Advance Terminal Planning Study Program Criteria Document

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KANSAS CITY NEW TERMINAL STUDY 

ADVANCE TERMINAL PLANNING STUDY 

PROGRAM CRITERIA DOCUMENT 

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TABLE OF CONTENTS 

Page 

INTRODUCTION ................................................................................. 1 

BACKGROUND .................................................................................... 1 

PURPOSE ........................................................................................... 2 

1 ADVANCED PLANNING PARAMETERS......................................... 2 

1.1 Goals and Objectives .................................................................... 2 

1.2 Passenger Surveys ....................................................................... 4 

1.3 Aviation Demand Forecast ............................................................ 5 

1.4 Benchmarking ........................................................................... 13 

2 AIRFIELD REQUIREMENTS ...................................................... 15 

2.1 Design Aircraft .......................................................................... 15 

2.2 Aircraft Gates and Loading Bridge Requirements ............................ 17 

2.3 Apron Service Road .................................................................... 22 

2.4 Airside Security Requirements ..................................................... 22 

2.5 Aircraft Deicing .......................................................................... 23 

2.6 Fueling Requirements ................................................................. 30 

3 TERMINAL REQUIREMENTS ..................................................... 36 

3.1 Methodologies ........................................................................... 36 

3.2 Terminal Facility Requirements .................................................... 39 

3.3 Concessions Requirements .......................................................... 68 

3.4 Specialty Systems and New Technology ........................................ 83 

3.5 Utilities, Infrastructure and MEP Requirements ............................. 115 

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4 LANDSIDE REQUIREMENTS ................................................... 124 

4.1 Regional Access ........................................................................ 125 

4.2 Terminal Area Landside Requirements ......................................... 142 

4.3 Vehicular Parking ...................................................................... 146 

5 TERMINAL SUPPORT REQUIREMENTS ................................... 149 

5.1 Fleet Maintenance ..................................................................... 150 

5.2 Fuel/Wash Facility ..................................................................... 151 

5.3 Aviation Facilities Maintenance ................................................... 152 

5.4 Airport Police Department .......................................................... 152 

5.5 Flight Kitchens .......................................................................... 153 

5.6 Airport Hotel ............................................................................ 154 

5.7 Ground Service Equipment (GSE) Facilities .................................. 154 

5.8 Airside Snow Storage and Melting Areas ...................................... 155 

5.9 Ramp Control Tower .................................................................. 157 

5.10 Remain Overnight (RON) Parking ................................................ 160 

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TABLE OF CONTENTS (Continued) 

Page 

6 REFINE CONCEPTUAL TERMINAL COMPLEX SITE PLAN .......... 161 

6.1 Airside Site Plan ....................................................................... 161 

6.2 Ground Access Site Plan for the New Terminal .............................. 178 

6.3 Terminal Support and Collateral Development Site Plan ................. 198 

6.4 FAA Navigational Aids ................................................................ 214 

7 REFINE CONCEPTUAL TERMINAL BUILDING PLANS ............... 216 

7.1 Conceptual Terminal and Concourse Plans.................................... 216 

7.2 Refined Alternative 1B Building Plans .......................................... 235 

7.3 Conceptual Terminal Building Cross Sections ................................ 245 

7.4 Conceptual Building Mass Elevations ........................................... 252 

7.5 Conceptual Illustrations ............................................................. 253 

7.6 New Terminal Mechanical & Electrical Improvements/ 

Alternatives.............................................................................. 260 

7.7 Baggage Handling System (BHS) ................................................ 288 

8 ENVIRONMENTAL CONSIDERATIONS .................................... 293 

8.1 Alternative Evaluation – Environmental Resources ........................ 293 

8.2 Implementation Planning – Environmental Considerations .............. 293 

8.3 Sustainability Planning .............................................................. 295 

9 PROGRAM IMPLEMENTATION ................................................ 306 

9.1 Introduction ............................................................................. 306 

9.2 Terminal Development Phasing Summary .................................... 306 

9.3 Capital Costs of the New Terminal Program .................................. 308 

9.4 Enabling Projects ...................................................................... 308 

9.5 LEED Gold Certification .............................................................. 310 

9.6 Implementation Timeline ........................................................... 312 

9.7 Program Delivery Methods ......................................................... 313 

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10 FINANCIAL IMPLEMENTATION PLAN ..................................... 316 

10.1 Cost and Affordability of New Replacement Terminal ..................... 316 

10.2 Determinations of Affordability ................................................... 320 


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KANSAS CITY INTERNATIONAL AIRPORT 



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PROGRAM CRITERIA DOCUMENT (PCD) 

INTRODUCTION 

This Program Criteria Document (PCD) provides the overall guidance for the design 

of the New Terminal Complex (New Terminal) facilities at the Kansas City 

International Airport (KCI or Airport). The New Terminal is envisioned as a 

consolidated single facility that will replace the existing three unit terminal used 

today. The PCD contains all of the pertinent information identified and researched 

for the development of the project including any infrastructure enabling projects 

needed to allow implementation of the New Terminal and the necessary regulatory 

information. The conceptual plans for the refined airside, terminal, and landside 

requirements are the basis for the PCD, which is designed to serve as the guidelines 

for the design and implementation of the New Terminal facilities. 

BACKGROUND 

The Airport was built by the City of Kansas City, Missouri (KCMO or City) and has 

served the needs of air travelers in the Midwest since the opening in 1972. 

The KCI complex spans more than 10,000 acres, making it one of the largest 

airports in the U.S. 

The Airport is situated 15 miles northwest of the City’s central business district and 

currently, the closest scheduled commercial passenger service airport is Omaha 

Eppley Airfield (OMA), located 152 miles away. The Metropolitan Statistical Area 

(MSA) for the City, as defined by the U.S. Census Bureau for Kansas City, 

encompasses 15 counties including Bates, Caldwell, Cass, Clay, Clinton, Jackson, 

Lafayette, Platte, and Ray counties in Missouri; and Franklin, Johnson, 

Leavenworth, Linn, Miami, and Wyandotte counties in Kansas. The Kansas City 

Aviation Department (KCAD) defines KCI’s Air Service Area (ASA) as all counties in 

the MSA, and additionally Buchanan County in Missouri and Douglas County in 

Kansas. 

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KCAD completed an Airport Master Plan (MP) in 2008 that provided a vision for the 

growth and development of KCI over the following 20 years, and established a 

framework for the development of facilities and a guide for long-term on-airport 

land use and development decisions. The MP identified the need for an updated 

passenger terminal complex to serve a projected increase in passenger demand 

and provide a passenger processing facility that would meet and exceed customer 

service expectations. 

Several terminal options were selected for development sites and design 

alternatives were developed and presented to KCAD for review. The MP identified a 

South Terminal project that included a new 59-gate terminal south of Runway 9/27 

and a new terminal curb front and loop roadway system, a new south access 

roadway from Missouri Route 152 (M-152), and an upgrade of I-435 and I-29 

ramps connecting to M-152. 

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As a result of the MP, the New Terminal Advance Planning Study (the Study) was 

initiated November 28, 2011 to research, explore, and consider the new South 

Terminal option developed in the MP. However, in June 2012 KCI officials, due to 

the high cost of the South Terminal project, announced that the existing Terminal A 

site was being considered for the proposed main terminal location. This site would 

take advantage of infrastructure that currently exists and as a result would cost 

significantly less and be implemented more quickly. 

PURPOSE 

The desired result of the Study is to identify, programmatically define, and 

conceptually depict a planning and design direction for the Preferred Alternative’s 

future phase developments. Therefore, this PCD provides all of the key background 

research and analysis, facility requirements, and detailed planning and design 

guidelines to facilitate the design and construction needs of the new passenger 

terminal complex. 

1. ADVANCED PLANNING PARAMETERS 

Identifying advanced planning parameters will lay the foundation for the project. 

To address the unique operating needs of KCI, the specific goals, objectives, and 

passenger demand characteristics that guided the development of alternatives and 

the choice of the Preferred Alternative are identified in this section. 

1.1 Goals and Objectives 

The project information contained in the MP was supplemented by new and more 

detailed information for this Study. Meetings and discussions with key City 

Stakeholders, the FAA, three of the primary airlines serving KCI, and key 

concessionaires were conducted. The goals and objectives formulated from these 

meetings and discussions combined with comments provided by KCAD, are the 

basis for determining the various goals and objectives of the Study. 

The overall Project Goal is to develop a plan for the design and construction of a 

new terminal at KCI, which will enhance the City’s ability to provide a high level of 

air service, as well as a source of community pride for the City and the Metro 

Region. This will be accomplished by providing a first class arrivals destination and 

new, efficient, and technologically advanced airside, terminal, and landside facilities 

that promote the highest level of passenger processing conveniences and customer 

service. The primary goals and their associated objectives of the Study are: 

Terminal Goals: 

 

 

 

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Most importantly, replace the three existing passenger terminals with one 

integrated state-of-the-art facility 

Achieve a balanced capacity of gates, terminal processing, and landside 

facilities 

Incorporate the latest in passenger processing technology 


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Plan facilities that meet a minimum Level of Service (LOS) C during peak 

hours 

Plan for flexibility to expand as demand changes 

Develop facilities that can adapt to a rigorous and changing security 

environment 

Design passenger-friendly flows and way-finding 

Minimize walking distances 

Develop operationally efficient gates for the airlines 

Provide efficient baggage handling and delivery 

Improve international facilities and their connection to domestic service 

Minimize the complexity of construction phasing 

Airside Goals: 

 

 

 

 

Maximize the uses of the new terminal site and airfield efficiencies 

Plan facilities that meet or exceed FAA design standards 

Accommodate aircraft that utilize the Airport, both now and in the future 

Provide efficient operational requirements such as vehicle service roads and 

uncongested ramp areas 

Regional and Landside Access Goals: 

 

 

 

 

 

 

Financial: 

 

 

 

 

 

Integrate the New Terminal into the existing roadway and regional 

transportation system with minimal interruption to on-going operations 

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Maximize on-airport parking 

Provide for convenient passenger access and transfers 

Minimize walking distances to the New Terminal 

Provide a high LOS for rental car patrons 

Provide a high LOS at Arrivals and Departures curbsides 

Periodically evaluate a Rough Order of Magnitude to ensure the New Terminal 

is a financially feasible plan 

Develop a cost-effective and realistically affordable plan 

Utilize common-use systems to minimize capital and operating costs 

Maximize non-aviation revenue opportunities including concessions and 

parking 

Maximize eligibility for FAA funding of proposed improvements 


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1.2 Passenger Surveys 

Passenger surveys were conducted at the Airport between March 4 th and 

March 10 th , 2012 to gain an understanding of the passengers using KCI and develop 

a current passenger profile. The surveys confirmed KCI’s ASA and provided 

additional data such as check-in, baggage check, parking, and concessions 

planning, to name a few. All of the information collected from the surveys is 

beneficial and will be used in the future for demand forecasting, airport planning, 

and policy and investment decisions. 

The passenger surveys were conducted in the holdrooms at the gates prior to flight 

departure. Passengers were selected from a balanced mix of flights in all of the 

current terminals, and flights were selected by airlines, day of week, time of day, 

and destination market, providing a statistically valid method of identifying a 

representative passenger profile for departing passengers at KCI. 

Thirty questions including passenger characteristics, local trip origin, ground 

transportation mode and parking, concessions, resident or visitor status, purpose 

and propensity for travel, airline elite status, check-in location, number of bags 

carried on or checked, bag check location, travel group size, and final destination 

were included in the survey. Twenty-one hundred surveys were collected and 

analyzed. 

The survey results confirmed many facts and statistics that helped to describe 

current passengers at KCI. These results, summarized below, provide important 

information for the planning of the future New Terminal. 

 

 

 

 

 

 

 

 

 

 

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80 percent travel from a local origin within the ASA 

62 percent are considered residents and 38 percent are visitors 

56 percent are male and 44 percent female 

The largest percentage were between 45 and 54 and the largest percentage 

of household income was between $50,000 and $99,999 

93 percent had a final destination in the U.S and seven percent had an 

international final destination 

56 percent were traveling for business and 42 percent were on leisure travel 

with more than half of leisure travelers visiting friends and family 

85 percent came in a private car or rental car and 63 percent of those in a 

private car (excluding rental cars) used one of the on- or off-airport parking 

lots with 42 percent using the KCI economy lot 

Almost two-thirds were on non-stop flights 

The majority of destinations on connecting flights were to Chicago, Denver, 

and Dallas 

42 percent used on-line check-in, 29 percent checked in with ticket agents, 

and 28 percent used E ticket kiosks 


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46 percent checked bags at the ticket counter, while 44 percent did not 

check any bags 

The average number of bags checked by each passenger was 0.6 bags 

Most passengers used highways I 29 and I-435 

 

 

Approximately 31 percent made a purchase at one of the food concessions 

and 11 percent made purchases from a retail store 

Average passenger dwell time in the terminals was approximately 1 hour 

40 minutes, although residents and business travelers allowed for less time 

due to familiarity and frequency of use 

Information from these surveys will be discussed throughout this document. 

1.3 Aviation Demand Forecast 

Comprehensive aviation demand forecasts were developed for KCI for the years 

2015, 2020, 2025, and 2030. Annual passenger enplanements, annual aircraft 

operations, and aircraft fleet mix have been projected, as well as aircraft and peak 

period activity projections. The aviation activity projections are a critical 

component in the facility planning process and serve as a basis for: 

• Determining the role of the Airport with respect to the type of aircraft to be 

accommodated in the future, 

• Evaluating the capacity of existing Airport facilities and its ability to 

accommodate projected aviation demand, and 

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• Estimating the development requirements of the future terminal, airside, and 

landside facilities. 

1.3.1 ENPLANED PASSENGERS 

Table 1.3-1, Summary of Enplaned Passenger Forecast, shows a summary 

projection of enplaned passengers through 2030. Total enplaned passengers are 

forecast to grow from 5.1 million enplanements in 2011 to 7.2 million by 2030, 

representing an average annual growth rate of 1.9 percent. Almost all of the traffic 

at KCI is expected to be originating (i.e. passenger trips beginning or ending at the 

Airport) with only limited connecting activity. The enplanement forecast is 

presented in Figure 1.3-1, Summary of Enplaned Passenger Forecast. 


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Table 1.3-1 

SUMMARY OF ENPLANED PASSENGER FORECAST 

Source: 


Figure 1.3-1 

SUMMARY OF ENPLANED PASSENGER FORECAST 

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Source: 


1.3.2 PASSENGER OPERATIONS 

Passenger aircraft operations were derived from the enplaned passenger forecast. 

The aggregate number of commercial passenger operations at an airport depends 

on three factors: total passengers, average aircraft size, and average load factor 

(percent of seats occupied). 

In order to develop reasonable load factor and aircraft gauge assumptions, the 

same categories of activity were used as in the enplaned passenger forecast 

(see Table 1.3-1 above). To derive the passenger operations forecast, assumptions 


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are inherently different at airports due to differences in how airlines choose to 

strategically serve the demand for air travel at each airport. At KCI, aircraft size, 

passenger load factors, and Average Seats per Departure (ASPD) were used. 

Airlines continually work to align capacity with demand. At KCI, average aircraft 

size reflects a mix of narrowbody and regional jet aircraft. Since 2007, average 

aircraft size has increased as Low Cost Carriers (LCCs) have continued to capture a 

larger share of the KCI market and network airlines have deployed a higher 

percentage of large regional jets. Enplaned passenger load factors have increased 

24 percent from 60 percent in 2000 to almost 75 percent in 2011 as airlines make 

better use of their aircraft assets. 

ASPD for each of the major groups of passenger activity was calculated from total 

departures and total departing seats. Aircraft load factors were calculated for each 

group of passenger operations by dividing total enplaned passengers by total 

departing seats. To calculate total operations, the total number of departures was 

multiplied by a factor of two. Figure 1.3-2, Historical Passenger Operations 

with ASPD, displays historical passenger operations and average seats per flight. 

Figure 1.3-2 

HISTORICAL PASSENGER OPERATIONS WITH ASPD 

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Source: 



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1.3.3 FLEET MIX 

As passenger traffic volumes increase at KCI, airlines will shift to larger, more 

efficient aircraft, where possible, to reduce unit costs and increase revenues. 

Significant fleet renewal is expected to occur over the forecast period. The average 

number of seats per flight is projected to increase from 104 seats in 2011 to 

114 seats by 2030. Enplaned load factors are projected to increase from 

75 percent in 2011 to 80 percent in 2012 and remain relatively constant thereafter. 

Narrowbody aircraft are expected to account for an increasing share of passenger 

flights as LCCs continue to increase market share at KCI. Legacy carriers will 

increasingly use large regional jets as a replacement for small regional jets. Fleet 

mix and load factor assumptions result in a 1.0 percent average annual growth rate 

for passenger flights at KCI over the forecast period. The change in projected fleet 

mix is represented in Figure 1.3-3, Aircraft Fleet Mix. 

Figure 1.3-3 

AIRCRAFT FLEET MIX 

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Source: 


1.3.4 AIR CARGO 

The cargo tonnage forecast is predicated on the assumption that changes to the air 

cargo industry and emerging trends for air cargo security will continue. 

Additionally, it is assumed that long-term economic growth in the Kansas City MSA 

and the broader U.S. economy will increase the demand for the shipment of goods 

and services over the forecast period. The air cargo tonnage forecast also reflects 

the current global economic outlook from the Boeing, Airbus, and FAA Aerospace 

forecasts. 


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Average annual growth of 2.2 percent per year was applied from 2011 to 2030, 

resulting in total KCI cargo volumes increasing to 130,817 metric tons in 2030. 

Figure 1.3-4, Cargo Tonnage Forecast Results, shows cargo forecast results. 

Figure 1.3-4 

CARGO TONNAGE FORECAST RESULTS 

Source: 


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In 2011, 86,001 cargo metric tons were handled at KCI. Integrated cargo carriers, 

FedEx and UPS, account for 89 percent of total air cargo handled at KCI. A shift to 

widebody aircraft such as the A300 and MD11 has occurred at KCI over the past 

five years as integrated carriers have shifted away from narrowbody B727 and DC9 

aircraft. Figure 1.3-5, 2011 Air Cargo Tonnage by Carrier, depicts the tonnage 

splits by carrier. 

Figure 1.3-5 

2011 AIR CARGO TONNAGE BY CARRIER 

Source: 



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1.3.5 AIRCRAFT OPERATIONS 

Aircraft operations are forecast to increase from 141,700 operations in 2011 to 

172,611 operations in 2030, which is an average growth of 1.0 percent per year as 

seen in Figure 1.3-6, Summary of Aircraft Operations Forecast. Commercial 

passenger operations are expected to grow 1.0 percent per year which will drive 

growth in aircraft operations at KCI. However, passenger enplanements are 

expected to grow 1.9 percent per year, reflecting an expected increase in average 

aircraft size and higher average load factors. The other four primary components 

of operations - all-cargo, non-commercial air taxi, general aviation, and military - 

are expected to experience positive activity growth at KCI over the forecast period. 

Figure 1.3-6 

SUMMARY OF AIRCRAFT OPERATIONS FORECAST 

Source: Landrum & Brown 

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1.3.6 PEAK ACTIVITY FOR ENPLANEMENTS 

Airport traffic demand patterns are subject to seasonal, monthly, daily, and hourly 

variations. These variations result in peak periods when the greatest amount of 

demand is placed upon facilities required to accommodate passenger and aircraft 

movements. Peaking characteristics are critical in the assessment of existing 

facilities to determine the ability to accommodate forecast increases in passenger 

and operational activity throughout the study period. The objective of developing 

peak period forecasts is to provide facility designs that are not under-utilized nor 

over-crowded too often. 

Table 1.3-2, KCI Peak Period Enplanement Forecast, shows the peak month, 

design day, and peak hour ratios used to develop the peak period enplanement 

forecasts for KCI. July is the peak month for passenger enplanements at KCI, 

accounting for 9.8 percent of annual traffic. The flight schedule for Thursday, 

July 14, 2011 was identified as being representative of a typical day of the peak 

month activity and analyzed to determine the hourly peaking patterns at KCI. 

Departing seats were used as a proxy for enplanements. The flight schedule data 

suggested that the peak hour accounts for 11.3 percent of daily passenger 

enplanements. It was assumed that the monthly, daily, and peak hour factors 

would remain constant over the forecast period. As a result, peak hour 

enplanements are forecast to increase from 1,900 enplanements in 2011 to 

2,700 enplanements in 2030. 

Table 1.3-2 

KCI PEAK PERIOD ENPLANEMENT FORECAST 

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Source: 


1.3.7 PEAK ACTIVITY FOR OPERATIONS 

Like passenger traffic, the operations peak has historically occurred in July. Design 

day factors were developed to provide activity that represented a typical day in the 

peak month. For the passenger activity, Official Airline Guide (OAG) flight 

schedules were used to determine peak hour operations. For cargo, general 

aviation, air taxi, and military, radar data was used to determine design day and 

peak hour factors. Table 1.3-3, KCI Peak Period Aircraft Operations 

Forecast, presents the peak month, design day, and peak hour ratios used to 

develop the peak period aircraft operations forecast for each of the key operation 

segments at KCI: commercial passenger, air cargo, general aviation including noncommercial 

air taxi, and military. 


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Table 1.3-3 

KCI PEAK PERIOD AIRCRAFT OPERATIONS FORECAST 

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Source: 



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1.4 Benchmarking 

In order to better understand and identify the future needs of KCI, a Benchmarking 

Study was performed that compared the existing facilities at KCI to nine 

comparable domestic airports. The following airports were used for comparison in 

the study: 

 

 

 

 

 

 

 

 

 

 

Cincinnati / Northern Kentucky International Airport (CVG) 

Indianapolis International Airport (IND) 

San Jose International Airport (SJC) 

Memphis International Airport (MEM) 

Sacramento International Airport (SMF) 

Austin-Bergstrom International Airport (AUS) 

Cleveland Hopkins International Airport (CLE) 

Raleigh-Durham International Airport (RDU) 

Kansas City International Airport (KCI) 

Lambert – St. Louis International Airport (STL) 

The parameters compared in the study included: 

 

 

 

 

 

 

 

Million Annual Passengers (MAP) 

Number of gates 

Number of terminals 

Number of Security Screening Checkpoints (SSCP) 

Terminal square feet 

Concession square feet 

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Number of parking spaces, by type 

Figure 1.4-1, Existing Facilities At Comparable Domestic Airports, 

summarizes the data collected for each airport and used as the basis for the results 

from the Benchmarking Study. Also included in the table are images of the airfield 

layout and terminal layout at each airport. The results of the study were used to 

assist in the planning and design of the size and location of the New Terminal and 

associated facilities, such as on- and off-airport parking, gates, security, and 

concessions, to name a few. 


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KANSAS CITY INTERNATIONAL AIRPORT PROGRAM CRITERIA DOCUMENT 

ADVANCE TERMINAL PLANNING STUDY DRAFT 

MAP Level 6.9 7.4 8.3 8.6 8.7 9.0 9.0 9.1 10.4 12.5 

Gates 36 40 28 79 32 25 62 45 66 88 

Terminals 2 1 2 3 2 1 1 2 3 2 

Number of SSCP 2 2 2 3 3 3 3 2 13 3 

Terminal SQFT 2,000,000 1,200,000 1,050,000 1,300,000 740,000 600,000 1,073,357 550,000 1,100,000 1,500,000 

Concession SQFT 109,200 59,738 12,784 68,046 42,885 37,976 40,024 56,465 61,186 71,979 

Parking - Short/Economy/Valet 7,750 13,918 2,358 870 9,890 4,212 5,170 6,087 21,555 4,097 

Parking - Long 6,000 4,403 3,991 3,550 10,059 5,923 2,746 9,925 1,750 4,672 

Parking - Total 12,000 18,268 6,349 4,425 19,949 10,135 7,916 18,763 23,305 8,769 


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Figure 1.4-1 

EXISTING FACILITIES AT COMPARABLE DOMESTIC AIRPORTS 

Totals 

Airport Name CVG IND SJC MEM SMF AUS CLE RDU KCI STL 

Airfield Layout 

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Terminal Layout 

Source: Landrum & Brown




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2. AIRFIELD REQUIREMENTS 

The proposed New Terminal is to be constructed at the existing Terminal A location. 

