Categorized by Functional Area and Type 95 Financial (FN) Financial performance measures are used to track all aspects of an airport’s financial performance, including revenues and costs for the airport in total and its various departments and functions. Core Indicators Airline Cost per Enplanement ....................................................................................FN C-9 Airport Cost per Enplanement ...................................................................................FN C-10 Bond Rating ...............................................................................................................FN C-11 Days Unrestricted Cash on Hand ..............................................................................FN C-12 Debt per Enplanement...............................................................................................FN C-13 Debt Service Coverage Ratio ....................................................................................FN C-14 Non-Aeronautical Operating Revenue as % of Total Operating Revenue ................FN C-15 Non-Aeronautical Operating Revenue per Enplanement ..........................................FN C-16 Operating Cost per Enplanement ..............................................................................FN C-17 Key Indicators Accounts Receivable Aging – Days...........................................................................FN K-1 Airline Cost per Operation .........................................................................................FN K-2 Airport Revenue from Non-Passenger-Dependent Sources (%)...............................FN K-3 Contract Services Cost as % of Total Operating Cost............................................... FN K-4 Debt Service as % of Operating Revenue.................................................................FN K-5 Investment Income as % of Invested Assets .............................................................FN K-6 Long-Term Debt per Enplanement ............................................................................FN K-7 Net Operating Income per Enplanement ...................................................................FN K-8 Net Working Capital (Operating Liquidity) .................................................................FN K-9 Operating Cost per Operation....................................................................................FN K-10 Personnel Cost per Enplanement..............................................................................FN K-11 Related Core and Key Indicators See area of interest as many other Core and Key Indicators are related to the Financial indicators. For example: ARFF ARFF Cost – Change over Prior Period .................................................................... AR K-1 Concessions Concession Revenue to the Airport as % of Total Operating Revenue ....................CN C-6 Fuel Fuel Sales Net Profit/Loss or Fuel Flowage Fees ...................................................... FL K-1 See Other Indicators in ...................................... ARFF, Concessions, Fuel, General Aviation, Grants, Human Resources, Maintenance, Parking, Planning/Construction, Properties/ Contracts Comments Financial indicators are a primary focus for many airports, and are widely tracked and benchmarked. Airline Cost per Enplanement is probably the most widely used API. Although the primary collection of financial indicators is found in the Financial category, other important financial indicators are found in many other categories.

96 Resource Guide to Airport Performance Indicators FN C-9 Financial Airline Cost per Enplanement Definition Commonly referred to as CPE (Cost per Enplanement). Average of what airlines pay per enplanement to the airport for use of airfield (landing fees, ramp/apron fees) and terminal space (space rentals net of any credits and reimbursements, plus gate charges). Includes payments for aircraft parking positions (e.g., hard stands, tie-downs), federal inspection fees, and security reimbursements paid by the airline whether to the airport or another agency. Typically excludes special airline facilities self-financed by an airline (e.g., terminal facilities to be operated by the airline). Excludes ground or facility rentals for ancillary buildings (e.g., cargo buildings, hangars); airline self-funded construction (e.g., build-out of terminal space); other costs incurred by the airline to operate at the airport (e.g., fuel, maintenance, personnel, services, supplies and equipment) except where the airport provides these services directly (e.g., deicing services at some airports). Does not include delay costs. Data Sources Airport records, or FAA Form 127 Applicability All commercial service airports Comments Becomes a difficult measurement where airlines self-invest in terminal facilities - including entire terminals or partial (e.g., certain concourses) and differing levels of airline investment in fit-up and equipment. Such practices remove significant parts of the terminal from the rate base. Can attempt to add back the nominal cost of such excluded rental fees to approach a meaningful API for the airport. Airport CPEs are often a function of the airport's capital development phase, as expansion programs are most likely to increase an airport's CPE when initially completed. CPE is highly sensitive to changes in the level of enplanements. Very important for self-benchmarking, including the trend over time. Because difficult to obtain true "apples-to-apples" measure, less reliable for peer benchmarking, but this API is one of the most widely used comparative measure among airports. Example Estimated CPEs for Airports over 100,000 Enplanements $0 $5 $10 $15 $20 $25 $30 Range of Airports Source: FAA Form 127 and Oliver Wyman analysis

Airport Performance Indicators Categorized by Functional Area and Type 97 FN C-10 Financial Airport Cost per Enplanement Definition Airport total costs per enplanement, i.e., operating cost plus non-operating cost divided by enplanements. Data Sources Airport records or FAA Form 127. Applicability All commercial service airports. Cargo airports will use a different divisor, such as Operations. General aviation airports may track change in total airport costs over prior period. Comments Provides a measure of total airport costs on a unit basis, which must be paid from aeronautical and non-aeronautical sources. Important for self-benchmarking and peer benchmarking. Reasonably straightforward for peer benchmarking because use of Total Costs avoids definition and allocation differences between airports that arise when considering Operating and Non-Operating Costs, Direct and Indirect Costs, etc.

98 Resource Guide to Airport Performance Indicators FN C-11 Financial Bond Rating Definition Rating of airport debt as assigned by major rating agencies: Fitch, Moody's, Standard & Poors. Data Sources Airports pay a fee to the rating agencies to have their debt rated. Various data sources track the ratings of airport bonds, and individual rating changes are typically the subject of a press release by the rating agency. Applicability All airports that issue rated debt, which includes virtually all medium and large airports. Small and General Aviation Airports are affected by the ratings of their municipalities. Comments Each rating agency uses its own scale to assess the financial strength of the issuer. For example, Standard & Poors' highest rating is AAA, which means "Extremely strong capacity to meet financial commitments". Moody's highest rating is Aaa, which means that the obligation is "judged to be of the highest quality, with minimal credit risk." S&P's highest B rating is BBB, which means "Adequate capacity to meet financial commitments, but more subject to adverse economic conditions." Moody's highest B rating is Baa, which means that the debt is "subject to moderate credit risk. They are considered medium grade and as such may possess certain speculative characteristics." The criteria used by rating agencies include service area characteristics and air traffic demand, financial strength and diversity of carriers, use and lease provisions, and airport finances. Important for self-benchmarking and peer benchmarking. Example Sample of Airport Bond Ratings by Moody’s Alabama Birmingham Airport A2 Huntsville Airport A2 Alaska Alaska International Airports System Senior Lien Aa3 AIEDA Rental Car Facility Charge A3 Arizona Phoenix Sky Harbor International Airport Airport Revenue-Senior Lien Aa3 Car Rental Facility Charge Revenue A3 Tucson Airport Authority Airport Revenue-Senior Lien A1 Airport Revenue-Subordinate Lien A2 Source: Moody’s Global Infrastructure Finance, U.S. Airport Medians for FY 2008 (November 2009)

Airport Performance Indicators Categorized by Functional Area and Type 99 FN C-12 Financial Days Unrestricted Cash on Hand Definition Unrestricted cash and investments, divided by average daily operating and maintenance expenditures (equal to annual operating and maintenance expenditures divided by 365). Data Sources Airport records Applicability All airports Comments Definition is equivalent to Moody's "Days cash on hand". A measure of available cash (excluding restricted accounts such as debt service reserves) to cover operating expenses and other financial requirements on short notice. Important for self-benchmarking, to let the airport know how this liquidity measure is trending. Moderately useful for peer benchmarking.

100 Resource Guide to Airport Performance Indicators FN C-13 Financial Debt per Enplanement Definition Total airport debt per enplanement, measured at the end of the reporting period. Data Sources Airport records or FAA Form 127. Applicability All commercial service airports. GA and cargo airports will use different divisor -- operations or based aircraft. Useful in comparing trend over time and in benchmarking with other airports. Comments An important measure of an airport's fixed costs and one the rating agencies weigh heavily when assigning debt ratings. Beyond speaking to debt load, serves as an important measure of resiliency during periods of economic downturn. Moody’s Global Infrastructure Finance publishes U.S. Airport Medians for a variety of financial measures, including Long Term Debt, Debt per Enplaned Passenger, Debt per O&D Enplaned Passenger, etc. Where an airport is in its CIP cycle (and paying for same) will influence this indicator. Useful for self-benchmarking and peer benchmarking. Any differences in definition need to be understood and taken into account before normalizing data. However with rating agency scrutiny of this API, there is probably a good level of data commonality already built in. Example Debt per Enplaned Passenger U.S. Airport Median $0 $10 $20 $30 $40 $50 $60 $70 99 00 01 02 03 04 05 06 07 08 Airport Fiscal Year Source: Moody’s Global Infrastructure Finance, U.S. airport Medians for FY 2008 (November 2009)

Airport Performance Indicators Categorized by Functional Area and Type 101 FN C-14 Financial Debt Service Coverage Ratio Definition Net revenues as defined in an airport's bond ordinance divided by principal and interest requirements for the fiscal year. Data Sources Airport records Applicability All airports with outstanding revenue bonds Comments Definition is same as Moody's "Debt service coverage per bond ordinance". The Debt Service Coverage Ratio measures an airport’s ability to service its debt, and shows the cash flow cushion available to meet debt serve obligations. May also be measured on a GAAP basis, as opposed to per bond ordnance. The airport’s type of coverage -- whether a funding requirement (and if so, one-time or annual funding) or a revenue sufficiency test -- affects its financial reserves and the level of rates and charges needed to generate the funding. Should also differentiate between required minimum coverage and actual coverage at a given time. As defined above, the Debt Service Coverage Ratio is an important factor in the bond rating process and is useful for self-benchmarking. It is not useful for peer benchmarking because of differences in the definition of net revenues. In the broader corporate finance context, the Debt Service Coverage Ratio is typically defined as net operating income (earnings before interest and taxes) divided by total debt service. Using that definition, peer benchmarking may be conducted using Form 127 data. Care should be taken to compare airports with similar types of coverage. Example Debt Service Coverage Ratio (Bond Ordinance Basis) U.S. Airport Median 0.0 0.5 1.0 1.5 2.0 2.5 99 00 01 02 03 04 05 06 07 08 Airport Fiscal Year Source: Moody’s Global Infrastructure Finance, U.S. airport Medians for FY 2008 (November 2009)

102 Resource Guide to Airport Performance Indicators FN C-15 Financial Non-Aeronautical Operating Revenue as % of Total Operating Revenue Definition Total non-aeronautical operating revenue as a percentage of total operating revenue. Data Sources Airport records or FAA Form 127 Applicability All airports Comments Measures success in diversifying revenue source away from aeronautical charges. Typically includes revenues from concessions, parking, rental cars, land and other business development. Excludes aeronautical operating revenues and non-operating revenues (such as PFCs and interest income). Useful for self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 103 FN C-16 Financial Non-Aeronautical Operating Revenue per Enplanement Definition Total non-aeronautical operating revenue per enplaned passenger. Data Sources Airport records or FAA Form 127 Applicability All commercial service airports Comments On an enplanement basis, measures success in diversifying revenue sources away from charges to aeronautical users. Typically includes revenue from concessions, parking, rental cars, land and other business development. Excludes aeronautical operating revenues and non-operating revenues such as PFCs and interest income. Important for self-benchmarking and peer benchmarking. This benchmark relates two values with a more direct causal relationship than does Net Operating Income per Enplanement, for enplanements (which drive passenger spending) play a larger role in producing non- aeronautical revenues than they do in producing airport revenues generally.

104 Resource Guide to Airport Performance Indicators FN C-17 Financial Operating Cost per Enplanement Definition Total operating costs per enplanement. Excludes depreciation. Data Sources Airport records or FAA Form 127. Applicability All commercial service airports. Cargo airports will use a different divisor, typically cargo tons. General aviation airports will track change in operating cost over the prior period. Comments Useful measurement because it focuses on airport costs and excludes non-operating expenses (primarily debt service and depreciation). Includes administrative costs and allocated overhead costs. The ACI-NA Benchmarking Survey excludes depreciation in calculation of operating cost; however FAA Form 127 includes depreciation. Form 127 also specifies eight other expense categories: (1) personnel compensation and benefits, (2) communications and utilities, (3) repairs and maintenance, (4) marketing, advertising, and promotion, (5) supplies and materials, (6) contractual services, (7) insurance, claims, and settlements, (8) other. Useful for self-benchmarking and peer benchmarking. Differences in definition need to be understood and taken into account before normalizing data.

Airport Performance Indicators Categorized by Functional Area and Type 105 FN K-1 Financial Accounts Receivable Aging – Days Definition A periodic report measuring balances of receivables, broken down by customer and month. Data Sources Airport records Applicability All airports Comments Accounts receivable aging is used to identify problem customers. In recent years, largely as a result of airline bankruptcies, airports have become more vigilant about monitoring accounts receivable, and have also required larger tenant deposits than in the past. Airports typically increase their collection efforts as the average of their accounts receivable lengthens, and they may also tighten credit policies. Apart from using the accounts receivable aging schedule, airports often measure the average number of days until receivables are collected. This API may be used for self-benchmarking and for peer benchmarking. Example Total 30-Jan Accts. Payable Days Past Due Airline A $20,000 $20,000 ---- ---- ---- Cargo Tenant B $3,000 $2,500 $500 ---- ---- Vendor C $1,000 $500 $300 $200 ---- Airline D $10,000 $2,500 $2,500 $2,500 $2,500 Total $34,000 $25,500 $3,300 $2,700 $2,500 Accounts Receivable Aging Schedule 31-Dec-09 Supplier's Name Current 31-60 Days Past Due Over 60 Days Past Due Source: Oliver Wyman

106 Resource Guide to Airport Performance Indicators FN K-2 Financial Airline Cost per Operation Definition Average of what airlines pay in airport fees per operation at the airport. Data Sources Airport records or FAA Form 127. Applicability All commercial service airports, and also may be applied to cargo and general aviation airports. Comments Has many of the same issues as Airline Cost per Enplanement, FN C-10. See that API for comments also applicable to this API. In lieu of enplanement levels, over which airports have little control, this indicator substitutes operations, over which airports also have little control. Becomes a difficult measurement where airline self-investment in terminal facilities – including both entire terminals and differing levels of airline investment in fit-up and equipment – removes significant parts of the terminal from the rate base. Can attempt to add back the nominal cost of such excluded rental fees to approach a meaningful API for the airport. The Airline Cost per Operation (CPO), like the Airline Cost per Enplanement, is often a function of the airport's capital development phase, as expansion programs are most likely to increase an airport's CPO when initially completed. CPO is highly sensitive to changes in the level of operations, which may vary with changing equipment types as well as anticipated demand patterns. May be used both to self-benchmark operating costs and for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 107 FN K-3 Financial Airport Revenue from Non-Passenger-Dependent Sources (%) Definition Measures percentage of airport revenue from non-passenger dependent sources, such as investment income, corporate jets, oil & gas wells, industrial development, golf courses and other compatible uses of airport-owned land. Data Sources Airport records Applicability Commercial service airports Comments As airports strive to diversify revenue sources, they find that their primary non-aeronautical sources of revenue, such as concession income and parking income, are nevertheless strongly correlated with and dependent on passenger trends. This measure attempts to track airport revenue from sources that are not dependent on airline passengers. As industry standardization of its definition and data collection are refined, this API is likely to become more important over time. Useful for self-benchmarking and for peer benchmarking.

108 Resource Guide to Airport Performance Indicators FN K-4 Financial Contract Services Cost as % of Total Operating Cost Definition Total outside contract services cost as % of total operating cost. Because airports outsource different functions, it may be more useful in some cases to track contract service costs of particular functions, such as police and fire. Data Sources Airport records or FAA Form 127 Applicability All airports Comments FAA Form 127 lists contract services as including “consulting, legal, accounting, auditing, security, firefighting, engineering, training, lobbying, maintenance, janitorial services, architectural fees, and financial services.” This indicator is used primarily to measure the degree of outsourcing at an airport. It also reflects the price paid for that outsourcing and the airport’s mix of contract services and other operating costs. For these reasons, this API is best viewed at a high level. It may be used either to self-benchmark outsourcing trends at an individual airport or to roughly peer-benchmark the degree of outsourcing among similar airports.

Airport Performance Indicators Categorized by Functional Area and Type 109 FN K-5 Financial Debt Service as % of Operating Revenue Definition Debt service (principal plus interest) as a percent of operating revenue. Data Sources Airport records or FAA Form 127. Applicability All airports that issue debt, which includes virtually all medium and large airports. Comments Higher debt service as a percent of operating revenue is generally found at airports that are undertaking or have recently completed major capital development programs. At higher percentages, the airport is likely to have less flexibility in spending. This measure is not among those specifically listed and tracked in Moody’s U.S. Airport Medians, but it is tracked by a number of states and municipalities. The State of Massachusetts, for example, includes it as a primary indicator of “debt affordability.” Useful for self-benchmarking over time, and for peer benchmarking to provide one comparison of debt service burden.

110 Resource Guide to Airport Performance Indicators FN K-6 Financial Investment Income as % of Invested Assets Definition Investment income as % of invested assets. Data Sources Airport records Applicability All airports Comments Designed to measure return on airport investments in financial instruments. May include capital gains, dividends, and interest. Useful to compare individual airport performance with investment returns on various short-term financial instruments which are readily available. A measure of how well the airport invests cash on a short-term basis. Not used for self- benchmarking over time as short-term interest rates fluctuate widely. Also because of differing investment horizons and requirements, of limited use for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 111 FN K-7 Financial Long-Term Debt per Enplanement Definition Long-term debt per enplanement measured at the end of the reporting period. Data Sources Airport records or FAA Form 127. Applicability All airports with outstanding long-term debt. Comments An important measure of an airport’s debt burden. Moody’s tracks total debt per enplaned passenger instead, which is long-term debt plus short-term debt, divided by enplaned passengers. Useful both for self-benchmarking debt burden and for peer benchmarking. Moody’s publishes (total) debt per enplaned passenger medians for different airport categories, as shown below. Example Debt per Enplaned Passenger U.S. Airport Median FY 2008 $0 $20 $40 $60 $80 $100 $120 All Airports Hub Airports Residual Compensatory Source: Moody’s Global Infrastructure Finance, U.S. airport Medians for FY 2008 (November 2009)

112 Resource Guide to Airport Performance Indicators FN K-8 Financial Net Operating Income per Enplanement Definition Airport operating revenue (aeronautical plus non-aeronautical) minus airport operating expenses (excluding depreciation) expressed on a per-enplanement basis. Data Sources Airport records or FAA Form 127. Applicability All commercial service airports. GA and cargo airports will use different divisor. Comments Also referred to as Operating Revenue per Enplanement. Measures airport's revenue generation in excess of operating costs. Useful for both self-benchmarking and peer benchmarking. For peer benchmarking, however, airport ratemaking methodology will influence the result, so it is important to select the peer group carefully.

