“That is a huge shift from the previous model.”
Comments Chris Keller, AirIT president and COO, “Simply put, shared use and virtualization allow for a convergence between the airport and the airline. Airlines have always been against common use traditionally because of the technical limitations, along with some other issues such as cost. Shared use eliminates those barriers; the airport provides the capability for the airline to operate in its own environment on a common infrastructure platform.
“The airport then has the ability to own its resources and be in more control of its own destiny. It’s a shift from the traditional landlord relationship type of airport operational model.”
Vossbrink relates that San Jose is wrapping up a $1.3 billion modernization program that features a new Terminal B and the complete renovation of Terminal A. “What shared use allowed us to do here is build less infrastructure as a part of the program,” he says.
Through shared use, the airport was able to put more than one carrier on any single gate or any single counter, which meant that it could modernize the airport and keep the same capacity that it started with, all with only 28 gates – four fewer gates than it had before the program began.
“All of our aircraft gates are on common use, and all of our ticket counters are on common use,” remarks Vossbrink.
“We don’t change positions on the gates and counters frequently; most airlines will stay where they usually are. If a carrier were to add a significant number of flights or frequencies, then we would look to see how we could rearrange the gate assignments so that we could accommodate them.
“This would not have been possible under the old business model. That’s an important point to make … a shared use system comes with a shared use business model, which is in contrast to our previous business model — traditionally you lease it, you own it, you keep it, regardless of how many flights you have, and regardless of the airport’s or other airline needs.”
The airport entered into a new airline lease agreement in 2007 that is based on common use for the carriers, says Vossbrink. “It’s a good thing because [airlines] have a choice of going with a common use gate, which works for them if they only have a few flights per day … or they can choose to go for what we call a preferential gate, where the airline has the principle rights to that gate but we still retain the right to move them if we need to.”
Another advantage of shared use, relates Vossbrink, is in situations where flights are delayed due to weather or mechanical issues. With exclusive use, passengers on a delayed flight couldn’t be deplaned until one of the carrier’s gates opened up. With shared use, the carrier can key into a common gate.
“We’ve not run into that situation, but that is one of our aces in the hole if we have to play it … for customer service and for airline efficiency,” says Vossbrink.
Regarding a terminal renovation at Fresno, Carmody thought having common use at the ticket counters would be very helpful to the process, and adaptable to air service changes.
“What happened was we closed down half of the check-in lobby to gut it, so all of the carriers had to operate out of half of the ticket counter lobby,” explains Carmody. “We doubled up; we were able to operate completely out of half of the terminal, and after we had the first half complete, everybody moved over to that.”
According to Carmody, the airlines have appreciated the shared use technology because the airport is now getting inquiries about putting the same equipment at the gates.
The airport did institute an additional charge [charges that apply to airlines operating at the airport are established in a master fee schedule annually adopted by the city council of the City of Fresno] of thirty cents per enplaned passenger to help cover its investment and continuing cost of the shared use system.
AIR-TRANSPORT IT SERVICES, INC. ADDS FORT WAYNE INTERNATIONAL AIRPORT TO THE LIST OF AIRPORTS USING ITS VIRTUALIZED SHARED-USE PASSENGER PROCESSING TECHNOLOGY
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