This section includes discussions of the following: 

 

 

 

 

 

 

Design Aircraft 

Aircraft Gates and Passenger Loading Bridges 

Service Roads 

Airfield Security 

Aircraft Deicing 

Fueling 

2.1 Design Aircraft 

When planning changes and/or improvements to an airport, a “design aircraft” must 

be identified that represents the size of aircraft typically using the airport, based on 

information from the airport and the airlines that use the airport. There are three 

parameters used in the selection of a design aircraft at KCI that include: Aircraft 

Approach Category (AAC), Airplane Design Group (ADG), and Taxiway Design 

Group (TDG). AAC is used for airspace planning, and approach and departure 

paths. For apron, taxilane, and taxiway design, the ADG and TDG define the design 

parameters for horizontal and vertical alignments. 

AAC is based on a speed of 1.3 times the stall speed in the landing configuration at 

maximum gross landing weight. The categories are summarized in Table 2.1-1, 

Aircraft Approach Categories, as defined in 14 Code of Federal Regulations 

(CFR) Part 97. 

Table 2.1-1 

AIRCRAFT APPROACH CATEGORIES 

Category 

A 

B 

C 

D 

E 

Speed 

≤ 91 knots 

≥ 91 knots and ≤ 121 knots 



≥ 166 knots 

Source: FAA AC 5300-13A, Table 1-1 

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ADGs are based on wingspan and tail height that determine separation 

standards. Table 2.1-2, Airplane Design Groups (ADG), summarizes the 

dimensions for each classification of ADGs, as defined in FAA Advisory Circular (AC), 

150/5300-13A, Airport Design. Based on information from the Airport and airlines, 

the typical airplane using KCI is an ADG III. Therefore, the design aircraft used for 

planning at KCI is an ADG III. Table 2.1-3, Design Aircraft, describes aircraft 

types and the percentage used at KCI. 


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Table 2.1-2 

AIRPLANE DESIGN GROUPS (ADG) 

Group # Tail Height (ft) Wingspan (ft) 

I < 20ʹ < 49ʹ 

II 20ʹ - < 30ʹ 49ʹ - < 79ʹ 

III 30ʹ - < 45ʹ 79ʹ - < 118ʹ 

IV 45ʹ - < 60ʹ 118ʹ - < 171ʹ 

V 60ʹ - < 66ʹ 171ʹ - < 214ʹ 

VI 66ʹ - < 80ʹ 214ʹ - < 262ʹ 

Source: FAA Advisory Circular (AC), 150/5300-13A, Table 1.2. 

Table 2.1-3 

DESIGN AIRCRAFT 

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Aircraft Type ADG TDG Wingspan (ft) Length (ft) Percent of Operations 

Widebody 

B-767-400 IV 5 

170.3 

201.4 

>1% 

B787-8 

V 5 

197.3 

186.1 

Narrowbody 

58% 

B-7373-900ER III 3 117.5 138.2 

Large Regional 

CRJ-900 III 

81.5 

119.3 

29% 

Embraer 190 III 

94.3 

118.9 

Small Regional 

CRJ-200 II 

69.6 

87.8 

11% 

Embraer 145 II 

65.7 

98.0 

Source: HNTB 

TDGs are based on main gear width and cockpit-to-main gear distance, and 

determine taxiway width and fillet design (See Figure 2.1-1, Taxiway Design 

Groups). Although wingspan typically determines taxiway/taxilane to 

taxiway/taxilane separations, in some instances, the separation is determined by 

TDG due to turning requirements. At least one Taxiway route should meet the 

requirements of the most demanding TDG, not only to the design aircraft TDG 

requirements. 


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Figure 2.1-1 

TAXIWAY DESIGN GROUPS 

Source: 

FAA AC 150/5300-13A 

2.2 Aircraft Gates and Loading Bridge Requirements 

2.2.1 METHODOLOGY 

One of the most reliable methodologies for projecting the number of aircraft 

parking positions at a terminal facility involves analyzing the projected peak hour 

aircraft operations in the form of an aircraft ramp chart. The ramp chart attempts 

to optimally schedule aircraft operations at all available terminal gate parking 

positions or at a Remain Overnight (RON) parking positions. The ramp chart 

methodology assumes an average ground occupancy time at the gate for the 

various types of aircraft to be serviced combined with a minimum time between 

when that aircraft leaves and when another aircraft can arrive at the same aircraft 

parking position. This methodology assumes that the airlines will attempt to 

maximize aircraft turns during its peak periods of operations within these base 

parameters of aircraft servicing times and a reasonable time allowance between 

turns referred inter gate time 

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The Ramp Chart relies heavily on the future flight schedules that are based on the 

existing July 14, 2011 flight schedule. The future flight schedules for 2025 and 

2030 are developed by growing the existing arrival and departure patterns of 

aircraft flights taking into account their seat capacities based on the future aircraft 

fleet mix needed to reach the future passenger and aircraft operation volumes. 

The peak hour aircraft operations used in preparing the ramp chart are shown in 

Section 1.3.7, Peak Activity for Operations; Table 1.3-3, KCI Peak Period Aircraft 

Operations Forecast; and the peak month, average day, and peak hour passengers 

are provided in Table 1.3-2, KCI Peak Period Enplanement Forecast. 


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Aircraft ramp charts for the New Terminal were developed using the 2025 and 2030 

design day flight schedules. Ramp charts were used to determine the number and 

size of aircraft parking positions both at the terminal as a contact gate or as a 

remote aircraft stand. Contact gates are serviced by a passenger loading bridge 

that connects the aircraft to the terminal holdroom while a remote aircraft is 

serviced by a busing connection that moves passengers to and from the terminal 

holdroom. 

The facility requirements analysis in this Study focused on using a combination of 

Preferential and Common Use peak passenger levels for the gate requirements. 

Preferential Use refers to those portions of the terminal, concourse, aircraft loading 

bridges, aircraft parking positions, apron, etc., that a single airline has priority over 

other airline users. Conversely, Common Use refers to those same facilities of the 

terminal, concourses and apron that are not assigned by lease to a single airline, 

but are used in common by multiple airlines. These areas include common use 

ticket counters, gates, and associated support space not otherwise held under an 

exclusive or preferential airline lease agreement with the Airport. 

The specific use assumptions in the development of facility requirements for the 

KCI Airport were that the three primary market share airlines would be assumed to 

be preferential users and that all other airlines would be treated as common use 

carriers. It should be noted that if all airlines at KCI were assumed as common use 

carriers the holdroom and gate areas could be reduced as a result of a higher 

utilization factor associated with shared facilities. 

Other functional projections are determined their relationship to the number and 

type of aircraft or the number of gates/seats serving the terminal area. 

Standardization of aircraft utilization and apron requirements are developed by 

using the Narrowbody Equivalent Gate (NBEG) index. This index converts the gate 

requirements of diverse aircraft types, from commuter aircraft to new large aircraft, 

so that they are equivalent to the apron capacity of a narrowbody aircraft gate. 

The amount of space or linear frontage each aircraft requires is based on the 

maximum wingspan of aircraft in its respective Aircraft Design Group (ADG). 

Aircraft are classified according to FAA Taxiway Design Groups as shown in 

Table 2.2-1, Narrowbody Equivalent Gate (NBEG) Index. 

DRAFT 


April 2013




DRAFT 

Table 2.2-1 

NARROWBODY EQUIVALENT GATE (NBEG) INDEX 

FAA TAXIWAY DESIGN 

GROUP 

MAXIMUM 

WINGSPAN 

TYPICAL AIRCRAFT 

NBEG 

INDEX 

I Small Commuter 49’ Cessna 0.4 

II Medium Commuter 79’ SF340/CRJ 0.7 

III 

Narrowbody/Large 

Commuter 

118’ A320/B737/MD-80/ATR 1.0 

IIIa B757 125’ B757 1.1 

IV Widebody 171’ DC-10/MD-11/B767 1.5 

V Jumbo 214’ B747/A330,340/B777/B787 1.9 

VI NLA 262’ A380 2.3 

Source: 

FAA AC 150/5300-13 and Hirsh & Associates 

Physical location and proximity to the gate are important factors to consider when 

estimating the spatial requirements of gate holdrooms. The available holdroom 

area needs to be in close proximity to the gate being used. There is an advantage 

to having a configuration that locates holdroom seating in an open and contiguous 

manner since it allows the potential overflow of one holdroom into the adjacent 

holdroom, particularly if the adjacent holdroom does not have passengers at that 

moment awaiting a near term aircraft departure. These factors were taken into 

consideration when evaluating the future KCI requirements. The majority of the 

future KCI aircraft fleet mix is envisioned as narrowbody aircraft, however, select 

aircraft contact positions have the flexibility to accommodate widebody aircraft. 

For these infrequent occurrences it is assumed that the additional holdroom seating 

capacity needed for these infrequent widebody operations will be accommodated 

with a shared holdroom philosophy and nearby food and beverage seating capacity. 

DRAFT 

2.2.2 CURRENT CONDITIONS 

Currently, KCI operates out of its three separate terminals. The original terminals 

opened in 1972 with the capability of 30 gate doors on each terminal for a total of 

90 loading positions. The signage at the gates still reflects this original numbering 

system from 1 through 90. In actuality, KCI is only using 30 gates today out of a 

total of 62 available gates from all three terminals. There are 66 aircraft parking 

positions in total immediately adjacent to the three terminals but four of these 

positions are loaded from ground level. KCI has one international gate located at 

Terminal C. Narrowbody aircraft were 56 percent of passenger operations in 2012 

with less than one percent B757s, and the remaining 43 percent regional jets. 

The use of multiple terminals has become inefficient due to the number of unused 

gates (32 gates). 

Holdroom space within the KCI terminals is limited in size due to narrow overall 

depth of all three terminals at roughly 75 feet. The narrow depth comes from the 

original narrow curvilinear design of the Drive-to-Gate concept which attempted to 

minimize the walking distances between the vehicle curb and the gates. 


April 2013




DRAFT 

This original design did not anticipate the need for passenger and hand luggage 

security screening. Today’s retrofit of the terminals now divides this limited 75 feet 

into separate non-secure landside and secure airside operations. In order to 

minimize the number of Transportation Security Administration’s (TSA) mandated 

Security Screen Checkpoints (SSCP), holdrooms were grouped together in small 

clusters and then each cluster was equipped with its own SSCP. This retrofit is 

cumbersome for several reasons: 

 

 

Separate secured holdroom clusters still generate the need for 14 SSCPs. 

Passengers are required to pass back through the SSCP after leaving the 

holdroom cluster. 

Due to the limited space in the holdroom clusters, the retrofitted 

configuration trades off holdroom space for secure restrooms and limited 

concessions. 

This tradeoff results in inadequate holdroom space, severely limited restroom 

facilities, and substandard concession offering inside the cluster resulting in a 

low LOS for passengers and a restricted ability to generate concession 

revenues for the Airport. 

2.2.3 FUTURE AIRCRAFT PARKING POSITIONS 

Domestic Service Requirements 

Based on the 2030 forecast, 41 contact gate aircraft parking positions are needed 

to accommodate the anticipated peak hour operations demands. For 2025, a total 

of 37 contact gate parking positions are needed. The future fleet mix envisioned 

for 2030 is not anticipated to vary significantly from the 2013 fleet which is 

dominated by narrowbody and smaller wingspan aircraft which was over 99 percent 

in 2012. As a consequence, all aircraft parking positions are planned to 

accommodate a minimum of an ADG III aircraft to allow for gate use flexibility. 

The maximum ADG III aircraft (B737-800/900 aircraft with a wingspan of 117 feet 

5 inches) was assumed for gate planning along with an associated wingtip clearance 

of 25 feet. 

DRAFT 

International Service Requirements 

The exception to having all narrowbody contact gates at KCI is the international 

arrivals capable gates. In the New Terminal, four gates will provide access to a 

sterile corridor leading to the Customs and Border Protection facilities. These four 

international-arrivals capable contact gates will be configured with multiple doors to 

allow for a “swing” capability between either a domestic or international operation. 

Two of these gate positions will also be configured to allow as large as an ADG V 

aircraft (B787-800) and will be paired with adjacent narrowbody aircraft positions 

to form a Multi-Aircraft Ramp System (MARS) gate. This will allow two narrowbody 

aircraft parking positions to accommodate a single widebody aircraft in the same 

apron location. Providing “swing” gates provides the Airport with a facility that can 

grow international air service to the passenger capacity of four simultaneous 

narrowbody aircraft or two widebody aircraft. The Federal Inspection Services (FIS) 

facilities were sized in relationship to this theoretical demand. 


April 2013




DRAFT 

Remain Overnight (RON) Requirements 

Based on the 2030 forecast, 31 RON aircraft parking positions will be needed to 

stage access to the 41 contact gates at the New Terminal during the morning peak. 

For 2025 the number of RONs drops to 28. RON operations will require aircraft 

movement to an open contact gate for passenger loading and unloading 

Summary of Future Aircraft Parking Positions 

As shown in Table 2.2-2, Summary of Future Aircraft Parking Positions, a 

total of 41 contact gates and 31 RON aircraft parking positions will be necessary at 

KCI to handle the forecast 14 Million Annual Passengers (MAP) in 2030. All contact 

gates need to be capable of handling the majority of narrowbody aircraft types 

designated by the 2030 forecast in order to maximize flexibility of a common use 

operation. In 2025 a total of 37 contact gate parking positions and 28 RON parking 

positions are needed. Four out of the initial 37 gates will need to be capable of 

accommodating international operations. The passenger loading bridges on these 

four international-capable aircraft parking positions will also be configured to allow 

two of the gates to be used by a potential ADG V aircraft, the largest of which is 

anticipated to be a B787-800 aircraft. 

Table 2.2-2 

SUMMARY OF FUTURE AIRCRAFT PARKING POSITIONS 

Aircraft Parking Positions 

Forecast Year 

2025 2030 

Terminal Contact Gates 37 41 

Remote Overnight Stands (RONs) 28 31 

Source: 


DRAFT 

2.2.4 PASSENGER LOADING BRIDGE REQUIREMENTS 

The pathway to and from the contact gate door to the parked aircraft must meet 

Americans with Disabilities Act (ADA) requirements. This means that any fixed 

section and the passenger loading bridge at any of the contact gate positions may 

not exceed a 1-in-12 (8.33 percent) slope along its pathway. With ADG III aircraft 

(B737s) and smaller as the predominant aircraft through 2030, a finished floor 

height for gates of approximately 13 feet 6 inches above the apron has been 

assumed in order to minimize the length of the loading bridge required to reach the 

lowest and highest door sill height of the primary passenger loading of the aircraft 

types serving the Airport. Door sill heights for forecast aircraft range from five feet 

(CRJ-200) to 15 feet 2 inches (B787-800). Currently, used Jetbridge models, 

predominantly the A3-58/110, would be able to accommodate these sill heights 

with a maximum extension of 102 feet. Currently, 30 contact gates are used but 

by 2025 37 gates will be required and 41 contact gates are projected for 2030, all 

of which will require passenger loading bridges. Currently, there are no bussing 

operations to remote aircraft parking positions for commercial passenger operations 

and none are anticipated over the forecast horizon. 


April 2013




DRAFT 

2.3 Apron Service Road 

Designated service roads are provided on or near aprons to restrict service vehicle 

movements to a confined area(s) where the pilot is familiar with seeing vehicle 

activity. Proper layout of service roads on an airfield contributes to airport safety 

and the reduction in runway incursions. 

Factors to consider when designing service roads include items such as 

current/future vehicle and ground-service equipment movement, space, bearing 

strength, height clearance, separation standards from runways/taxiways, and 

access. The width of service roads depends on the projected traffic levels, and the 

widest equipment expected to use the service road, etc. 

A proposed service road, for vehicles permitted to operate within the terminal area 

such as ground support equipment and other vehicles, will be located behind the 

aircraft parking positions and outside the taxilane object free areas 1 for access to 

aircraft. The service road should be designed to avoid crossing runways and 

taxiways/taxilanes to the extent possible. However, when a crossing is necessary, 

proper marking must be in place to ensure vehicles stop or yield to aircraft. 

2.4 Airside Security Requirements 

Airfield security will be maintained throughout the construction of the New Terminal 

and continue when the new facilities are in operation. Security screening of 

construction personnel to meet FAA, Department of Homeland Security (DHS), and 

KCAD requirements will continue to be implemented. KCAD will develop a staffing 

plan to support the increased security screening of construction personnel for the 

program. 

DRAFT 

Where possible, facilities that require separate landside and airside access should 

be constructed along the Airport perimeter fence line to reduce unnecessary access 

to the airfield and potential security breaches. Temporary security fencing can be 

installed around the proposed terminal construction area during construction 

outside the AOA. Maximizing the amount of construction outside the AOA would 

result in an additional benefit: more personnel eligible to perform construction. 

Permanent AOA security fence and gates will be composed of chain link fence 

materials with barbed wire overguard to meet FAA and KCAD requirements. Chain 

link fences will be a minimum of eight feet tall with a three-strand barbed wire 

overguard. Any fence and gate modifications will interface with the Airport’s 

existing access control and monitoring system. 

1 

A two dimensional ground area surrounding taxiways and taxilanes which is clear of objects except 

for Navigation Aids (NAVAIDs) and objects whose location is fixed by function. 


April 2013




DRAFT 

2.5 Aircraft Deicing 

Currently at KCI, aircraft are pushed back from the gate to deice. The glycol 

contaminated runoff is collected in trench drains along the perimeter of each 

terminal apron. Based on the apron pavement grades, the trench drains collect 

runoff from a significant portion of the apron as well as the gate deicing areas. 

Collection from a large area dilutes the concentration of the glycol-contaminated 

runoff and also increases the capacity need of the retention basins used for initial 

storage of glycol-contaminated runoff. 

KCI operates in accordance with the requirements of a National Pollutant Discharge 

Elimination System (NPDES) permit issued by the Missouri Department of Natural 

Resources (MDNR). The NPDES permit imposes controls intended to ensure that 

stormwater discharges at KCI meet applicable water quality standards. Conditions 

of the permit are implemented at the Airport through a Storm Water Pollution 

Prevention Plan (SWPPP). Under the terms of the permit, the Airport is responsible 

to the State of Missouri for all industrial and stormwater discharges originating on 

the property with the exception of the former American Airline Overhaul Base. 

KCAD is currently in negotiations with the MDNR regarding the outfall permit. 

The MDNR permit is a numerical limit-based permit focused on Biochemical Oxygen 

demand (BOD), Chemical Oxygen demand (COD), Total Suspended Solids (TSS), 

Oil and Grease (O/G), and Total Petroleum Hydrocarbons (TPH). Table 2.5-1, 

MDNR Operating Requirements, summarizes the current KCI MDNR Operating 

Permit. 

DRAFT 

In an effort to collect glycol-impacted stormwater during deicing operations at KCI, 

KCAD has installed an underground drainage system that directs 

glycol-contaminated runoff from the existing terminal aprons to a 2.4-million 

gallon, concrete lined retention basin. At this basin the glycol concentrations are 

measured to determine how the runoff should be discharged off of airport property. 


April 2013




DRAFT 

Table 2.5-1 

MDNR OPERATING REQUIREMENTS 

Effluent Parameter 

Unit 

Final Effluent 

Limitations 

Daily 

Max. 

Monthly 

Average 

Monitoring Requirements 

Monitoring 

Frequency 

Sample 

Type 

Flow MGD * * once/month 24 hr. est. 

Precipitation Inches * * once/month 24 hr. est. 

BOD mg/L 45 30 once/month grab 

COD mg/L 120 90 once/month grab 

TSS mg/L 100 50 once/month grab 

TPH mg/L 15 10 once/month grab 

O/G mg/L 15 10 once/month grab 

pH-Units SU ** ** once/month grab 

Total BETX mg/L 0.75 0.75 once/month grab 

Benzene mg/L 0.07 0.07 once/month grab 

Methyl Tertiary Butyl 

Ether (MTBE) 

mg/L * * once/month grab 

Total Glycols mg/L * * once/month*** grab 

Ethylene Glycol mg/L * * once/month*** grab 

Propylene Glycol mg/L * * once/month*** grab 

Notes: * Monitoring Requirement Only 

** pH is measured in pH units and is not to be averaged. 

*** The pH is limited to the range of 6.0 9.0 pH units. 

Source: HNTB Corporation 

DRAFT 

Low concentrations of glycol are discharged into a pond east of the retention basins 

and ultimately into the Berlin Reservoir. At the north end of the reservoir, the 

overflow discharges into a tributary of Todd Creek. A monitoring station is located 

on the north end of the reservoir to measure compliance to KCI’s MDNR permit. 

Medium concentrations are gravity fed through a series of pipes to the Todd Creek 

wastewater treatment facility. Highly concentrated runoff is pumped from the 

retention basins into trucks and hauled directly to the Todd Creek wastewater 

treatment facility. 

The goal of the proposed aircraft deicing operations is to reduce the amount of 

surface area collecting glycol-contaminated runoff and increase the concentration of 

deicing fluids in the runoff. The higher concentrations will allow KCAD to develop a 

program that has one type of discharge method. Methods for achieving the goals 

are discussed in the following paragraphs. 


April 2013




DRAFT 

2.5.1 CENTRALIZED DEICING OPERATIONS 

A centralized deicing facility is an aircraft deicing facility located at the terminal 

apron or along taxiways serving departure runways. Gate deicing operations will 

not be permitted at the New Terminal but centralized deicing locations will be 

utilized that will reduce the area to collect glycol-contaminated runoff. 

All centralized deicing facilities will meet the requirements of FAA Advisory Circular 

(AC) 150/5300-14B, Design of Aircraft Deicing Facilities. 

The design of deicing facilities should, to the extent practicable, meet the needs of 

air carriers, as outlined in FAA-approved aircraft ground deicing/anti-icing 

programs, and all other aviation community users. A key element in this effort is 

designing a facility that is efficient and offers users operational flexibility. 

Coordination of an airport owner’s Snow and Ice Control Plan and user’s ground 

deicing/anti-icing programs, with input from the FAA, will ensure that icing 

conditions affecting the safety of flight are better met. 

The forecasted peak hour of aircraft departures is from 06:05 to 07:05, with 

thirty-four departures. To determine the total number of deicing pads necessary to 

accommodate the peak hour traffic, it is necessary to understand the aircraft 

deicing process. Through discussions with aircraft deicing experts and analysis of 

deicing pad throughput at commercial service airports, it was determined that an 

average time for an aircraft to enter a deicing pad, complete the deicing process, 

and exit is 20 minutes. 

Based on the 20-minute deicing pad occupancy duration, three aircraft can be 

deiced per hour per pad. With a peak hour of thirty-four departures, twelve deicing 

pads will accommodate the peak hour. The proposed aircraft utilizing the deicing 

pads is summarized in Table 2.5-2, Projected Aircraft Fleet Mix, and the last 

column details the number of deicing pads required to accommodate each aircraft 

type. 

Table 2.5-2 

PROJECTED AIRCRAFT FLEET MIX 

Aircraft Type ADG Wingspan (ft) Length (ft) 

Wide Body 

B-767-400 

B787-8 

Narrow Body 

B-737-900ER 

Large Regional 

CRJ-900 

Embraer 190 

Small Regional 

CRJ-200 

Embraer 145 

DRAFT 

IV 

V 

170.3 

197.3 

201.4 

186.1 

Percent of 

Operations 

Necessary 

Deicing Pads 

>1% 1 

III 117.5 138.2 58% 8 

III 

III 

II 

II 

81.5 

94.3 

69.6 

65.7 

119.3 

118.9 

87.8 

98.0 

29% 3 

11% 1 

Source: 

HNTB Corporation 


April 2013




DRAFT 

2.5.2 DEICING PAD SIZE REQUIREMENTS 

The size of an aircraft deicing pad is determined by the aircraft parking area and 

the maneuvering area for mobile deicing vehicles. The aircraft parking area is the 

inner area used for parking aircraft to receive deicing/anti-icing treatment. 

The width of the parking area equals the upper wingspan of the most demanding 

aircraft ADG using the deicing pad. The length of the parking area equals the 

fuselage length of the most demanding aircraft using the deicing pad. 

Widebody deicing pads will be sized based on the B787-8 aircraft dimensions. 

The 11 deicing pads to serve ADG III aircraft will be sized based on the B737- 

900ER aircraft. Deicing pads for the small regional jets (ADG II) will be sized based 

on the CRJ-200 aircraft. 

The Vehicle Maneuvering Area (VMA) for mobile deicing vehicles is the outer area 

that provides the “vehicle lane width” necessary for two or more mobile deicing 

vehicles to satisfactorily perform simultaneous, and complete left- and right-side 

uniform fluid distribution techniques for removing deposits of frost, ice, slush, and 

snow from aircraft surfaces and for anti-icing operations. The vehicle lane width 

must be 12.5 feet (3.8 m) and be mutually exclusive of any adjacent deicing pad. 

Adjacent deicing pads will be separated by a ten-foot wide vehicle safety zone 

(VSZ). A VSZ will also be located on the outboard edge of any outer deicing pad. 