Airport Performance Indicators Categorized by Functional Area and Type 113 FN K-9 Financial Net Working Capital (Operating Liquidity) Definition Net working capital, also known as working capital, represents operating liquidity available to the airport. It is calculated as current assets minus current liabilities. Data Sources Airport records Applicability All airports Comments Positive working capital means that an airport has sufficient funds to satisfy maturing short- term debt and upcoming operational expenses. The management of working capital involves managing inventories, accounts receivable, accounts payable, and cash. Working capital is important to an airport as an absolute measure of its operating liquidity. Working capital may also be self-benchmarked and used for peer benchmarking.

114 Resource Guide to Airport Performance Indicators FN K-10 Financial Operating Cost per Operation Definition Airport total operating cost per operation Data Sources Airport records or FAA Form 127 Applicability All airports Comments An important measure of an airport’s operating cost efficiency, although subject to fluctuations in the number of operations that are beyond the airport’s control. Useful for providing another perspective on airport operating costs in addition to examining operating costs per enplanement. Also, unlike “per enplanement” measures, this indicator may be used for cargo airports. Useful for both self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 115 FN K-11 Financial Personnel Cost per Enplanement Definition Personnel cost (total of salary, wages, and benefits costs) per enplanement. Data Sources Airport records or FAA Form 127. Applicability All commercial service airports. GA and cargo airports will use different divisor. Comments Examining personnel costs per enplanement in comparison with other airports may provide airports with useful information in examining staffing and compensation. Because airports outsource to differing degrees, however, it is important to benchmark comparable workforces in terms of the functions performed by employees. A more comprehensive measure of personnel cost would add back in the cost of contractors performing functions in place of airport employees. Useful for self-benchmarking, less useful for peer benchmarking.

116 Resource Guide to Airport Performance Indicators Financial – Other APIs No. Indicator Name Definition FN O-1 Airline Cost per Acre Airline fees paid divided by total airport acres FN O-2 Airline Cost per Terminal Sq. Ft. Airline s/f. rental rate – average and by type of space FN O-3 Airline Costs per Gate Average airline gate rental payments to the airport, per gate FN O-4 Airline Operations Airline landings plus takeoffs at the airport FN O-5 Airline Payments as Percentage of Airport Operating Revenues Airline fee payments to the airport as a percentage of total airport operating revenues FN O-6 Airline Rental Cost per Gate Defined either as annual cost of incremental gate or as average cost of gate rental and associated support/ terminal space FN O-7 Airline Terminal Area in Rate Base Te rminal area utilized by airlines and included in terminal rental rate formula FN O-8 Airline Terminal Rental Revenues Pa ym ents by airlines to airport for use of terminal facilities FN O-9 Airport Central Staff Employees Number of airport central staff employees FN O-10 Airport Direct Operating Cost per 1000 Lbs Landed Weight Average airport direct operating cost per 1000 lbs landed we ight FN O-11 Airport Direct Operating Cost per Enplanement Average airport direct operating cost per enplaned passenger FN O-12 Airport Direct Operating Costs Airport direct operating costs. Does not include allocated costs. FN O-13 Airport Indirect Operating (Administrative Overhead) Costs Airport indirect operating cost (administrative overhead) costs. Uses allocated costs. FN O-14 Airport Indirect Operating Cost as Percentage of Total Operating Cost Indirect operating cost (administrative overheads) as percentage of total operating cost FN O-15 Airport Indirect Operating Cost per 1000 Lbs Landed Weight Airport indirect operating cost (administrative overhead) per 1000 lbs landed we ight FN O-16 Airport Indirect Operating Cost per Enplanement Airport indirect operating cost (administrative overhead) per enplanement FN O-17 Airport Non-Operating Costs Airport non-operating costs. Measures costs not related to the airport’s core operations such as cost of borro wi ng. FN O-18 Airport Operating Cost per Enplanement To tal operations and maintenance cost per enplanement FN O-19 Airport Operating Costs To tal airport operating costs FN O-20 Airport Operating Revenue Revenue derived from airport operations FN O-21 Airport Operations Cost per 1000 Lbs Landed Weight To tal operations and maintenance cost per 1000 lbs landed we ight FN O-22 Annual Capital Cost as Percentage of Total Cost Capital cost as percentage of total cost on annual basis FN O-23 Annual Subsidy from Primary Airport to Relievers Annual subsidy from primar y airport to reliever airports FN O-24 Asset Value per Employee Airport asset value per employee FN O-25 Average Annual Hangar Space Rental Cost Average annual hangar space rental cost per sf FN O-26 Average Annual Ti e-Do wn Space Rental Cost Average annual tie-do wn space rental cost FN O-27 Average Cycle Time of Key Financial Activities Ho w often on average airport ke y financial activities are repeated — e.g., bank reconciliations, parking audits, FN O-28 Average Interest Rate Paid on Long- Te rm Debt Average interest rate paid on long-term debt obligations

Airport Performance Indicators Categorized by Functional Area and Type 117 No. Indicator Name Definition FN O-29 Average Interest Rate Paid on PFC- Backed Debt Average interest rate paid on PFC-backed debt FN O-30 Average Interest Rate Paid on Total Debt Average interest rate paid on total debt FN O-31 Average PFC per Enplaned Passenger Average PFC per enplaned passenger, taking into account the two PFC-limit per one-way trip FN O-32 Average PFC Refunds per Reporting Period Average PFC refunds per reporting period FN O-33 Building Maintenance Cost – Total Total cost of building maintenance – all airport buildings FN O-34 Capital Expenditure per Enplanement Capital expenditure per enplanement during the fiscal year FN O-35 Cash Flow / Cap-X Cash flow / Capital Expenditures in a given period FN O-36 Concession Revenue Offsetting Airline Fees Amount of concession revenue serving to offset/reduce airline fees under terms of airline-airport agreement FN O-37 Cost of Equipment Failure Measures the cost of outage of specific types of equipment FN O-38 Cost to Budget Ratios Actual cost of particular projects or line items, divided by the amount budgeted FN O-39 Crown Rents Paid Crown rent paid by Canadian airports to the Canadian Government FN O-40 Current PFC Collection Level/Totals to Potential PFC Revenue Comparison of PFC revenues currently collected to PFC revenues if the airport collected the maximum allowable amount FN O-41 Debt – Other than Long-Term Airport debt other than long-term FN O-42 Debt / Equity Percentage Percentage of debt to equity FN O-43 Debt per O&D Enplaned Passenger Debt per O&D enplaned passenger FN O-44 Debt per Operation Debt per operation FN O-45 Debt Ratio Net funded debt divided by the sum of net fixed assets and net working capital FN O-46 Debt Service Payments Net of PFCs per Enplanement Debt service payments net of PFCs per enplanement during the period FN O-47 Debt Service Safety Margin Net revenues less principal and interest requirements for year divided by gross revenues FN O-48 Depreciation Cost per Enplanement Depreciation cost per Enplanement FN O-49 Direct Operating Cost per Airport Employee Direct operating cost per airport employee FN O-50 Dollar Amount of Fees & Expenses Paid to Outside Counsel Dollar amount of fees & expenses paid to outside counsel FN O-51 Earnings (Net Revenues) Gross revenues minus expenses FN O-52 EBIT Margin Earnings before interest and taxes divided by net revenue FN O-53 EBITDA Earnings before interest, taxes, depreciation, and amortization FN O-54 Elements of Capital Funding as % of Total Capital Funding Percentage of total capital funding represented by each funding element (bonds, grants, etc.) FN O-55 Enplanements per Airport Employee Enplaned passengers per airport employee FN O-56 Errors in Accounting Reports Errors in accounting reports FN O-57 Frequency of Internal Performance Auditing of Departments and Activities Frequency of internal performance auditing of departments and activities FN O-58 Interest Payments on Debt Other than Long-Term Interest paid by airport on debt other than long term FN O-59 Interest Payments on Long-Term Debt per 1000 Lbs Landed Weight Interest paid on long-term debt obligations, per 1000 lbs landed weight FN O-60 Interest Payments on Long-Term Debt Interest paid by airport on its long-term debt FN O-61 Interest Payments on Long-Term Debt per Cargo Ton Interest paid on long-term debt obligations, per cargo ton enplaned

118 Resource Guide to Airport Performance Indicators No. Indicator Name Definition FN O-62 Interest Payments on Long-Term Debt per Enplanement Interest paid on long-term debt obligations, per enplaned passenger FN O-63 Interest Payments on PFC-backed Debt Interest payments on PFC-backed debt FN O-64 Inventory Shrinkage (%) Percentage of Inventory Shrinkage FN O-65 Investment Income Investment income on airport funds and other investible holdings FN O-66 Labor Utilization Rates A measure of productivity using the amount of time on a specific project or task FN O-67 Landed Weight (000 Lbs) The total amounts of weight of aircraft landings or take- offs at the airport for domestic, international and cargo carriers (in millions of pounds) depending on the basis for charging landing fees (i.e., by take-off or landing). Does not include landed weights for GA and Military aircraft. FN O-68 Landing Fee Revenues Revenues from fees charged to aircraft owners and operators for the use of runways, taxiways, landing strips, runway protection zones, and clearways. Does not include fees for parking aircraft. FN O-69 Levels of Airport Funds Over Time Funds levels in airport funds over time FN O-70 Long Term Debt as % of Total Assets Long-term debt as % of total assets FN O-71 Long Term Goals Achieved (%) Long-term goals achieved as a percentage of the total number of long-term goals FN O-72 Long-Term Debt Total long-term debt, including the current portion of long-term debt FN O-73 Long-Term Debt per 1000 Lbs Landed Weight Amount of airport long-term debt per 1000 lbs landed weight FN O-74 Material & Supply Costs per Enplaned Passenger Material & supply costs per enplaned passenger FN O-75 Net Fixed Assets Fixed assets and construction-in-progress less accumulated depreciation FN O-76 Net Operating Revenue Excess (or deficit) of airport operating revenues over operating costs FN O-77 Net Operating Revenue After Debt Service Excess (or deficit) of operating revenues over operating costs less debt service FN O-78 Non-Aeronautical Revenue from Reliever Airports Non-aeronautical revenue from relievers FN O-79 Non-Aeronautical Revenue Generated Through New (Not Replacement) Businesses Non-aeronautical revenue generated through new (not replacement) businesses FN O-80 Non-Airfield Acreage Developed Non-airfield area of airport already developed FN O-81 Non-Operating Cost per Enplanement Airport non-operating cost per enplaned passenger FN O-82 O&D Passengers Passengers originating at the airport plus passengers terminating at the airport FN O-83 Operating Cost per Enplanement (with Depreciation) Total airport operating cost, including depreciation, per enplanement FN O-84 Operating Margin Ratio of operating revenue to operating costs FN O-85 Operating Revenue per Employee Operating revenue per employee FN O-86 Operations per Airport Employee Total operations per airport employee FN O-87 Other Operating Expenses per Enplaned Passenger Other operating expenses per enplaned passenger FN O-88 Outside Contract Services Cost as Percentage of Direct Operating Cost Cost of outside contract services compared to airport total direct operating cost FN O-89 Personnel Lost Time Costs Measures the cost of absenteeism, training and other circumstances that take employees away from their assigned functions

Airport Performance Indicators Categorized by Functional Area and Type 119 No. Indicator Name Definition FN O-90 PFC-Backed Debt per Enplanement PFC-backed debt per enplaned passenger FN O-91 Preventative Maintenance Costs Compared to Total Maintenance Costs A measure of the effectiveness of the preventative maintenance program FN O-92 Private Investment at the Airport Private investment at the airport measured in dollars FN O-93 Profit Margin The difference between total cost and total revenue FN O-94 Projected to Actual PFC Collections Projected PFC revenue compared to Actual PFC collections FN O-95 Ratio of Productive Labor Hours to Actual Labor Hours A measure of staff productivity FN O-96 Relative Levels of Airport Cost Elements per Enplanement Displays the relationship of airport cost elements on a per enplanement basis – e.g., direct costs, indirect costs, operating costs, non-operating costs FN O-97 Relative Levels of Airport Revenue Elements per Enplanement Displays the relationship of airport revenue elements on a per enplanement basis – e.g., airline fees revenues, concession revenues FN O-98 Return on Cash Balances Investment return on cash balances FN O-99 Return on Equity Return on Equity FN O-100 Revenue to Expenditure Ratio Total revenue compared to total costs after depreciation and interest FN O-101 Routine Reports – Percent on Time Percentage of routine reports completed and submitted within deadline FN O-102 Routine Reports per Accountant A measure of accounting staff productivity FN O-103 Salaries, Wages & Benefits as Percentage of Direct Operating Cost Salaries, wages and benefits total cost as a percentage of direct operating costs FN O-104 Salaries, Wages & Benefits Cost – Total Salaries, wages and benefits total cost, for personnel directly employed by the airport FN O-105 Salaries, Wages & Benefits Cost per Enplanement Salaries, wages and benefits cost per enplanement FN O-106 Senior Debt Service Coverage Senior debt service coverage FN O-107 Short-Term Debt per Enplanement Short-term debt per enplanement measured at the end of the reporting period FN O-108 Telecommunications Costs per Enplanement Airport telecommunications costs per enplaned passenger FN O-109 Terminal Square Footage per Airport Employee Total square footage of terminal space per airport employee FN O-110 Tool Shrinkage (%) Percentage of Tool Shrinkage FN O-111 Total Airport Cost per 1000 Lbs Landed Weight Airport total cost per 1000 lbs landed weight FN O-112 Total Airport Costs Total airport costs FN O-113 Total Airport Debt Total airport debt FN O-114 Total Airport Expenses per Acre Total airport expenses per acre FN O-115 Total Airport Interest Payments Total interest payments by the airport on all airport debt FN O-116 Total Airport Operating Cost per Airport Employee Total airport operating cost per airport employee FN O-117 Total Airport Revenue Total revenue received by the airport FN O-118 Total Dollar Value of PFC Refunds Total dollar value of PFC refunds FN O-119 Total Dollar Value of PFCs Collected Total dollar value of PFCs collected FN O-120 Total Landside Revenue per Enplanement Total landside revenue per enplanement FN O-121 Total Maintenance Cost per Square Foot of Buildings and Paved Areas A measure of the cost of upkeep for specific facilities FN O-122 Total Outside Contract Services Cost Total outside contract services cost FN O-123 Total PFC-Backed Debt Total PFC-backed debt FN O-124 Total Professional Services Costs Total professional services costs

120 Resource Guide to Airport Performance Indicators No. Indicator Name Definition FN O-125 Unrestricted Financial Assets (Including Cash) Total value of unrestricted financial assets, including cash FN O-126 Value Added per Employee SVA (shareholder value analysis) or EVA (economic value added) used to calculate this measure FN O-127 Work-Load Units (WLU) One WLU is comprised of one passenger or 100 kg of freight or mail

Airport Performance Indicators Categorized by Functional Area and Type 121 Fuel (FL) Fuel performance measures are used primarily to track fuel sales and profits. Core Indicators Fuel Use/Sales – Change over Prior Period............................................................ GA C-19 Key Indicators Fuel Sales Net Profit/Loss or Fuel Flowage Fees ................................................... FL K-1 See Other Indicators in .............................................Airfield Operations, Environmental, Fuel, General Aviation, Safety/Risk Management Comments Fuel sales are of primary importance at small commercial airports and GA airports. See fuel- related APIs in Section 6.10, General Aviation. Larger commercial service airports frequently do not track fuel sales, as the airlines buy fuel directly and arrange for its distribution through fuel consortia.

122 Resource Guide to Airport Performance Indicators FL K-1 Fuel Fuel Sales Net Profit/Loss or Fuel Flowage Fees Definition Airport’s net profit or loss from the sale of aviation fuel plus gallonage fees for fuel sold and dispensed on airport property. Also includes the fees the airport charges to aircraft owners, operators, and fuel providers, such as the fuel flowage fees charged to FBOs for fueling aircraft on airport property. Data Sources Airport records and FAA Form 127 Applicability All airports Comments Definition provided tracks Form 127 definition and ACI-NA survey definition. Profit from fuel sales is a critical revenue source for GA airports. Related APIs Fuel Use/Sales – Change over Prior Period..................................................................GA C-19

Airport Performance Indicators Categorized by Functional Area and Type 123 Fuel – Other APIs No. Indicator Name Definition FL O-1 Average Cost per Gallon Paid by General Aviation for Jet Fuel Average cost per gallon paid by general aviation for jet fuel FL O-2 Average Cost per Gallon Paid for Aviation Gasoline Average cost per gallon paid for aviation gasoline FL O-3 Gallons of Fuel Sold per Flight – Commuters/Regional Gallons of fuel sold per flight FL O-4 Gallons of Fuel Sold per Flight – Domestic Gallons of fuel sold per flight FL O-5 Gallons of Fuel Sold per Flight – Freighters (Cargo) Gallons of fuel sold per flight FL O-6 Gallons of Fuel Sold per Flight – International Gallons of fuel sold per flight FL O-7 Gallons per Refueling Unit (Trucks, Filters, Meters, Fuel Pits) Gallon throughput for each refueling type (trucks, filters, meters, fuel pits) or each unit FL O-8 Labor Cost per Refueling Unit Labor cost per refueling type or unit for airport- provided fueling services including via contractor FL O-9 Labor Costs – Fueling Operations Labor costs of fueling operations – for airport- provided fueling services including via contractor FL O-10 Longevity of Consumables in Various Categories vs Expected Lives Longevity of consumables in various categories vs expected service lives: light bulbs (runway, taxiway, other), mechanical, etc. FL O-11 Material Costs – Airport Fueling Operations Material costs – fueling operations for airport- provided fueling services including via contractor FL O-12 Materials Cost per Refueling Unit Materials cost per refueling unit for airport-provided fueling services including via contractor FL O-13 Mechanic Man-Hours – Fueling Operations Mechanic man-hours – fueling operations, for airport- provided fueling services including via contractor FL O-14 Refueler Man-Hours per Shift Refueler man-hours per shift for airport-provided fueling services including via contractor FL O-15 Refueler Staffing Man-Hours Refueler staffing man hours for airport-provided fueling services including via contractor FL O-16 Repair Cost per Refueling Unit Repair cost per refueling unit for airport-provided fueling services including via contractor FL O-17 Repair Costs – Fueling Operations Repair costs – fueling operations for airport-provided fueling services including via contractor

Airport Performance Indicators Categorized by Functional Area and Type 125 General Aviation (GA) General aviation airport performance measures focus on revenue generated by fuel sales and hangar rent and ground leases instead of the wider range of income generated by commercial service airports. In place of passenger measures, general aviation airports focus on operations and based aircraft. Core Indicators Based Aircraft .......................................................................................................... GA C-18 Fuel Use/Sales – Change over Prior Period............................................................ GA C-19 Hangar Rental and Ground Lease Income.............................................................. GA C-20 Key Indicators Activity at Nearby Towered Airport – General Aviation ........................................... GA K-1 Related Core and Key Indicators Concessions FBO Revenue to the Airport – Change over Prior Period........................................ CN K-4 All Core and Key Categories except Air Service and Cargo See Other Indicators in .................................................all areas except Air Service and Cargo Comments The majority of general aviation airports are non-towered which makes it difficult to collect accurate data regarding the number of operations. See discussion in Core API Aircraft Operations. Even at towered GA airports, the use of operations as a denominator in various APIs is problematic because of the different types of operations connected. For example, touch-and- go operations conducted as part of flight training do not directly drive costs or revenues the same way that commercial operations do.

126 Resource Guide to Airport Performance Indicators GA C-18 General Aviation Based Aircraft Definition Number of aircraft based at a particular airport. Data Sources Airport records. Also, based aircraft information is reported in the NPIAS. Applicability Primarily general aviation Comments Helpful to track by aircraft type – piston, turboprop, jet, since utilization, fuel usage, and facilities requirements differ. Currently, based aircraft information is reported by individual airport managers to the FAA and State airport inspectors during the course of annual Form 5010-1 inspections. While specific numbers are provided by the managers, there is little guidance on how the numbers should be derived, nor any list linking specific aircraft to the numbers provided by the managers. The FAA's National Based Aircraft Inventory Program is attempting to develop more accurate counts of based aircraft. Based aircraft counts are one criterion used to determine eligibility for inclusion in FAA’s National Plan of Integrated Airport Systems (NPIAS). An airport must be included in the NPIAS in order to receive Federal funds. In addition, the number of based aircraft drives operational demands on airport facilities like runways, lighting and navaids, as well as ground facilities such as hangar storage, fueling facilities, and aircraft service and repair facilities. Very important for self-benchmarking and peer benchmarking. Example Source: FAA website

Airport Performance Indicators Categorized by Functional Area and Type 127 GA C-19 General Aviation Fuel Use/Sales – Change over Prior Period Definition Total gallons (liters) of fuel supplied to airlines or other aeronautical users by airport FBO's or third-party contractors – typically divided into Jet A and AvGas. Data Sources Airport or FBO records Applicability General aviation airports, small/nonhubs, and commercial service airports with significant general aviation activity. Comments Significant revenue source and metric, particularly for general aviation and small/nonhubs. Measures the change in the amount of fuel sold. May show that GA pilots are purchasing fuel elsewhere than the airport. May also reflect trends in amount of flying and changing mix of aircraft using local airport. Very important for self-benchmarking and useful for peer benchmarking where data is available. Note: cross-referenced APIs in Section 6.9, Fuel.

128 Resource Guide to Airport Performance Indicators GA C-20 General Aviation Hangar Rental and Ground Lease Income Definition Annual revenue to the general aviation airport from hangar rentals and ground leases, considered separately and in total. Data Sources Airport records. (FAA Form 127 captures cargo and hangar rentals and ground leases.) Applicability General aviation airports and other airports with hangar rental and ground lease income. Comments For general aviation airports, hangar rentals are typically the second-largest source of revenue after fuel sales. At some airports, the airport may lease land to individual lessees who construct their own hangars, while at other airports, the airport owns the hangar. Therefore, care must be taken in the comparison. Useful for self-benchmarking, less useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 129 GA K-1 General Aviation Activity at Nearby Towered Airport – General Aviation Definition Number of operations at nearby towered airport. Data Sources Airport records Applicability General aviation airports Comments Primarily used by non-towered airports to enable them to gauge relative activity at nearby towered airports which collect consistent and accurate activity data. For non-towered airports, individual operators self-report the number of operations, which is a much less consistent and accurate data source. FAA Air Traffic Activity Data System (ATADS) contains official air traffic operations data. On the 20th of each month, data for the previous month is made available. Useful for tracking operations at nearby airports. By definition a peer benchmarking exercise. Important.

130 Resource Guide to Airport Performance Indicators General Aviation – Other APIs No. Indicator Name Definition GA O-1 Based Aircraft per FTE Based aircraft per FTE GA O-2 Hours Flown Aggregate number of hours flown by aircraft based at airport GA O-3 Pilot Counts Number of based pilots operating from an airport

Airport Performance Indicators Categorized by Functional Area and Type 131 Grants (GR) Performance measures for Grants are used to track passenger volume and trends. General aviation airport performance measures focus on revenue generated by fuel sales and hangar rent and ground leases instead of the wider range of income generated by commercial service airports. In place of passenger measures, general aviation airports focus on operations and based aircraft. Key Indicators FAA Discretionary Grant Funding Awarded Annually................................................ GR K-1 FAA Total Grant Funding Awarded Annually.............................................................GR K-2 Grant Funding Other than FAA Awarded Annually.................................................... GR K-3 See Other Indicators in ................................................................................................... Financial Comments FAA entitlement grants are awarded by formula, and are a more important component of airport revenue for smaller airports than larger airport which lose a majority of their entitlement funding as a condition to their imposition of PFCs. Some state grants may also be awarded by formula. FAA discretionary grants are project specific, and airports track and compare their success in obtaining these grants.

132 Resource Guide to Airport Performance Indicators GR K-1 Grants FAA Discretionary Grant Funding Awarded Annually Definition Total discretionary FAA grant funding awarded to the airport annually. Includes cargo discretionary funding considered separately and totaled with passenger discretionary funding. Data Sources Airport and FAA records Applicability All airports Comments Discretionary grants are usually project-specific. Useful for self-benchmarking, not as useful for peer benchmarking, although airports often compare the amount of discretionary grant funding they receive for major projects of a similar type, such as new runways.

Airport Performance Indicators Categorized by Functional Area and Type 133 GR K-2 Grants FAA Total Grant Funding Awarded Annually Definition Total FAA grant funding awarded to the airport annually, comprised of entitlement grants and discretionary grants. Data Sources Airport and FAA records Applicability All airports Comments Most airports self-benchmark grant funding. Discretionary grants are usually project-specific. This API is of limited use in peer benchmarking, although airports often compare the amount of discretionary grant funding they receive for major projects of a similar type, such as new runways. Example Screenshot of FAA Grant Web Page Source: FAA website

134 Resource Guide to Airport Performance Indicators GR K-3 Grants Grant Funding Other than FAA Awarded Annually Definition Grant funding awarded to the airport annually from sources other than the FAA. Data Sources Airport records Applicability All airports Comments Non-FAA grants are generally provided by state Departments of Transportation or state Aviation Funds, but may come from other sources, including federal non-FAA sources. Airports focus on grant funding from multiple sources as part of their efforts to fund needed safety, planning, and development projects and to minimize charges. Ten states participate in the FAA’s State Block Grant Program under which the states assume responsibility for administering FAA Airport Improvement Program (AIP) grants at airports classified as "other than primary" airports — that is, nonprimary commercial service, reliever, and general aviation airports. Each state is responsible for determining which locations will receive funds for ongoing project administration. FAA grants made under the State Block Grant Program are not included in this API. Useful for self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 135 Grants – Other APIs No. Indicator Name Definition GR O-1 FAA Cargo Discretionary Funding per Cargo Ton FAA Cargo funds obtained by airport per cargo ton enplaned (same year) GR O-2 FAA Discretionary Funding per Enplanement FAA discretionary funds obtained by airport per enplaned passenger (same year) GR O-3 FAA Entitlement Funding FAA entitlement grants received by airport GR O-4 Speed of Grant Application Processes and Receipt of Funds Speed of grant application processes and receipt of funds GR O-5 Total Grant Funding per Passenger A measure of airport management’s effectiveness in procuring non-entitlement grants

Airport Performance Indicators Categorized by Functional Area and Type 137 Human Resources (HR) Human Resources performance measures are used primarily to track employee costs, productivity, diversity, job satisfaction, and training Core Indicators M/W/DBE Participation Rate; Actual vs. Cost ...........................................................HR C-21 Salary + Wages + Benefits Cost as % of Total Operating Cost ................................HR C-22 Salary + Wages + Benefits Cost per Airport Employee.............................................HR C-23 Key Indicators Airport Employees (FTEs) – Change over Prior Period.............................................HR K-1 Airport Projects Meeting M/W/DBE Requirements without Waivers (%)...................HR K-2 Annual Employee Turnover .......................................................................................HR K-3 Benefits as % of Total Compensation........................................................................ HR K-4 Employee Evaluations – Timeliness ..........................................................................HR K-5 Employee Job Satisfaction ........................................................................................HR K-6 Enplanements per Airport Employee.........................................................................HR K-7 Overtime Cost as Percent of Total Wages ................................................................HR K-8 Training Hours per Employee....................................................................................HR K-9 Workforce Diversity....................................................................................................HR K-10 Other Related Core and Key Indicators Financial Personnel Cost per Enplanement..............................................................................FN K-11 Police/Security Sworn Police Officer Average Salary (5+ Years Experience) ...................................PS K-6 See Other Indicators in ............................................................ARFF, Financial, Police/Security Comments Because airports outsource to differing degrees, it is important to compare similar workforces. Some airports attempt to measure outsourced personnel along with in-house staff.

138 Resource Guide to Airport Performance Indicators HR C-21 Human Resources M/W/DBE Participation Rate; Actual vs. Goal Definition Dollar amount of work performed by M/W/DBE firms in relation to goals set. Data Sources Airport records Applicability All airports Comments Airports may establish different goals for different categories, including: (1) professional services, (2) construction, and (3) concessions. The Airport Minority Advisory Council is a national, nonprofit trade association dedicated to promoting the full participation of minority-owned, women-owned and disadvantaged business enterprises in airport contracts and employment opportunities. AMAC reports on contracts awarded to M/W/DBE firms, publishes a directory of firms, and conducts an annual conference. Degree of importance of this measure varies from community to community. Useful for both self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 139 HR C-22 Human Resources Salary + Wages + Benefits Cost as % of Total Operating Cost Definition Total salary, wages and benefits cost as a percentage of total airport operating cost. Data Sources Airport records or FAA Form 127 Applicability All airports Comments To determine the actual cost to the airport for its personnel function, should add back in the cost of contractors performing functions in place of airport employees and include contract personnel numbers using an FTE concept. Also, when used for benchmarking, important to adjust for outsourcing as airports differ widely in the types of functions outsourced and the degree of outsourcing. Useful for self- benchmarking, less so for peer benchmarking.

140 Resource Guide to Airport Performance Indicators HR C-23 Human Resources Salary + Wages + Benefits Cost per Airport Employee Definition Average of salary, wages, and benefits cost per airport employee. Data Sources Airport records or FAA Form 127 Applicability All airports Comments Airports outsource to differing degrees. Therefore, it is important to benchmark comparable workforces in terms of the functions performed by employees. To determine the actual cost to the airport for its personnel function, should add back in the cost of contractors performing functions in place of airport employees and include contract personnel numbers using an FTE concept. Useful for self-benchmarking, less useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 141 HR K-1 Human Resources Airport Employees (FTEs) – Change over Prior Period Definition Number of airport employees, expressed as full time equivalents (FTEs). Data Sources Airport records or ACI-NA Benchmarking Survey Applicability All airports Comments Includes full-time, part-time and temporary personnel who are legally employees of the airport, measuring same on an FTE basis. As such, does not capture contract personnel providing services. Therefore, must be used with care, both for self- and peer benchmarking. Some airports include in the count personnel provided under service contracts, which enables them to estimate the total of personnel providing services to the airport. When used for comparative purposes, a number of different divisors may be used, enplanements being the most common. Important for self-benchmarking and for peer benchmarking with airports that have similar functions outsourced.

142 Resource Guide to Airport Performance Indicators HR K-2 Human Resources Airport Projects Meeting M/W/DBE Requirements without Waivers (%) Definition The percent of airport projects that meet M/W/DBE requirements without waivers. Data Sources Airport records Applicability All airports Comments Measure of airport compliance with established M/W/DBE Sources. Useful for self- benchmarking. Because different airports set different goals, not well suited for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 143 HR K-3 Human Resources Annual Employee Turnover Definition The number of employee departures divided by the average number of employees over the course of the year. May be tracked separately for total employees and for probationary employees. Data Sources Airport records Applicability All airports Comments Measure of workforce stability and employee satisfaction. The average number of employees is the number at the beginning of the year plus the number at the end, divided by two. Total employee departures are counted, although organizations may track voluntary and involuntary departures separately. Rates of turnover vary over time and reflect factors specific to individual organizations as well as the availability of alternative employment (which is related to regional and national economic health). Useful for self-benchmarking and peer benchmarking airport performance with other businesses and local government, as well as other airports. It may be useful to consult the labor turnover survey published by the Bureau of Labor Statistics.

144 Resource Guide to Airport Performance Indicators HR K-4 Human Resources Benefits as % of Total Compensation Definition Benefits costs, including health insurance, life insurance, pensions, and other benefits, as a percentage of total compensation. Total compensation = salaries + wages + benefits. Data Sources Airport records or industry surveys Applicability All airports Comments Benefit packages vary considerably, and some airports with lower average wages may have higher benefits. Therefore, the two categories should be looked at together. Also, good benefits are usually important in attracting and motivating employees and therefore may be a useful tradeoff for higher wages. Useful for self-benchmarking, less so for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 145 HR K-5 Human Resources Employee Evaluations – Timeliness Definition Percent of employee evaluations completed within the prescribed time. Data Sources Airport records Applicability All airports Comments Some airports report that requiring employee evaluations to be completed on time improves the usefulness of the evaluation process and overall organizational performance. Establishing an API to track the timely completion of employee evaluations reinforces the importance of the evaluation process. Formal evaluations, while important and in some cases mandated, are not a substitute for timely comment (supportive or critical) to an employee while a job-performance event (good or bad) is still fresh. Important for self-benchmarking, less so for peer benchmarking.

146 Resource Guide to Airport Performance Indicators HR K-6 Human Resources Employee Job Satisfaction Definition The average level of employee satisfaction based on survey information. Data Sources Airport records Applicability All airports Comments Many vendors specialize in developing employee surveys, including employee satisfaction surveys. Surveys are increasingly taken online, although some surveys may still rely on paper questionnaires, and some use personal interviews by outside firms. Employee satisfaction is important for many reasons, one of the most important being the correlation between employee satisfaction and customer satisfaction. Employee engagement is a closely-related indicator. Employee engagement is generally defined to mean the level of involvement and enthusiasm that employees feel about their jobs and their organizations. Similar survey techniques are used to measure employee engagement. Because of a lack of standardization among surveys, employee job satisfaction and employee engagement are best suited for self-benchmarking. Comparison data with other organizations, including but not limited to airports, can be provided by vendors to derive some measure of how the airport compares with other organizations.

Airport Performance Indicators Categorized by Functional Area and Type 147 HR K-7 Human Resources Enplanements per Airport Employee Definition The number of enplanements per airport employee, expressed as FTEs. Data Sources Airport records Applicability Commercial service airports Comments A measure of airport staffing in relationship to activity. An incomplete measure for multiple reasons, including: (1) airports outsource to varying degrees (this measure does not capture employees provided through outsourcing), and (2) employee activity or productivity is not necessarily captured by enplanements – EWLUs, operations, or other measures may more accurately reflect workload. Despite these limitations, this API may be useful for a rough self-benchmarking exercise, track a key output (enplanements) with a key input (employees). The trend may be the most important aspect of this API. If the airport’s enplanements are declining but its employee count remains high or is even increasing, this may indicate changes are needed. This API can also be used for peer benchmarking, provided care is taken in selection of comparably situated peer airports.

148 Resource Guide to Airport Performance Indicators HR K-8 Human Resources Overtime Cost as Percent of Total Wages Definition Overtime cost as percent of total wages. Data Sources Airport records Applicability All airports Comments Measure of staffing utilization and costs. Changing percentage of overtime may signal need for changes in staffing levels, scheduling practices, or approach to work, including examining ways to “de-peak” work requirements and/or find more efficient ways to accomplish work tasks. Useful for self benchmarking; less useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 149 HR K-9 Human Resources Training Hours per Employee Definition The number of hours employees spend each year in training, typically calculated for particular employee groups, such as police, fire, etc., for comparability. Data Sources Airport records Applicability All airports Comments Measure of airport investment in employee training. As noted, typically tracked separately for different departments, e.g., police, fire, and security. There are numerous training requirements for different airport employee groups and functions. These include ARFF training, hazmat training, disaster and emergency preparedness, and many other areas. As just one example, the FAA has training requirements for airport personnel involved in controlling wildlife hazards at airports. See AC 150-5200-36. Useful for self-benchmarking and for peer benchmarking.

150 Resource Guide to Airport Performance Indicators HR K-10 Human Resources Workforce Diversity Definition Percent of women and minorities in the airport workforce and airport management. Data Sources Airport records Applicability All airports Comments Airports may track diversity within their workforce as a whole and within their management group, with the goal of a diverse workforce representative of the community. Useful for self-benchmarking. Use for peer benchmarking only with care to select similarly- situated airports.