Centralized deicing facilities will be located within the non-movement area in close 

proximity to the adjacent taxiway network. Deicing pads will be sized to 

accommodate the critical aircraft detailed previously. Table 2.5-3, Deicing Pad 

Dimensional Criteria, summarizes the deicing pad separation requirements 

defined in AC 150/5340-14A, Design of Aircraft Deicing Facilities. 

Table 2.5-3 

DEICING PAD DIMENSIONAL CRITERIA 

ADG 

DRAFT 

Outer Deicing Pads 

Taxi Centerline to Edge of Vehicle 

Safety Zone (VSZ) 

Interior Deicing Pads 

Taxi Centerline to Taxi Centerline 

V 138 ft. 286 ft. 

IV 112.5 ft. 235 ft. 

III 81 ft. 172 ft. 

II 57.5 ft. 125 ft. 

Source: 

FAA AC 150/5340-1B 

Aircraft deicing pads for off-gate facilities will have parallel taxiway centerlines to 

permit flow-through deicing operations. Separation criteria provided in Table 2.5-3 

takes into account the need for individual deicing pads to provide adequate wingtip 

clearance, sufficient maneuvering area around the aircraft to allow simultaneous 

treatment by two or more mobile deicing vehicles, and sufficient non-overlapping 

space for the VSZ between adjacent deicing pads and for outer deicing pads. 


April 2013




DRAFT 

2.5.3 DEICING SUPPORT FACILITIES 

The proposed centralized deicing pad will require an efficient support network for 

chemical off-loading from transport vehicles and loading to deicing trucks. 

These facilities should provide close proximity to the centralized deicing pads to 

maintain efficient deicing operations. Described below are the required de-icing 

support facilities. 

Nighttime/Low-Visibility Lighting: All facilities will require permanent nighttime 

lighting structures or portable nighttime lighting systems are available so ground 

crews have the necessary illumination for deicing/anti-icing operations and 

pre-takeoff inspections during night or low-visibility conditions. One portable 

alternative is mobile deicing vehicles with modified lights that provide sufficient 

illumination for deicing/anti-icing treatments and pre-takeoff inspections during 

night or low visibility. AC 150/5360-13, Planning and Design Guidelines for Airport 

Terminal Facilities, Table 4-1, provides general lighting requirements for 

apron-related functions. The height of lighting poles must be in accordance with 

AC 150/5300-13, Object Clearing Criteria. Permanent nighttime lights should be 

aimed and shielded to avoid glare to pilots and the Air Traffic Control Tower (ATCT) 

line-of-sight without reducing the illumination of critical areas. 

Electronic Message Boards: The use of electronic message boards (EMBs) at 

off-gate deicing facilities by the service provider have increased the overall 

efficiency of deicing aircraft and improved the transfer of information between flight 

crews and service providers. In general, the primary purpose for installing EMBs is 

to: (1) reduce verbal communication between all involved parties; (2) provide 

flight crews with clear, concise information; (3) improve deicing pad operational 

safety and efficiency; and (4) reduce ground congestion by removing personnel and 

equipment from the deicing pad area after completing deicing/anti-icing operations. 

If EMBs are installed, they should be installed in accordance with SAE AS 5635, 

Message Boards (Deicing Facilities). The SAE aerospace standard defines the 

minimum content and appearance of the electronic display, functional capabilities, 

design requirements, and inspection and testing requirements for EMBs. 

One acceptable location for EMBs is within the VSZ. 

DRAFT 

Administrative Building: An administrative building is necessary to support the 

deicing operations that can include administrative areas, training rooms, and break 

areas for the deicing vehicle operators. 

Maintenance Building: A maintenance building is necessary for maintenance of the 

deicing vehicles that will include ample service bays. The building will also need to 

provide parking for the deicing vehicles. 

Loading Areas: A location for deicing vehicles to be loaded with glycol and water. 

Glycol Storage Tanks: Storage tanks are necessary to support the glycol loading 

and blending operations. The tanks need to be accessed from the landside to 

support delivery operations. To protect the performance characteristics of deicing 

fluids from degradation, storage tanks and fluid transfer systems installed at 


April 2013




DRAFT 

deicing facilities must be designed in accordance with the fluid manufacturer’s 

recommendations. Fluid transfer systems must be dedicated to the specific fluid 

being handled to prevent the inadvertent mixing of fluids of different types or 

different manufactures. 

Access Road: A dedicated access road from the deicing pads to the truck loading 

area and maintenance building is necessary for the de-icing vehicle use. 

Employee Parking: An employee parking lot, outside the AOA fence, is needed for 

administration, maintenance, and deicing service operation employees. 

2.5.4 DEICING COLLECTION SYSTEM REQUIREMENTS 

Collection of glycol-contaminated runoff begins with reducing the application area of 

deicing fluids, grading the application area to collect the entirety of the deicing 

pad(s) runoff, and incorporating collection areas and pipe networks to convey the 

contaminated runoff to a retention facility for ultimate treatment or disposal. 

Pavement: The pavement must be either concrete or asphalt and designed for the 

aircraft fleet mix. The pavement should be grooved to assist in channeling deicing 

fluids for collection and to provide aircraft and personnel better traction. 

Apron grades and adjacent surface gradients are a maximum of one percent in 

accordance with AC 150/5300-13, Airport Design. Apron areas should direct flows 

away from deicing pad centerlines, fixed-fluid applicators, vehicle safety zones, and 

crew shelter. If interior covered drains are used, they must not create a hazard to 

aircraft and personnel. 

DRAFT 

The perimeter of the deicing pad must extend beyond the aircraft so no aircraft 

surface being deiced extends beyond the perimeter. 

Collection System: Diversion manholes will be installed within or immediately 

adjacent to the deicing pad, which will divert seasonal glycol runoff to the glycol 

collection system during the deicing season. Throughout the remainder of the year, 

valves within the diversion manholes can be adjusted to direct the stormwater 

runoff collected within the deicing pads to the stormwater collection system. 

Additionally, the valves within the diversion manholes will be manufactured of 

materials that prevent accelerated corrosion due to the high concentration of 

glycols. 

Area inlets and the diversion manholes need to be constructed of materials that are 

not susceptible to damage from the deicing materials. Concrete structures may 

require a special treatment to prevent the glycols from reacting with the cement 

materials and degrading the integrity of the structures. All pipes installed to 

convey glycol-contaminated runoff will be manufactured of High-density 

polyethylene (HDPE) or a similar material that cannot be damaged by the deicing 

materials. 


April 2013




DRAFT 

Storage: Currently, glycol-contaminated runoff from the terminal apron is initially 

discharged into retention basins on the north side of the terminal apron adjacent to 

Bogota Avenue. Additionally, a three-million gallon above-ground storage tank 

(AST) is located west of the retention basins to collect glycol-contaminated runoff 

from the cargo and general aviation aprons located along Taxiway B, north of the 

terminal area. The runoff is stored in these facilities and analyzed for glycol 

concentration to determine the proper discharge method based on the level of 

glycol concentration. 

A similar concept is necessary for storage of the runoff from the centralized deicing 

facilities. Storage tanks are proposed to store the runoff and also assist in 

maintaining higher concentrations of glycol in the runoff by preventing precipitation 

from diluting the stored fluids. 

Discharge: Since deicing/anti-icing fluids are chemical products that affect the 

water quality of receiving waters and the aquatic communities that use those 

waters, the runoff collected needs to be discharged to meet the MDNR permit 

requirements and meet the requirements of Federal, state, and local environmental 

jurisdictions. 

There are multiple options to mitigate the higher concentrations of glycol runoff 

anticipated with the centralized deicing operations, as discussed below. However, a 

detailed benefit-cost analysis is necessary to identify a preferred alternative that 

has the least impact on the environment and provides the most economic benefit to 

the Airport. 

The concentrated glycol runoff can be sold to vendors that will haul the highly 

concentrated runoff directly from the storage tanks to the vendor’s facilities to be 

repurposed in accordance with all environmental jurisdictions. 

DRAFT 

The concentrated glycol runoff can be discharged directly to the sanitary sewer 

treatment plant for biochemical treatment. This would require the construction of a 

dedicated line from the storage tanks to the sanitary sewer system or the 

incorporation of haul trucks to transport the runoff to the treatment facility. 

A pump station can be utilized to discharge metered runoff to receiving waters such 

as Todd Creek. However, the higher concentrations anticipated would make 

meeting the MDNR permit requirements for discharge very difficult. 

On-airport anaerobic biochemical reactors can be incorporated to pre-treat runoff 

prior to discharge. The bioremediation system generally consists of a glycol 

contaminated stormwater collection and storage system, a bioreactor treatment 

system, and a gas/heat recovery system. Many treatment plants will only accept 

limited quantities of glycol-contaminated stormwater. Anaerobic systems, 

depending on the airport’s discharge permit, can reduce BOD concentration levels 

sufficiently to permit unrestricted disposal to a sanitary sewer treatment facility. 


April 2013




DRAFT 

Recycling glycol provides airport management with recycled glycol and water, and 

may lower disposal cost of effluent through the resale of recovered product to fluid 

manufacturers or to other secondary markets. In addition, sludge disposal costs 

may be reduced that are incurred by other mitigation alternatives and less physical 

space may be needed for equipment. Typically a third party vendor conducts the 

recycling operations through a service agreement with the airport owner. 

2.6 Fueling Requirements 

2.6.1 EXISTING FUEL FACILITY 

The KCI Fuel Farm, located north of Terminals A, B, and C, is operated and 

maintained by Allied Fuel and bounded by Brasilia Avenue, Mexico City Avenue, and 

Bern and Paris streets. Fuel is supplied to the facility by pipeline and trucks and 

receives daily fuel batch supplies equal to 220,000 gallons. The KCI Fuel Farm has 

adequate capacity to both receive, store, and settle fuel per ATA 103. 

Magellan Mainstream Partners own and operate a single six-inch Class 300 pipeline 

with a maximum delivery rate of 22,000 gallons per hour (gph) or 367 gallons per 

minute (gpm), and is used to transfer average batch fuel supplies equal to 

220,000 gallons per day (gpd) to the Airport. This flow rate can be maintained for 

ten hours. The pipeline filter separator is a Clay Treater rated at 840 gpm and a 

Coalescer Water/Sediment Filter rated at 800 gpm. The pipeline includes a turbine 

meter and a prover loop located at the KCI fuel facility. 

The fuel farm includes one truck off-load position rated for up to 2,000 gallons per 

minute (gpm) and six ASTs. Tank capacities include: 

 

 

 

DRAFT 

Four each 5,000 barrel (bbl) AST (210,000 gallons/each) 

Two each 8,000 bbl AST (336,000 gallons/each) 

Gross Capacity: 36,000 bbls. 

Net Usable Capacity into hydrant distribution system: 90% x 36,000 bbls = 

32,400 bbls (1,360,800 Gal). 

Fuel receipts are transferred to one 8,000 bbl and one 5,000 bbl on the first day. 

The fuel in these two tanks settle on the second day and the pipeline batch fuel 

receipt alternates into two additional 5,000-barrel tanks. The process repeats on 

the third day. 

The fuel farm transfer and hydrant distribution systems include equipment to move 

fuel from tank storage into other tanks, trucks, or to the aircraft gates at the 

terminal buildings. The system includes three types of distribution: transfer 

system, truck offload system, and hydrant distribution main lines. 


April 2013




DRAFT 

Transfer System: Four 900 gpm Bingham 100 hp vertical turbine type pumps and 

four 900 gpm Facet Filter Separators are used to remove sediment and water from 

the fuel. The transfer system is used to transfer fuel from one tank to another, to 

clean up fuel through a filter separator, and to load Airport trucks to fuel cargo 

aircraft. 

Truck Offload System: Two positive displacement pumps are installed, each with a 

Facet Filter. A Clay Treater is also installed for removal of surfactants from tanker 

truck fuel receipts. 

Hydrant System: There are seventeen 1,000-gpm into-hydrant pumps. 

Nine pumps have been taken out of service, leaving eight 1,000-gpm pumps in 

service. An equal number (17) of Facet Filter Separators, one per pump, are 

installed with eight in operation. The hydrant system is used to supply fuel to the 

terminal gates to fuel aircraft. 

2.6.2 EXISTING FUEL CONSUMPTION 

The fuel consumption data for recent 12 months (April 2011 to March 2012) at KCI 

totaled 81,237,127 gallons. The average daily consumption for the same period 

was 222,567 gallons. Peak hourly fuel consumption during the busiest time period 

was 15,000 gpm. Current 2012 hourly peak fuel consumption is less than 

8,000 gpm. 

Five 16-inch main fuel hydrant distribution lines (mains) run from the fuel farm and 

south on Brasilia Avenue to Terminals A, B, and C. The five mains are designated 

as Line A, B, C, D, and E. Lines A and B are currently 18-inch nominal diameter 

between the fuel farm and Gate C90. The other three lines (C, D, and E) vary in 

size but start out from the fuel farm as 18 inches, 16 inches, and 14 inches, 

respectively. However, Lines C, D, and E have been taken out of service and 

reported to be filled with nitrogen. 

DRAFT 

Line A feeds the outside of Terminal A, the inside loop of Terminal B, and half of the 

inside of Terminal C. The B Line feeds the inside of Terminal A, the outside of 

Terminal B, and the outside and part of the inside of Terminal C. The other lines 

(C, D, and E) are tied into the three terminal buildings through isolation valve 

vaults. All five lines dead end in an isolation valve vault located near Terminal C. 

Hydrant pressure in the mains is 150PSI. 

Table 2.6-1, Hydrant Distribution, compares multiple 16-inch lines to determine 

adequate pipe velocities given equal flow in each line. 


April 2013




DRAFT 

Table 2.6-1 

HYDRANT DISTRIBUTION 

EVENT 

TERM A 

FLOW 

(GPM) 

TERM B 

FLOW 

(GPM) 

TERM C 

FLOW 

(GPM) 

TOTAL 

FLOW 

(GPM) 

Velocity 

2 - 16” 

Mains 

(FPS) 

Velocity 

3 - 16” 

Mains 

(FPS) 

Velocity 

4 - 16” 

Mains 

(FPS) 

Velocity 

5 - 16” 

Mains 

(FPS) 

Comments 

Current 2670 2670 2670 8010 6.4 4.2 3.2 2.6 

All Time 

Max 

Design 

Max 

Future 

New 

Term 

Source: 

5000 5000 5000 15,000 12.0 8.0 6.0 4.8 

5666 5667 5667 17,000 14.1 9.4 7.1 5.7 

7560 0 0 7560 6.0 4.1 3.1 2.5 

2 – 16” 

Good 

3 – 16” 

Needed 

4 – 16” 

Needed 

2 – 16” 

Good 

HNTB Corporation analysis based on Allied Aviation and Flow of Fluids through Valves, Fittings and Pipe, 

CRANE Technical Paper No. 410. 

Table 2.6-2, Flow Rates by Pipe Size, is a general listing of flow rates and 

velocities per SCH40 Carbon Steel pipe size. 

Table 2.6-2 

FLOW RATES BY PIPE SIZE 

PIPE DIAMETER 6 Feet per Second 

7 FPS 10 FPS 

(Inches) 

(FPS) 

6 530 620 880 

DRAFT 

8 940 1100 1600 

10 1500 1700 1700 

12 2100 2500 2500 

14 2900 3400 3400 

16 3800 4400 6300 

18 4800 5500 8000 

20 5875 6855 9790 

Source: 

HNTB Corporation analysis based on Allied Aviation and Flow of Fluids through Valves, Fittings and Pipe, 

CRANE Technical Paper No. 410. 

2.6.3 FUTURE PEAK FLOW ESTIMATE APPROACH 

The following assumptions are considered accurate at this time, but may change as 

the project’s planning and design phases occur. The total number of gates at the 

new terminal will be 41. There are an estimated 39 gates sized for Group III 

aircraft (B737) and two gates sized for Group V (B777 and B747) aircraft. 

The typical Group III gate turnaround average time is 30 minutes and the typical 

Group V average turnaround time is 60 minutes. The desired velocity in the 

hydrant main is between six and seven feet/second. 


April 2013




DRAFT 

Peak fuel rate calculations are based on the assumed number and type of aircraft 

fueling at any one peak period. The estimated peak fuel flow is 8,000 gpm 

(Group III), plus 1,200 gpm (Group V) which equals 9,200 gpm. The New Terminal 

design will use this estimate to calculate the components necessary to deliver that 

demand. As a check and balance, the highest recorded Peak Fuel Flow Rate during 

busiest operations was 15,000 gpm based on information provided by Allied 

Aviation. 

One 18-inch line is recommended to serve Terminals B and C during the 

construction of the New Terminal based on the current peak demand on Terminals 

B and C equal to 5,340 gpm. In addition, two 16-inch lines are recommended to 

serve the proposed New Terminal based on an estimated peak demand equal to 

7,560 gpm. 

2.6.4 EXPAND EXISTING FUEL FARM 

The KCI Fuel Farm is currently adequate with the estimated net reserve being 

6.1 days, based on a 222,567 GPD fuel consumption rate. Fuel reserves of less 

than four days create an undue risk for meeting airport fueling demands as a result 

of planned and/or unplanned events. To determine when reserves fall below four 

days, the existing Fuel Farm net days shortage was calculated for the following 

three growth scenarios: 

A. 300,000 Gallons per Day (GPD) 

B. 300,000 GPD + 10% = 330,000 GPD 

C. 300,000 + 20% = 360,000 GPD 

DRAFT 

Scenario A: (90% * 36,000 bbls * 42 gal/bbl)/300,000 GPD = 4.5 days 

Scenario B: (90% * 36,000 bbls * 42 gal/bbl)/330,000 GPD = 4.1 days 

Scenario C: (90% * 36,000 bbls * 42 gal/bbl)/360,000 GPD = 3.8 days 

Daily fuel consumption would need to increase 161 percent before the current fuel 

farm reserves would fall below four days. However, other risks, listed below, 

should be considered when planning fuel storage and may have a significant impact 

on the decision to add tanks. 

2.6.5 PLANNED PIPELINE SHUTDOWNS 

Consideration should be given to how reliable the pipeline supply is to the Airport. 

If deemed unreliable, fuel tanks could be added in order to maintain operations 

during an extended pipeline shutdown. Currently, a single six-inch pipeline 

provides over 90 percent of the fuel demands to the KCI Fuel Farm. So, while a 

single tanker offload island can supply between 1,600 and 2,000 gpm into tank 

storage that would not be practical to meet the demands of the fuel farm when the 

pipeline provides 220,000 GDP. 


April 2013




DRAFT 

Regular visual inspections (fly overs) of the pipeline route are required of the 

pipeline owner and are necessary to determine anomalies that may have occurred 

along the route. Anomalies may include sink holes, flooding, and/or construction 

projects encroaching near, or on top of the pipeline. It is also required to launch 

“pigs” into the pipeline to determine and document pipe condition. It is common 

for pipeline owners to schedule “planned” shutdowns, typically up to five per year 

are scheduled with the Airport, to perform pipeline maintenance and make 

necessary repairs. These planned shutdowns typically do not last longer than 

ten hours. Shutdowns that last longer than two days will put the Fuel Farm 

operations at risk of not meeting fuel supply demands at KCI. 

2.6.6 UNPLANNED PIPELINE SHUTDOWNS 

An unplanned pipeline shutdown may be caused from a pump fire or severe 

weather incident, such as a lightning strike. Currently, none of the pumps have 

UVIR heat sensors to detect overheating bearings and alert operators, or to shut 

down the pumps. The ASTs do not have redundant high and high-high level 

detection and alarm. Tank suction and supply lines do have fusible link closure 

valves to prevent fuel from discharging out of the tank if the isolation valve seal 

fails. 

Hazard risks are very real, as experienced at Miami International Airport (MIA) on 

March 27, 2011, the Fuel Facility caught fire and was very disruptive to airport 

operations. Per News Week article, “MIAMI, March 27, 2011 (UPI) – Flight 

cancellations and delays at Miami International Airport will remain in place for some 

time due to a huge fire at its fuel depot, officials said Sunday.” 

DRAFT 

A review of the risks to the KCI fuel farm and reserves is recommended during the 

planning and design phase of the project. (See Exhibit X-4, Plan Fuel Storage 

Expansion, in Appendix X), regarding a future expansion concept to show how two 

8,000 bbl ASTs could be added to the existing fuel facility. 

2.6.7 COMMERCIAL VEHICLE STAGING AND DELIVERY LAYOUT 

The fuel farm is located to the north of the Airport on Brasilia Avenue and Bern 

Street. The fuel farm control building has a parking lot capacity for 35 vehicles. 

Commercial vehicles stage at the fuel farm to make deliveries. No additional 

commercial vehicle staging is needed. 

2.6.8 CONTROL VALVE VAULTS 

Control valve vaults will be equipped with motor-operated double block and bleed 

plug valves, low and high flow terminal control valves, and fuel shutoff capability. 

This protocol will be retained for each of the five new Control Valve Vaults installed 

on the airfield. The permanent valve control connectivity and power for all vault 

electrical equipment will be supplied from two dedicated Fuel Control Rooms at 

ramp level in the New Terminal. 


April 2013




DRAFT 

2.6.9 EMERGENCY FUEL SHUTOFF (EFSO) 

Emergency fuel shutoff stations will be located in the vicinity of each aircraft gate. 

When activated, the EFSO station will stop the flow of fuel on that side of the New 

Terminal. Fuel flow shutdown will be accomplished by closing motor-operated 

valves in the associated control valve vault. 

2.6.10 FUELING PLANS 

For additional information about fueling, please refer to Appendix X, Fueling 

Exhibits lly this includes the following plans: 

 

 

 

 

Exhibit F-1: Fuel Site Plan 

Exhibit F-2: Fuel Storage Expansion Plan 

Exhibit F-3: Hydrant Distribution Plan – Temporary Term B&C Fueling 

Exhibit F-4: Hydrant Distribution Plan – Term A Fueling 

DRAFT 


April 2013




DRAFT 

3. TERMINAL REQUIREMENTS 

3.1 Methodologies 

The existing and future capacities of the various functional components of the 

terminal complex were identified for the 2025 and 2030 passenger activity levels 

(PALs) during the KCI Advanced Terminal Planning Study. As described in 

Section 1.3.6, Peak Activity for Enplanements, the design day schedule of July 14, 

2011 was used as a starting point to determine peak hour forecast 

Major data inputs into the New Terminal facility requirements include annual 

enplanements and peak hour passengers both enplaning and deplaning, which are 

shown in Table 3.1-1, Peak Hour Activity Forecast. An assumption for the 

development of the KCI terminal facility requirements included using two types of 

airline operations and their associated peak hour passenger levels, “Preferential 

Use” and “Common Use.” 

Preferential Use passenger levels refer to the peak period for a specific air carrier’s 

operation which may actually occur in a different clock hour than the other carriers. 

These airline specific peak passenger demands reflect an airline’s use agreement 

with the Airport that provides them with the preferred use of certain terminal 

facilities over the other air carriers. Preferential facilities identified included ticket 

and check-in counters, aircraft gates and their holdrooms, baggage claim units, and 

operations offices. 

Table 3.1-1 

PEAK HOUR ACTIVITY FORECAST 

DRAFT 

Passenger Enplanements: 2011 2015 2020 2025 2030 

Annual 5,103,664 5,536,000 6,042,000 6,608,500 7,237,900 

Peak Month Percent of Annual 9.8% 9.8% 9.8% 9.8% 9.8% 

Peak Month 501,630 544,100 593,900 649,500 709,300 

Peak Day Percent of Peak Month 3.4% 3.4% 3.4% 3.4% 3.4% 

Design Day 17,100 18,600 20,300 22,200 24,100 

Peak Hour Percent of Design Day 11.3% 11.3% 11.3% 11.3% 11.3% 

Peak Hour 1,900 2,100 2,300 2,500 2,700 

Source: 

KCAD, Official Airline Guide, Landrum & Brown analysis. 

Common Use peak passenger levels refer to the peak passenger volumes in a given 

“rolling” hour, associated with a group of airlines that share certain facilities in 

common such as aircraft gates and their holdrooms, ticket and check-in counters, 

and baggage claim units. Each airlines’ business model at a particular airport 

station defines whether an airline falls into the category of Preferential Use or 

Common Use. With new emerging technologies such as Common Use Self Service 

(CUSS) and Common Use Passenger Processing System (CUPPS), airports are able 

to use space and facilities more efficiently by allowing each air carrier to share the 

terminal subcomponents such as check-in counters/kiosks and aircraft gates and 

their holdrooms with other airlines on a Common Use basis. 


April 2013




DRAFT 

Since the specific future use airline agreements with KCI are expiring in 2014 and 

are therefore undefined for the 2025 and 2030 forecast horizons, it has been 

assumed that the New Terminal will be a combination of Preferential and Common 

Use agreements. The future terminal facility requirements included in this Study 

assumed that the top three passenger volume airlines will decide to enter into 

Preferential Use agreements with the Airport while the remaining airlines will have 

certain facilities under a Common Use agreement with the Airport. This was 

considered a conservative planning approach for KCI. One of the purposes of the 

requirements program is to reserve sufficient areas for airside, terminal, and 

landside facilities while simultaneously representing a reasonable facilities 

requirement target for generating Rough Order of Magnitude (ROM) capital and 

operations costs for ensuring the New Terminal’s affordability. With this in mind, it 

should be mentioned that if Common Use lease agreements between all of the 

airlines and Airport turn out to be the norm, this could reduce the size of some 

facility requirements, for example check-in counters and baggage claim. 

Other functional area projections in the terminal facility requirements are 

determined by their relationship to the number and type of aircraft or the number 

of gates/seats serving the terminal. These areas of the terminal include airline 

operations space, inbound/outbound baggage operations, and secure public 

restrooms. 

The lack of consistency for the definition of the term “gate” has led to a need to 

standardize the definition when evaluating aircraft utilization and apron 

requirements. It is for this reason that the industry identified and defined the 

NBEG index (see Table 2.2-1, Narrowbody Equivalent Gate Index). This index 

converts gate requirements of diverse aircraft types such as small commuters to 

large widebody aircraft, to an equivalent of the apron capacity of a narrowbody 

aircraft gate. The amount of space or linear frontage each aircraft requires is based 

on the maximum wingspan of aircraft in its respective aircraft group. 

DRAFT 

Another method used for terminal facility comparisons is Equivalent Aircraft (EQA) 

Index. This is a way to look at the capacity of a gate. A good example would be 

ramp equipment (bag carts/containers) required for aircraft arrivals and departures 

at the gate. With EQA, each gate is converted based on the seating capacity of the 

aircraft that can be accommodated. Originally developed in the 1970’s, EQA was a 

technique for sizing terminal facilities when the majority of the aircraft in service 

had 80 to 110 seats, and some larger narrowbody aircraft had up to 150 seats. 

With new larger fleet mixes of regional and jet aircraft, the basis for EQA was 

revised. The EQA is still that of an ADG III narrowbody; however, this aircraft 

category now typically has seats in the range of 145 to 150. The new EQA of 

1.0 that was established uses 145 seats as the baseline denominator. While 

smaller aircraft may use the gate, the EQA capacity is based on the largest 

aircraft/seating typically in use. Table 3.1-2, Equivalent Aircraft (EQA) Index, 

summarizes the EQA of each aircraft group. 


April 2013




DRAFT 

Table 3.1-2 

EQUIVALENT AIRCRAFT (EQA) INDEX 

FAA TAXIWAY DESIGN 

GROUP 

TYPICAL 

SEATS 


EQA 

INDEX 

I Small Commuter 25 Cessna 0.2 

II Medium Commuter 50 SF340/CRJ 0.4 

III Large Commuter 50 ATR/Dash8 0.4 

III Narrowbody 145 A320/B737/MD-80 1.0 

IIIa B757 185 B757 1.3 

IV Widebody 280 DC-10/MD-11/B767/B787 1.9 

V Jumbo 400 B747/A330,340/B777 2.8 

VI NLA 550 A380 3.8 

Source: 

The Apron & Terminal Building Planning Manual for US DOT, FAA by The Ralph M. Parsons Company: 

July 1975 and updated values based on Hirsh & Associates data. 

Programmatic spatial requirements are also based on a particular LOS. 

This analysis represents a LOS C criteria or greater which is considered a good level 

of service with a stable passenger flow, acceptable delays, and good levels of 

comfort during peak periods. The LOS methodology identifies a range of values or 

the ability of capacity to meet demand. 

This type of programmatic approach to sizing facility areas is commonly used as the 

first step during the conceptual planning and can serve as a baseline program for 

the preliminary design of terminal projects. As the process proceeds through 

design areas such as holdrooms, circulation areas, concessions, and other various 

specific use areas, space-based requirements change as a result of professional 

judgment, physical configuration, and cost issues. Additionally, during architectural 

design/development the specific operating requirements of each individual airline is 

taken into account which further refines the overall size of the terminal. The facility 

requirements in this Study is what is needed to support the peak hour passenger 

activity levels and operating assumptions and as such does not represent any 

specific terminal configuration or aircraft gating plan. For this reason the actual 

physical design of the New Terminal may have a square footage total above or 

below the baseline conceptual facility requirements represented in this Study. 

DRAFT 


April 2013




DRAFT 

3.2 Terminal Facility Requirements 

The New Terminal facility requirements are organized into seven general categories 

with various subcomponents in the proposed facilities program which is 

summarized in Table 3.2-1, Existing Facility Inventory and Future Terminal 

Requirements. 

1. General 

o 

o 

Airport Statistics (Annual Enplanements, Peak Hour Enplanements) 

Gates 

2. Airline Space 

o 

o 

o 

Domestic/International Airline Space (Ticketing, Baggage Claim, etc.) 

Other Airline Space (Operations, Checked Bag Screening, etc.) 

Departure Lounges 

3. Concessions Space 

o 

o 

Non-Secure Concessions Space 

Secure Concessions Space 

4. Customs and Border Protection (CBP) 

5. Public Space 

o 

o 

o 

o 

Security Screening 

Circulation (Secure, Non-Secure, General) 

Restrooms 

Other Space 

6. Non-Public Space 

o 

o 

o 

Non-Airline Tennant Space (Airport Admin, Other Tenants) 

Other Space (Misc.) 

Terminal Functions (Maintenance/Janitorial/Storage, 

Mechanical/Electrical/Plumbing (MEP), Structure/Non-Net) 

7. Overall Summary 

DRAFT 

The Table 3.2-1 data compares existing terminal areas based on the 2012 

utilization of existing terminal facilities from KCI lease exhibits to the future 

terminal facility requirements for 2025 and 2030. The table provides this 

comparison in order to identify any deficiencies in the existing facilities relative to 

meeting future demands. 


April 2013




April 2013 

Table 3.2-1 

EXISTING FACILITY INVENTORY AND FUTURE TERMINAL REQUIREMENTS 

MCI Airport 

Terminal Program 

General 

Units 

2012 Existing 

Facilities 

2025 

Recommended 

Facilities 

2030 

Recommended 

Facilities 

General 1 

Overall Airport Statistics 

Annual Passengers 10,207,328 13,217,000 14,475,800 

Annual Enplanements 5,103,664 6,608,500 7,237,900 

Annual Domestic Enplanements 5,059,794 - - 

Annual International Enplanements 43,870 72,000 85,800 

O&D Passengers 4,646,770 6,017,300 6,590,700 

Connecting Passengers 456,894 591,200 647,200 

Peak Hour Passenger Statistics 

Peak Hour Enplaned - Domestic 2,159 2,688 2,944 

Peak Hour Enplaned - International 125 235 257 

Total Peak Hour Enplaned 2 2,159 2,688 2,944 

Peak Hour Deplaned - Domestic 1,619 2,293 2,511 

Peak Hour Deplaned - International - - - 

Total Peak Hour Deplaned 2 1,619 2,293 2,511 

Total Peak Hour 2 3,283 4,282 4,690 

Gates/Positions 

Aircraft Gates/Positions (International in parenthesis) Excl + ComUse Exclusive Use Exclusive Use 

Small Commuter (Cessna) - - - 

Medium Commuter (CRJ/ERJ/BE1) - 4 4 

Large Commuter (CR7/E70) - - - 

Narrowbody (B737/A320) 16 33 37 

B-757 12 - - 

Widebody (B767) 2 - - 

Jumbo (B777/A340/B747) - - - 

NLA (A380) - - - 

Total Gates: 62 37 41 

1 1 Annual Passenger numbers are taken from the Demand Scenario Summary. 

DRAFT 

Total EQA 3 : 69.8 34.6 38.6 

Total NBEG 4 : 64.8 35.8 39.8 

Total Positions: 62 37 41 

2 2 The total peak hour numbers represent the total enplanement/deplanements peak hour and not the sum of the components as each may occur in separate hours. 

3 3 EQA (Equivalent Aircraft) normalizes gate based on seating capacity of accommodated aircraft. 

4 4 NBEG (Narrow Body Equivalent Gate): Used to normalize the apron frontage demand and capacity to that of a typical narrowbody aircraft gate.




April 2013 

Table 3.2-1 (continued) 


MCI Airport 


Airline Space 

Units 

2012 Existing 

Facilities 

2025 

Recommended 

Facilities 

2030 

Recommended 

Facilities 

Domestic Airline Space 

Ticket Counter Exclusive Use Excl+ComUse Use Excl+ComUse Use 

Linear Counter Check-in Positions (Kiosk) pos 142 57(64) 65(72) 

Total Check-in Locations (Kiosk) pos 169 124(128) 138(144) 

Total Linear Position Length lf 650 400 430 

Number of Unassigned Check-in Positions pos - - - 

Total Unassigned Position Length lf - - - 

Counter Area (Includes any curb check) sf 10,210 4,200 4,600 

Ticketing Queue (including any free standing kiosks) sf 12,844 11,700 12,700 

Curbcheck Positions pos 0 6 8 

Airline Ticket Offices sf 12,978 12,000 12,900 

Baggage Claim Common Use Common Use Common Use 

Claim Devices units 14 8 8 

Linear Frontage Required lf 680 980 1,080 

Linear Frontage Programmed lf 1,403 1,280 1,280 

Baggage Claim Hall (Includes Device, Queues & Circulation w/in Positive Claim area ) sf 29,092 48,600 48,600 

Baggage Services sf 9,600 3,900 4,300 

Airline Clubs/VIP Lounges sf 5,742 2,000 2,000 

SubTotal: 80,466 82,400 85,100 

International Airline Space 

Ticket Counter 

Linear Counter Check-in Positions (Kiosk) pos 0 8(0) 12(0) 

Total Check-in Locations (Kiosk) pos 0 8(0) 12(0) 

Total Linear Position Length lf 0 40 60 

Counter Area (Includes any curb check) sf - 400 600 

Ticketing Queue (including any free standing kiosks) sf - 1,000 1,500 

Curbcheck Positions pos 0 0 0 

Airline Ticket Offices sf - 1,200 1,800 

Airline Clubs/VIP Lounges sf - 2,000 2,000 

SubTotal: - 4,600 5,900 

Other Airline Space 

Outbound Bag Make-Up 4 sf 65,483 69,200 81,100 

Inbound Bag Delivery sf 36,464 19,200 19,200 

Baggage Train Circulation sf - 13,800 15,000 

Checked Baggage Screening (TSA Space) 5 sf 20,725 16,400 16,400 

Level 1 Inspection Units (EDS) 6 no 1 3 3 

Airline Operations sf 100,338 93,400 104,200 

Other Airline Offices/Systems and Support sf 19,285 14,000 15,600 

SubTotal: 242,295 226,000 251,500 


DRAFT 

Gates/Positions Excl + ComUse Exclusive Use Exclusive Use 

Small Regional (Cessna/Metro) sf - - - 

Medium Regional (BE1/CRJ,CR7,9/ERJ/SF340) sf 18,447 3,600 3,600 

Large Regional (Q400/E170,175,190) sf - - - 

Narrowbody (A320/B737w) sf 98,535 72,600 81,400 

B-757(winglets) sf 15,636 - - 

Widebody (B767/MD11) sf 6,800 - - 

Jumbo (B747,787,777/A330,340) sf - - - 

Super Jumbo (A380) sf - - - 

SubTotal: 139,418 76,200 85,000




April 2013 



MCI Airport 


US Customs & Border Protection Services (CBP) 

Concessions Space 

DRAFT 

2025 

2030 

2012 Existing 

Recommended Recommended 

Facilities 

Units 

Facilities 

Facilities 

Non-Secure Concessions Space 

Rental Car 

Number of Counters pos 5 6 7 

Counter Area/Offices sf - 2,400 2,800 

Queue sf - 1,800 2,100 

Non-Secure Concessions sf 25,780 10,600 11,700 

Non-Secure Storage sf 8,811 2,700 2,900 

SubTotal: 34,591 17,500 19,500 

Secure Concessions Space 

Secure Concessions sf 18,157 67,577 67,577 

Secure Storage sf 5,722 16,193 16,193 

SubTotal: 23,879 83,770 83,770 

Primary Processing 

Units 

Primary Inspection Booths (Double Counters) units 3 0 4 

Area Primary Inspection Booths sf 837 - 1,500 

Primary Inspection Queue sf 1,186 - 3,800 

Primary Inspection Support sf 2,318 700 700 

SubTotal: 4,341 700 6,000 

Baggage Claim 

Claim Devices Required units 1 0 1 

Linear Frontage Required lf 166 0 450 

Linear Frontage Programmed lf 0 0 300 

Baggage Claim Hall sf 5,182 - 11,400 

SubTotal: 5,182 - 11,400 

Secondary Processing 

Passport Control Check Positions pos 0 1 1 

Area Passport Control Check sf - 200 200 

Area Secondary Waiting sf - 400 800 

Exam Podiums and Baggage Belts (2 belts per unit) units 2 0 0 

Area Secondary Inspection sf 1,146 - - 

Baggage X-Ray Processing (1 X-Ray per unit) units 0 1 1 

Area X-Ray Inspection sf . 1,500 1,500 

Secondary Inspection Support sf 1,075 1,100 1,100 

SubTotal: 2,221 3,200 3,600 

Support Space 

CBP Administration sf 3,554 700 800 

CBP Administration Support sf 2,016 600 600 

SubTotal: 5,570 1,300 1,400 

Other Space 

Sterile Corridor Circulation sf 851 100 3,000 

In-Transit/Sterile Holding Areas sf - - - 

Public Sterile Restrooms sf 727 - 1,000 

General Circulation sf 319 100 2,600 

Greeter Lobby 

Greeter Waiting Area sf 697 - 600 

Other sf - - - 

Baggage Recheck 

Number Recheck Positions pos 0 0 0 

Area Recheck Positions sf - - - 

Queue Baggage Recheck sf - - - 

SubTotal: 2,594 200 7,200




April 2013 



MCI Airport 


Public Space 

Units 

2012 Existing 

Facilities 

2025 

Recommended 

Facilities 

2030 

Recommended 

Facilities 

Security Screening Checkpoint (SSCP) 

Number of Lanes pos 23 14 16 

Queuing Area sf 2,573 6,300 7,600 

Checkpoint Screening Area sf 24,364 24,000 27,100 

TSA Offices sf 5,463 3,000 3,500 

SubTotal: 32,400 33,300 38,200 

Circulation 

Ticket Lobby Circulation sf - 8,800 9,500 

Baggage Claim Circulation sf - 8,500 8,500 

Secure Circulation (Incl. Fire/Service Stairs to Apron) sf - 96,700 107,500 

General Public Circulation (Includes Vestibules, Vert Circ, Corridors) sf 174,378 64,300 69,900 

Public Seating sf 16,129 2,000 2,200 

Domestic Meeter/Greeter Lobby sf 7,000 10,000 10,900 

Transportation (Shuttle Service) & Hotel Courtesy Phones sf 1,144 700 700 

SubTotal: 198,651 191,000 209,200 

Restrooms 

Public Restrooms - Secure sf 5,040 5,600 7,000 

Public Restrooms - Non-Secure sf 17,977 10,900 12,000 

SubTotal: 23,017 16,500 19,000 

Other Space 

Misc Tenant 

American Credit Union (AAFCU), Central Carts, Chapel, USO, USPS sf 8,900 8,900 

Smoking Lounge sf 1,500 1,500 

Other (Displays, Information Counters, Visitors Commission etc) sf 702 700 700 

SubTotal: 702 11,100 11,100 

DRAFT 

Non-Public Space 

Non-Airline Tenant Space 

Airport Administration 

Offices/Support (City) sf 29,326 5,100 5,100 

Airport Police (Includes Locker Facilities) sf 413 2,000 2,000 

Other Tenants 

Misc Tenant sf 3,093 6,600 6,600 

SubTotal: 32,832 13,700 13,700 

Other Space 

Non-Public Restrooms / Lockers sf 22,197 2,700 3,000 

Non-Public Circulation sf 92,993 27,100 29,900 

Other sf 2,642 - - 

SubTotal: 117,832 29,800 32,900 

Terminal Function 

Maintenance/Janitorial/Storage/Shops sf 16,826 7,500 8,500 

Mechanical/Electrical/Telephone/Plumbing sf 101,710 91,900 103,300 

Building Systems (Structure/Non-net/Void) sf 23,533 21,800 24,600 

Exterior - Other (ie Public Gardens, etc) sf - - - 

SubTotal: 142,069 121,200 136,400




April 2013 



MCI Airport 


Summary 

2008-2028 

Source: Landrum & Brown 

Units 

2012 Existing 

Facilities 

2025 

Recommended 

Facilities 

2030 

Recommended 

Facilities 

General 

Annual Enplanements 5,103,664 6,608,500 7,237,900 

Annual O&D Enplanements (%) 4,646,770 (91.%) 6,017,300 (91.1%) 6,590,700 (91.1%) 

Annual Connecting Enplanements (%) 456,894 (9.%) 591,200 (8.9%) 647,200 (8.9%) 

Peak Hour Enplaned Domestic 2,159 2,688 2,944 

Peak Hour Enplaned International 125 235 257 

Peak Hour Deplaned Domestic 1,619 2,293 2,511 

Peak Hour Deplaned International - - - 

Gates/Positions 62 37 41 

Airline Space 

Domestic Airline Space sf 80,466 82,400 85,100 

International Airline Space sf - 4,600 5,900 

Other Airline Space sf 242,295 226,000 251,500 

Departure Lounges sf 139,418 76,200 85,000 

SubTotal: 462,179 389,200 427,500 

Concessions 

Non-Secure Concessions Space sf 42,322 17,500 19,500 

Secure Concessions Space sf 23,879 83,770 83,770 

SubTotal: 66,201 101,270 103,270 

US Customs & Border Protection Services 7 

Design Hour Passengers pax 45 - 257 

Primary Processing sf 4,341 700 6,000 

Baggage Claim sf 5,182 - 11,400 

Secondary Processing sf 2,221 3,200 3,600 

Support Space sf 5,570 1,300 1,400 

Other Space sf 2,594 200 7,200 

SubTotal: 19,908 5,400 29,600 

Public Space 

Security sf 32,400 33,300 38,200 

Circulation sf 198,651 191,000 209,200 

Restrooms sf 23,017 16,500 19,000 

Other Space sf 702 11,100 11,100 

SubTotal: 254,770 251,900 277,500 

Non-Public Space 

Non-Airline Tenant Space sf 32,832 13,700 13,700 

Other Space sf 117,832 29,800 32,900 

Terminal Functions sf 142,069 121,200 136,400 

SubTotal: 292,733 164,700 183,000 

Total 

DRAFT 

Total Functional Terminal Area: 953,722 791,270 884,470 

Total Gross Terminal Area: 1,095,791 912,470 1,020,870




DRAFT 

3.2.3 TERMINAL AREA REQUIREMENTS 

The overall passenger enplanements were forecasted to grow at an annual average 

rate of 1.9 percent per year from approximately 5.1 million enplanements in 2011 

to 7.2 million enplanements in 2030. Peak hour enplanements are forecasted to 

grow from 1,900 passengers in 2011 to 2,900 passengers by 2030. 

As mentioned in Section 2.2.2, Current Conditions, of the 62 available gates 

(66 positions) KCI is currently operating from 30 gates as of 2012 and is forecasted 

to grow to 41 gates by 2030. Widebody aircraft are not predicted to operate 

commercial passenger service over the forecast period with limited B757 

operations, less than one percent, in 2030. However, one gate is held throughout 

the planning horizon for future operating flexibility. 

The narrowbody aircraft was used as the design aircraft and is expected to account 

for the predominant share of passenger operations maintaining 56 percent in 2012 

and 58 percent by 2030. Regional jets are expected to continue to account for a 

steady share of the passenger operations decreasing slightly from 44 percent in 

2011 to 42 percent by 2030. Large regional jets such as the 100-seat Embraer are 

assumed to potentially replace, or offer incremental capacity for the current aging 

100-seat aircraft such as the B717 and DC9 fleets. 

3.2.3.1 Airline Space 

The need for airline service represents a major portion of the passenger processing 

functions of a terminal. It contains all the exclusive areas typically required and 

leased by the airline tenants to support their operations. These functions include 

ticketing, baggage claim, airline operations and support, and departure lounges 

(holdrooms). 

DRAFT 

Airport tenant interviews were held with various station managers during the 2008 

Master Plan. These discussions along with on-site observations during this Study 

were used to determine the adequacy of the various airline functions for conceptual 

planning purposes. It is anticipated that as the New Terminal concept moves into 

the subsequent architectural design/development phase, each individual airline will 

be consulted relative to their individual operational requirements. The airline 

requirements for the New Terminal that represent a conceptual baseline for 

planning purposes are discussed in the following paragraphs. 

Domestic/International Airline Space 

Airline Ticket Counters refers to the area occupied by the ticket counter, ticket 

agents, and the ticket counter baggage belt. It is typically assumed as an exclusive 

use operation for most U.S. airlines. This airline function is based on the peak hour 

origin and destination (O&D) enplaning (departing) passengers, their associated 

early arrival profiles, acceptable service times associated with the check-in process, 

and the percentage of the originating passengers that actually check-in at the 

terminal versus going directly to the gate or checking in at any offsite location. 

Industry accepted planning factors were used in this baseline analysis. 


April 2013




DRAFT 

The typical airline ticket counter has evolved over the past years to include both 

standard agent positions and the self-service electronic kiosk. These kiosks can 

either be converted from in-line counter positions, be free standing in the ticketing 

queue area, or be a combination of both. Each airline typically has their own 

arrangement within the ticketing area, which has reduced the need for some in-line 

counter positions but has increased the amount of queue space needed in the ticket 

lobby. The free standing kiosk is typically referred to as a “Two-Step” process 

where the passenger checks in at the kiosk and the traditional in-line counter 

position becomes the bag drop and additional assistance location. 

Based on a review of the lease drawings and discussions with the Airport, the 

existing terminals have a combined total of approximately 169 possible check-in 

locations for passengers made up of 142 traditional staffed counter positions, 

30 self-service counters or kiosks, and 16 free-standing kiosks. However, with 

FAA’s current 100 percent baggage screening requirements, this number is slightly 

less than what is potentially available with some Explosive Detection Screening 

(EDS) machines occupying the space of potential counter positions and queue area. 

The airlines currently lease around 78 traditional staffed in-line counter positions. 

The 27 in-line kiosks mentioned above were converted from 24 staffed positions for 

a total of 105 linear counter positions. There are also an additional 16 

free-standing kiosks which have various configurations in the ticketing queues for a 

total of 121 equivalent check-in locations. In order to plan for future “equivalent 

positions,” the existing ratio of 1.2 has been retained. This ratio is calculated by 

dividing 121 possible check-in locations by 105 linear positions. 

International check-in functions are included in these domestic totals. Current air 

traffic at KCI includes flights by Air Canada which are handled by United’s check-in 

area, Frontier, and charters. 

DRAFT 

The existing ticket counters at KCI vary in length and configuration based on 

individual airline preferences. Generally they consist of a 6.5-foot double counter 

plus a shared 30-inch bag drop for an average of 4.5 feet per ticket agent position 

compared to a domestic carrier average of 4.25 feet per agent. A planning factor of 

5.5 feet has been assumed for future requirements which also accounts for counter 

breaks for agent access. 

The current 142 traditional linear check-in counter positions between the three 

terminals at KCI account for a total length of 650 feet. The future requirement of 

430 linear feet is based on an exclusive and common use of 65 standard in-line 

counter positions which were calculated from the individual airline’s peak hour 

requirements. Equivalent positions would translate to 72 check-in locations of 

which eight would occupy ticket queue space based on the current ratio. 


April 2013




DRAFT 

The existing ticket counter area measures approximately 10,210 square feet, of 

which 4,690 square feet is unoccupied. Most of the existing counter areas measure 

between ten and 16 feet from ticket counter face to the back wall and are 

dependent on each airline’s operational setup. Based on an industry standard 

depth of ten feet from the face of the ticket counters to the back wall behind the 

counters, 4,600 square feet would be needed by 2030. 

The ticketing queue is a function of the counter frontage and the acceptable 

planning depth for passenger queuing in front of the counter positions. 