Airport Performance Indicators Categorized by Functional Area and Type 151 Human Resources – Other APIs No. Indicator Name Definition HR O-1 Absenteeism Rates Average absenteeism by department HR O-2 Airport Collective Bargaining Negotiations Completed within Deadlines Airport collective bargaining negotiations completed within deadlines HR O-3 Airport Employees – Number of Number of airport employees HR O-4 Average Open Positions Filled in Pay Range (by Quadrant) Measure of airport’s effectiveness in executing its staffing plan, also its competitiveness of its pay scale compared with other employers in its region HR O-5 Average Salary Increase Average salary increase in a given period HR O-6 Benefit Cost per Employee A measure of non-salary benefits provided to employees HR O-7 Certifications Held by Specific Departments – Number of Measures the level of "professionalism" of a department or the airport as a whole HR O-8 Comparable Pay in Critical Categories A measure of the airport's competitiveness in the salary and benefits arena HR O-9 Days Open Positions Remain Vacant After Being Posted – Number of Number of days open positions remain vacant after being posted. Measures airport’s effectiveness in executing its staffing plan, also its competitiveness versus other employers in its region. HR O-10 DBE Contractor Fees as Percentage of Total Contractor Fees DBE contractor fees as percentage of total contractor fees HR O-11 DBE Contractors Working at Airport on Annual Basis – Number of Number of DBE contractors working at airport on annual basis HR O-12 DBE/MBE Contracts as a Percentage of Total Contracts DBE/MBE contracts as a percentage of total contracts HR O-13 DBE/MBE Participation Rate on Specific Projects The number of DBE/MBE firms participating on a project compared to the total number of firms HR O-14 Disabled Employees Number of disabled employees HR O-15 Employee Attitude Change Scores Change in employee satisfaction, measured through periodic surveys and during performance evaluations HR O-16 Employee Opinion on Management Policies Employee opinion on management policies, measured through periodic surveys and during performance evaluations HR O-17 Error Rates in Processing Benefit Claims Error rates in processing benefit claims HR O-18 Full Time Equivalent (FTE) Employees – Number of Total number of full time equivalent employees HR O-19 Governing Body Employees Dedicated to Airport – Number of Number of governing body employees dedicated to airport HR O-20 Grievance Settlements Costs Grievance Settlements Costs HR O-21 Labor Grievances – Number of Number of Labor Grievances HR O-22 Minority Employees at Upper Management Levels (%) Percentage minority employees at upper management levels to total upper management HR O-23 Minority Employees to Total Employees (%) Percentage minority employees to total employees HR O-24 New Certifications Acquired – Number of A measure of the training program's success or effectiveness HR O-25 Overtime Cost as a Percentage of Total Wages Overtime paid as a percentage of total wages HR O-26 Performance Reviews Over Time for Total Work Force – Number of Number of performance reviews over time for total work force

152 Resource Guide to Airport Performance Indicators No. Indicator Name Definition HR O-27 Pre- & Post-Test Scores from Training Programs A measure of improvement or effectiveness of training programs HR O-28 Ratio of Airport Central Staff to Total Staff Employees Percentage of airport central staff employees to total staff employees HR O-29 Salaries, Wages & Benefits Costs per 1000 Lbs Takeoff Weight Salaries, wages & benefits costs per 1000 Lbs takeoff weight HR O-30 Training / Course Student-Hours Number of course student-hours delivered per month HR O-31 Training / Course Volume – Various Specific Departments/Functions Number of courses delivered per month in a range of department specialties and functions, e.g., IT HR O-32 Training / Customer Satisfaction Percentage of positive course evaluation forms completed by students HR O-33 Training / Updates and New Course Development Number of new and refresher courses offered per year HR O-34 Training Cost per Airport Employee Training cost per airport employee, in dollars HR O-35 Training Hours per Employee – Number of A measure of the number of hours of training provided on a per-employee basis HR O-36 Turnover Rate of Probationary Employees Turnover rate of probationary employees HR O-37 Vacancies Compared with Total Jobs – Number of Vacancies compared with Total Jobs HR O-38 Women Employees at Upper Management Levels to Total Upper Management (%) Percentage women employees at upper management levels to total upper management HR O-39 Women Employees to Total Employees (%) Percentage women employees to total employees

Airport Performance Indicators Categorized by Functional Area and Type 153 Information Technology (IT) Information Technology performance measures are used primarily to track IT system reliability Key Indicators Mean Time to Repair ...................................................................................................IT K-1 Network-in-Service Time (%).......................................................................................IT K-2 See Other Indicators in ................................................................................................... Financial Comments Other industries use a variety of IT reliability measures, although there are few agreed-upon core indicators apart from the two listed above. Cost effectiveness and customer satisfaction are also important measures for IT.

154 Resource Guide to Airport Performance Indicators IT K-1 Information Technology Mean Time to Repair Definition Mean time to repair system outage. Data Sources Airport records Applicability All airports Comments This IT service quality API is important because it measures how quickly the airport is able to recover from a system outage. It indicates how effective are the processes and controls the IT organization has put in place to support the IT system. Many organizations are able to repair small outages quickly. However, for major outages, there is a large difference in the Mean Time to Repair between high performing and low performing organizations. If the airport has different repair service providers -- contractors, the airport’s own IT staff -- they each should be evaluated on this API. May be useful for self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 155 IT K-2 Information Technology Network-in-Service Time (%) Definition Percent of time airport IT network is available and functioning. Data Sources Airport records Applicability All airports Comments This IT service quality measure is important because of the need to have the airport’s IT network available and functioning at all times. May be useful for self-benchmarking and peer benchmarking.

156 Resource Guide to Airport Performance Indicators Information Technology – Other APIs No. Indicator Name Definition IT O-1 Bulk IT Hardware Procurement (%) Percent of IT hardware purchases included in recurring "bulk procurement" program IT O-2 IT Customer Satisfaction Percentage of positive survey responses received from weekly samples of a percentage (e.g., 10%) of service calls closed during previous week IT O-3 IT Network Security – Number of Attacks Percentage of intrusions detected within 15 minutes of attack IT O-4 IT Network Security – Containment Percentage of attacks resolved within one hour of detection IT O-5 IT Network Security – ISS Reviews Completion of procedures and configuration settings to ensure conformance with management directives and policies IT O-6 IT Network Security – PCI Compliance and Reporting PCI DSS certification is successfully maintained IT O-7 IT Network Security – Vulnerability Identification The amount of time needed to identify and contain a high security vulnerability IT O-8 IT System Maintenance Rework (%) Percent of remedial problems that have been reported as corrected, but that re-occur within 30 days IT O-9 IT System Security – Denial of Service Percentage of denial of service attacks detected and deflected with no impact to IT network IT O-10 IT System Security – Intrusion Prevention (%) Intrusion prevention and detection IT O-11 IT Systems – Airport Website Content Posting Time required to post routine updates on the airport website IT O-12 IT Systems – Data Back Up Completion (%) Backups of data and critical systems are successfully completed as scheduled IT O-13 IT Systems – Data Restoration (%) Percentage of times all data is restored and systems functioning properly within 24 hours of restoration decision IT O-14 IT Systems – Equipment Malfunctions Advance Warning (%) Percentage of time advance warning of impending equipment malfunctions and other service disruptions is provided to affected groups IT O-15 IT Systems – Hardware Compatibility Assurance (%) Percentage of time new hardware does not cause crashes or other adverse effects IT O-16 IT Systems – Software Compatibility Assurance (%) Percentage of time new software and applications do not cause crashes when provided to users IT O-17 IT Systems – Software Quality Assurance (%) Percentage of time new software works properly with no major data integrity issues for 60 days after installation IT O-18 IT Systems – Website Links Malfunctioning (%) Percent of broken links from web pages or links not functioning IT O-19 IT Systems – Workstation Customer Information (%) When problem cannot be resolved on first visit, percentage of time technician properly and completely explains next steps IT O-20 IT Systems – Workstation Repair (%) Percentage of time workstation problems fixed within 24 hours of problem report, permitting users to resume normal functioning IT O-21 IT Systems – Workstation Service Time Average time to close workstation repair tickets

Airport Performance Indicators Categorized by Functional Area and Type 157 Legal (LG) Legal performance measures are primarily used to measure the timeliness of completion of routine assignments, and the level of outside counsel costs. Key Indicators Contract Reviews Completed on Time (%) ................................................................LG K-1 Outside Counsel Fees & Expenses............................................................................LG K-2 See Other Indicators in ............................................................. Financial, Properties/Contracts Comments There are very few good Legal performance indicators. Most revolve around: (1) assignments completed in a timely manner, where the difficulty is dealing with a wide variety of assignments having indeterminate due dates, and (2) budget and cost issues, where the difficulty is also dealing with a wide variety of assignments.

158 Resource Guide to Airport Performance Indicators LG K-1 Legal Contract Reviews Completed on Time (%) Definition Percentage of contracts reviewed by legal department within specified review period. Data Sources Airport records Applicability All airports Comments Measures timeliness of legal review of airport contracts. Important because projects and programs of nearly all airport departments depend on timely contract review. This API can be selectively extended to other matters handled by the airport’s Legal Department, though the variability of legal assignments makes it difficult to establish timeliness APIs across the board. Useful for self-benchmarking. Less useful for peer benchmarking, although airports may find it useful to compare average legal review periods for airport contracts.

Airport Performance Indicators Categorized by Functional Area and Type 159 LG K-2 Legal Outside Counsel Fees & Expenses Definition Amount spent annually on outside counsel fees & expenses. Data Sources Airport records Applicability All airports Comments Measures outside counsel costs for airports, regardless of how financed — whether expensed or capitalized in a financings including bond issues. Intended to track true outside counsel costs, as opposed to budget allocation for legal services provided by separate municipal or county department. Capitalized counsel fees may be tracked separately. Outside counsel costs should be tracked to determine trends regarding issues that require legal assistance, as well as cost effectiveness of legal services. F or example, litigation is routinely referred to outside counsel. The size and expertise of in-house law department personnel will determine extent to which other matters are referred to outside counsel versus handled internally. Legal services are a spe ci alized subset of the contracting-out phenomenon and require similar decision-making on whether and when to add in-house personnel. Useful for self-benchmarking; less useful for peer benchmarking, although airports may be interested in general comparisons with other airports.

160 Resource Guide to Airport Performance Indicators Legal – Other APIs No. Indicator Name Definition LG O-1 Assignments Completed in a Given Year – Number of Number of assignments completed in a given year LG O-2 Assignments Completed in a Given Year (%) Percentage of new and pending assignments completed in a given year LG O-3 Assignments Opened in a Given Year – Number of Number of assignments opened in a given year LG O-4 Assignments to Legal Department Completed on Time (%) Number of assignments to legal department completed on time vs total number of assignments LG O-5 Legal Dept Budget % Represented by Fees & Expenses Paid to Outside Counsel Percentage of legal dept budget represented by fees & expenses paid to outside counsel LG O-6 Matters Referred for Handling by Outside Counsel – Number of Number of matters referred for handling by outside counsel LG O-7 Matters Referred for Handling by Outside Counsel (%) Percentage of matters referred for handling by outside counsel LG O-8 Salary & Benefits & Expenses Cost of In-House Legal Staff vs Fees & Expenses Paid to Outside Counsel Salary & benefits & expenses cost of in-house legal staff vs fees & expenses paid to outside counsel LG O-9 Successful Outcomes in Litigation (%) Cases successfully litigated vs total cases litigated

Airport Performance Indicators Categorized by Functional Area and Type 161 Maintenance (MN) Maintenance performance measures are primarily used to measure the cost of maintaining areas of the airport, buildings, systems, and equipment, as well as the reliability of particular systems and equipment. Key Indicators Airport Vehicles – Average Age.................................................................................MN K-1 Custodial/Janitorial Cost per Square Foot of Terminal..............................................MN K-2 Escalators, Moving Walkways, and Elevators – Percent of Time in Service....................................................................................................MN K-3 Jet Bridge Maintenance Cost.....................................................................................MN K-4 Maintenance Cost per Square Foot of Terminal........................................................MN K-5 Runway/Taxiway Maintenance Cost.......................................................................... MN K-6 Related Core and Key Indicators Energy Management Airfield Electricity Consumption – Change over Prior Period ....................................EN K-1 See Other Indicators in .......................... Airfield Operations, Energy Management, Financial, Terminal Operations Comments Numerous specialized maintenance indicators are used, depending on the situation. See sampling in Other Maintenance Indicators.

162 Resource Guide to Airport Performance Indicators MN K-1 Maintenance Airport Vehicles – Average Age Definition Average age of airport vehicles, typically by type of vehicle. Data Sources Airport records Applicability All airports Comments Airports own and manage a variety of vehicles, large fleets at larger airports. This API is directed toward vehicle replacement requirements. Some airports rely instead (or in addition) on regular condition assessments of individual vehicles. They may also approach vehicle condition assessment by tracking miles or hours of use, or percentage of time operational. Useful for self-benchmarking and for peer benchmarking. Important to compare similar vehicle types, as different types of vehicles have different useful lives. Due to hard use some police vehicles typically have lower useful lives than other similar vehicles. Specialized vehicles (e.g., snow removal equipment) will have useful lives particular to their type.

Airport Performance Indicators Categorized by Functional Area and Type 163 MN K-2 Maintenance Custodial/Janitorial Cost per Square Foot of Terminal Definition Custodial/janitorial cost per square foot of terminal buildings maintained by the airport. Data Sources Airport records Applicability All airports Comments Measures custodial/janitorial cost per square foot. Useful for self-benchmarking. Also useful for peer benchmarking provided care is taken that square footage comparisons are apples-to- apples, which is often not the case. Reported airport square footage is typically based on gross or rentable sq. ft., as opposed to actual sq. ft. in which janitorial services are provided. Can also usefully track the gross total amount spent on terminal custodial/janitorial services over time.

164 Resource Guide to Airport Performance Indicators MN K-3 Maintenance Escalators, Moving Walkways, and Elevators – Percent of Time in Service Definition Percent of time that escalators, moving walkways, and elevators are in service. Data Sources Airport records Applicability All airports Comments Escalators, moving sidewalks and elevators are highly visible and heavily-used facilities. High out-of-service time reflects poorly on the airport maintenance and its customer care program. Should measure each type of facility separately. Useful for self-benchmarking and for peer benchmarking. Also can measure the cost of maintaining escalators, moving sidewalks and elevators – each type of facility separately, total cost and per unit.

Airport Performance Indicators Categorized by Functional Area and Type 165 MN K-4 Maintenance Jet Bridge Maintenance Cost Definition Total annual cost of maintaining jet bridges divided by the number of jet bridges in use. Data Sources Airport records Applicability All airports with jet bridges Comments Many airports own and maintain jet bridges. Some bridges were transferred from the airlines, others were purchased new. It is useful for airports to track and compare the cost of jet bridge maintenance as an indicator of the maintenance cost burden of these facilities. Each individual jet bridge should also be tracked separately as an aid in the repair/replace decision. This API may be used for self-benchmarking, and may also be used for peer benchmarking airports with similar weather and gate utilization profiles.

166 Resource Guide to Airport Performance Indicators MN K-5 Maintenance Maintenance Cost per Square Foot of Terminal Definition Maintenance cost per square foot of terminal maintained by airport. Data Sources Airport records Applicability All airports Comments Measures terminal building maintenance costs including preventive and remedial maintenance. Maintenance work is typically done using both internal and external resources. In addition, maintenance costs may be divided between standard and exceptional costs. For example, a roof repair would be considered a standard maintenance cost, whereas a roof replacement could be considered an exceptional maintenance cost. Different types of terminal space have different maintenance requirements. Heavily-trafficked public areas such as holdrooms will need more intensive maintenance and upkeep than (e.g.) back office areas. In addition to tracking maintenance cost on a square foot basis, the maintenance cost of major terminal building systems should be tracked separately – including HVAC, electrical, plumbing, energy management, security, mechanical, water treatment, elevators, roofing, and flooring. This API may be used for self-benchmarking and for peer benchmarking airports with similar facilities profiles. Maintenance costs are dependent on building age, so maintenance costs for a new terminal shouldn’t be compared with those of an old one. Can also measure terminal maintenance costs against the number of passengers using the particular facility.

Airport Performance Indicators Categorized by Functional Area and Type 167 MN K-6 Maintenance Runway/Taxiway Maintenance Cost Definition Total annual cost of maintaining runways and taxiways. Data Sources Airport records Applicability All airports Comments An important part of the cost of operating an airport. FAA Form 127 includes the cost of repairs and maintenance for the entire airport, but does not break down the results for airfield versus terminal. May be important to differentiate between concrete and asphalt runways. This will assist in choice-of-materials decisions during construction of new runways and taxiways and at the time of major repair/renovation. This API may be used for self-benchmarking and may also be used for peer benchmarking airports with similar airfield configurations and similar weather conditions.

168 Resource Guide to Airport Performance Indicators Maintenance – Other APIs No. Indicator Name Definition MN O-1 Airfield Non-Runway Maintenance Cost Total cost of maintaining portions of the airfield area other than runways MN O-2 Building Maintenance Cost per Enplanement Total airport building maintenance cost per enplaned passenger MN O-3 Cost of Elevator/Escalator/Moving Sidewalk Maintenance Total cost of maintaining elevators, escalators and moving sidewalks MN O-4 Cost of Maintaining Roadways – Non-Airfield Cost of maintaining roadways outside the airfield MN O-5 Cost of Maintenance – Fleet Types Average cost of maintenance by vehicle fleet types MN O-6 Cost of Maintenance – Specific Vehicles Cost of maintenance on specific vehicles. An input to the “repair or replace” decision MN O-7 Custodial/Janitorial Cost – Total Total airport cost of custodial/janitorial service MN O-8 Elevators/Escalators/Moving Sidewalks – Number of Total number of elevators, escalators and moving sidewalks on the airport MN O-9 Fleet Usage by Type of Vehicle Number of miles driven by vehicle fleet type MN O-10 Gas Mileage – Vehicles and Ground Equipment Fleet – Airport Gas mileage for each vehicle and type of vehicle – airport fleet MN O-11 Gas Mileage – Vehicles and Ground Equipment Fleet – Tenants Gas mileage for each vehicle and type of vehicle – tenant fleet MN O-12 Ground Power In-Service Percentage Percentage of time ground power available MN O-13 Groundskeeping Maintenance Cost per Acre Groundskeeping maintenance cost per acre MN O-14 HVAC Cost per Enplanement Cost of operating HVAC systems per enplaned passenger MN O-15 HVAC Cost per Terminal Building Area with HVAC Service (s.f.) Cost of operating terminal HVAC systems per terminal building area with HVAC service MN O-16 Jet Bridge In-Service Percentage Percentage of time jet bridges are available for use MN O-17 Maintenance Inspections per Year Number of maintenance inspections per year MN O-18 Maintenance Work Orders per Vehicle Typically divided into different vehicle categories MN O-19 Mechanical Systems – Duration of System Failure A measure of system reliability and response time MN O-20 Passenger Sensitive Equipment In-Service Percentage Percentage of time that passenger-sensitive equipment (e.g., elevators, escalators, moving sidewalks) is operable and in service MN O-21 Pre-Conditioned Air In-Service Percentage Percentage of time pre-conditioned air is available MN O-22 Preventive Maintenance Hours Spent Hours spent on preventive maintenance MN O-23 Runway Maintenance Cost Total cost of maintaining runways and taxiways MN O-24 Tenant Vehicles – Average Years in Service Average years in service of tenant vehicles by fleet type MN O-25 Terminal Area With HVAC Service Area of terminal building with HVAC service MN O-26 Terminal Building Custodial/Janitorial Cost Cost of custodial/janitorial service – terminal building(s) MN O-27 Terminal Building Maintenance Cost Cost of maintenance – terminal building(s) MN O-28 Terminal Elevator/Escalator/Moving Sidewalk Maintenance Cost per Unit Maintenance cost of terminal elevators/escalators/ moving sidewalks per terminal unit MN O-29 Terminal Elevator/Escalator/Moving Sidewalk Operating Cost per Unit Operating cost of terminal elevators/escalators/moving sidewalks per unit MN O-30 Terminal HVAC Cost Cost of HVAC service in terminal building

Airport Performance Indicators Categorized by Functional Area and Type 169 No. Indicator Name Definition MN O-31 Total Airport Building Maintenance Cost per Area Maintained (S.F.) Total airport building maintenance cost per area maintained (s.f.) MN O-32 Total Airport Custodial/Janitorial Cost per Enplanement Total airport custodial/janitorial cost per enplaned passenger MN O-33 Total Building Area with HVAC Service Total airport building area with HVAC service MN O-34 Total HVAC Cost Total airport HVAC cost MN O-35 Vehicle Maintenance Cost Total cost of maintaining vehicles operated by the airport MN O-36 Vehicle Maintenance Cost per Enplanement Vehicle maintenance cost per enplaned passenger MN O-37 Vehicle Maintenance Cost per Vehicle Vehicle maintenance cost per vehicle. Also can be measured according to vehicle types. MN O-38 Vehicles – Number of Number of vehicles operated by the airport MN O-39 Wildlife/Bird Strikes – Ground Vehicles Wildlife/bird strikes – ground vehicles MN O-40 Work Orders Completed within Guidelines (%) Percentage of work orders completed within guidelines

Airport Performance Indicators Categorized by Functional Area and Type 171 Parking (PK) Parking performance measures are used primarily to measure revenue produced, parking utilization, and on-airport parking capture rates. Core Indicators Parking Revenue to the Airport per Originating Passenger ......................................PK C-24 Key Indicators Parking Revenue per Transaction .............................................................................PK K-1 Parking Spaces..........................................................................................................PK K-2 Parking Transactions per Month by Parking Product ................................................PK K-3 Parking Utilization – Peak Period ..............................................................................PK K-4 Privately-Operated Off-Airport Parking Spaces as Percent of Total Parking Spaces.............................................................................................PK K-5 Revenue per Day per Parking Space ........................................................................PK K-6 Vehicles Parked per Originating Passenger..............................................................PK K-7 Related Core and Key Indicators Financial Non-Aeronautical Operating Revenue as % of Total Operating Revenue ................FN C-15 Non-Aeronautical Operating Revenue per Enplanement ..........................................FN C-16 See Other Indicators in .............................................. Concessions, Financial, Service Quality Comments At commercial service airports, parking revenue often ranks 2nd only to airline revenue as the largest airport revenue source. Airports track parking revenue closely. Because of differences in ground transportation patterns and the availability of off-airport parking, benchmarking parking is more difficult.