The existing depth for all three terminals at KCI varies based on each airlines’ 

ticketing configuration but is generally 21 feet deep on average. A future depth of 

30 feet has been used to account for required queue space needed for the area 

taken up by any free standing kiosks and their passengers. The existing area 

measures 12,840 square feet and accommodates the recommended existing facility 

requirement of 12,800 square feet. By 2030 an area of 12,700 square feet will be 

needed to adequately handle the 65 linear counter positions or 72 equivalent 

check-in locations. 

The Airline Ticket Office (ATO) refers to the office area leased to the airlines and is 

generally located directly behind or adjacent to the ticket counter to provide 

support functions for the ticket agents and other airline administrative space. 

However, this space can be located in other terminal areas, as necessary. 

Typically, the ATO space is 25 to 30 feet deep along the full length of the ticket 

counters. At KCI, all of the airline ATO offices are located adjacent to the counters 

or up on the mezzanine levels. The existing offices are located in 12,978 square 

feet with most of this space accounted for on the mezzanine levels of the terminals. 

However, the offices located adjacent to the ticket counters are generally too small. 

The future ATO requirement of 12,900 square feet is based on a depth of 30 feet 

along the 430 linear feet of required ticket counter. 

DRAFT 

The Baggage Claim (Domestic) area is occupied by the baggage claim devices and 

the queuing area for active claiming. Baggage claim requirements are primarily 

based on the percentage of deplaned terminating passengers in a peak 20-minute 

period, the percentage of those passengers checking bags, and to a lesser extent 

the number of bags checked. Because most passengers arrive at the claim area 

before their baggage arrives there should be sufficient claim frontage to 

accommodate the concentration of these peak passengers. This analysis focused 

on using the existing preferential use claim areas for future requirements. 

The existing claim devices range in size from 85 linear feet of frontage to 150 feet 

with an overall length for all devices of 1,403 feet. Analysis shows that American 

and Northwest’s small claim devices of less than 100 linear feet are generally too 

small for their current demand. The future recommended size of claim devices is 

150 linear feet, which would adequately handle passengers from a typical 

narrowbody aircraft with multiple flights by smaller regional aircraft. The existing 

recommended claim frontage was 1,400 linear feet, or 12 devices, suggesting that 

the existing planning factor of 0.5 linear feet per peak hour terminating passenger 

is adequate to handle the current activity at KCI. However, given the larger 

suggested devices, the future planning factor has been increased to a more typical 


April 2013




DRAFT 

1.5 linear-foot per peak hour terminating passenger. This results in a need of 

1,080 linear feet by 2030. The total provided claim length of 1,280 linear feet 

results in eight claim devices. 

The recommended size of the baggage claim hall area is 35 square feet per linear 

foot of claim area to provide adequate queuing and circulation space. The existing 

claim area of approximately 29,092 square feet is undersized to meet the 

suggested 42,600-square foot requirement. This is primarily due to the shallow 

claim retrieval areas which often measure between 3.5 feet and 14 feet. 

The existing general circulation area often serves as the retrieval and circulation 

area for most of these devices. The future demand will require 48,600 square feet 

of claim hall or approximately 16 square feet per peak hour deplaned terminating 

passenger. 

Baggage Services includes the area of baggage service offices which are leased to 

the airlines. Typically these offices are only required by airlines with sufficient 

activity to warrant staffing. Currently, there are 11 offices totaling 9,600 square 

feet that include 3,911 square feet in four unassigned offices resulting in a planning 

factor of 720 square feet per leased office. The future planning factor of 

one-square foot per design hour passenger results in a need of 4,300 square feet 

by 2030. 

Presently there are no Airline Clubs/V.I.P. Lounges operating at KCI. Such facilities 

are typically, but not exclusively provided by the dominant carrier at an airport. 

These facilities are generally determined by each airline’s criteria for level of 

passenger activity and the type of markets being served by the airport. 

The current planning ratio of 2,000 square feet per club was used to determine the 

future 2030 requirement of 2,000 square feet. 

Other Airline Space 

DRAFT 

The Outbound Bag Make-Up area is directly behind the airline offices and is used for 

the accumulation, storage, and make-up of outbound baggage from the ticket 

counter and curbside check-in areas. This space typically consists of the make-up 

units, baggage train circulation and maneuvering lanes, the tug/cart staging areas, 

and in some cases, the Transportation Security Administration (TSA) baggage 

screening EDS devices. Most of the airlines at KCI reported having adequate 

operation space except for U.S. Airways and Southwest Airlines that reported 

having inadequate space during the 2008 MP. A method for providing a consistent 

basis for baggage system planning involves using the EQA as previously described 

in Section 3.1, Methodologies. The existing leased preferential make-up areas 

totaled 70,740 square feet for a planning ratio of 2,000 square feet per EQA. Using 

this existing ratio, the future 2030 demand would require 81,100 square feet of 

space. 

The Inbound Bag Delivery area is used to feed bags to the baggage claim devices. 

The existing area measures 36,464 square feet and most airlines reported this as 

adequate although, as with their outbound area, US Airways and Southwest Airlines 

reported a shortage of space as did American Airlines during the 2008 MP. 


April 2013




DRAFT 

This existing area of 36,464 square feet resulted in a planning factor of 22 square 

feet per peak hour deplaned terminating passenger compared to an industry 

standard of eight to ten square feet, which suggests the existing area is adequate 

to handle the current demand. Using a more typical 8.4 square feet, the 2030 

demand would need 19,200 square feet of area. 

Currently, Checked Baggage Screening for possible explosives is being 

accomplished via nine stand-alone units on the passenger service level in the 

ticketing area. Future program requirements assumed a centralized screening area 

that would operate on an in-line system integrated into the make-up system. EDS 

requirements were based on 63 percent of the 2007 schedule departing passengers 

in the peak 30 minutes of the peak hour. A processing rate of 400 bags per hour 

per EDS unit with 60 percent of the originating passengers checking bags and 

1.5 bags per passenger has been assumed. The 2030 demand year results in a 

need for 16,400 square feet which includes the area needed for primary and 

secondary units, conveyors, offices, and circulation. 

The Airline Operations area is used by the airlines for their everyday operations 

which includes the apron level support spaces for aircraft crew, aircraft servicing, 

and other related support facilities. A program area is typically based on the 

number of gates determined by using an EQA related methodology. The demand 

for operations space is a function of the size and number of aircraft being served 

based on individual airline operating policies. 

There are currently 100,300 square feet of apron level operations, of which 

approximately 32,740 square feet is leased to the airlines. Most of the airlines 

reported having adequate operations space with the exception of Southwest and US 

Airways during the 2008 MP. The current leased square foot per EQA ratio is 950 

which is at the lower range for spoke airports. The existing available ratio is a 

more reasonable 2,700 square feet per EQA and this has been used for future 

planning requirements. The 2030 demand level requires 104,200 square feet of 

space. 

Other Airline Offices/Systems and Support areas, such as centralized ground power, 

preconditioned air, computer rooms, etc. have been included in this category. 

A typical allowance of fifteen percent of the airline operations space has been used 

and should be considered as supplemental to the overall mechanical and electrical 

systems area in the program. The future 2030 demand level requires 

15,600 square feet. 

Departure Lounges (Holdrooms) 

DRAFT 

In evaluating the capacity of the holdrooms, physical location and proximity to the 

gate are important factors to consider. The available holdroom space needs to be 

relatively close to the gate. Multiple gates with adjacent holdrooms typically have 

additional boarding space capacity resulting from sharing holdroom seating 

between the gates. These factors were taken into consideration when evaluating 

the future requirements. 


April 2013




DRAFT 

Holdrooms are based on the mix of gates and the average seating capacity of each 

aircraft design category. These areas generally consist of the passenger seating 

area, the airline’s podium and associated queue space, the loading bridge egress 

corridor, circulation, and any additional square footage allowances for areas such as 

telephone banks, child play areas, etc. 

When sizing these areas the amount of seating area is typically based on an 

industry standard of 80 percent of the aircraft seating capacity. Of this percentage 

a range from 50 to 80 percent is allocated to the number of passengers seated with 

the remaining 20 to 50 percent standing. At KCI, a typical planning ratio of 

80 percent seated and 20 percent standing has been applied. 

The physical layout of the holdroom consists of a 180-square foot wide (six feet) 

loading bridge egress corridor with an assumed average 30-foot deep holdroom. 

Current holdrooms average a 45-foot depth which accounts for the unique 

operational layout of the three terminals. This extra depth is needed to allow for 

the inclusion of the decentralized security screening checkpoints, restrooms, and 

small concessions areas that occupy space within the secure perimeter. 

The podium position area and associated queue space is allocated at between 90 to 

115 square feet. Existing holdrooms are paired or clustered. This grouping 

together of holdrooms has made it possible to reduce the physical amount of 

holdroom seating area needed. A ten percent reduction in the seating areas at KCI 

has been assumed for the future requirements. Additionally, to reflect the specific 

operating characteristics of airlines with frequent flights and short ground times, 

like Southwest’s operation, a heavy utilization factor of 30 percent has been used. 

This factor takes into account the additional passengers from more than one flight 

at the gate at the same time. 

The average seating capacities and recommended holdroom sizes are summarized 

in Table 3.2-2, Passenger Holdroom Typical Areas, below. 

Table 3.2-2 

PASSENGER HOLDROOM TYPICAL AREAS 

FAA TAXIWAY DESIGN GROUP 

DRAFT 

TYPICAL 

SEATS 


AREA (SF) 

I Small Commuter 25 Cessna 550 

II Medium Commuter 50 SF340/CRJ 810 

III Large Commuter 50 ATR/Dash8 1,240 

III Narrowbody 150 A320/B737/MD-80 2,400 

IIIa B757 185 B757 3,000 

IV Widebody 280 DC-10/MD-11/B767/B787 3,700 

Source: 

FAA AC 150/5300-13, Airport Design, Hirsh & Associates, and Landrum & Brown 


April 2013




DRAFT 

The existing holdroom capacity at KCI is approximately 132,618 square feet, of 

which 86,826 square feet is currently being leased by the airlines. 

The recommended holdroom area is 68,200 square feet which is less than the 

existing available area. During the 2008 MP most of the airlines reported having 

adequate holdroom area, but United has said their holdrooms are generally too 

small. Analysis of their existing holdroom area suggests the area is adequate to 

handle their current schedule. However, given the fact that area includes security 

and restrooms along with the varying depth of the seating area, this could suggest 

there are times when the area is at, or over capacity. This could generally be said 

for all the holdroom areas. The 2030 demand level requires 85,000 square feet. 

3.2.3.2 Concessions Space 

This category of the terminal space program represents all of the areas devoted to 

commercial concessions that generate revenue for the Airport. In general, these 

include food/beverage, news/gift/sundry (business centers, shoe shine, barber 

shops, specialty stores, etc.), rental car (RAC), and other revenue-generating 

functions. These amenities provide the passenger with necessary services and 

discretionary goods and services during the processing function, and provide vital 

revenue to the Airport. 

A general planning rule suggests approximately ten percent of public space should 

be allocated to concessions with a recommended 80 to 90 percent of the total 

concessions area allocated to the secure side of the terminal beyond security. 

The remaining 10 to 20 percent should be in the non-secure or landside area of the 

terminal area. Approximately four percent of the public area at KCI is allocated to 

concessions space and about 90 percent of the revenue generating area in the 

non-secure area of the terminals, with the majority of this being allocated to the 

mezzanine levels. This is due to the unique operational layout of the three 

terminals and suggests a need for more revenue generating concessions space. 

DRAFT 

Accepted industry standards recommend approximately 1,500 square feet of total 

concessions space per 100,000 annual enplanements (ANNEP). KCI currently has 

44,460 square feet of concessions resulting in a ratio of 620 square feet per 

100,000 ANNEP. For future terminal area space requirements a ratio of 

1,300 square feet per 100,000 ANNEP, with a split of 80 percent secure and 

20 percent non-secure has been used. The existing recommended concessions 

program results in an area of 66,350 square feet or approximately ten percent of 

the public area. The future 2030 demand requires 83,770 square feet of space. 

An additional area is typically reserved for storage and service areas which is equal 

to 25 to 35 percent of the total concessions space program. These areas typically 

include storage areas, preparation kitchens, employee lockers, loading docks, trash 

compactors, and concessionaires’ administrative offices. At KCI this existing area 

equals approximately 14,010 square feet or 55 percent of the public area. A more 

typical 25 percent has been used for future space requirements, which reflects the 

type of concession operations at KCI. The result is a need for 16,200 square feet 

by 2030. However, this initial estimate for future requirements should be reviewed 

by the concession operators. 


April 2013




DRAFT 

It should be noted that this space does not account for any RAC facilities because 

this area will be located in the new remote consolidated RAC site. Any future 

requirements are still considered to be remote. 

3.2.3.3 U.S. Customs and Border Protection Services (CBP) 

The CBP, often referred to as Federal Inspection Services (FIS), are required by law 

for the processing of international passengers into the U.S. and its priority mission 

is homeland security. It consists of U.S. government agencies which include 

U.S. Immigration and Naturalization Services (INS), U.S. Customs Services (USCS), 

Animal and Plant Health Inspection Services (APHIS), and Public Health Services 

(PHS). CBP facilities consist of passenger processing areas for each agency as well 

as required support space for offices, maintenance, and other areas. 

The future program’s facility requirements and processing functions are assumed to 

reflect that of a two-step process adopted nationally. In this procedure all 

international arriving passengers are subject to primary inspection by the INS and a 

secondary more selective inspection in the secondary processing function by 

U.S. Customs. Although this is a national policy, implementation may vary at each 

airport based on local conditions and annual activity levels. This is the case at KCI 

where currently the INS and Customs are combined in the same space. 

An interview with CBP, held during the 2008 MP, revealed annual activity at 

35,000 to 40,000 passengers as compared to the current 43,870 passengers per 

year. The majority of passengers are U.S. citizens coming from Mexico for which 

processing is fairly simple. The CBP estimated an average throughput of 

approximately 100 passengers per half hour. The current international service is 

provided by Air Canada through their contract carrier, Jazz, year round and 

seasonally by Frontier. Southwest is assumed as a potential international service 

carrier in the future. All flights from Canada into KCI are pre-cleared. Gate 90 in 

Terminal C handles these international inbound arriving passengers. This is an 

arrival gate only with no associated holdroom space for outbound passengers, 

which means the CBP can handle only one arrival flight at a time. They have 

operated in their current configuration for years and for the most part this facility is 

adequate for the current passenger volumes. Some exceptions have been noted 

such as: 

 

 

DRAFT 

Inadequate exit area to the meeters/greeters hall. Line-of-sight issues to the 

Immigration/Customs area allows visitors to take pictures of passengers as 

they process, which is considered a security issue for the agencies. 

CBP would like some sort of visual barrier to prevent this from occurring. 

CBP has expressed a desire for more record storage, electrical outlets, and 

functioning shower/locker facilities. Currently there is no hot water for these 

areas. 

The future CBP agency inspection and support area requirements are based on the 

CBP, Airport Technical Design Standards Passenger Processing Facilities, 

August 2006 document. CBP space requirements are sized for a capacity stated in 

terms of passengers per hour and the type of facility planned for such as small 

(under 800 passengers/hour), medium (800 to 2,000 passengers/hour), and large 


April 2013




DRAFT 

(greater than 2,000 passengers/hour) airports. KCI, under these scenarios, would 

fall under the small airport category processing, less than 200 passengers/hour. 

The recommended future layout, space permitting, would have Primary Inspection, 

baggage claim, and Secondary Inspection on one level with other offices and 

support space on different levels as needed. At a minimum the Secondary 

Inspection and Support area needs to be on the passenger processing level for 

direct access. 

As previously mentioned, CBP considers the current 19,910 square feet to be 

adequately sized for the current passenger volumes. However, the current 

recommended size for this function is 29,100 square feet which in turn represents a 

need for more space in the individual agency areas such as in their support 

functions. For future planning the CBP functions have been sized to handle the 

future 2030 forecast level of 275 passengers per hour resulting in a facility of 

approximately 29,600 square feet. Fully staffed however, the CBP facilities can 

handle 400 passengers an hour with a 90 second per passenger turn over time. 

The baggage carousels are sized to roughly the same capacity (450-600 passenger 

per hour assuming two bags per passenger). CBP may evaluate the airport’s traffic 

projections on a case-by-case basis and update any requirements as needed. As a 

result, certain agency functions may be combined or left out of the program all 

together. 

3.2.3.4 Public Space 

Security Screening Checkpoint (SSCP) 

DRAFT 

This area of the program is dedicated to the TSA space for screening departing 

passengers. Future planning requirements are based on the Recommended 

Security Guidelines for Airport Planning, Design and Construction, March 2011, 

document published by the TSA. 

These areas generally include two types of screening configurations. The “2 to 2” 

module includes two lanes with two x-rays per two magnetometers with a footprint 

of 29 feet by 42 feet. An additional ten feet of depth has been added downstream 

for reconciliation of passenger baggage and personal belongings. Overall, this area 

requires 754 square feet of space. 

The second module type is the “2 to 1” or two lanes consisting of two x-rays per 

one magnetometer with a footprint of 22 feet by 44 feet with an additional ten feet 

of depth downstream for a total of 594 square feet of space. The “2 to 1” module 

type is becoming more prevalent, according to TSA, in that it provides greater 

flexibility for staffers to work among different checkpoint lanes. These modules 

generally consist of the primary screening areas and their equipment, and a 

secondary search area (holding or wanding area). Additional area needs to be 

added will be for passenger queuing and exits, and space permitting, area for TSA 

offices. 


April 2013




DRAFT 

Currently KCI has nine security checkpoints, one for each airline, down from 11 in 

2006. Southwest uses two checkpoints for their holdroom areas. This operation is 

unique only to KCI in that it decentralizes security to each of the boarding gate 

areas thereby reducing the capacity of the holdrooms themselves. KCI currently 

has at least one x-ray machine per checkpoint but if that one machine goes down it 

essentially delays the airline until the machine is fixed. In some cases they have 

changed the current setup to include one magnetometer per two x-ray machines 

which has saved valuable space. Another disadvantage to this operation is that it 

spreads the function between three terminals, making it difficult to move TSA staff 

between positions. KCI also has a very high re-screen rate of 25 to 30 percent 

compared to the national average of just four percent. This is generally attributed 

to passengers leaving the holdroom area to go to the concessions area. It should 

be noted that this percentage was reduced from about 34 percent with the addition 

of bathrooms in the holdroom areas which again reduced the effective passenger 

capacity of the area. TSA has also expressed an interest in having a centralized 

training area in each terminal and more break rooms. TSA at KCI is capable of 

processing around 200 passengers per hour and in some instances have done as 

many as 300 per hour. 

For future planning requirements, a throughput of 150 passengers per lane per 

hour has been used which is more typical of what is being surveyed in the industry 

but should be reviewed periodically as activity levels change. A more centralized 

security area has also been established in the terminal core, split between two 

checkpoints, but it is also dependent on the final terminal conceptual layout. 

A module of “2 to 1” with a queuing depth of 30 feet has been used. Security 

screening lanes and area requirements are a function of the peak ten-minute 

throughput per number of required check-in positions. A processing time of 

20 seconds per passenger has been used for this analysis. 

The combined total of the security screening functions at KCI equals approximately 

24,200 square feet between the three terminals. The existing recommended total 

of 9,600 square feet is a direct result of a more centralized security screening area. 

The future 2030 demand requires an area of approximately 38,200 square feet. 

Circulation 

DRAFT 

The following categories represent the public circulation areas within the terminal 

and concourse areas which include the ticket lobby, baggage claim, secure 

circulation, general circulation, public seating areas, a meeters/greeters lobby for 

arriving passengers, and additional space for areas such as transportation and hotel 

courtesy phones. Each of these categories is described below. 

Ticket Lobby Circulation space is within the ticket lobby area leading up to the ticket 

counter queue. It is generally used for cross-circulation from the ticket counter to 

the security checkpoint areas. The current circulation depth within the three 

terminals ranges from 15 to 25 feet. A future planning requirement of 25 feet has 

been used for this analysis. Given KCI’s operational layout, what is considered 


April 2013




DRAFT 

general circulation in the programmed area is used for the ticketing areas as well. 

Therefore, no existing ticket lobby circulation area is tabulated. The 2030 demand 

year requires 9,500 square feet of space. 

Baggage Claim Circulation represents the main circulation area adjacent to the 

claim area. As with the ticket lobby, the general circulation area handles the claim 

area circulation and, therefore, no square footage areas have been tabulated in the 

existing facility program. A depth of 25 feet for cross circulation along the full 

length of the claim area has been used for this analysis. By 2030 an area 

8,500 square feet would be required. 

Secure Circulation is all the area beyond the security checkpoint areas and consists 

primarily of the central corridor of the concourses and any adjacent egress stairs on 

the holdroom level. Again, given the unique operational layout of the three 

terminals, there are essentially no secure circulation areas except those areas that 

include any connecting holdrooms and vertical circulation elements such as those 

found in Terminal A, leading from Gate 6 down to the apron level holdroom area for 

Air Midwest on Gates 1 through 5. For future planning 45-foot, double-loaded 

corridors (i.e. gate holdrooms on both sides of the concourse) have been assumed 

which is a typical planning standard for longer concourses requiring moving walks. 

For areas not requiring assisted passenger movement a single-loaded corridor of 

30 feet is standard. 

The future calculated area is based on NBEG or an area per equivalent concourse 

length determined by gates. However, the actual amount of secure circulation will 

depend on the specific proposed concourse configurations and whether they consist 

of gates on one or both sides of the corridor. Using a 45-foot double-loaded 

concourse requires approximately 2,700 square feet per NBEG. The future 2030 

demand year requires 107,500 square feet of secure circulation. 

DRAFT 

The General Circulation area of the program includes all the other areas of 

circulation that make up the non-secure public functions of the terminal and include 

areas such as vertical circulation elements, corridors, and any other architectural 

spaces that tie the functional elements of the terminal together. For the New 

Terminal a planning standard of 15 percent has been used, which is typical for 

similarly sized terminals. The future requirement of 69,900 square feet is 

recommended to meet the 2030 planning level year. 

Public Seating includes the general waiting areas near the ticket lobby, baggage 

claim area, and concessions. Currently, the public seating areas are located in 

between the vestibules and diagonally across from each of the airlines’ baggage 

claim areas. The typical planning standard is to provide seating for approximately 

15 percent of the peak hour departing passengers and their well-wishers along with 

the meeters/greeters for the arriving passengers. Since no survey data was 

available for the historic ratio of visitors to passengers, a typical ratio of 

.05 visitors/passengers was used along with a LOS C standard of 15 square feet per 

seated passenger/visitor. Analysis shows the existing area of 16,129 square feet of 

seating is more than adequate to meet the current demand and exceeds the 


April 2013




DRAFT 

recommended existing area of 1,400 square feet. This is generally due to the 

operational layout of the terminal and the dedicated baggage claim areas. 

The future 2030 demand year requires 2,200 square feet of space. 

The Domestic Meeters/Greeters Lobby includes the functional space required to 

accommodate the arriving passenger’s meters/greeters in and around the baggage 

claim area of the terminal. The calculations include factors such as peak hour 

arriving passengers, visitor to passenger ratios, square feet per visitor, and average 

dwell time per arriving passenger and their visitors. For this analysis a typical 

15 visitor per passenger ratio has been assumed along with a LOS C standard of 

20.5 square feet per passenger/visitor factor. Dwell times used for passengers and 

visitors were five minutes and 30 minutes, respectively. As stated previously, since 

the general circulation area of the existing terminals serve the ticket lobby and 

baggage claim area, circulation requirements for meters/greeters lobbies do not 

exist. The 2030 demand year requires a total area of 10,900 square feet for a 

domestic meeters/greeters lobby to meet the projected peak hour level of activity. 

Currently KCI has approximately 1,144 square feet of area allocated to 

Transportation and Hotel Courtesy Phones which is located in each of the airlines’ 

baggage claim areas. With the replication of terminals and exclusive claim areas, 

this area is generally oversized to meet current demand levels of activity. A typical 

planning standard of 90 to 110 square feet per 1,000,000 annual enplanements is 

used. For this analysis a factor of 110 square feet has been used. This results in 

an area of approximately 700 square feet required for the transportation and hotel 

courtesy phone area by the year 2030. 

Restrooms 

DRAFT 

This category represents the area of public space allocated to passenger restroom 

facilities. The program has been divided between the non-secure (ticketing, 

baggage claim, and concessions areas) and secure (concourse areas beyond 

security) portions of the terminal and related concourses. 