172 Resource Guide to Airport Performance Indicators PK C-24 Parking Parking Revenue to the Airport per Originating Passenger Definition Revenues (income) to the airport from on-airport parking operations and services (e.g., valet fees). Reported revenues should be the airport’s net after its costs. Includes revenues from public parking only. Data Sources Airport records. FAA Form 127 groups revenue from off-airport parking operators and ground transportation revenues (taxis, limos, shuttles) with parking revenues. ACI-NA Benchmarking reports these categories separately. Applicability All commercial service airports. General aviation airports may track total parking revenue. Comments Usually the largest source of non-aeronautical revenue. Urban airports in major cities may produce lower revenue, depending on the availability of public transportation. Also, increased cell phone usage and cell phone lots have impacted short-term parking as those offering rides may no longer need to park. Airports have been able to increase parking revenue by adjusting rates, changing the mix of parking types offered (daily, hourly, long-term parking, etc.), and offering additional services (valet parking, cleaning, etc). Revenue to the airport is a function of gross revenue and contractual arrangement with the concessionaire or, in the case of airport-managed parking operations, the airport's own costs of managing parking. At airports without connecting passengers, enplanements will equal originating passengers. At hub airports, originating passengers are may be approximated as O&D passengers divided by two except at leisure destinations where that figure will overstate the number of passengers originating their journey at the relevant airport. Important for self-benchmarking and peer benchmarking. Example Parking Revenue per Originating Passenger (Airports 1-5 Million Enplanements) $0 $2 $4 $6 $8 $10 $12 Range of Airports Source: FAA Form 127

Airport Performance Indicators Categorized by Functional Area and Type 173 PK K-1 Parking Parking Revenue per Transaction Definition Average gross revenue per parking transaction during the year. Data Sources Airport records Applicability All airports Comments At commercial service airports, parking is usually the largest source of non-airline revenue, and subject to close management attention. A key measure used to assess parking revenue performance is revenue per transaction. Care must be taken to compensate for changes over time in the “mix” of parking offered. For example, a shift in passenger demand for long- term parking versus close-in daily parking would reduce the average revenue per space even though the average revenue per space in the daily parking area may remain strong. See ACRP Report 24, Guidebook for Evaluating Airport Parking Strategies and Supporting Technologies, 2009, for useful parking metrics and factors to consider in benchmarking. Useful for self-benchmarking, and with careful selection of peer airports, peer benchmarking.

174 Resource Guide to Airport Performance Indicators PK K-2 Parking Parking Spaces Definition Number of on-airport parking spaces by type of parking product. Data Sources Airport records Applicability All airports Comments Measures on-airport parking capacity. Must be used in conjunction with other measures to obtain an accurate overall picture of parking performance. Depending on space constraints, adding parking spaces may be impossible or cost-prohibitive. High-rise structured parking is substantially more expensive than surface lots and low-rise structures. Useful for self-benchmarking. May be compared with other similarly-situated airports for general peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 175 PK K-3 Parking Parking Transactions per Month by Parking Product Definition Average number of parking transactions per month by parking product during the year. Data Sources Airport records Applicability All airports Comments By “parking product” is meant hourly, daily, long-term, valet, employee, and other categories of parking facilities/services. Many airports closely track the number of parking transactions as the most important measure of changes in parking demand. See ACRP Report 24, Guidebook for Evaluating Airport Parking Strategies and Supporting Technologies, 2009, for useful parking metrics and factors to consider in benchmarking. This API is useful for self-benchmarking. When compared with the number of transactions in the prior period, may also be used for peer benchmarking against industry trends to the extent data is available.

176 Resource Guide to Airport Performance Indicators PK K-4 Parking Parking Utilization – Peak Period Definition Average number of parking spaces utilized, by parking product, during daily peak as percent of total number of parking spaces. Data Sources Airport records Applicability All airports Comments Measures parking utilization versus capacity. Useful for self-benchmarking. See ACRP Report 24, Guidebook for Evaluating Airport Parking Strategies and Supporting Technologies, 2009, for useful parking metrics and factors to consider in benchmarking. Less useful for peer benchmarking. Can also measure total overall parking utilization (peak and non-peak periods).

Airport Performance Indicators Categorized by Functional Area and Type 177 PK K-5 Parking Privately-Operated Off-Airport Parking Spaces as Percent of Total Parking Spaces Definition Number of nearby privately-operated off-airport parking spaces as a percent of total on-airport and off-airport airport parking spaces. Data Sources Airport research Applicability All airports that compete with privately-operated off-airport parking. Comments Measures the amount of privately-operated off-airport parking, which will impact both the amount of airport parking required and the airport revenues generated by parking. The degree of competition with off-airport parking varies widely and will impact airport parking rates and revenue generated per passenger. Accurately estimating number of off-airport spaces may not be easy. Useful for self-benchmarking and peer benchmarking.

178 Resource Guide to Airport Performance Indicators PK K-6 Parking Revenue per Day per Parking Space Definition Average revenue per day per parking space over the course of a year. Data Sources Airport records Applicability All airports Comments At commercial service airports, parking is usually the largest source of non-airline revenue, and subject to close management attention. A key measure used to assess parking revenue performance is revenue per parking space. Care must be taken to compensate for changes over time in the “mix” of parking offered. For example, a shift in passenger demand for long- term parking versus close-in daily parking would reduce the average revenue per space even though the average revenue per space in the daily parking area may remain strong. See ACRP Report 24, Guidebook for Evaluating Airport Parking Strategies and Supporting Technologies, 2009, for useful parking metrics and factors to consider in benchmarking. Useful for self-benchmarking, and with careful selection of peer airports, peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 179 PK K-7 Parking Vehicles Parked per Originating Passenger Definition Average number of vehicles parked per originating passenger. Data Sources Airport records Applicability All airports Comments Will be a function of the availability of public transportation, cost of airport parking, and availability of off-airport alternatives. See ACRP Report 24, Guidebook for Evaluating Airport Parking Strategies and Supporting Technologies, 2009, for useful parking metrics and factors to consider in benchmarking. Should be tracked to discern trends that may affect airport parking demand in relation to air service. Useful for self-benchmarking, less useful for peer benchmarking.

180 Resource Guide to Airport Performance Indicators Parking – Other APIs No. Indicator Name Definition PK O-1 Average Duration – Parking in LTP and STP Average Duration – Parking in long-term parking and short-term parking PK O-2 Average Gross Revenue per Vehicle Parked Average gross revenue per vehicle parked PK O-3 Long Term (Daily) Parking Spaces per O&D Passenger – Number of Number of long-term (daily) parking spaces per o&d passenger PK O-4 Maintenance Cost per Parking Space A measure of the cost of parking facilities; can indicate a need for major repair or replacement PK O-5 Occupancy in Airport Parking Facilities Occupancy in airport parking facilities PK O-6 Parking Demand by Day Parking demand by day measured as vehicles parked by 24-hour period PK O-7 Parking Demand by Hour Parking demand by hour measured as cars parked per hour PK O-8 Parking Gross Revenue Parking gross revenues PK O-9 Parking Gross Revenue per O&D Passenger Parking gross revenues per total of O&D passengers PK O-10 Parking Net Revenue to the Airport per O&D Passenger Parking net revenue to the airport per total of O&D passengers PK O-11 Parking Revenue Gross Sales Parking revenue gross sales PK O-12 Parking Revenue Net Revenue to Airport Parking revenue net revenue received by the airport PK O-13 Parking Spaces – Number On – and Off – Airport Total number of parking spaces on – and off – airport PK O-14 Parking Spaces per O&D Passenger – Number of Number of parking spaces per O&D passenger PK O-15 Ratio of Parking Net Revenue to Parking Gross Sales Percentage of parking gross sales received by the airport PK O-16 Short-Term Parking Spaces per O&D Passenger – Number of Number of short-term parking spaces per O&D passenger PK O-17 Utilization Level of Parking Spaces Average number of parking spaces utilized per total number of parking spaces PK O-18 Vehicles Parked per O&D Passenger Vehicles parked per total of O&D passengers

Airport Performance Indicators Categorized by Functional Area and Type 181 Planning/Construction (PL) Airport performance measures for planning and construction generally relate to three areas: keeping projects (1) on schedule; (2) within budget; and (3) within specification. Core Indicators Construction Projects – Actual vs. Budgeted Costs of Significant Projects ..............PL C-25 Key Indicators Budget Spent versus Work Completed – Specific Significant Capital Projects ...................................................................................................PL K-1 Change Orders as % of Base Budget – Specific Significant Capital Projects ...................................................................................................PL K-2 Project Completion Relative to Schedule – Specific Significant Capital Projects ...................................................................................................PL K-3 Project Cost versus Budget – Specific Significant Capital Projects ..........................PL K-4 Related Core and Key Indicators Safety/Risk Management Construction Injuries ..................................................................................................SR K-4 See Other Indicators in .................................... Financial, Maintenance, Properties/Contracts, Safety/Risk Management Comments Because airport site conditions and project designs vary considerably, benchmarking is a challenge and apples-to-apples cost comparisons typically require an outside expert.

182 Resource Guide to Airport Performance Indicators PL C-25 Planning/Construction Construction Projects – Actual vs. Budgeted Costs of Significant Projects Definition Significant specific airport construction projects – actual cost versus budgeted cost. Data Sources Airport records Applicability All airports Comments Financing for significant airport capital projects may be one of the largest components of an airport's cost structure. This indicator measures the accuracy of the airport budgeting process and its ability to control costs during construction. Airport construction is an area that lacks widely-accepted APIs. Currently, this indicator is useful primarily for tracking trends over time. It is not readily susceptible to benchmarking with other airports because comparative data is not collected systematically. Also, what is significant to one airport may not be significant to another Useful for self-benchmarking because during a CIP construction costs can represent a large part of an airport’s total costs. Also, because construction costs can often be more readily controlled than other cost areas. Not very useful for peer- benchmarking, although an index could be developed to relate one airport's success at staying within project budgets against another's

Airport Performance Indicators Categorized by Functional Area and Type 183 PL K-1 Planning/Construction Budget Spent versus Work Completed – Specific Significant Capital Projects Definition Percent of budget spent versus percent of work completed for specific significant capital projects. Data Sources Airport records Applicability All airports Comments This API provides an early warning of projects that are running over budget. Similar to the Project Cost versus Budget measure, except that measure may not report budget overruns until projects are completed. One of the drawbacks of this API is that it may be difficult to obtain accurate data regarding percentage of work completed. Useful for self-benchmarking – tracking individual projects and the range of airport capital projects. Not useful for peer benchmarking.

184 Resource Guide to Airport Performance Indicators PL K-2 Planning/Construction Change Orders as % of Base Budget – Specific Significant Capital Projects Definition Change order amount expressed as percent of base budget for specific significant capital projects. Data Sources Airport records Applicability All airports Comments A narrower measure than Project Cost versus Budget. That API includes projects that come in over budget for all reasons, including volume or market price changes in materials. Similarly, time and materials contracts may exceed initial budgets without involving change orders. This measure tracks only budget increases resulting from change orders, as construction proceeds and upon completion. Can also track the number of change orders or the number over a certain dollar amount. Useful for self-benchmarking – tracking individual projects. May be useful for peer benchmarking – comparing against projects of similar complexity at other airports and organizations.

Airport Performance Indicators Categorized by Functional Area and Type 185 PL K-3 Planning/Construction Project Completion Relative to Schedule – Specific Significant Capital Projects Definition Project completion progress relative to schedule for specific significant capital projects. Data Sources Airport records Applicability All airports Comments Measures whether important capital projects are on schedule and, if not, the extent of the slippage as construction proceeds and upon completion. One of the three basic construction questions: On time? On schedule? Meets specifications? Useful for self-benchmarking – tracking individual projects. If airport construction projects are consistently behind schedule, may indicate project management issues. Not well-suited for peer benchmarking.

186 Resource Guide to Airport Performance Indicators PL K-4 Planning/Construction Project Cost versus Budget – Specific Significant Capital Projects Definition Project cost versus budget for specific significant capital projects. Data Sources Airport records Applicability All airports Comments Measures whether important capital projects are on budget and, if not, the extent of the cost overrun as construction proceeds and upon completion. One of the three basic construction questions: On time? On schedule? Meets specifications? Important to emphasize that this API measures budgeting accuracy as opposed to overall project cost discipline, as generous budgeting makes this an easy measure and tight budgeting makes this a difficult measure. Useful for self-benchmarking – tracking individual projects. If airport construction projects are consistently over budget, may indicate project management issues. Not well-suited for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 187 Planning/Construction – Other APIs No. Indicator Name Definition PL O-1 Airport Capital Improvement Program – Total Cost Estimate Total airport capital improvement program (CIP) estimated costs PL O-2 Airport Construction Costs – Total Actual Total airport construction costs in a particular FY PL O-3 Airport Construction Costs – Total Budgeted Total budgeted airport construction costs for upcoming year(s) PL O-4 Airport Master Plan and Strategic Plan Updates Completed in Timely Manner Percentage of airport master plan and strategic plan updates completed in timely manner PL O-5 Average Contract Planning and Bid Time Average time required to develop a capital project bid package PL O-6 Average Time to Settle Contractor Claims Average time to settle contractor claims PL O-7 Bid Estimate to Actual Bid Ratio of dollar value of bid estimates to actual bids received PL O-8 Budget Spent vs Percentage of Work Completed for Each Significant Airport Construction Project (%) For each significant specific airport construction projects: percentage of budget spent versus percentage of work completed PL O-9 Change Order Dollars as Compared to Original Contract Price (%) Cost of change orders as percentage of original contract price PL O-10 Change Orders – Number Outstanding for Each Significant Airport Construction Project For each significant airport construction project: number of change orders outstanding PL O-11 Change Orders – Number per Airport Construction Project Average number of change orders per airport construction project PL O-12 Claims Settled vs Initial Amount of Claims for Each Significant Airport Construction Project (%) For each significant airport construction project: dollar amount of claims settled vs initial amount of claims PL O-13 Consistent and Timely Plan Review and Permit Issuance (%) Percentage of time consistent and timely plan review accomplished and permits issued PL O-14 Construction Cost per Parking Space A measure of the cost of constructing parking facilities PL O-15 Contractor Claims – Number vs Number of Airport Construction Projects Number of contractor claims compared to total number of airport construction projects PL O-16 Contractor Claims Settled without Litigation vs Total Number of Claims Claims settled without litigation vs total number of contractor claims PL O-17 Design Changes – Number for Each Significant Airport Construction Project For each significant airport construction project : number of design changes from initial design documents PL O-18 Dollar Amount of Change Orders Outstanding for Each Significant Airport Construction Project For each significant airport construction project: dollar amount of change orders outstanding PL O-19 Dollar Amount of Contractor Claims vs Total Dollar Amount of Airport Construction Projects Total dollar amount of contractor claims vs total dollar amount of airport construction projects PL O-20 Dollar Value of Projects Completed Capital projects completed in a given reporting period, expressed in dollars PL O-21 Projects Completed – Number The number of capital projects completed in a given reporting period PL O-22 Punch List Items – Number Outstanding for Each Significant Airport Construction Project For each significant airport construction project: number of punch list items outstanding PL O-23 Schedule Performance for Each Significant Airport Construction Project For each significant specific airport construction project: days ahead (behind) PL O-24 Terminal Construction Cost per Passenger Terminal construction cost per passenger on an annual basis

Airport Performance Indicators Categorized by Functional Area and Type 189 Police/Security (PS) Airport performance measures for Police/Security generally track security violations, thefts, and crimes, and police costs. Key Indicators Air Operations Area (AOA) Violations........................................................................ PS K-1 Crimes Reported on the Airport .................................................................................PS K-2 Police & Security Guard Costs – Change over Prior Period .....................................PS K-3 Police & Security Guard Costs per Enplanement......................................................PS K-4 Security Responses within Established Response Time (%)....................................PS K-5 Sworn Police Officer Average Salary (5+ Years Experience) ...................................PS K-6 Thefts Reported in Terminal Area.............................................................................. PS K-7 Related Core and Key Indicators Safety/Risk Management Vehicle Accidents on Airport Premises......................................................................SR K-9 See Other Indicators in ...........................Airfield Operations, ARFF, Financial, Public Affairs, Safety/Risk Management, Terminal Operations Comments Watch for cross-trained police and fire personnel in comparing police costs. At present, there are few widely used police/security APIs.

190 Resource Guide to Airport Performance Indicators PS K-1 Police/Security Air Operations Area (AOA) Violations Definition Annual number of security rules violations that apply to the Air Operations Area. Data Sources Airport records Applicability All airports Comments Air Operations Area (AOA) means a portion of an airport, specified in the airport security program, in which security measures specified in Title 49 of the Code of Federal Regulations are carried out. This area includes aircraft movement areas, aircraft parking areas, loading ramps, and safety areas, for use by aircraft and any adjacent areas (such as general aviation areas) that are not separated by adequate security systems, measures, or procedures. Minimizing AOA violations requires constant vigilance by airport management and tenants. Useful for self-benchmarking and peer benchmarking. Example Excerpt from Metropolitan Airports Commission Strategic Plan 2010-2015 Safety & Security Performance Indicators Source: Metropolitan Washington Airports Authority website

Airport Performance Indicators Categorized by Functional Area and Type 191 PS K-2 Police/Security Crimes Reported on the Airport Definition Number of crimes reported at the airport annually. Data Sources Airport records Applicability All airports Comments A measure of effectiveness in controlling crime at the airport. Rising number of crimes reported may indicate need for additional police/security staffing or a different approach. Useful for self-benchmarking and peer benchmarking. Should also measure crimes at specific high-risk areas and times, e.g., parking garages at night.