Restrooms by code should have as many toilets for women as toilets and or urinals 

for men. Based on the airport’s lease drawings the majority of the restrooms have 

more fixtures for men than women. The exception is where restrooms have been 

located inside the holdroom areas where the ratio is equal. Planning factors are 

based on a typical 2.5-square foot per peak hour total O&D passenger and their 

visitors for non-secure areas, and a restroom module located in the secure 

concourse areas for every eight EQA. The typical module for concourses serving 

O&D activity is 1,600 square feet which includes both men’s and women’s facilities. 

The existing non-secure area measures approximately 17,977 square feet while the 

secure area measures only 5,040 square feet. This is due to the current functional 

layout of the terminals because of the limited area available inside the secure 

holdroom areas. An existing recommended non-secure/secure area requirement is 

8,400 and 5,600 square feet, respectively. The 2030 demand level year requires 

an area of 10,900 square feet for non-secure areas of the terminal and 

5,600 square feet for the secure concourse area locations. 


April 2013




DRAFT 

Other Space 

This category accounts for miscellaneous tenant space which includes areas such as 

business centers and shuttle services. Other areas accounted for include display 

areas, information counters, etc. A planning factor of ten square feet per 100,000 

ANNEP has been assumed for the miscellaneous tenant and business center 

requirement, 20 square feet for shuttle services, and five square feet for the 

information counters and display areas. The total 2030 requirement is for 

approximately 11,100 square feet. 

3.2.3.5 Non-Public Space 

Non-Airline Tennant Space 

This category includes the “back of house” area that is not accessible to the public 

and generally consists of areas such as airport administration (if not in a remote 

location), airport police, and any airport-related offices and support space. 

Airport Administration represents the total area devoted to airport administration 

including city space functions. It generally consists of reception areas, offices, 

conference rooms, storage areas, work areas, and rooms for special events such as 

VIP press conferences, and other airport-related operations space such as airport 

police. The requirements for airport administration are a function of staffing 

generated by the airport. This area is principally located in an office complex 

adjacent to the terminal; however, some space can be allocated within the terminal 

area itself. A review of the airport lease drawings shows there is approximately 

29,300 square feet of administration/operations space within the terminal area. 

No change is anticipated for the New Terminal, but future space requirements 

should be reviewed by the KCAD. 

Other Tenants accounts for any other miscellaneous tenant space within the 

terminal area. A planning factor of ten square feet per 100,000 ANNEP has been 

used for the analysis. The 2030 demand year requires approximately 6,600 square 

feet of additional space. 

Other Space 

DRAFT 

This category accounts for the non-public restroom facilities and circulation areas 

typically found in airline operations and airport administrative space. 

The majority of Non-Public Restrooms, which in some areas include locker space, 

are accounted for on the apron level of all three terminal buildings. The existing 

area is approximately 22,197 square feet. The current ratio of non-public space to 

non-public restrooms has been used for future planning requirements and results in 

an area of 2,900 square feet required for non-public restrooms by 2030. 

The Non-Public circulation area provides access to the airline operations, airport 

administration areas, concessions, support, and other areas typically not used by 

the traveling public. Typical planning standards base this on 10 to 15 percent of 


April 2013




DRAFT 

the non-public functional areas. KCI has a relatively high ratio of 30.4 percent 

which can be attributed to the overall operational layouts of the three terminals. 

It should also be noted that this area of the program is often a matter of 

interpretation by the consultant as to whether or not to include this space in the 

public or non-public category. For future planning requirements a ratio of ten 

percent has been used requiring an area of 26,400 square feet for non-public 

circulation by 2030. 

Terminal Function 

This category accounts for all the mechanical, electrical, utility, janitorial, storage, 

and shop areas as well as the structure and non-net areas of the building. 

These areas combined with the other functional areas of the terminal and concourse 

locations create the total gross footprint of the building. 

The Maintenance/Janitorial/Storage/Shops area accounts for the building 

maintenance facilities and consists of shops, storage, office space, circulation, and 

janitorial closets. Typical planning standards require one to two percent of the total 

functional areas. For this analysis 1.5 percent has been used, which closely reflects 

the existing ratio of 1.6 percent. The existing recommended area of 11,200 square 

feet reflects the future consolidation of a single terminal building. 

The 2030 demand level requires 8,500 square feet for the building maintenance 

facilities. 

The Mechanical/Electrical/Telephone/Plumbing area of the program includes all the 

utility support areas for the terminal and is generally a percentage of the enclosed 

functional areas of the terminal, typically 10 to 12 percent. Recent trends in 

computer systems, telecommunications, and other building-related systems have 

increased the demand for these areas within the terminal building. Some of these 

areas can be accommodated in the airline operations area, whereas common use 

systems need to be located in the airport-controlled areas. For this analysis 

12.2 percent of the functional area has been used which is an increase from the 

existing 11.2 percent ratio. The existing area of 101,710 square feet is adequate to 

meet the current activity level experienced by the Airport. The total 2030 

requirement is 103,200 square feet for utility support areas. 

DRAFT 

The Building Systems (Structural/Non-Net/Void) ties together all the previous 

functional elements of the program to provide a better estimate of the total gross 

building area. Unusable space or special structures, often make up this category of 

the program, and depending on how the gross areas are determined, a factor of 

two to five percent is typically added for this category. 

The existing terminal gross area was taken from the airport terminal space 

allocation drawings. All functional elements were then added together and 

subtracted from the gross area footprint per terminal to calculate the non-net areas 

of the three buildings. A ratio of three percent has been used for this analysis 

resulting in a requirement of approximately 24,500 square feet by 2030 for building 

systems area. 


April 2013




DRAFT 

3.2.4 SECURITY SCREENING CHECKPOINT CONSIDERATIONS 

Since the formation of the TSA, the layout of Security Screening Checkpoints 

(SSCP) has evolved. Some of this evolution is due to equipment standardization by 

the TSA, but some is due to advancements in technologies. For example, the 

traditional x-ray machines are being replaced by dual-view machines that can 

provide images in two directions as well as classify objects based on molecular 

weights. Another example of technology changes includes the addition of 

equipment such as the Advanced Imaging Technology (AIT) equipment and 

Explosive Trace Detection (ETD). The future will continue to see the advancement 

of technology that could include Liquid Explosive Detection (LED) equipment, as 

well as further advances in the carry-on baggage x-ray technology, and higher 

capacity/higher speed AIT type equipment. 

3.2.4.1 Checkpoint Layout 

TSA currently publishes guidelines for SSCP layouts that include the various 

equipment types being utilized across the country. The latest version of the 

standard was issued in October 2012, and provides the overall equipment base 

configurations. The space planning criteria has continued to evolve based upon the 

information gathered about the overall operation of the current configurations. 

One of the parameters noted recently pertains to throughput in lanes that utilize 

AIT units as the primary passenger screening device. The traditional lane 

configuration included two x-ray machines to screen carry-on baggage, with a 

single, shared Walk Through Metal Detector (WTMD) between the two x-ray lines. 

This was based upon the x-ray machine throughput versus the WTMD throughput. 

The WTMD throughput was fairly high, but the WTMD units have been supplanted 

by AIT units that have much lower throughput. At the same time, airlines have 

implemented checked baggage fees, which increased the quantity of screened 

carry-on baggage. Between these two factors, the TSA now recommends that each 

x-ray machine have a dedicated AIT/WTMD instead of the shared lane to equalize 

throughput. This approach increases the overall width of each processing lane. 

3.2.4.2 Throughput 

DRAFT 

The throughput of a SSCP lane is based upon several factors that include travel 

experience of the passengers, the type of equipment in use at each airport, and the 

overall configuration among other factors. One consideration to study is the impact 

of implementing the TSA Pre✓ program. This program is used to pre-screen 

frequent flyer passengers and determine the possible threat that each passenger 

could pose to commercial aviation. For passengers that are part of the Pre✓ 

program, the screening requirements are reduced, allowing the passenger to leave 

liquids and electronics within bags, leave on shoes and belts, and use WTMD type 

equipment instead of AIT equipment. This equates to faster throughput for these 

lines than that of a standard SSCP lane. However, the current TSA randomly 

selects people in the Pre✓ program to process through the more stringent regular 

passenger screening lanes. This also holds true for some international flight 

exclusions as well. Based on experience with the program, the percentage of 

people allowed through the Pre✓ lane is far lower than the percentage that are 


April 2013




DRAFT 

enrolled, creating much longer queue lines and much slower processing times than 

would be expected. While it is expected that this will improve in the future, it is 

important to note that being in the Pre✓ program does not automatically ensure 

that a person will be allowed to process through the Pre✓ lane. For purposes of 

this analysis, the throughputs shown in Table 3.2-3, Expected Passenger 

Throughputs per Lane Type, are expected. Also, in order to account for different 

possible scenarios, percentages will be calculated for each year to show a possible 

range of lane requirements, as shown in Table 3.2-4, Checkpoint Lane 

Requirements. 

Table 3.2-3 

EXPECTED PASSENGER THROUGHPUTS PER LANE TYPE 

Lane Type Throughput Notes: 

TSA Pre✓ Lane/Trusted Traveler 5.0 

Standard Passenger Lane with AIT 2.4 

Special Assistance/Family Passenger 

Lane 

Source: 

Ross & Baruzzini 

Table 3.2-4 

CHECKPOINT LANE REQUIREMENTS 

1.5 

Based on observed throughputs at 

existing facility at KCI 

Based on observed throughputs at 

existing facility at KCI 

Checkpoint Lane Types 

Percentage of Passengers 

TSA Pre✓ Lane/Trusted Traveler 10% 25% 50% 

Standard Passenger lane with AIT 85% 70% 45% 

Special Assistance/Family Passenger Lane 5% 5% 5% 

Source: 


DRAFT 

The TSA Pre✓ program is still fairly new, so the long-term percentage of 

passengers that will enroll in this program is unknown. Some estimates place 

participation as high as 75 percent of the passenger population, but this is 

considered an optimistic estimate. Likewise, the current population of passengers 

enrolled in Pre✓ is still fairly low. For the comparison of various scenarios, the 

quantity of lanes is calculated using differing percentages of passengers in the Pre✓ 

program. 


April 2013




DRAFT 

3.2.4.3 Calculations 

Current passenger counts and predicted passenger counts for 2025 and 2030 are 

based on the KCI Forecast Update dated April 27, 2012 as provided by L&B. 

Table 3.2-5, Peak Hour Passenger Statistics, indicates the expected Peak Hour 

Enplanements forecasted for the years noted. The numbers indicate the worst case 

scenario for peak hour, and this was used to determine the maximum number of 

lanes required for the quantities shown. 

Table 3.2-5 

PEAK HOUR PASSENGER STATISTICS 

Year 

2012 

Year 

2025 

Year 

2030 

Peak Hour Enplanements - Domestic 2,159 2,688 2,944 

Peak Hour Enplanements - International 125 235 257 

Total Passengers Enplaned 2,284 2,923 3,201 

Checkpoint Throughput – Passengers per 

Minute 

Passenger Processing Queue Time (Maximum) – 10 

Minutes Adjusted Load Factor 

Source: 

Adjusted Checkpoint Throughput – Passengers 

per Minute 


38.1 48.8 53.4 

0.86 0.86 0.9 

32.8 42 46 

DRAFT 

The calculation for SSCP lane quantity requirements will include three different 

percentages to account for the passengers enrolled in the TSA Pre✓ program – ten 

percent, 25 percent, and 50 percent. These percentages are meant to fulfill two 

roles. First, this allows for an assessment of the current situation where only a 

small percentage of passengers are enrolled in Pre✓, which is the main reason for 

the inclusion of the ten percent figure. Second, the 25 percent and 50 percent 

figures account for the impact of the Pre✓ program for year 2025 and 2030. 

Overall, it is expected that the enrollment will continue to grow, but the top figure 

of 50 percent is intended to be conservative to ensure that sufficient lanes are 

provided. 

As with all calculations of this type, it is important to bear in mind that the 

calculation is based on the peak hour. The quantity of lanes required for non-peak 

times are expected to be much lower. The checkpoint throughput in passengers 

per minute is noted above, assuming that all passengers for the peak hour are 

processed within that hour. This assumes that the overall queue will be very 

limited, with little to no queue time. The Adjusted Checkpoint Throughput is based 

upon allowing for the peak load to be processed over the course of 70 minutes, 

allowing for a ten-minute average queue to form during peak screening times, as 

shown in Table 3.2-6, Lane Requirements for Minimal Queue Time – 2012. 


April 2013




DRAFT 

Currently the existing SSCPs in the KCI terminals are distributed throughout each 

terminal facility with approximately four SSCPs per terminal, for a total of 

16 SSCPs. Because of this arrangement, the perception is that the wait times are 

low. It would be a customer service policy decision to increase the allowable wait 

time at the checkpoint. 

Table 3.2-6 

LANE REQUIREMENTS FOR MINIMAL QUEUE TIME - 2012 

Expected Lane Requirements -2012 

Population in TSA Pre✓/Trusted 

Traveler 

Percentage 

Total 

Passengers 

Expected 

Throughput 

Total 

Lanes 

10% 3.9 5.0 0.8 

Standard Passenger lane with AIT 85% 32.4 2.4 13.5 


Lane 

Expected Lane Requirements – 2012 


Traveler 

5% 2 1.5 1.4 

15.7 

25% 9.6 5.0 2 



Lane 



Traveler 

5% 211.2 1.5 1.4 

14.6 

50% 19.1 5.0 3.9 



Lane 

DRAFT 

5% 2 1.5 1.4 

12.5 

Source: 


In order to meet the requirements for the current expected peak hour, the quantity 

of lanes range from 16 lanes assuming only a ten-percent Pre✓ enrollment down to 

approximately 13 SSCPs lanes assuming a 50 percent Pre✓ enrollment. If the 

allowable processing time for the peak hour is allowed to be extended to 

70 minutes, which will allow a queue line to form, then the quantity of lanes would 

be as shown in Table 3.2-7, Lane Requirements for Peak Hour Load 

Processed in 70 Minutes – 2012; Table 3.2-8, Lane Requirements for Peak 

Hour Load Processed in 70 Minutes – 2025; and Table 3.2-9, Lane 

Requirements for Peak Hour Load Processed in 70 Minutes – 2030. 


April 2013




DRAFT 

Table 3.2-7 

LANE REQUIREMENTS FOR PEAK HOUR LOAD PROCESSED IN 70 MINUTES - 

2012 


Percentage 

Total 

Passengers 

Expected 

Throughput 

Total 

Lanes 

Population in TSA Pre✓/Trusted Traveler 10% 3.3 5.0 0.7 



Lane 

Expected lane Requirements – 2012 

5% 1.7 1.5 1.2 


Standard Passenger 

DRAFT 

lane with AIT 70% 23 2.4 9.6 


5% 17 1.5 1.2 

Lane 

12.5 





5% 1.7 1.5 1.2 

Lane 

10.7 

Source: Ross & Baruzzini 

In order to meet the adjusted processing time for peak hour, allowing for the peak 

hour passengers to be processed in approximately 70 minutes, the quantity of 

SSCP lanes would range from 14 lanes, assuming only a ten percent Pre✓ 

enrollment, down to approximately 11 lanes, assuming a 50 percent Pre✓ 

enrollment. 

13.6 


April 2013




DRAFT 

Table 3.2-8 

LANE REQUIREMENTS FOR PEAK HOUR LOAD PROCESSED IN 70 MINUTES – 

2025 


Percentage 

Total 

Passengers 

Expected 

Throughput 

Total 

Lanes 

Population in Pre✓/Trusted Traveler 10% 34.2 5.0 0.9 


Special Assistance/Family Passenger Lane 5% 2.1 1.5 1.4 






Population in Pre✓/Trusted Traveler 50% 21 5.0 4.2 



Source: 


17.2 

15.8 

13.5 

Table 3.2-9 

LANE REQUIREMENTS FOR PEAK HOUR LOAD PROCESSED IN 70 MINUTES – 

2030 


DRAFT 

Percentage 

Total 

Passengers 

Expected 

Throughput 

Population in Pre✓/Trusted Traveler 10% 4.6 5.0 1 

Total 

Lanes 








Population in Pre✓/Trusted Traveler 50% 23 5.0 4.6 



18.9 

17.4 

14.9 

Source: 



April 2013




DRAFT 

Based upon the calculations, it is apparent that the quantity of SSCP lanes required 

can vary widely. However, looking at the 2012 Total Lane requirements (using the 

adjusted throughput as a basis) for a ten percent Pre✓ population and the 2030 

Total Lane Requirements for a 50-percent Pre✓ population, it is expected that the 

SSCP lane quantities would be close to being the same. Based upon the 

calculations, approximately 15 lanes would be required at peak times if the overall 

processing of the peak hour is allowed to extend to approximately 70 minutes. 

The current recommendation of 16 lanes allows a buffer for equipment maintenance 

and failure, unscheduled excess traffic, and other unforeseen circumstances. 

Another aspect to consider is the advancement of technology and passenger 

familiarity with the process for that equipment. While the AIT units have been in 

use for several years as specific facilities, the implementation of these units at all 

airports is still on-going. The metrics used in this calculation are based upon 

observed passenger throughputs on the existing equipment at the existing facilities. 

Over time, it would be expected that the screening time per passenger would go 

down based upon familiarity with the process, allowing for a higher PPM metric for 

the standard passenger screening. Also, the advancement in screening equipment 

such as LED could also negate the requirement to remove liquids, aerosols, and 

gels from baggage for screening, reducing the time required for screening. 

These factors, in conjunction with customer service metrics for allowable screening 

wait times, should be considered when determining the total quantity of SSCP lanes 

required. 

3.2.4.4 Employee Screening 

DRAFT 

All of the discussion above was based upon loadings for screening of passengers 

only. Another factor to consider is the screening of employees including airline 

ramp workers, airline customer service representatives, flight crews, and tenant 

and concession personnel. At the present time, the screening of employees that 

have Secure Identification Display Area (SIDA) or Secure Area badges through 

security screening checkpoint type of equipment is not mandated. There has been 

much discussion of implementing requirements of this type, so this should be 

considered as part of the overall exercise. 

For purposes of this document, the overall population will be considered to be 

approximately ten percent of the passenger load. Based upon practices at other 

airports, there are several different scenarios that can be considered. Many of 

these scenarios will need to be vetted against the staffing plan for the TSA or 

checkpoint screening company to compare the impact that each scenario would 

have on the overall staffing requirements. 

Remote Employee Screening: Several airports such as Denver International Airport 

or Atlanta Hartsfield (ATL) have remote employee entry points in remote parking 

areas. The employee is vetted upon entry into the parking area. At DIA, the 

employee enters a building in the parking area and gains entry to a bus 

transportation area by use of the Access Control System that includes biometric 

verification. This facility also has SSCP lanes, and random employees are selected 

for screening. However, if full employee screening were mandated, this facility 


April 2013




DRAFT 

could be used to screen all employees prior to allowing them to board a bus that 

drops the employees on the airside of the airport. This process allows for the 

employees to be screened in a separate area from the traveling public, but does not 

allow for the easy sharing of screening personnel between the employee SSCP and 

the traveling public SSCP. 

Separate Employee Screening: Airports such as Chicago O’Hare Airport (ORD) 

utilizes employee SSCPs that are located between the traveling public checkpoints. 

These allow for employees or goods to be screened, but not in a shared 

environment as the traveling public. However, as these SSCPs are in close 

proximity to the traveling public SSCPs, the sharing of screening personnel is easily 

accomplished. Also, as this configuration is usually from public to sterile, all 

badged employees including sterile area personnel or airline crews would be able to 

be processed through this SSCP. This would remove the common disruption caused 

by these personnel passing through the traveling public SSCP. 

Screening of employees through the traveling public SSCPs: At many airports, 

employees that need to pass from public to sterile are required to be screened 

through a traveling public SSCP. While this does maximize the efficiency of the 

screening staff, it is not ideal from a customer service point of view and can be 

disruptive to the passenger screening process. 

In order to maximize the efficiency of the screening staff utilization and also 

maintain high service levels for the traveling public, it is recommended that the 

process for screening employees and goods be planned and space allocated for 

screening locations separate from the primary passenger SSCPs, even if these are 

not implemented on day one. (See Table 3.2-10, Employee/Crew Screening). 

Table 3.2-10 

EMPLOYEE/CREW SCREENING 

DRAFT 

Employee Crew Quantities Year 2012 Year 2025 Year 2030 

10% of Passenger Loading – Peak Hour 228.4 292.3 320.1 

Employee/Crew Per Minute 3.8 4.9 5.3 

Source: 


Based on using a ten percent of passenger loading factor, and assuming that the 

employee/crew screening process will be similar to the Trusted Traveler and Known 

Crewmember process, the recommendation is to provide two SSCP lanes. For the 

initial build-out, only one SSCP lane may be required to be staffed. However, for 

redundancy of equipment, having two SSCP lanes would ensure that a single 

equipment failure would not shut down the employee screening area. 

Goods Screening: In order to make the best use of personnel, it would be 

recommended that the design include provisions for goods screening at the 

employee/crew area or in an area adjacent to this SSCP. Goods screening usually 

entails a large, pallet style screening device to check for contraband or weapons in 

goods being delivered for concessions. In many cases, personnel are required to 


April 2013




DRAFT 

pass from public to sterile as part of the screening, which can require the screening 

of employees as part of the goods screening process. In some cases, the screening 

is conducted by the screening personnel and goods are stored in locked areas on 

both sides. If this is the case, the plan would require the implementation of locked 

areas on the public side and sterile side for storage of the goods. Also, as many 

items are refrigerated or frozen, these storage areas would require refrigerated or 

frozen storage areas. 

The screening personnel are used not only for the traveling public SSCP, they are 

also utilized in the Check Baggage Screening areas to perform ETD and searches in 

the Level 3 screening areas as well as possibly staff employee, crew, and goods 

screening areas. Accounting for these functions as part of the initial design and 

providing a means for these personnel to transit directly from the various areas to 

other areas will significantly increase the efficiency and utilization of the screening 

personnel. In some newer facilities, these types of areas have been stacked 

vertically and dedicated stairs have been provided to allow direct access between 

these areas. Inclusion of these vertical circulation routes in the initial design and 

accounting for any access control or other surveillance required as part of these 

elements will simplify any future implementations or changes in security for the life 

of the facility. 

3.2.4.5 Conclusion 

In order to ensure long-term viability of the SSCP space or spaces, it is important 

to plan sufficient space for not only upcoming equipment, but also for a sufficient 

quantity of SSCP lanes. Other facilities that have been constructed or renovated 

since the creation of the TSA have provided screening spaces that included space 

for future SSCP lanes. While not all of the SSCP lanes may be implemented on day 

one, allocating the space to add SSCP lanes facilitates future expansion, as well as 

allowing for the implementation of newer generations of screening equipment, 

without necessarily requiring the removal of the existing equipment. This flexibility 

will serve the Airport well and allow for a more seamless operation in the future. 

DRAFT 

3.2.5 SUMMARY OF TERMINAL BUILDING REQUIREMENTS 

KCI’s Terminal Improvement Program (TIP), which was completed in 2004, 

renovated and added holdroom space, restrooms within the secured holdrooms, 

and included all new mechanical and electrical systems. Even after the program 

was completed, merging airlines, reduced flight schedules, and inefficient 

operations and aging infrastructure make interoperation between the three 

terminals increasingly difficult. A replacement terminal is necessary to supplant the 

aging infrastructure of the three terminals and their increasing functional 

obsolescence. It should be noted that the future program assumes greater 

efficiencies through consolidation of the functions into one terminal that are 

replicated in the current operational layouts of the three terminals. This reduces 

the overall gross terminal area need. 


April 2013




DRAFT 

KCI currently has a gross terminal area of approximately 1,105,100 square 

feet. The existing recommended facilities for 2012 require a gross terminal area of 

864,400 square feet indicating the current facilities are oversized for the current 

level of peak hour activity. There are exceptions to this assessment. Certain areas 

of the terminals require additional space to meet demand requirements, such as 

the operational layouts of the holdroom areas, security, secure concessions and 

circulation areas, baggage claim circulation, integration of checked baggage 

screening into the baggage handling system, and some individual airline operations 

space. 

The new terminal program is split into two planning implementation levels for 2025 

and 2030 as seen in Table 3.2-11. 

Table 3.2-11 

SUMMARY OF THE TERMINAL AREA PROGRAM 

Aircraft Parking Positions 

Forecast Year 

2025 2030 

Total Functional Terminal Area 791,270 884,470 

Total Gross Terminal Area 912,470 1,020,870 

Sources: 

Terminal Area Program / Landrum & Brown 

The future program requirements have been shown to be less than the current 

aggregated terminal area of the existing three terminals, indicating an excess of 

throughout the projected future. Since that the gross terminal area of the existing 

facilities is spread over three separate terminals, many of the future program 

requirement improvements cannot be easily met through expansion or contractions 

of the current terminal design with its concrete structure and narrow width hemmed 

in on the airside by existing gates and on the landside by existing curb, roadways 

and structured parking. Many factors, including airline consolidation, aging 

facilities, and difficulties in interoperability among multiple processors, have led to 

the recommendation that a new single consolidated terminal with expansion 

capabilities is the preferred choice to meet the Advance Terminal Planning project 

goals. 

DRAFT 

3.3 Concessions Requirements 

This section highlights current features of the concession program at the Airport 

which will be beneficial to the Airport operators when the time comes to develop a 

thriving concessions program in the New Terminal. Also discussed are some of the 

features that should be included in the future concessions program. 


April 2013




DRAFT 

3.3.1 EXISTING AIRPORT RETAIL PROGRAM REVIEW 

The historical financial performance of the concession program at KCI was reviewed 

for the past two fiscal years. Although the future concession program will be 

substantially different, it is important to consider the performance of the existing 

concessions as indicators of consumer preferences and behavior that may affect 

future development. Table 3.3-1, Airport Space by Location, presents a 

summary of the existing concession space in the three terminals at the Airport by 

type and location. 

Table 3.3-1 

AIRPORT CONCESSION SPACE BY LOCATION (SQ. FT.) 

Food Service 

Retail 

Terminal A Terminal B Terminal C Total Airport 

Space 

% of 

Total 

Space 

% of 

Total 

Space 

% of 

Total 

Space 

% of 

Total 

Airside 72 1% 408 2% 172 3% 652 2% 

Landside 4,720 75% 14,998 75% 4,234 71% 23,952 75% 

Total Food 

Service 

4,792 76% 15,406 78% 4,406 74% 24,604 77% 

Airside - 0% - 0% 82 1% 82 0% 

Landside 1,498 24% 4,469 22% 1,489 25% 7,456 23% 

Total Retail 1,498 24% 4,469 22% 1,571 26% 7,538 23% 

Total 

Concession 

Space 

Source: 

DRAFT 

6,290 100% 19,875 100% 5,977 100% 32,142 100% 

Kansas City Aviation Department 

The concessions area in the three terminals currently includes over 32,000 square 

feet. Approximately 730 square feet is allocated to concessions in the post-security 

areas of the terminals. Pre-security concessions account for 98 percent of the 

concession space, which is unusual in comparison with other U.S. airports. 

Over 60 percent of the concession space at KCI is located in Terminal B. In each of 

the three terminals, nearly three-fourths of the concession space is allocated to 

food service concessions. The remaining concession space is primarily allocated to 

convenience retail stores, with three exceptions on Concourse B: PGA Tour Shop; 

Babies on the Go, that offers diapers, baby wipes, snacks and other products 

targeted towards parents with infants; and a shoeshine stand and Shine on the Go. 

Figure 3.3-1, Food Service Concession Space And Gross Sales, FY 2011, and 

Figure 3.3-2, Retail Concession Space And Gross Sales, FY 2011, show the 

concession space allocated and the gross sales generated, by concession type. 

Generally, concession space and gross sales are closely correlated, although the 

Terminal C concessions produce a higher percentage of both food service and retail 

sales than the percentage of space allocated for each category. 


April 2013




DRAFT 

Figure 3.3-1 

FOOD SERVICE CONCESSION SPACE AND GROSS SALES, FY 2011 

70% 

60% 

50% 

40% 

63% 

59% 

30% 

20% 

19% 

18% 

18% 

24% 

10% 

0% 

Note: 

Source: 

Fiscal year sales are estimates based on CY10 and CY11 data. 

Kansas City Aviation Department; HMSHost 

Figure 3.3-2 

RETAIL CONCESSION SPACE AND GROSS SALES, FY 2011 

70% 

60% 

50% 

Terminal A Terminal B Terminal C 

% of Total Concession Space % of Total Sales 

DRAFT 

59% 

52% 

40% 

30% 

20% 

20% 

16% 

21% 

32% 

10% 

0% 

Terminal A Terminal B Terminal C 

% of Total Concession Space % of Total Sales 

Source: 

Kansas City Aviation Department; The Paradies Shops 


April 2013




DRAFT 

Table 3.3-2, Concession Productivity, Fiscal Years 2010-2011, lists a 

summary of food service and retail concession sales, and productivity statistics for 

fiscal years 2010 and 2011. Table 3.3-3, Revenue to KCAD, Years Ending 

April 30, presents a summary of revenue for years 2010 and 2011. 

Table 3.3-2 

CONCESSION PRODUCTIVITY, FISCAL YEARS 2010-2011 

Food Service 

Source: 

Sales 

Sales/ 

Enplanement 

Square 

Feet 

Kansas City Aviation Department; HMSHost; The Paradies Shops 

Table 3.3-3 

REVENUE TO KCAD, YEARS ENDING APRIL 30 

Square Feet/ 

Thousand 

Enplanements 

Note: Concession sales estimates are by fiscal year (ending June 30) 

Source: Kansas City Aviation Department; HMSHost; The Paradies Shops 

Sales/ 

Square Foot 

2011 $ 18,525,769 $ 3.71 24,604 4.92 $ 753 

2010 $ 17,717,169 $ 3.58 24,604 4.97 $ 720 

Total Retail 

2011 $ 6,163,465 $ 1.23 7,538 1.51 $ 818 

2010 $ 5,917,456 $ 1.20 7,538 1.52 $ 785 

Total 

2011 $ 24,689,234 $ 4.94 32,142 6.43 $ 768 

2010 $ 23,634,625 $ 4.78 32,142 6.50 $ 735 

Food Service 

Retail 

DRAFT 

2010 2011 

Sales $ 18,345,719 $ 19,248,041 

Revenue to the KCAD $ 1,625,321 $ 1,763,036 

Effective Rent Percentage 8.9% 9.2% 

Sales $ 5,529,380 $ 6,472,213 

Revenue to the KCAD $ 777,780 $ 963,758 

Effective Rent Percentage 14.1% 14.9% 


April 2013




DRAFT 

3.3.2 COMPARABLE AIRPORT CONCESSION PERFORMANCE 

In order to gauge the general performance of KCI’s concession program, the 

concession performance was examined at ten airports of similar size to KCI as listed 

in Table 3.3-4, Comparable Airports. 

Table 3.3-4 

COMPARABLE AIRPORTS 

IATA Code 

Source: 

SMF 

BNA 

OAK 

MKE 

MEM 

YYC 

STL 

PDX 

SAN 

YUL 

AirProjects, Inc. 

Airport Name 

Sacramento International 

Nashville International 

Oakland International 

General Mitchell International (Milwaukee) 

Memphis International 

Calgary International 

Lambert-St. Louis International 

Portland International 

San Diego International 

Montreal-Trudeau International 

Figure 3.3-3, Concession Space by Type, 2010, shows a comparison of the 

total food service and retail concession space for each airport listed in Table 3.3-4. 

DRAFT 

Figure 3.3-3 

CONCESSION SPACE BY TYPE, 2010 

Source: 

Airport Revenue News Fact Book 2011; compiled by AirProjects, Inc. 


April 2013




DRAFT 

KCI has approximately 24,600 square feet of food service concession space, which 

is the second lowest amount among the comparable airports and well below the 

37,700-square foot average. The food service space allocated at KCI is 

approximately 4.9 square feet per 1,000 enplaning passengers, which is well below 

the average of 6.6 square feet per 1,000 enplaning passengers at the comparable 

airports. The total retail concession space allocated at KCI is approximately 

7,500 square feet, which is the least of any of the comparable airports. This retail 

space allocation is approximately 1.5 square feet of space per 1,000 enplaning 

passengers. This per-passenger space allocation for retail is well below the average 

for the comparable airports of 3.9 square feet per 1,000 enplaning passengers. 

Table 3.3-5, Food Service Concession Productivity, 2010, and Table 3.3-6, 

Retail Concession Productivity, 2010, summarize the productivity of the food 

service and retail concessions among the comparable airports by comparing the 

sales per enplanement and sales per square foot. 

Table 3.3-5 

FOOD SERVICE CONCESSION PRODUCTIVITY, 2010 

Airport Sales/Epax Sales/SqFt 

Kansas City International $ 3.71 $ 753 

Oakland International $ 4.57 $ 1,099 

General Mitchell International $ 4.66 $ 649 

Lambert-St. Louis International $ 4.72 $ 581 

DRAFT 

Sacramento International $ 4.77 $ 792 

Nashville International $ 4.95 $ 816 

San Diego International $ 5.29 $ 1,288 

Memphis International $ 5.59 $ 627 

Portland International $ 5.76 $ 746 

Montreal-Trudeau International $ 6.95 $ 835 

Calgary International $ 7.15 $ 1,027 

Note: Kansas City International productivity data is for FY 2011. 

Source: Airport Revenue News Fact Book 2011; compiled by AirProjects, Inc. 


April 2013




DRAFT 

Table 3.3-6 

RETAIL CONCESSION PRODUCTIVITY, 2010 

Airport Sales/Epax Sales/SqFt 

Kansas City International $ 1.23 $ 818 

Oakland International $ 2.10 $ 431 

General Mitchell International $ 2.19 $ 1,351 

Lambert-St. Louis International $ 2.36 $ 780 

Sacramento International $ 2.44 $ 896 

Nashville International $ 2.76 $ 1,614 

San Diego International $ 3.01 $ 730 

Memphis International $ 3.05 $ 741 

Portland International $ 4.36 $ 498 

Montreal-Trudeau International $ 4.79 $ 851 

Calgary International $ 5.00 $ 1,158 

Note: Kansas City International productivity data is for FY 2011. 


For both food service and retail concessions, KCI lags behind the comparable 

airports in terms of productivity as measured by sales per enplanement. Sales per 

square foot at the Airport are slightly below the average for the comparable airports 

for food service, but slightly above the average for retail productivity. High sales 

per square foot do not necessarily imply a successful concession program. It may 

also suggest that there is inadequate concession space, which negatively impacts 

customer service, product variety, and concession sales and revenue. 

DRAFT 

Figure 3.3-4, Total Revenue Versus Enplaned Passengers, 2010, shows a 

comparison of total concession rental revenue earned by each of the comparable 

airport operators versus the number of enplaned passengers at that airport for 

2010. 


April 2013




DRAFT 

Figure 3.3-4 

TOTAL REVENUE VERSUS ENPLANED PASSENGERS, 2010 

$10,000,000 

SAN 

Total Rent Revenue 

$9,000,000 

$8,000,000 

$7,000,000 

$6,000,000 

$5,000,000 

$4,000,000 

SMF 

MKE 

OAK 

YYC 

PDX 

Note: 

Source: 

$3,000,000 

MCI 

$2,000,000 

4,000,000 6,000,000 8,000,000 

Enplanements 

KCI data is for FY 2011; revenue data for BNA, MEM, STL and YUL were unavailable. 

Airport Revenue News Fact Book 2011; compiled by AirProjects, Inc. 

Among the comparable airports, the concessions at KCI produce significantly less 

revenue. This may be explained, at least in part, by the fact that the Airport has 

the lowest percentage rent for its concessions among those airports for which data 

was available (rent revenue data was not available for all comparable airport 

concession programs). Table 3.3-7, Total Concession Sales and Effective 

Percentage Rent, 2010, shows the food service, retail concessions, and total 

concession sales combined effective percentage rent at the comparable airports. 

DRAFT 

Table 3.3-7 

TOTAL CONCESSION SALES AND EFFECTIVE PERCENTAGE RENT, 2010 

Airport Total Sales ($m) Effective % 

Kansas City International $ 24.7 11.0% 

Sacramento International $ 34.5 14.5% 

Nashville International $ 36.2 NA 

Oakland International $ 32.2 13.7% 

General Mitchell International $ 34.5 15.0% 

Memphis International $ 38.0 NA 

Calgary International $ 75.4 11.6% 

Lambert-St. Louis International $ 46.8 NA 

Portland International $ 70.9 12.6% 

San Diego International $ 68.1 14.4% 

Montreal-Trudeau International $ 73.0 NA 

Note: Kansas City International data is for FY 2011. 



April 2013




DRAFT 

Although the total effective concession rent is not significantly below those at the 

comparable airports, the food service effective rent is quite a bit lower. In FY 2011, 

the food service effective percentage rent at KCI was 9.1 percent, which was 

approximately 3.3 percent less than the average food service effective rent for the 

comparable airports. Conversely, the 15.6 percent, effective rent for the retail 

concessions at the Airport is higher than the 13.8 percent average among the 

comparable airports. 

3.3.3 MARKET RESEARCH 

3.3.3.1 Market Overview 

The Kansas City metropolitan statistical area (MSA), as defined by the U.S. Census 

Bureau, is a fifteen-county metropolitan area, anchored by Kansas City, Missouri, 

that spans the border between Missouri and Kansas. The MSA population was 

estimated at 2,487,526 in 2011. It is the second largest metropolitan area in 

Missouri after Greater St. Louis and is the largest MSA in Kansas. The MSA includes 

a number of suburbs, including Independence, Missouri; Kansas City, Kansas; 

Olathe, Kansas; and Overland Park, Kansas. The median household income for the 

Kansas City MSA in 2011 was estimated at $51,095 and the average household 

income in 2011 was $66,296. Figure 3.3-5, Kansas City MSA Current 

Population by Age, shows that almost 50 percent of the population is under the 

age of 34. 

Figure 3.3-5 

KANSAS CITY MSA CURRENT POPULATION BY AGE 

DRAFT 

Age 55-64, 

11.5% 

Over 65, 

12.3% 

Under 18, 

24.9% 

Age 45-54, 

14.4% 

Age 35-44, 

13.4% 

Age 25-34, 

13.9% 

Age 18-24, 

9.5% 

Source: Nielsen Pop-Facts Demographics, 2011 


April 2013




DRAFT 

Per capita income in the Kansas City MSA rose sharply in the early 2000’s, peaked 

in 2008, fell during the 2008-2009 recession, and has since started to recover, as 

shown in Figure 3.3-6, Kansas City MSA Per Capita Income Since 2000. 

Figure 3.3-6 

KANSAS CITY MSA PER CAPITA INCOME SINCE 2000 

Source: 

DRAFT 

U.S. Department of Commerce; Bureau of Economic Analysis 


April 2013




DRAFT 

The population of the Kansas City MSA over the age of 25 tends to achieve a higher 

level of education than that of the entire U.S., as shown in Figure 3.3-7, 

Educational attainment, Kansas City MSA. 

Figure 3.3-7 

EDUCATIONAL ATTAINMENT, KANSAS CITY MSA 

50.0% 

45.0% 

40.0% 

35.0% 

30.0% 

25.0% 

20.0% 

15.0% 

10.0% 

5.0% 

0.0% 

Source: 

High School 

Diploma or 

less 

Some 

College 

U.S. Census Bureau 

Figure 3.3-8, Cost of Living Index, displays the cost of living in major 

metropolitan areas in the U.S. for the second quarter of 2011. The cost of living in 

the Kansas City region is slightly below the national average, which adds to its 

attractiveness as a place to live. 

Figure 3.3-8 

COST OF LIVING INDEX 

180 

160 

140 

120 

100 

80 

60 

40 

20 

0 

College 

Degree 

Graduate or 

Professional 

Degree 

KC MSA 

DRAFT 

US 

Source: 

The Council for Community and Economic Research 


April 2013




DRAFT 

Per capita retail sales in Kansas City are well above the U.S. average, better than 

many major metropolitan areas, as shown in Figure 3.3-9, Per Capita Retail 

Sales. This sales statistic is an indicator that KCI travelers may have a strong 

propensity to dine and shop at the Airport if an appealing concession program were 

available. 

Figure 3.3-9 

PER CAPITA RETAIL SALES 

$16,000 

$14,000 

$12,000 

$10,000 

$8,000 

$6,000 

$4,000 

$2,000 

Source: 

www.kcmo.org 

3.3.3.2 Population Characteristics 

Because approximately 62 percent of the passengers using the Airport are Kansas 

City residents, local population characteristics and lifestyle trends were researched 

to gain insights into the retail preferences and purchasing patterns of the Airport’s 

passenger base. The following are some of the more pertinent results of this 

research. 

Compared to the U.S. population, Kansas City residents are: 

 

 

 

 

 

 

$0 

DRAFT 

slightly less likely to eat gourmet foods whenever possible, try new food 

products, or eat healthy 

slightly more likely to drink micro-brewed beer or light beer 

seven percent less likely to drink low or non-alcoholic beer 

between six and seven percent less likely to drink upscale alcoholic 

beverages, such as cognac, brandy, Armagnac, or Scotch whiskey 

more likely to drink domestic wine and beer than imported wine and beer 

slightly less likely to have a budget that allows for the purchase of designer 

clothes, or to keep up with the latest fashions 


April 2013




DRAFT 

 

 

 

 

 

 

 

 

more likely to spend over $400 per year on children’s clothing 

slightly more likely to own multiple personal computers and Apple personal 

computers 

slightly less likely to be the first to have new electronic equipment 

slightly more likely to have gone on-line in the last month to make a 

purchase or gather shopping information 

slightly less likely to state that the Internet is their primary entertainment 

source or to play online games 

more likely to include power boating (five percent greater), bowling (two 

percent greater), and weight training (two percent greater) activities 

slightly less likely to belong to an environmental organization 

slightly less likely to be willing to pay higher prices for environmentallyfriendly 

products 

The overall implications of this data are that the Kansas City area residents are 

fairly conservative regarding the adoption of fashion and food trends and do not 

travel frequently. It should be noted, though, that Kansas City is known for its 

barbeque, and is the home of many renowned restaurants. Residents enjoy good, 

freshly-prepared food, and high-quality food that may not be widely considered 

“gourmet” or “healthy.” The research suggests that restaurants that focus on 

familiar foods and domestic beverages would tend to be more successful. 

3.3.3.3 Possible Concessions at the Airport 

The Kansas City area is home to numerous shopping venues, ranging from upscale, 

boutique-focused venues to those that cater to big-box and discount operations. 

Some of the area’s significant shopping destinations are: 

 

 

 

DRAFT 

Country Club Plaza - A shopping, dining, and entertainment district 

encompassing a 15-block area and encompasses over 150 shops and dozens 

of restaurants. Shops range from nationally-known high fashion retailers to 

local favorites. Food offerings range from sports bars to upscale fine local 

dining to nationally known chain restaurants. The venue also features a wide 

variety of specialty food offerings, including coffee, chocolate, and cupcakes. 

Oak Park Mall - one of the region’s largest indoor shopping centers, featuring 

a wide variety of over 170 specialty shops as well as department store 

anchor tenants located in Overland Park. 

Zona Rosa - one of the region’s premier outdoor shopping, dining, and 

entertainment destinations, featuring both nationally- and locally-owned 

venues, offering patrons a superb variety of shopping and dining 

experiences. 


April 2013




DRAFT 

The Kansas Legends Outlet Center - offers both shopping and educational / 

entertainment options honoring famous Kansans in athletics, music, 

exploration, science, technology, politics, art, and much more, recognizing 

the men and women who truly make the state unique. The Center features a 

diverse mix of outlet-type stores and is also home to some unique offerings. 

 

 

Crown Center - often called a city within a city, located in the heart of 

downtown Kansas City, with three levels of great shopping and dining that 

complement two luxury hotels, multiple office buildings, a residential 

community, and several entertainment attractions. It surrounds the 

worldwide headquarters of Hallmark Cards, Inc. and also offers unique 

shopping opportunities. 

Brookside - A destination venue for people seeking unique dining and unique 

and ethnic shopping experiences, located just south of Country Club Plaza. 

The diversity and creativity of the Kansas City region’s shopping and dining venues 

provide substantial opportunities from which to acquire and adapt ideas for 

developing a unique concession experience in the new Terminal at KCI. Many of 

these venues have unique products and would allow for significant participation by 

local business owners. Incorporating such ideas into the Airport’s concession 

program could allow the Airport to showcase local businesses and significantly 

increase its non-aviation revenue, which, in turn, would be a support to the 

community. 

The following businesses are headquartered in the Kansas City region or have 

significant ties to the area. The businesses presented highlight some locally-based 

or known vendors that could enhance the concession program and provide a deeper 

awareness and appreciation of Kansas City region. Some of these businesses 

already operate retail concepts, while others would need to develop a retail 

concept, if interested. 

 

 

 

 

 

 

DRAFT 

AMC Theaters - the second largest movie theater chain in North America 

Applebee’s Restaurants - which already has an airport operation at Richmond 

International Airport 

Garmin - the world’s largest manufacturer of GPS devices and headquartered 

in Olathe 

Hallmark Cards - the largest producer of greeting cards in the U.S., also has 

a retail business under the Hallmark Crown brand 

National Association of Intercollegiate Athletics (NAIA) - an athletic 

association that organizes college and university-level athletic programs 

(membership includes smaller colleges and universities across the U.S. and 

Canada) 

Russell Stover Candies - a family-owned confectionary company that owns 

both its own and the Whitman’s brand, and operates over 40 retail stores, 

besides wholesaling its products to a multitude of shops and stores. 


April 2013




DRAFT 

 

 

Sprint-Nextel Corporation - operates the third-largest wireless telecommunications 

network in the U.S and also operates the Sprint Prepaid 

Group, which includes Boost Mobile and the Virgin Mobile USA brands. 

Wolferman’s Bakery - founded in Kansas City, but is now operated by Harry 

& David’s and offers a wide variety of baked goods, primarily through the 

Internet and catalogue retail outlets. 

One of the strongest ways to bring a local feel to an airport is to offer the brands 

and types of food for which the region is famous. Kansas City is most closely 

identified with barbeque. Currently, there are over 100 restaurants in the Kansas 

City area that specialize in this style of cooking, ranging from roadside stands to 

full-service establishments. The following list includes some of more widely-known 

brands that might be appropriate for the Airport. 

 

 

 

 

 

 

 

Fiorella’s Jack Stack Barbeque - has four locations in the Kansas City area 

Jack Stack’s - an upscale dining experience featuring all varieties of Kansas 

City barbeque and a wide variety of side dishes 

Zagat’s - at one point named Jack Stack’s the best barbeque in the U.S. 

Arthur Bryant’s Barbeque - Possibly the best known, using a combination of 

hickory and oak to achieve a unique flavor 

Gates Bar-B-Q – the sauce is not sweetened with molasses, unlike other 

Kansas City-style barbeque sauces 

Woodyard Bar-B-Que - is a working lumberyard and roadside barbecue amid 

storage complexes on the Kansas/Missouri border that uses a variety of 

different woods to achieve their unique flavor and is especially known for its 

“burnt end chili” 

Oklahoma Joe's Barbecue and Catering - received top honors at national 

barbeque contests as part of the Slaughterhouse Five pit master team and 

features antibiotic-free meats slow-cooked over white oak. 

Kansas City offers far more than great barbeque. There are a number of other 

well-known and well-respected local restaurants, such as: 

 

 

 

 

Bread and Butter Concepts 

Eggtc 

Chip’s Chocolate Factory 

The Roasterie 

There are a number of products that could be considered typical of the region, and 

could be favored by travelers seeking souvenirs of their visit. As the new terminal 

is developed, the possibility of establishing individual stores or retail merchandise 

units around one or more of these themes could be considered. 

 

 

DRAFT 

Wizard of Oz-themed merchandise 

Barbeque sauces, rubs, and accessories, featuring the products of Kansas 

City’s noted barbeque purveyors 


April 2013




DRAFT 

 

 

 

 

 

Memorabilia from Kansas City’s professional sports teams 

Logo merchandise from the many universities in and around the Kansas City 

area 

Merchandise celebrating Kansas City’s noted and historic music culture and 

the American Jazz Museum 

Memorabilia based on the displays and the history of Kansas City’s Negro 

Leagues Baseball Museum 

A “legends” of Kansas City themed offering, building on the diverse collection 

of notable residents of the region and their contributions to all aspects of 

modern American culture and life 

In addition to the large corporations in the region that may offer opportunities for 

locally-branded operations at the Airport, there are many smaller, locally-known 

retailers that could help make the Airport’s concession program unique. 

 

 

 

 

 

Stuff 

The Vintage Market 

The (NEW) Dime Store 

Gifted Hands Gift Shop 

Indigo Wild 

3.4 Specialty Systems and New Technology 

DRAFT 

3.4.1 GENERAL REQUIREMENTS 

The New Terminal should be built based upon the objective of creating a modern, 

secure, and efficient airport terminal environment. Today’s Information and 

Communication Technology (ICT) has become one of the most valuable business 

enablers to create such environment. ICT permeates every aspect of 

communications, operations, and security. A properly planned technology 

environment provides reliable systems that reduce costs and provide enhanced 

services to airlines and passengers as well as operational efficiency and enhanced 

safety and security. 