192 Resource Guide to Airport Performance Indicators PS K-3 Police/Security Police & Security Guard Costs – Change over Prior Period Definition Total cost of police and security guards per year, including airport employees and contracted services. Data Sources Airport records Applicability All airports Comments Useful for self-benchmarking and in relation to changes in enplanements and operations. May be used for peer benchmarking when compared with similarly-sized airports with similar characteristics, e.g., in a large urban and with a similar cost of living. In peer benchmarking, important to account for airports with public safety officers cross-trained to provide both police and fire response.

Airport Performance Indicators Categorized by Functional Area and Type 193 PS K-4 Police/Security Police & Security Guard Costs per Enplanement Definition Total cost of police and security guards per year, including airport employees and contracted services, per enplanement. Data Sources Airport records Applicability All airports Comments Useful for self-benchmarking. May also be used for peer benchmarking when compared with similarly-sized airports with similar characteristics, e.g., in a large urban with a similar cost of living. For peer benchmarking, important to account for airports that have public safety officers cross-trained to provide both police and fire response.

194 Resource Guide to Airport Performance Indicators PS K-5 Police/Security Security Responses within Established Response Time (%) Definition Percent of security responses within established response time. Response time is measured from the time between receipt of a call and arrival of the first officer on the scene. Data Sources Airport records Applicability All airports Comments A critical service standard for police and other security service providers. Useful for measuring absolute level of performance and for self-benchmarking. May also be useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 195 PS K-6 Police/Security Sworn Police Officer Average Salary (5+ Years Experience) Definition Average salary of sworn police officer with 5 or more years’ experience. Data Sources Airport records Applicability All airports Comments Useful for self-benchmarking, and peer benchmarking. For example, one grouping of peer airports might be Large Urban Airports with a Similar Cost of Living. Also important to account for airports that have public safety officers cross-trained to provide both police and fire response.

196 Resource Guide to Airport Performance Indicators PS K-7 Police/Security Thefts Reported in Terminal Area Definition Number of thefts reported in terminal area; may also be tracked in other areas, such as baggage claim, cargo area. Data Sources Airport records Applicability All airports Comments A measure of effectiveness in controlling crime at the airport. Rising number of thefts reported may indicate need for additional police and security staffing or a different approach. Useful for self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 197 Police/Security – Other APIs No. Indicator Name Definition PS O-1 Active-Duty Sworn Police Officers – Number of Number of active-duty sworn police officers PS O-2 Airport Employees (FTEs) Dedicated to Security Badging and Credentialing– Number of Number of airport employees (FTEs) dedicated to security badging and credentialing PS O-3 Average Downtime for Passenger Screening Equipment Average downtime for passenger screening equipment PS O-4 Average Length of Time for Processing Security Badging and Credentialing Applications Average length of time for processing security badging and credentialing applications PS O-5 CCTV-Equipped Airfield and Perimeter Security Checkpoints – Number of Number of airfield and perimeter security checkpoints equipped with CCTV PS O-6 CCTV-Equipped Airfield and Perimeter Security Checkpoints to Total (%) Percentage of CCTV-equipped airfield and perimeter security checkpoints to total PS O-7 CCTV-Equipped Passenger Security Screening Checkpoints – Number of Number of passenger security screening checkpoints equipped with CCTV PS O-8 CCTV-Equipped Passenger Security Screening Checkpoints to Total (%) Percentage of CCTV-equipped passenger security screening checkpoints to total number of checkpoints PS O-9 Cost of Police Officers Assigned to Airfield and Perimeter Cost of police officers assigned to airfield and perimeter PS O-10 Cost of Police Officers Assigned to Passenger Screening Cost of police officers assigned to passenger screening PS O-11 Curb Time per Arriving Vehicle Measures dwell time on airport curbs. Aids in assessing roadway capacity. PS O-12 Failure to Challenge Violations Failure to challenge violations per year PS O-13 Failure to Display Security Badge Violations Failure to display security badge violations per year PS O-14 Flexibility of Police Staffing. Ability of police management to extend duty tours forward or back, bring off-duty officers in, etc. PS O-15 Overtime Cost as Percentage of Police Salary and Benefits Cost Police overtime cost as percentage of police salary and benefits cost PS O-16 Overtime Cost for LEOs Assigned to Airfield and Perimeter Security Overtime cost for LEOs assigned to airfield and perimeter security PS O-17 Overtime Cost tor Police Officers Assigned to Passenger Screening Overtime cost for police officers assigned to passenger screening PS O-18 Piggybacking Violations per Year Piggybacking violations per year PS O-19 Police Cost per Enplanement Total police department cost per enplaned passenger PS O-20 Police Cost per Security Checkpoint Total police department cost per security checkpoint manned or under quick-response PS O-21 Police Department Cost per Sworn Officer Total police department cost per sworn officer PS O-22 Police Department Salary & Benefits Cost Police department salary & benefits cost PS O-23 Police Management Employees Other than Active-Duty Sworn Officers Number of police management employees who are not active-duty sworn officers PS O-24 Police Officers Assigned to Passenger Screening – Number Number of police officers assigned to passenger screening PS O-25 Police Overtime Cost Cost of police overtime PS O-26 Police Overtime Cost as Percentage of Total Police Department Cost Police overtime cost as percentage of total police cost PS O-27 Police Response within Federal Security Requirements per Number of Police Security Responses Percentage of police responses within federal security requirements per total police security responses

198 Resource Guide to Airport Performance Indicators No. Indicator Name Definition PS O-28 Police Responses within Federal Security Requirements Number of police officer responses within federal security requirements PS O-29 Security Alarms – Airfield and Perimeter – Number of Number of security alarms – airfield and perimeter PS O-30 Security Alarms Terminal Area – Number of Number of security alarms terminal area PS O-31 Security Badges Pulled – Number of Number of security badges pulled PS O-32 Security Breaches and Violations Number of security breaches and violations, including failure to display badge, piggybacking, failure to challenge PS O-33 Security Checkpoint Throughput Times Time for passengers to pass through security PS O-34 Security Cost per Enplaned Passenger Security cost per enplaned passenger PS O-35 Security False Alarms Terminal Area – Number of Number of security false alarms terminal area PS O-36 Security FTE Headcount Security FTE Headcount PS O-37 Security Inspections Conducted – Number of Number of security inspections conducted PS O-38 Terminal Security Evacuations – Number of Number of terminal security evacuations PS O-39 Thefts in Passenger Screening Areas – Number of Number of thefts in passenger screening areas PS O-40 Total Police Department Employees Total police department employees PS O-41 Traffic Management Cost per Enplanement Traffic management cost per enplaned passenger PS O-42 Traffic Tickets Issued – Number of Number of traffic tickets issued PS O-43 Violation of Security Rules Airfield and Perimeter Number of violations of security rules airfield and perimeter PS O-44 Warning Citations Issued per Year Warning citations issues – per year

Airport Performance Indicators Categorized by Functional Area and Type 199 Properties/Contracts (PC) Airport performance measures for Properties/Contracts generally track rates charged for landing fees and facilities rent as well as a variety of real estate- and contract-related issues. Core Indicators Landing Fee Rate .................................................................................................... PC C-26 Key Indicators Hangar Rental Rates Compared to Nearby Airport ................................................. PC K-1 Passenger Airline Aeronautical Fees....................................................................... PC K-2 Percent of Hangar Space Leased............................................................................ PC K-3 Percent of Terminal Space Leased ......................................................................... PC K-4 Terminal Rental Rate............................................................................................... PC K-5 Related Core and Key Indicators Financial Airline Cost per Enplanement .................................................................................. FN C-9 Airport Cost per Enplanement ................................................................................. FN C-10 Airline Cost per Operation ....................................................................................... FN K-2 Legal Contract Reviews Completed on Time (%) ............................................................. LG K-1 See Other Indicators in ....................................................................................... Financial, Legal Comments The Properties/Contracts area is closely related to the Financial area, as it deals with commercial rates, fees, costs and contracts. In most airports this area includes a special focus on airline relations and cost control issues. A number of other important financial indicators are found in the Financial category.

200 Resource Guide to Airport Performance Indicators PC C-26 Properties/Contracts Landing Fee Rate Definition Rate paid by airlines and other airfield users for each 1,000 lbs aircraft weight landed. Excludes fees for parking aircraft. Excludes weights of G.A. and military aircraft. Data Sources Landing Fee Rate - airport records. Certificated aircraft weight - FAA records. Applicability All commercial service, cargo, and some general aviation airports that charge a landing fee. The landing fee rate is a frequently used by airlines and cargo carriers as one important measure of the cost of serving an airport. Comments Most airports apply the landing fee rate to aircraft based on the maximum certificated landed weight of the aircraft. The landing fee rate is typically derived from a formula in the airport use/operating agreement designed to recover the airport's cost of operating the airfield. Airline and other operators not party to the use/operating agreement usually pay a higher "non-signatory" fee rate, typically 25% to 50% higher than the "signatory airline" rate. Should differentiate between the landing fee rate being charged during the course of a year and the “post-settlement” final rate after taking all relevant costs and revenues and actual landed weights into account. A small number of U.S. airports, including Kennedy and Newark, plus many foreign airports, charge a "landing" fee based on maximum certificated take-off weight, which has the effect of decreasing the landing fee rate relative to that charged on the basis of maximum certified landed weight. However, since the smaller fee rate is applied against the correspondingly larger takeoff weight value, the total landing fee charge collected is the same. The formula for calculating the landing fee rate on a cost-recovery basis is common to most airports: airfield costs (collected in the Airfield Cost Center) are divided by landed weight (or takeoff weight, as applicable). However what “Airfield Costs” includes can vary from airport to airport. Differentiating factors include: does the Airfield Cost Center collect certain costs not recovered in other cost centers (an airport “total residual” approach)? Also, what if any credits are applied to reduce the size of the Airfield Cost Center number? Because of these differences, the landing fee rate does not always serve as an accurate measure of airport or airfield costs, or of airline charges. Nevertheless, this highly visible charge is widely used for both airport fee self-benchmarking and peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 201 PC K-1 Properties/Contracts Hangar Rental Rates Compared to Nearby Airport Definition Average hangar rental rate compared to nearby airport. Data Sources Airport records Applicability All airports with hangars for lease Comments Of most importance for general aviation airports. However, may also be important for commercial service airports where airline or corporate tenants are considering alternate locations. Useful for self-benchmarking and peer benchmarking.

202 Resource Guide to Airport Performance Indicators PC K-2 Properties/Contracts Passenger Airline Aeronautical Fees Definition All revenue derived by the airport from aeronautical use of the airport by passenger airlines. Includes payments to the airport for use of airfield (landing fees, ramp/apron fees) and terminal space (space rentals net of any credits and reimbursements; gate charges). Includes payments for aircraft parking positions (e.g., hard stands, tie-downs). Includes federal inspection fees. Does not include ground or facility rentals for ancillary buildings (e.g., cargo buildings, hangars). Does not include airline self-funded construction (e.g., build-out of terminal space). Does not include the multitude of significant other costs incurred by the airline to operate at the airport, e.g., fuel, aircraft payment, operation and maintenance, personnel, services, supplies and equipment. Data Sources Airport records and FAA Form 127 Applicability All commercial service airports Comments This API provides the numerator used to calculate the widely-used indicator -- airline cost per enplanement. One benefit of tracking changes in this indicator is that it is more within the airport's control, as it is not subject to changes as a result of changing passenger enplanements. FAA Form 127 captures this measure, along with further breakdowns into passenger airline terminal fees; terminal arrival fees, rents, and utilities; terminal area apron charges/tiedowns; federal inspection fees; and other passenger aeronautical fees. Important to note that the ACI-NA definition includes federal inspection fees, and security reimbursements paid by the airline whether to the airport or another agency. Useful for self-benchmarking and, taking account of differences in costs included/excluded from airport-to-airport, for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 203 PC K-3 Properties/Contracts Percent of Hangar Space Leased Definition Percent of hangar space that is leased, as of end of reporting period. Data Sources Airport records Applicability All airports with hangars for lease. May be particularly important for GA airports. Comments Hangar rental is often a significant source of revenue for general aviation and commercial service airports. In some cases, changes in airline maintenance patterns have left airports with major hangar facilities unleased. Useful for self-benchmarking and peer benchmarking comparisons on a nationwide basis.

204 Resource Guide to Airport Performance Indicators PC K-4 Properties/Contracts Percent of Terminal Space Leased Definition Percent of leasable terminal space that is leased to airlines and other tenants, as of the end of a reporting period. Data Sources Airport records Applicability All airports Comments As with other landlords, airports seek to minimize unleased space. This measure tracks unleased terminal space of all forms, including gates, ticket counter, operations space, and commercial space. Useful for self-benchmarking, as the airport seeks to minimize unleased space. Since airport lease agreements treat unleased space differently this measure is not useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 205 PC K-5 Properties/Contracts Terminal Rental Rate Definition Average rental rate per square foot of terminal space. Data Sources Airport records Applicability Commercial service airports Comments At some airports, airlines and other tenants are charged the same rate per square foot, regardless of the type of space involved. At many airports, however, the average rate is used as the basis to calculate weighted terminal rates. See the example below. Useful for self-benchmarking so long as airport does not change ratemaking methodology year-to-year in a way that impacts the results. Less useful for peer benchmarking because of differing methodologies used to calculate rentable square footage. Example Weighted Terminal Rates Source: Airport/Airline Agreements – Practices and Characteristics, Report 36 (2010)

206 Resource Guide to Airport Performance Indicators Properties/Contracts – Other APIs No. Indicator Name Definition PC O-1 Accuracy of Airline Leased Premises Drawings Accuracy of airline leased premises drawings PC O-2 Acreage Available for Development – Airfield Area of airfield available for development as new aeronautical or revenue-producing uses PC O-3 Acreage Available for Development – Non-Airfield Non-airfield area of airport available for development as new revenue-producing uses PC O-4 Airfield Acreage Developed Area of airfield developed for aeronautical and revenue-producing uses PC O-5 Airport Data Reporting to Airlines and Other Key Tenants Completeness and timeliness of airport data reporting to airlines. Particularly important in advance of rates & charges meetings. PC O-6 Average Acquisition Cost of Land per Square Foot Average acquisition cost of land per square foot PC O-7 Average Time to Process Routine Lease Extensions/Amendments Average time to process routine lease extensions/amendments PC O-8 Contract Deadlines Missed Number of contract deadlines missed PC O-9 Contract Extensions – Number Given Number of contract extensions given PC O-10 Contract Management Billing Percentage of invoices that are accurate, complete, justified and submitted on a timely basis PC O-11 Contracts in Place by Renewal/Start Date (%) A measure of the effectiveness of the airport staff to successfully negotiate contracts in a timely manner PC O-12 Contracts/Leases – Number Negotiated and Executed Number of contracts/leases negotiated and executed PC O-13 Maintain Effective Working Relationship with Airline Tenants – Subjective Maintain effective working relationship with airline tenants PC O-14 Private Sector Contracts – Number of Number of private sector contracts at airport at a given point of time or during a given period PC O-15 Promptness of Payment to Vendors and Contractors Average number days to pay vendors PC O-16 Properties Contract Administration – Accuracy of Tracking in Database Properties contract administration – tracking in database PC O-17 Property Transactions Completed on Timely Basis as Required by CIP – Percent Percentage of property transactions completed on timely basis as required by CIP

Airport Performance Indicators Categorized by Functional Area and Type 207 Public Affairs (PA) Airport performance measures for Public Affairs generally track responsiveness, media mentions, and public complaints about the airport. Key Indicators Community Complaints – Average Time to Respond.............................................. PA K-1 Community Complaints – Number Received........................................................... PA K-2 Media Inquiries – Number Received ....................................................................... PA K-3 Media Mentions – Number....................................................................................... PA K-4 Related Core and Key Indicators Service Quality Customer Satisfaction with Airport........................................................................... SQ C-29 Environmental Noise – Number of Homes within 65 dBA DNL....................................................... EV K-8 Safety/Risk Management Runway Incursions...................................................................................................SR C-28 Accidents and Incidents on Airport Premises .......................................................... SR K-1 See Other Indicators in .................Environmental, Safety/Risk Management, Service Quality Comments Public Affairs metrics often deal with the timeliness with which the airport deals with community and other stakeholder complaints. Measures of noise and other environmental complaints are important from a Public Affairs perspective and should be tracked. The public’s overall level of satisfaction with the airport is also a useful Public Affairs indicator.

208 Resource Guide to Airport Performance Indicators PA K-1 Public Affairs Community Complaints – Average Time to Respond Definition Average time to respond to community complaints. Data Sources Airport records Applicability All airports Comments Airports often set prompt response goals as a way of responding to community concerns. Useful for self-benchmarking, not useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 209 PA K-2 Public Affairs Community Complaints – Number Received Definition Number of community complaints received, generally tracked by category. Data Sources Airport records Applicability All airports Comments Measures the impact of the airport as perceived by the community, segments of the community, and individuals concerned about noise, environmental, development and other issues. Gives a rough indication of the effectiveness of the airport’s community relations program. Useful for self-benchmarking, not useful for peer benchmarking.

210 Resource Guide to Airport Performance Indicators PA K-3 Public Affairs Media Inquiries – Number Received Definition Number of media inquiries directed to the airport, measured monthly, quarterly, or annually. Data Sources Airport records Applicability All airports Comments Many airports track media inquiries. This API is useful as an indicator of the amount of media interest in the airport. Sometimes media inquiries are compared with media mentions (positive or negative) to evaluate track whether the airport is providing appropriate media attention and support. Useful for self-benchmarking, not useful for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 211 PA K-4 Public Affairs Media Mentions – Number Definition Number of media mentions of the airport, measured monthly quarterly, or annually. Data Sources Airport records Applicability All airports Comments Many airports track media mentions, categorizing them as positive or negative. Useful to indicate the amount of media coverage the airport is receiving, and whether that attention is positive is negative. Useful for self-benchmarking; not useful for peer benchmarking.

212 Resource Guide to Airport Performance Indicators Public Affairs – Other APIs No. Indicator Name Definition PA O-1 Community Outreach Activities – Number of Number of community outreach activities conducted within a certain period, typically a year PA O-2 Media Calls Responded to within the Same Day – Number of Percentage of media calls responded to within the same day PA O-3 Media Outreach Contacts – Number of Number of media outreach contacts made by airport staff within a certain period, typically a year PA O-4 People Taking Airport Tours – Number of Number of people taking airport tours PA O-5 Positive vs. Negative Mentions (%) Percentage of positive and negative media mentions to total PA O-6 Press Releases Issued – Number of Number of press releases issued within a certain period, typically a year PA O-7 Response Time to Community Complaints Response time to community complaints PA O-8 Tours Conducted and Special Events Sponsored – Number of Number of tours conducted and special events sponsored by airport staff

Airport Performance Indicators Categorized by Functional Area and Type 213 Safety/Risk Management (SR) The airport performance measures for Safety/Risk Management are a diverse set of indicators measuring accidents, injuries, and unsafe practices, and their consequences. Core Indicators Employee Accidents and Injuries – Lost Work Days ............................................... SR C-27 Runway Incursions................................................................................................... SR C-28 Key Indicators Accidents and Incidents on Airport Premises .......................................................... SR K-1 Aircraft Accidents and Incidents .............................................................................. SR K-2 Annual Part 139 Inspection Results......................................................................... SR K-3 Construction Injuries ................................................................................................ SR K-4 Injuries per FTE ....................................................................................................... SR K-5 Lost Work Days per FTE ......................................................................................... SR K-6 OSHA-Reportable Injuries ....................................................................................... SR K-7 Safety Code Violations ............................................................................................ SR K-8 Vehicle Accidents on Airport Premises.................................................................... SR K-9 Workers Compensation Claims Paid ....................................................................... SR K-10 Related Core and Key Indicators Airfield Operations FOD – Number of Items Found per Inspection........................................................ AO K-2 Wildlife/Bird Strikes.................................................................................................. AO K-6 ARFF Airport Medical Emergency Responses within Established Standards ................... AR K-5 Environmental Deicing – % Fluid Recovered .................................................................................. EV K-2 Environmental Violations – Number of NOVs.......................................................... EV K-5 Reportable Discharges, Number ............................................................................. EV K-9 Maintenance Escalators, Moving Walkways, and Elevators – Percent of Time in Service.................................................................................................. MN K-3 Police/Security Air Operations Area (AOA) Violations...................................................................... PS K-1 Crimes Reported on the Airport ............................................................................... PS K-2 Security Responses within Established Response Time (%).................................. PS K-5 See Other Indicators in .......................................... Airfield Operations, ARFF, Environmental, Human Resources, Maintenance Police/Security

214 Resource Guide to Airport Performance Indicators SR C-27 Safety/Risk Management Employee Accidents and Injuries – Lost Work Days Definition Lost work days from employee injuries since last reporting period. Data Sources Airport records, including OSHA reportable injuries and workers compensation claims. Applicability All airports Comments A variety of metrics may be used to measure employee accidents and injuries, including injuries per FTE, lost work days, workers compensation experience rating. Bureau of Labor Statistics (BLS) data on work-related injuries, illnesses, and fatalities come from two sources: the Census of Fatal Occupational Injuries (CFOI) and the Survey of Occupational Injuries and Illnesses (SOII). The CFOI obtains information on workplace fatalities from multiple documentary sources, including death certificates, Occupational Safety and Health Administration (OSHA) reports, news media reports, state workers’ compensation claims, and coroner or medical examiner reports. The SOII obtains information on nonfatal injuries and illnesses based on a large annual survey in which BLS calculates injury and illness rates by dividing the number of injuries and illnesses in a given industry by the total number of hours worked by all employees in that industry. Further breakdowns into types and locations of injuries, plus airport functional areas/departments involved, will provide useful additional information for analysis and prevention. Important for self-benchmarking, less important for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 215 SR C-28 Safety/Risk Management Runway Incursions Definition Number of occurrences involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and take-off of aircraft. Data Sources Airport, ATC records. Also ASRS. Applicability All airports Comments FAA definition changed in 2007 to match ICAO definition. ICAO defines a runway incursion as any unauthorized intrusion onto a runway, regardless of whether or not an aircraft presents a potential conflict. For the FAA, an incident without an aircraft in potential conflict – such as an unauthorized aircraft crossing an empty runway – was defined as a “surface incident” and not a runway incursion. The Aviation Safety Reporting System (ASRS) receives, processes, and analyzes reports of unsafe occurrences and hazardous situations that are voluntarily submitted by pilots, air traffic controllers, and others. Can be compared with number in prior reporting period(s). Runway incursions occur for multiple reasons, and the airport must focus on those within its control. Certain incursions are within airport control, e.g., when caused by an airport- operated vehicle. In other situations control may be less evident or only partial, but still significant, e.g., where faulty signage contributes to an incursion. Very important for self-benchmarking, also important for peer benchmarking.

216 Resource Guide to Airport Performance Indicators SR K-1 Safety/Risk Management Accidents and Incidents on Airport Premises Definition Number of accidents and incidents that cause injury or illness on airport premises annually. Data Sources Airport records. OSHA reports capture OSHA reportable events. Applicability All airports Comments Airports may track absolute number and then analyze further to look for patterns and causes of specific accidents and incidents. Useful for self-benchmarking, also peer benchmarking with airports and other enterprises for insights into best practices. May be converted to per- enplanement basis to facilitate benchmarking. Insurance carriers have other useful information on industry averages accessible through the airport’s carrier. Example Ted Stevens Anchorage International Airport Performance and Results Summary Target #1: Reduce the rate of public injuries and incidents per enplaned passenger. Total number and rate of public injuries and incidents per 100,000 enplaned passengers. Fiscal Year Total # Rate Total Enplaned Passenger FY 2008 30 1.2% 2,562,276 FY 2007 41 1.7% 2,429,480 FY 2006 87 3.6% 2,408,171 FY 2005 45 1.9% 2,392,920 FY 2004 58 2.6% 2,250,680 Methodology: Data is reported on a fiscal year basis. Analysis of results and challenges: Safety and security of the traveling public is the number one priority at the airport. Through investigations incident causes and locations are determined and corrective action is taken. Also, prevention maintenance such as sanding/salting roads and walkways is a constant winter activity at the airport. Injuries are reported through dispatch operations, and figures include incidents where someone files a claim. Source: Alaska website, http://www.gov.state.ak.us/omb/results/view_details.php?p=220

Airport Performance Indicators Categorized by Functional Area and Type 217 SR K-2 Safety/Risk Management Aircraft Accidents and Incidents Definition Number of aircraft accidents and incidents – tracked separately. Data Sources Airport records. Also NTSB Accident Database and FAA Incident Database. Applicability All airports Comments The FAA's Aviation Safety Information Analysis and Sharing System (ASIAS) includes an Accident/Incident Data System (AIDS) database (see example below) that contains incident information gathered from several sources including incident reports on FAA Form 8020-5. ASIAS uses the National Transportation Safety Board (NTSB) accident database as the primary source for accident information. Aircraft accidents and incidents occur for many reasons, of which the airport must focus on the relatively small portion within its control or influence (e.g., accidents involving as a factor sub-standard signage or lighting). Although safety is an airport’s highest priority, the rarity of accidents and incidents and lack of airport control over most accidents which result from operator error may make this indicator less useful than might be expected. Important for self-benchmarking, less important for peer benchmarking. FAA Accident/Incident Database Query Form Source: FAA website

218 Resource Guide to Airport Performance Indicators SR K-3 Safety/Risk Management Annual Part 139 Inspection Results Definition Number of deficiencies identified in airport’s annual Part 139 inspection by FAA. Data Sources Airport records Applicability All airports Comments Airports strive for continuous compliance with Part 139 and to achieve a zero discrepancy rating. This API tracks the number of deficiencies identified in the annual inspection, and provides guidance to the airport on areas that need focus. Useful for self-benchmarking and for peer benchmarking. Airports have control over this API. Example Excerpt from Airport Press Release Announcing Inspect Results Officials at ________________________ Airport are celebrating the successful passing of the Federal Aviation Administration’s (FAA) annual certification inspection. During the inspection period conducted from May 5 through May 9, the Airport received a zero discrepancy rating which means there were no notices of corrective action.

Airport Performance Indicators Categorized by Functional Area and Type 219 SR K-4 Safety/Risk Management Construction Injuries Definition OSHA Recordable injury rate per 200,000 work hours (equivalent to 100 full-time employees annually). Data Sources Contractor or OSHA records Applicability All airports with significant construction projects Comments The OSHA recordable injury rate is widely used in the airport industry to describe and evaluate the safety performance of a project or a construction firm. The measure captures injuries requiring medical care or causing lost time. Employers record any work-related injury or illness that results in death, days away from work, medical treatment beyond first aid, diagnosed by a physician or other licensed health professional, any case requiring medical removal of an employee, etc. Further breakdowns into types and locations of injuries and functional departments involved will provide additional useful information for analysis and prevention. Where an airport contractor is involved, although the contractor has immediate control over its workforce, airport management can use this API and its derivatives to promote safe workplaces and practices and mandate improvements as indicated. Very important for self-benchmarking, less important for peer benchmarking.

220 Resource Guide to Airport Performance Indicators SR K-5 Safety/Risk Management Injuries per FTE Definition Number of injuries per airport employee FTE. Data Sources Airport records Applicability All airports Comments Measures number of injuries against airport employee FTEs. This measure is based on total employee injuries, as opposed to OSHA-reportable injuries, and therefore will use a higher numerator than would a measure based on OSHA-reportable injuries. Trends are important, as are causes of the injuries. Useful for self-benchmarking, also peer benchmarking to the extent data is available.

Airport Performance Indicators Categorized by Functional Area and Type 221 SR K-6 Safety/Risk Management Lost Work Days per FTE Definition Number of work days lost to occupational illness or injury per airport employee FTE. Data Sources Airport records Applicability All airports Comments Measures number of work days lost per employee due to occupational illness or injury. Many airports consider this a particularly important measure of occupational injuries. Trends are important, as are causes of the injuries. Useful for self-benchmarking, also peer benchmarking to the extent data is available.

222 Resource Guide to Airport Performance Indicators SR K-7 Safety/Risk Management OSHA-Reportable Injuries Definition Number of OSHA-reportable injuries annually to airport employees. Data Sources Airport records Applicability All airports Comments In general, OSHA reportable injuries are any fatality, injury, or illness that is work related and involve: death, days away from work, restricted work activity, transfer to another job, medical treatment beyond first aid, loss of consciousness, or injury or illness diagnosed by a doctor. The airport’s safety/risk management specialist is key in using this and related APIs. Also, see the OSHA Record Keeping Page at: http://www.osha.gov/recordkeeping/index.html. Note that OSHA publishes Employment Specific Injury & Illness Rates. May be difficult to obtain information about tenant injuries. Airports may track absolute number of OSHA reportable injuries and then analyze further to look for patterns and causes of specific accidents. Important for self-benchmarking, less important for peer benchmarking.

Airport Performance Indicators Categorized by Functional Area and Type 223 SR K-8 Safety/Risk Management Safety Code Violations Definition Number of safety code violations annually, divided into violations for which the airport is responsible and tenant violations. Data Sources Airport records and local code enforcement records Applicability All airports Comments Airports strive for and often attain a zero safety code violation result. Useful for self- benchmarking, also for peer benchmarking to the extent comparable data is available. Airport has control over safety code violations caused by its own actions; less control over safety code violations by tenants.

224 Resource Guide to Airport Performance Indicators SR K-9 Safety/Risk Management Vehicle Accidents on Airport Premises Definition Number of vehicle accidents occurring on airport premises annually. Data Sources Airport records Applicability All airports Comments Airports may track the absolute number of vehicle accidents (including those occurring on public roadways), then perform further analysis to find patterns and causes of specific accidents. Useful for self-benchmarking, less useful for peer benchmarking. Limited airport control unless accidents are related to airport design or signage issues.

Airport Performance Indicators Categorized by Functional Area and Type 225 SR K-10 Safety/Risk Management Workers Compensation Claims Paid Definition Annual dollar value of workers compensation claims paid. Data Sources Airport records Applicability All airports Comments Measures amount paid by airport workers compensation insurance for work-related injuries or death. Trends are important, as are causes of the injuries. Useful for self-benchmarking, also peer benchmarking against experience rates of other airports to the extent that information is available. Workers compensation programs are administered on a state-by- state basis. The responsible agencies can provide Information about Experience Modification Factors and other statistics.

226 Resource Guide to Airport Performance Indicators Safety/Risk Management – Other APIs No. Indicator Name Definition SR O-1 Attendees at Safety Seminars – Number of Number of attendees at safety seminars SR O-2 Accidents on Airport-Maintained Roads and Sidewalks – Number of Number of accidents on airport-maintained roads and sidewalks SR O-3 Aircraft Damage During Snow Event Aircraft damage during snow event SR O-4 Airfield Citations Issued Airfield citations issued SR O-5 Annual Safety Inspection – Number of Major Items Passed per Total Number of Major Items FAA part 139 annual inspection – number of major items passed per total number of major items SR O-6 Claim Cost per Million Enplaned Passengers A measure of the cost of insurance claims against the airport SR O-7 Concessionaires and Airlines Participating in Airport-Wide Safety Programs – Number of Number of concessionaires and airlines participating in airport-wide safety programs SR O-8 Cost of Claims from On-the-Job Employee Injuries per $100 of Total Airport Payroll Incurred cost of claims from on-the-job employee injuries per $100 of total of airport payroll SR O-9 Cost of Damages to Aircraft During Adverse Weather Events Other than Snow/Ice Cost of damages to aircraft during adverse weather events other than snow/ice SR O-10 Cost of Damages to Terminals, Other Structures, During Adverse Weather Events Other than Snow/Ice Cost of damages to terminals, other structures, during adverse weather events other than snow/ice SR O-11 Cost of Property Damage – On-Airport Accidents – Airport Operator Cost of property damage – on-airport accidents – airport operator SR O-12 Cost of Property Damage – On-Airport Accidents – Total Airport Cost of property damage – on-airport accidents – total airport SR O-13 Days without Serious Accident/Injury on Airport Construction Projects Days without serious accident/injury on airport construction projects SR O-14 Employee Lost Time to Illness or Accident – Airport Operator Employee lost time to illness or accident – airport operator SR O-15 Fatalities on Airport Construction Projects – Number of Number of fatalities on airport construction projects in a particular year SR O-16 Frequency of FOD Inspections Frequency of FOD inspections SR O-17 Ground Equipment Damage During Snow/Ice Events Damage to ground equipment during snow/ice events SR O-18 Injuries and Incidents – Passengers and Other Public On-Airport – Number of Number of injuries and incidents – passengers and other public on-airport SR O-19 Insurance Premium Costs per Enplaned Passenger Insurance premium costs per enplaned passenger SR O-20 Occupational Injuries and Illness – Total Airport – Number of Number of occupational injuries and illness – total airport SR O-21 Occupational Injuries and Illnesses – Airport Operator – Compared with National Averages – Number of Number of occupational injuries and illnesses – airport operator – compared with SR O-22 Runway Incursions by Aircraft During Adverse Weather Runway incursions during snow event – aircraft SR O-23 Runway Incursions by Aircraft During VMC Runway incursions by aircraft during VMC SR O-24 Runway Incursions by Ground Vehicles During Adverse Weather Runway incursions by ground vehicles during snow events SR O-25 Runway Incursions by Ground Vehicles During VMC Runway incursions by ground vehicles (non-snow events)

Airport Performance Indicators Categorized by Functional Area and Type 227 No. Indicator Name Definition SR O-26 Safety Seminars Conducted – Number of Number of safety seminars conducted SR O-27 Serious Accidents/Injuries on Airport Construction Projects – Number of Number of serious accidents/injuries on airport construction projects in a particular year SR O-28 Wildlife/Bird Alerts Wildlife/bird alerts SR O-29 Wildlife/Bird Strikes – Aircraft, per Number of Aircraft Operations Wildlife/bird strikes – aircraft, per number of aircraft operations SR O-30 Workers Compensation Claims – Number Workers compensation claims – number SR O-31 Workers Compensation Experience Rating Modification Factor Workers compensation experience rating modification factor

Airport Performance Indicators Categorized by Functional Area and Type 229 Service Quality (SQ) Airport performance measures for Service Quality focus on passenger perception of and objective measures of airport service delivery. Core Indicators Customer Satisfaction with Airport........................................................................... SQ C-29 Key Indicators Airport Cleanliness – Passenger Perception........................................................... SQ K-1 Airport Courtesy – Passenger Perception ............................................................... SQ K-2 Arrival Delay per Flight ............................................................................................ SQ K-3 Baggage Claim – Passenger Perception................................................................. SQ K-4 Departure Delay per Flight....................................................................................... SQ K-5 Ease of Connection – Passenger Perception.......................................................... SQ K-6 Percent of Arriving Flights Delayed ......................................................................... SQ K-7 Percent of Departing Flights Delayed...................................................................... SQ K-8 Wait Times at Major Processing Sites Other than Security Checkpoints................ SQ K-9 Wait Times at Security Checkpoints ........................................................................ SQ K-10 Wayfinding – Passenger Perception........................................................................ SQ K-11 Other Related Core and Key Indicators Airfield Operations Closures for Adverse Weather................................................................................. AO K-1 Runway Clearing Time – Average for Snow/Ice...................................................... AO K-4 Taxi Time – Gate to Runway End, Peak vs. Unimpeded ........................................ AO K-5 Human Resources Employee Job Satisfaction ...................................................................................... HR K-6 Training Hours per Employee.................................................................................. HR K-9 Information Technology Network-in-Service Time (%)................................................................................... IT K-2 Public Affairs Community Complaints – Average Time to Respond.............................................. PA K-1 Community Complaints – Number Received........................................................... PA K-2 Media Inquiries – Number Received ....................................................................... PA K-3 Media Mentions – Number....................................................................................... PA K-4 Maintenance Escalators, Moving Walkways, and Elevators – Percent of Time in Service.................................................................................................. MN K-3 Police/Security Crimes Reported on the Airport ............................................................................... PS K-2 See Other Indicators in ............................................ Airfield Operations, ARFF, Concessions, Human Resources, Information Technology, Parking, Public Affairs, Maintenance, Police/Security, Safety/Risk Management, Terminal Operations Comments Service Quality indicators have become a primary focus of airports over the past several years, with several organizations conducting detailed passenger surveys to help airport managers address perceived service deficiencies.

230 Resource Guide to Airport Performance Indicators SQ C-29 Service Quality Customer Satisfaction with Airport Definition Measures customer satisfaction with the airport, typically through survey information. Data Sources Multiple survey sources are available including the ACI Airport Service Quality Program administered by DKMA and the JDPowers Airport Satisfaction Index Study. Airports may also customize and use their own surveys of passengers at the airport in a variety of areas (e.g., concessions, condition of facilities, wayfinding), also track complaints and customer comment cards. Applicability All airports, although ACI-ASQ and JDPowers surveys are limited to commercial service airports. Comments Although difficult to measure, customer satisfaction with the airport is an increasingly important core indicator. Individual airport surveys are useful in comparing airport trend over time, and highlighting particular issues. Huge multi-airport surveys such as ACI-ASQ and JDPowers are useful for benchmarking with other airports, but may be expensive. Understanding not just the level of customer satisfaction but what drives customer satisfaction enables airport executives to deploy resources most effectively, including taking steps to influence other entities, such as airlines and government agencies, whose performance affects customer satisfaction with the airport. Very important for self-benchmarking, also for peer benchmarking for those large/medium hub airports covered by multi-airport surveys.

Airport Performance Indicators Categorized by Functional Area and Type 231 SQ K-1 Service Quality Airport Cleanliness – Passenger Perception Definition Measures passenger perception of airport cleanliness, including restrooms and other facilities. Data Sources Airport survey records or results of participating in industry surveys such as ACI-ASQ. Applicability All airports Comments Measures passenger perception of airport cleanliness, which is an important driver in the overall passenger satisfaction level. Useful for self-benchmarking, also peer benchmarking to the extent similar survey instruments and techniques are used.

232 Resource Guide to Airport Performance Indicators SQ K-2 Service Quality Airport Courtesy – Passenger Perception Definition Passenger perception of courtesy of airport employees and other staff. Data Sources Airport survey records or results of participating in industry surveys such as ACI-ASQ. Applicability All airports Comments Measures passenger perception of courtesy of airport staff, TSA, other police and security, and Customs and Border Patrol. Studies show passenger perception of courtesy is very important in forming their overall impression of the airport. Courtesy of concessionaire and airline personnel is also important and can be measured using survey instruments. Airport has limited or no control over some of these interactions. Useful for self-benchmarking, also peer benchmarking to the extent similar survey instruments and techniques are used.

Airport Performance Indicators Categorized by Functional Area and Type 233 SQ K-3 Service Quality Arrival Delay per Flight Definition Average arrival delay per flight – measured at average and peak times. Data Sources A variety of delay data is available from the Bureau of Transportation Statistics, including delay and arrival delay data, and causes. Applicability All commercial service airports Comments Multiple delay measures are used. From the passenger's standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport's delay performance, departure delays may be the most relevant. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late. Very important for self-benchmarking and peer benchmarking, as poor performance signals airfield capacity or ATC issues.

234 Resource Guide to Airport Performance Indicators SQ K-4 Service Quality Baggage Claim – Passenger Perception Definition Passenger perception of baggage claim service. Data Sources Airport survey records or results of participating in industry surveys such as ACI-ASQ. Applicability All commercial service airports Comments Measures passenger perception of baggage claim service, which is normally an airline function beyond the control of the airport. Often, however, passengers believe the airport is at least partially responsible for bag claim issues. Passenger perception may reflect actual bag claim wait times, as well as information (or the lack thereof) provided as to bag delivery status during the waiting period. Airport design and bag claim facilities and amenities also influence passenger perception of bag claim service. Bag delivery results may also vary depending on the airline providing the service. Useful for self-benchmarking, also peer benchmarking to the extent similar survey instruments and techniques are used.

Airport Performance Indicators Categorized by Functional Area and Type 235 SQ K-5 Service Quality Departure Delay per Flight Definition Average departure delay per flight – measured at average and peak times. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late. Data Sources A variety of delay data is available from the Bureau of Transportation Statistics, including delay and arrival delay data, and causes. Applicability All airports with passenger flights Comments Multiple delay measures are used. From the passenger's standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport's delay performance, departure delays may be more relevant. Departure delays may be a function of limited airport capacity, limited ATC capacity, airline scheduling practices, airline operational issues, adverse weather and other factors. Measurement during peaks is typically more meaningful than at other times. Degree of airport control is likely to be very limited, though important in those instances, e.g., snow removal from runways and taxiways. Very important for self-benchmarking and peer benchmarking, as poor performance signals airfield capacity or ATC issues. Example Screenshot of Bureau of Transportation Statistics Website Source: BTS website

236 Resource Guide to Airport Performance Indicators SQ K-6 Service Quality Ease of Connection – Passenger Perception Definition Passenger perception of ease of connection at the airport. Data Sources Airport survey records or results of participating in industry surveys such as ACI-ASQ. Applicability Airports with a substantial number of connecting passengers. Comments Measures passenger perception of ease of connection, which may reflect distance between gates and terminals; ease or difficulty of changing terminals; TSA, Customs and Border Patrol processing; crowd density particularly at peak times; and other factors. Passenger experiences and expectations are likely to be different at major international airports than at domestic airports. Useful for self-benchmarking, also peer benchmarking to the extent similar survey instruments and techniques are used.

Airport Performance Indicators Categorized by Functional Area and Type 237 SQ K-7 Service Quality Percent of Arriving Flights Delayed Definition Percent of arriving flights delayed by 15 or more minutes. Data Sources A variety of delay data is available from the Bureau of Transportation Statistics, including delay and arrival delay data, and causes. Applicability All commercial service airports Comments Multiple delay measures are used. From the passenger's standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport's delay performance, departure delays may be the most relevant. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late. Very important for self-benchmarking and peer benchmarking, as poor performance may signal airfield capacity or ATC issues. Example On-Time Arrival Performance Statistics as Shown on BTS Website Rank Jan 1 - Jan 31, 2010 % 1 Seattle, WA (SEA) 86.40 2 Portland, OR (PDX) 85.72 3 Phoenix, AZ (PHX) 84.25 4 Denver, CO (DEN) 84.09 5 Salt Lake City, UT (SLC) 83.53 6 Las Vegas, NV (LAS) 83.21 7 Houston, TX (IAH) 82.87 8 San Diego, CA (SAN) 82.19 9 Los Angeles, CA (LAX) 81.57 10 Minneapolis/St. Paul, MN (MSP) 81.35 Source: BTS website

238 Resource Guide to Airport Performance Indicators SQ K-8 Service Quality Percent of Departing Flights Delayed Definition Percent of departing flights delayed by 15 or more minutes. Data Sources A variety of delay data is available from the Bureau of Transportation Statistics, including delay and arrival delay data, and causes. Applicability All commercial service airports Comments Multiple delay measures are used. From the passenger's standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport's delay performance, departure delays may be the most relevant. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late. Very important for self-benchmarking and peer benchmarking, as a poor performance may signal airfield capacity or ATC issues.

Airport Performance Indicators Categorized by Functional Area and Type 239 SQ K-9 Service Quality Wait Times at Major Processing Sites Other than Security Checkpoints Definition Average wait times in minutes during peak periods at major processing sites other than security check points — primarily used for Customs and Border Patrol wait times, can also measure wait times at airline processing sites such as ticket counters. Data Sources Airport measurements of wait times. Applicability Airports with significant queues other than security Comments Important to measure during peaks, as average wait times throughout the day will not produce a meaningful measure. Passenger experiences and expectations are likely to be different at major international airports than at smaller airports. Useful for self-benchmarking. Useful for peer benchmarking to the extend data is available.

240 Resource Guide to Airport Performance Indicators SQ K-10 Service Quality Wait Times at Security Checkpoints Definition Wait times at security checkpoints — measured at average and at peak times. Data Sources Airport surveys and TSA information Applicability All airports with passenger flights Comments Availability of real time data may help identify and correct problems. Comparative information may highlight need for additional staffing. The TSA public "Wait Time" web site is under construction. However, airports still have access to TSA wait time data at their own airport. Airports also frequently conduct their own studies of wait times. Although wait times at security checkpoints are a function of TSA staffing levels, passengers tend to hold airports responsible, including wait times in their evaluation of airports. Important for self-benchmarking and for peer benchmarking, as passengers frequently compare wait times at different airports. Example Source: http://www.tsa.gov/travelers/waittime.shtm

Airport Performance Indicators Categorized by Functional Area and Type 241 SQ K-11 Service Quality Wayfinding – Passenger Perception Definition Passenger perception of ease of wayfinding at the airport. Data Sources Airport survey records or results of participating in industry surveys such as ACI-ASQ. Applicability Large and some medium airports Comments Measures passenger perception of wayfinding, which reflects effectiveness of signage, as well as airport layout and building design issues. For example, a long linear concourse with a clear line of sight may present fewer wayfinding issues than curved concourse, regardless of signage. Useful for self-benchmarking, also peer benchmarking to the extent similar survey instruments and techniques are used.

242 Resource Guide to Airport Performance Indicators Service Quality – Other APIs No. Indicator Name Definition SQ O-1 Access to City Center Qualitative measure of access from airport to city center via various modes of transportation SQ O-2 Access to Ground Transportation (Arrivals) Qualitative measure of access to transportation from the terminal for arriving passengers SQ O-3 Access to Terminals (Departures) Qualitative measure of access to terminals for passengers arriving at the terminal, airport employees working at or transiting the terminal SQ O-4 Actual Flight Connecting Times Actual time for transitioning from one flight to another for the particular airport SQ O-5 ADA Requirements Met During Year Compared with Total Number of ADA Requirements (%) Percentage of ADA requirements met during year compared with total number of ADA requirements SQ O-6 Aesthetic Appeal Qualitative measure of aesthetic appeal of airport to passengers and visitors SQ O-7 Airport Accessibility Rating How passengers rate the ease of arriving to or leaving a terminal including public transportation, parking facilities, rental cars, wayfinding to and on major roadways in the vicinity SQ O-8 Airport Employees Trips to Work via Public Transportation Measures employee(airport and tenant) trips to the airport as a result of public transportation, and reduction from previous period SQ O-9 Availability of Children’s Amenities Measures space dedicated to children, play areas, etc. SQ O-10 Average Processing Time for Short- and Long-Term Parking Average processing time for short- and long-term parking SQ O-11 Average Time from Long-Term Parking to the Passenger Terminal Average time from long-term parking to the passenger terminal SQ O-12 Business Services Availability and quality of business services to passengers SQ O-13 Check-In Rating Including Bag Check This factor is based on how passengers rate the ease of finding check-in locations and navigating the check-in process SQ O-14 Complaints Regarding Signage Maintained by Airport Complaints regarding signage maintained by airport SQ O-15 Complaints Regarding Signage Maintained by Airport Tenants Complaints regarding signage maintained by airport tenants SQ O-16 Concessionaires and Airlines Participating in Airport-wide Customer Satisfaction Programs – Number of Number of concessionaires and airlines participating in airport-wide customer satisfaction programs SQ O-17 Curb-to-Gate Distance Curb to gate distance SQ O-18 Curb-to-Gate Time Curb to gate transit time - enplaning passenger undergoing processing SQ O-19 Customer Complaints, Number of by Type A measure of customer concerns and issues SQ O-20 Customer Satisfaction Indicators A measure of the public's opinion of the airport SQ O-21 Delay Curve Measures airfield delays due to congestion of airline flights at peak activity periods SQ O-22 Disabled Access Ease of access for disabled passengers and visitors SQ O-23 Driver Courtesy – Airport Passenger Vehicles Provides a rating of driver courtesy, either from a sampling of passenger opinion SQ O-24 Employees Participating in a Ride- Share or Other Employee Trip- Reduction Program – Number of Airport employee trips to the airport as a result of ride-share or other employee trip-reduction programs

Airport Performance Indicators Categorized by Functional Area and Type 243 No. Indicator Name Definition SQ O-25 Employees Using Public Transport (%) Percentage of employees using public transport SQ O-26 Flight Ground Delays Delays attributable to taxiway, ramp and gate area aircraft congestion SQ O-27 Flights Arriving More than 30 Minutes Late (%) Percentage of flights arriving more than 30 minutes late SQ O-28 Flights Departing More than 30 Minutes Late (%) Percentage of flights departing more than 30 minutes late SQ O-29 Frequency of Ground Transportation Service Frequency of ground transportation service SQ O-30 Gate Availability Percentage of passengers who are served at gates versus hard stands SQ O-31 Inter-Terminal Transportation – Wait Times at Peak Periods Inter-terminal transportation – wait times at peak periods SQ O-32 Minimum Flight Connecting Times Minimum published times for the particular airport SQ O-33 Passenger Assistance Services Availability of passenger assistance services SQ O-34 Passenger Perception of Cleanliness Passenger perception of cleanliness of various airport facilities SQ O-35 Passenger Perception of Departure Lounge Seat Availability Passenger perception of lounge seating availability based on response to survey SQ O-36 Passenger Wait Times at Major Processing Sites Passenger wait times at major processing sites SQ O-37 Security Checkpoint Rating Passenger rating of the time required for the security screening process with and without queuing time SQ O-38 Surveys – Number and Frequency of Number and frequency of customers surveyed, surveys conducted, areas surveyed SQ O-39 Taxi Availability – Numbers Taxi availability – number of taxis available SQ O-40 Taxi Availability – Wait Times Taxi availability – wait times SQ O-41 Terminal Area per Enplaned Passenger Terminal space in square feet or square meters per passenger. A measure relating to passenger convenience and comfort; measuring specific areas (e.g., holdroom areas) more helpful. SQ O-42 Terminal Facilities Overall Rating Terminal facilities overall rating SQ O-43 Time to Cure Negative Comments or Complaints Time to cure negative comments or complaints SQ O-44 Time to Respond to Negative Comment Cards or Complaints Time to respond to negative comment cards or complaints SQ O-45 Transit System In-Service Percentage Percentage of time on-airport transit system is operating

Airport Performance Indicators Categorized by Functional Area and Type 245 Terminal Operations (TO) Airport performance measures for Terminal Operations focus on the intensity and efficiency of, and satisfaction with, terminal operations. Key Indicators E nplanements per Gate ........................................................................................... TO K-1 E nplanements per Terminal Square Foot ................................................................ TO K-2 Gate Utilization......................................................................................................... TO K- 3 Other Related Core and Key Indicators Energy Managemen t Utilities/Energy Cost per Square Foot of Terminal Building .................................... EN K-8 Environmental LEED Building Projects – % New Building Projects Being Built to LEED Standards ................................................................................................ EV K-3 Maintenance Custodial/Janitorial Cost per Square Foot of Terminal ............................................ MN K-2 Escalators, Moving Walkways, and Elevators – Percent of Time in Service .................................................................................................. MN K-3 Jet Bridge Maintenance Cost ................................................................................... MN K-4 Maintenance Cost per Square Foot of Terminal ...................................................... MN K-5 Service Quality Airport Cleanliness – Passenger Perception ........................................................... SQ K-1 Airport Courtesy – Passenger Perception ............................................................... SQ K-2 B aggage Claim – Passenger Perception ................................................................. SQ K-4 Ease of Connection – Passenger Perception .......................................................... SQ K-6 W ait Times at Major Processing Sites Other than Security Checkpoints ................ SQ K-9 Wait Times at Security Checkpoints ........................................................................ SQ K-10 Wayfinding – Passenger Perception........................................................................ SQ K-11 See Other Indicators in .......................... Energy Management, Environmental, Maintenance, Service Quality Comments Terminal Operations encompasses a wide range of activities that occur within the terminal. Some of these activities are measured by passenger flow rates at check-in desks or security points, others by customer satisfaction levels, and others e.g., moving walkways, by reliability levels.

246 Resource Guide to Airport Performance Indicators TO K-1 Terminal Operations Enplanements per Gate Definition Annual enplanements divided by number of gates. Data Sources Airport records Applicability All commercial service airports Comments Provides a measure of the intensity of gate usage and, at a more detailed level, is also used as a service level indicator. As the number of enplanements per gate increases, airports must consider whether to add more gates or to restrict carriers from adding service except during non-peak or unused time slots. Further analysis of gate utilization during the schedule peak is also required. As with other gate-based measures, gate utilization requires an understanding of gate capacity by aircraft type. The arrangement under which carriers use gates varies from airport to airport, often even gate to gate within a particular airport. Some gates are leased by the carrier for its exclusive use or preferential use; others are designated common-use. Accommodation and recapture provisions are often employed by airports. This indicator is useful for self-benchmarking and peer benchmarking. Gate utilization by low-cost carriers is often higher than that of legacy network carriers.

Airport Performance Indicators Categorized by Functional Area and Type 247 TO K-2 Terminal Operations Enplanements per Terminal Square Foot Definition Annual enplanements divided by terminal square feet. Data Sources Airport records Applicability All commercial service airports Comments Provides a measure of the intensity of terminal usage and, at a more detailed level, is also used as a service level indicator. IATA Level-of-Service standards set a minimum amount of space to be used for major terminal areas in order to be designated as meeting different service levels, ranging from A to F. Level of service A, which represents an excellent level of service, is considered to provide sufficient terminal space to permit free flows, with no terminal delays, and excellent comfort. Level C, which represents a good level of service, is considered to provide sufficient terminal space to permit stable flows, with acceptable terminal delays, and good comfort. Useful for self-benchmarking and for peer benchmarking. Care must be taken to consider peaking profiles for the airport itself and differences in peaking profiles among airports being compared. For example, an airport with only two major international banks of flights per day may have relatively few enplanements per terminal square foot on average, but very high enplanements per square foot during those two banks.

248 Resource Guide to Airport Performance Indicators TO K-3 Terminal Operations Gate Utilization Definition Average number of flight departures per gate per day, typically measured separately during weekdays and the weekend. Data Sources Airport records Applicability All commercial service airports Comments As the number of departures per gate increases, airports must consider whether to add more gates or to restrict carriers from adding service except during non-peak or unused time slots. Further analysis of gate utilization during the schedule peak is also required. As with other gate-based measures, gate utilization requires an understanding of gate capacity by aircraft type. This indicator is useful for self-benchmarking and peer benchmarking. Gate utilization by low-cost carriers is often higher than by legacy network carriers.

Airport Performance Indicators Categorized by Functional Area and Type 249 Terminal Operations – Other APIs No. Indicator Name Definition TO O-1 Aircraft Turn Times Average time to deplane, service and enplane aircraft TO O-2 Average Time to Resolve Terminal Work Order Requests Average time to resolve terminal work order requests TO O-3 Average Transaction Time – International Passenger Processing Average transaction time – international passenger processing TO O-4 Number of Flights per Gate by Individual Carrier Number of flights per gate by individual carrier – per day TO O-5 Number of Flights per Gate per Day Number of flights per gate per day – all carriers TO O-6 Gates – Number of Number of gates usable by aircraft of any size TO O-7 Usable Gates – Number of Number of gates usable by aircraft in common use at airport TO O-8 Usable Gates in Service – Number Number of usable gates being utilized during a specified period TO O-9 Operations per Gate Airline operations (a landing or a takeoff) per gate TO O-10 Usable Gates in Service (%) Percentage of usable gates in service TO O-11 Terminal Work Order Requests Resolved to Total Number Received (%) Percentage of terminal work order requests resolved to total number received TO O-12 Number of Jet Bridges on Airport Number of jet bridges on the airport