The New Terminal systems should be designed to adapt to the ever-changing 

aviation operations and passenger requirements. The intent is to create systems 

that are capable of adapting to change with minimal disruption during transition 

from existing to new facilities. The overall concept is to standardize the equipment 

to the greatest extent possible; thus simplifying long-term support, maintenance, 

and operations. The infrastructure should provide fiber optic cabling throughout the 

New Terminal and associated facilities to allow for day one connectivity and 

sufficient extra capacity for future expansion. 


April 2013




DRAFT 

3.4.1.1 Introduction 

Figure 3.4-1, Terminal Area Phasing Plan 2025, depicts the New Terminal 

Concept Design. 

Figure 3.4-1 

TERMINAL AREA PHASING PLAN 2025 

DRAFT 

Source: 


One of the primary purposes for the infrastructure is to provide a redundant, 

available, and expandable communication backbone, both active and passive to 

support the Airport, key business partners, and tenants. The new passenger 

terminal building should include significant communications infrastructure including 

two properly sized Main Equipment Rooms (MERs) that will act as the terminal main 

equipment rooms and main connection points to airport-wide systems, which are 

presumed to be located in the two existing data centers on campus outside the new 

terminal project limits. The MERs should house all electronic equipment for ICT 

systems and should act as the main distribution facility to the various internal 

Telecommunication Rooms (TRs) within the PTB and its associated facilities. 


April 2013




DRAFT 

The New Terminal should also contain numerous safety and security systems. 

Safety systems should include a fire alarm and its associated voice evacuation. 

Security systems should include: 

 

 

 

 

 

 

 

Access Control, to provide secured facilities as well as segregation and 

tracking of access activities 

Identity Management that is compatible with the overall airport-wide security 

system 

Video Surveillance System (VSS) 

Storage Area Network (SAN) for the storage of video to provide surveillance 

of the New Terminal 

Passenger and hand luggage screening equipment at Security Screening 

Checkpoints (SSCP) 

Customs screening equipment within the Customs and Border Protection 

(CBP) area 

Hold Baggage Screening (HBS) equipment 

Several communication systems should be provided for the New Terminal 

operations. A Voice over IP (VoIP) telephone system for telecommunications using 

telephony devices located at all applicable spaces within the New Terminal. 

A Public Address system will provide specific zone paging, courtesy announcements, 

emergency evacuation, and overall mass notification. A Master Cable or 

alternatively an Internet Protocol Television (IPTV) distribution system to provide 

general TV programs throughout the PTB. Infrastructure should be required to 

support other applications such as CNN, interactive systems, control, management, 

scheduling, mapping, wayfinding, and messaging. 

DRAFT 

Audio Visual systems should be provided in the conference rooms, operation center 

facilities, and other locations within the PTB. The systems should include all 

display, input, and control equipment for each local space. A Distributed Antenna 

System should be provided to amplify radio signals for assured reception of public 

safety 800MHz Trunk radio, very-high frequency (VHF) radio, ultra-high frequency 

(UHF) radio, and cellular telephone signals inside the PTB. 

Various Airport Operation Systems should be provided including passenger 

processing, resources management, and common use systems. In addition, an 

airport operations database and systems integration should be provided to ensure 

state of the art operations and common use functionality for the New Terminal. 

Lastly, in order to support green initiatives, all technology equipment should be 

Energy Star 4.0 certified products, as applicable. All products should also bear the 

Restriction of Hazardous Substances Directive (ROHS), as applicable. All servers, 

desktop computers, and storage equipment should be virtualized to maximize the 

use of available assets without wasting energy for duplicative storage and 

processing equipment. Likewise, monitors should utilize LED backlit technology 

instead of cold-cathode fluorescent to reduce energy consumption, as applicable. 


April 2013




DRAFT 

3.4.2 OVERALL ICT DESIGN GOALS 

The design of the ICT systems should be made with a clear understanding of the 

future of each technology. Infrastructure (pathways and spaces) should be 

designed for the latest technology in fiber optics and copper media with 

consideration for future technology additions. Systems should be scalable and 

ready for anticipated growth and interface with disparate systems. 

Only technologies that make sense, based on the typical size and anticipated KCI 

environment, should be considered for use. For example, systems that require 

huge upfront capital investments or most applicable to large international hubs, 

should not be considered. 

Topologies and infrastructure components within a passenger terminal facility must 

be reliable. Careful consideration should be given to the redundancies and 

expected end of life cycles of all technology components. 

Systems should be designed with information and physical security in mind. 

Careful considerations should be given to human and system interaction and 

potential inherent vulnerabilities. 

Various ICT Systems and infrastructure components that should be utilized in the 

New Terminal are discussed in Appendix X, Specialty Systems and New Technology. 

3.4.3 CODES AND STANDARDS 

DRAFT 

Systems should be implemented in accordance with best practices, standards as 

well as local codes and requirements of authorities and organizations having 

jurisdiction. A list is included in Appendix X, Specialty Systems and New 

Technology. 

3.4.4 PASSIVE/ACTIVE INFRASTRUCTURE 

3.4.4.1 Wide Area Network (WAN) / Campus Area Network (CAN) 

/ Local Area Network (LAN) 

The Wide Area Network (WAN) is assumed to be associated with off-campus 

headquarter systems such as Kansas City city-wide systems, and Federal 

Government DHS, Federal Bureau of Investigation (FBI) National Crime Information 

Center (NCIC), TSA, CBP systems. The equipment and systems associated with 

these WAN should be provided by either the City or respective Government agency 

and should be installed and connected as part of the new Terminal project, if 

required. 

It is assumed that the existing Campus Area Network (CAN) should be upgraded, if 

needed, and extended as part of this project. The CAN consists of existing 

terminals and facilities located within the Airport especially during transitioning 

phases. The Mechanical Equipment Rooms (MERs) of the New Terminal should be 

considered a branch of hierarchical star network topology for the overall airport. 


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DRAFT 

The CAN infrastructure should include single mode (nine-micron) optical fiber cables 

routed in a redundant fashion to two data centers / distribution facilities on the 

Airport. This should include two points of entry into the New Terminal. Redundant 

CAN connections should be designed to minimize single points of failure between 

the New Terminal and the existing Airport data network. CAN hardware located 

within the MERs should consist of distribution level switches connected to redundant 

infrastructures for fiber and electrical power. 

The Local Area Network (LAN) will consist of the local data network, infrastructure, 

and connections within the New Terminal and associated new facilities. 

LAN infrastructures include fiber optics backbone and horizontal copper and fiber 

media installations and supporting hardware (conduit, racks, and equipment). 

All IP-based devices should share the common physical LAN infrastructure and 

should include video, voice, and data services; wireless networks; building 

automation; overhead paging; intercom; and airport operating systems. Virtual 

LANs (VLANs) should be created to segregate network traffic for each system. 

The New Terminal should feature a redundant backbone topology within each 

Telecommunications Room (TR) connected to both MERs by fiber optic cables. 

Distribution Layer routing and switching should be provided by communications 

devices located within the MER. Access Layer switching should be provided by 

48-port power-over-Ethernet (POE) switches, where applicable, configured in a 

stack-topology with two connections to the MERs distribution layer switches via the 

redundant backbone topology. 

The New Terminal is planned as a converged network environment of which a 

dedicated security LAN for the use of security systems such as Video Surveillance 

and Access Control should not be required. The idea is to logically segregate and 

secure security systems with duplicating network infrastructure, management, and 

support. 

DRAFT 

Other LANs should also be present inside the New Terminal such as the law 

enforcement NCIC, CBP, and TSA, as well as airline-based circuits for connectivity 

to host systems via dedicated circuits for common use systems airlines. 

It is highly recommended that the Data Center network be fully virtualized using 

unified fabric architecture with fully redundant distribution/aggregation levels. 

This should support new technologies such as Fiber Channel over Ethernet and 

provide ten Gigabyte per second (GB/s) or multiples of ten GB/s speeds with near 

zero latency, high quality of service (QoS), and sufficient redundancy to prevent 

outages of service to the Airport. Likewise, for data security the KCI LAN should 

provide 802.1x security and Network administration control. 

The LANs should provide full coverage for all required IP data connectivity inside 

the New Terminal. At least 50 percent of all passive data outlets should be fully 

activated by being fully patched to the network, the rest of the data outlets should 

be provided only as spares and only terminated at the TR patch panel. Likewise, 

each network switch should not be utilized beyond 75 percent of the total ports 

capacity (e.g. 36 ports of a 48-port switch); the other 25 percent of the ports 


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DRAFT 

should be reserved as spares for future use. Similar reserved capacity should be 

provided in the Distribution and Core levels of the network, with a minimum of 

25 percent capacity left in the form of available ports on the provided modules. 

The network over subscription ration general rule should be as follows: 

• Access to Distribution 20:1 

• Distribution to Core 4:1 

• Core to Core 1:1 

All Access Switches should be Layer 3/Layer 2 switches. All LAN equipment should 

be provided with redundant power supplies and redundant fans. For the chassisbased 

Distribution and Core switches, the power supplies and the processing cards 

should be fully redundant to provide a fully fault tolerant unit. 

3.4.4.2 Outside Plant “OSP” and Backbone Cabling 

The Airport-wide backbone and intra-building backbone cabling infrastructures 

should consist of high strand count Single Mode fiber optic cabling Single Mode 

cables. Overall, the fiber cables infrastructure should be provided with a minimum 

of 100 percent spare capacity in all runs after the ICT systems are implemented. 

All fiber should be run in a manner to minimize fiber splices, and no run from end to 

end should contain more than two fusion splices unless noted otherwise. 

Alternative pathway distribution techniques such as air-blown fiber should also be 

considered to maximize outside plant flexibility. Connectivity to the airport should 

be via two diversified routes. Within the New Terminal a hybrid Single Mode/Multi 

Mode (50 Micron Laser optimized) and 100 pair copper should be provided from 

MER to each TR. 

DRAFT 

3.4.4.3 Horizontal Structured Cabling 

Voice, data, and networked video requirements should be supported using 

Category 6a Foiled/Unshielded Twisted Pair (F/UTP) cables (or future Category 8 

when standard becomes available), extending from each TR to each Work Area 

Outlet (WAO). Outlets should be configured with a quantity of cables appropriate 

for the location, and should conform to ANSI/TIA-569 recommended densities. 

Rooms designated with low density should contain two ports, medium density 

should contain six to 14 ports, and high density should contain more than 14 ports. 

The cabling should be planned to accommodate future equipment needs, diverse 

and increasing user applications, ongoing maintenance, relocation, sustainability, 

flexibility, and service changes. In the TRs, all cables should be terminated on 

rack-mounted modular terminating patch panels according to American National 

Standards Institute / Telecommunications Industry Association (ANSI/TIA) 568-A or 

B depending on KCI approved standards. 

The maximum horizontal cable length should not exceed 90 meters for Category 6a 

cables. The additional length of patch cords should not cause the total channel 

length to be more than 100 meters. As a rule, horizontal Work Area Outlet 

connections should start and finish on the same floor with no cross-floor 


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connections. Occasionally, in areas where no space is available for TRs due to large 

open-span environment (e.g. baggage hall or departure hall), cross-floor 

connections may be employed. It is important that all security system field devices 

be installed completely in secure conduits and boxes (i.e. not utilizing open cable 

trays or unprotected data outlets). 

Horizontal cabling should be supported within each telecommunications room by 

cable ladder rack, wire basket, ladder rack supports, 'waterfalls', and Velcro straps 

(not cable ties). With the exception of Fire Alarm panels and Access Control Panels, 

no infrastructure attachment should be permitted to attach directly to the TR wall. 

All attachments must be placed on fire-retardant painted AC grade plywood. 

Cabling should be placed in wall mounted slack-loop supported by D-rings after 

entering room and prior to terminating on equipment rack. 

3.4.4.4 Telecommunication Spaces 

Telecommunication spaces should consist of spaces, cable tray, ladder rack, 

conduit, back boxes, and cabinets that carry, house, and transport voice and data 

traffic from the point of origin to the point of use. This infrastructure should be 

designed to support secure and reliable wired and wireless communications for all 

systems throughout the PTB and its supporting facilities, as required. Room size 

and systems should be properly sized, taking into account potential for future 

expansion and limits on spaces above ceilings and inter-floor service requirements, 

where it exists. 

Work area outlet components consist of the faceplate or housing, cable 

terminations, and patch cords for connecting the end user devices to the horizontal 

cable link from the local TR. Outlets should be coordinated with or built-into 

furniture, as appropriate. 

DRAFT 

The structured cabling infrastructure design should be provided with a reference 

signal grounding in the MERs and bonding system, designed and installed in 

accordance with the Telecommunications Industry Association/Energy Information 

Administration (TIA/EIA) 607-A Grounding & Bonding and/or local codes and 

standards documents in all TR spaces. The primary purpose of the equipment 

grounding system is to ensure personnel safety and reduce the likelihood of a fire 

hazard by facilitating the operation of over current within devices. 

An effective administration and labeling system is crucial for the efficient operation 

and maintenance of the converged network infrastructure and connectivity system 

and all its components, particularly within a multiple building, large campus 

environment. The existing Airport identification standards should be utilized to 

identify each pathway segment, technology space, cabinet or rack, patch panel, 

cable, and network device installed within the Airport technology system. 

All active and associated equipment should be housed in equipment cabinets within 

the MERs, Service Entrances, and TRs. Equipment cabinets should be lockable 

approximately 29 inches wide x 36 inches deep x 84 inches high to support at least 

45 rack unit 19-inch rack mount width conforming to TIA standards. The cabinets 


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should be oriented with front to back perforated ventilation to establish hot aisles 

and cold aisles in the rooms, coordinated with cooling equipment. All equipment 

cabinets should be equipped with seismic protection relevant to Kansas City seismic 

zone designation. Cabinets should also be equipped with vertical and horizontal 

cable management and dual power distribution strips. 

Two MERs should be located in the New Terminal building. They should contain the 

primary and backup distribution layer equipment of the LAN topology and should 

connect the terminal to the airport-wide LAN core. The MERs should house terminal 

specific head-end equipment such as PA system, and LAN/CAN communications 

hardware. Each TR within the terminal should connect to both MERs using fiber 

optic and copper backbone cables. The building power feed to the MERs should be 

backed up by emergency standby power. A central UPS system should be used to 

provide standby power to MERs equipment rather than individual rack-mounted 

UPS devices. The MERs should interconnect with the new parking garage main 

telecommunication rooms for distribution network connectivity. 

Two Building Entrance Rooms (BERs) should be provided to serve the New Terminal 

by providing redundancy of services. It is strongly recommended that the New 

Terminal contain both Building Entrance Rooms on the building lowest level. 

These rooms should be located at the perimeter of the building and have direct 

access to the telecommunications ductbanks. The BERs should contain transition 

wall space for outdoor gel filled cables, splice boxes, fiber splice and terminations, 

transition surge protection for outside copper cables, and should provide 

connectivity to the New Terminal MERs. Each BER should be 20 square meters 

minimum, and may be co-located with the MER room if the room size takes into 

account requirements for both functions. 

DRAFT 

A Telecommunications Utility room should be located on the lowest level to house 

the termination points for the Telcos and cellular provider service cables and 

equipment. The room should adhere to the following requirements: 

• The Standard Telephone Company (STC) Room should be 12 feet x 15 feet, 

and must be separate from the MER and BERs. The room must be accessible 

from the terminal exterior or landside. 

• Door should be solid (no glass) that is aluminum or steel and should have 

access control. 

• A raised floor of at least 12 inches is preferred. The floor should be rated for 

at least 400 pounds per square foot. The raised floor should be 

accomplished via a depressed slab to avoid access ramps. 

• Ceiling height should be a minimum of nine feet. 

• At least two four-inch conduits should be provided to exterior communication 

manhole 

• The room should not be located near electrical distribution equipment or 

transformers to prevent Electromagnetic Interference/Radio Frequency 

Interference (EMI/RFI). 


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The PTB should contain multiple TRs located in a direct riser topology, with at least 

one TR per floor, where possible. The quantity of TRs per floor should be 

determined by the floor size and geometry, and spaced so that work area outlets 

should be within approximately 60 meters of a TR. Maximum Horizontal cable 

length should not exceed 90 meters between the telecom outlet and the TR patch 

panel port. Horizontal cabling for voice, data, wireless, IPTV, audio/visual (A/V) 

elements, security systems, and other low voltage technologies should terminate in 

TRs. An equipment room space on the Top level should be designated as the Point 

of Presence (POP) for roof-top antenna system services. Communication backbone 

cables should connect the TRs to the MERs. Each TR should be approximately 150 

to 180 square feet to account for both wall-mounted and rack-mounted equipment. 

TRs should be designed and coordinated to accommodate systems and equipment 

that include but are not limited to: 

• Termination and patching facilities for the horizontal cabling 

• Termination and patching facilities for the fiber optic backbone cabling 

• Termination and patching facilities for the copper backbone cabling 

• Hardware and racking for Network Access devices 

• Converged/Common Network Access devices 

• A/V equipment 

• Wireless LAN networking equipment 

• Building Management Systems 

• Security Systems 

• Fire Alarm panel 

• Distributed Antenna System (DAS) provided by a Global System for Mobile 

(GSM) and public safety radio provider 

• Vertical riser pathways 

DRAFT 

3.4.5 AIRPORT OPERATION SYSTEMS 

3.4.5.1 Common Use Systems 

Common Use Systems (CUS) are integrated systems for sharing of passenger 

processing systems to maximize Passenger Terminal Building (PTB) facility access 

and allocation through non-dedicated resources. It is a viable alternative to the 

traditional approach, which uses proprietary/exclusive-use models. CUSs are 

airport-operator provided hardware and software systems that provide an interface 

through which airline-host systems as well as common resources can operate with 

increased facility utilization and flexibility. 

In the context of KCI, Common Use Passenger Processing System (CUPPS), which 

is an overhaul of the former Common Use Terminal Equipment (CUTE) standard, is 

the generic term applied to standardized system platforms for agent-facing 

common-use systems at pre-equipped, designated locations only. CUSs encompass 


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CUTE, Common Use Self Service (CUSS), and Resources Management System 

(RMS). The system should be based on the latest International Air Transport 

Association (IATA) standards. 

3.4.5.2 CUPPS Concept of Operation 

CUPPS allows airlines to share PTB resources such as gate counters and ticket 

counters to provide efficient passenger services. Benefits to utilizing CUPPS 

include: 

• Efficient use of PTB real estate by allowing airlines to utilize common use 

facilities to handle operations as needed. 

• Allows the airport to rapidly offer facilities to new entrant airlines as well as 

to carriers with small number of flights without having to dedicate gates, 

counters, or other facilities on a full time basis. Likewise, airlines gain the 

benefit of decreased equipment mobilization costs. 

CUPPS utilizes common workstations and peripherals among the various 

participating airlines of which, upon authentication, the system connects the airline 

agent to requested airline host system. The system provides full access to airline 

host applications (or local departure control for non-hosted or charter carriers) 

including searching flight information and passenger records, updating travel 

information, and printing documents, which includes boarding passes, baggage 

tags, and flight manifests. 

3.4.5.3 CUSS Concept of Operation 

DRAFT 

CUSS enables airlines to provide passengers with self check-in services at common 

kiosks. There are a number of benefits to utilizing CUSS including: 

• Standardized approach for customer interaction with self check-in 

applications at a single point of contact. 

• Allows the Airport to offer common self check-in space to all carriers, which 

enhances efficiencies and minimizes queuing time compared to airlinesupplied 

dedicated systems. 

CUSS kiosks display a list of airline icons, which upon selection of a specific icon 

automatically launches the requested airline's application. The main touch screen 

interface usually lists all airlines that participate in the CUSS kiosk. Passengers 

may use a credit card, passport, or simply utilize the touch screen keyboard to 

input information. Upon completion of the check-in process, passengers receive a 

printed boarding pass (based on International Air Transport Association (IATA) 2D 

barcode) and, once implemented in the U.S., may print self-adhesive bag tags for 

tagging their checked in luggage. 


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3.4.5.4 Resource Management System (RMS) Concept of Operation 

The basic idea of RMS is a two-step process: resource planning and real-time 

resource management. A resource assignment schedule is typically created and 

issued in advance in order to facilitate planning by various airport and airline 

personnel. Due to various factors (i.e., flight delay, ground handling equipment 

failure, etc.) resource assignments may have to be altered. The resource 

assignments are then reassigned as required, on a real-time basis, with the goal of 

minimizing impact on both passengers and airport personnel. 

Various constraints or “rules” come into play in resource allocation, including 

physical limitations of a gate (e.g., cannot support widebody aircraft), convenience, 

carrier preferred gates, etc. These various rules form a rule-based database for the 

system. An expert system with easy-to-define rules is utilized as part of RMS core 

functions to facilitate configuration of the airport constraints. The New Terminal 

should include full development of RMS operational rules for all new gates as well 

as development of any special operations required during transitioning. 

For the system to properly allocate resources in a real-time operating environment, 

it needs up-to-date flight information. This requires integration with the Airport 

Operational Database (AODB), which provides all necessary operational flight data 

for real-time allocation of seasonal schedules, Flight Information Display System 

(FIDS) data (e.g., flight arrival time change), and/or FAA or third party aircraft or 

flight actual data (e.g. Passur’s real time monitoring of air traffic). 

3.4.6 SYSTEM DESIGN CONCEPTS 

DRAFT 

A new system should be deployed for the designated common use areas within the 

new PTB. This will include head-end equipment, hardware for field devices at gates 

and counters, as well as participating airline gateways, and local departure control 

for airlines with no host-based system. 

Equipment should be required at all common-use gates, check-in counters, CUSS 

pods, remote gate holdrooms, participating airline/operations back-offices and 

baggage service office. The exact locations and quantities as well as coordination 

with architectural millwork should be carefully planned during the design of the New 

Terminal. All head-end hardware, including the associated servers, should be 

located in lockable cabinets within the Terminal MERs. 

Airport structured cable system and the common LAN should be utilized for 

communication of the Common Use system between servers and field equipment. 

Dedicated VLANs should be used for Common Use system communications. 

3.4.6.1 Hardware Configurations 

CUPPS workstations to be provided require components as a minimum are listed in 

Appendix X, Specialty Systems and New Technology. 


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CUSS kiosks to be provided require components as a minimum are listed in 


RMS stations to be provided require components as a minimum as discussed in 


3.4.6.2 General Requirements 

General rules to be used for the operation of the CUPPS/CUSS system: 

• No data should be maintained at public kiosks. 

• No data should be retained by the vendor. 

• No Application Provider’s (i.e. Airlines) proprietary data should be accessed 

by or made available to any other airline unless agreement for such use is in 

place. 

• All interfaces should be tested and certified as per CUPSS latest standards 

and AODB requirements. 

3.4.7 FLIGHT INFORMATION SYSTEMS 

3.4.7.1 System Overview 

Flight Information Systems (FIS) are client-server or web-based applications that 

manage and disseminate flight-oriented information such as flight times, gate, and 

baggage information to the traveling public, operational personnel, and airport 

administration. In the context of this project, FIS encompasses a number of subsystems 

including: 

DRAFT 

• Electronic Visual Information Display Systems (EVIDS) 

• Flight Information Display System (FIDS) 

• Baggage Information Display System (BIDS) including operational areas 

• Gate Information Display System (GIDS) 

• Counter Information Display System (CIDS) 

• Passport Control Dynamic Signage (PCDS) where applicable 

• Airport Information Management System (AIMS) 

• Interface to existing Airport Operations Database (AODB) 

The system provides a consistent source of information to the public based on data 

collected from automated airline interfaces, manual updates, and third-party 

sources. Information is typically displayed to passengers and the public throughout 

the airport using either banks of FIDS screens or stand-alone displays. Operational 

personnel may access flight information in airline offices and ramp operation spaces 

using public displays or workstations connected directly to the airport network. 


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Personnel typically update flight data when necessary from a few authorized AIMS 

workstations. Airport administration personnel should be able to use the 

information within the system databases to monitor flight and operational statistics. 

The flight information can also be displayed on the airport’s web site and other 

remote locations as desired. 

General FIDS banks in the ticketing area are used by passengers to obtain initial 

flight information and to determine which common-use check-in counters, where 

applicable, are associated with their flights. FIDS banks in the concourses are used 

by passengers to obtain current flight information and gate assignments as they 

proceed to their gate or to visit concession areas. FIDS displays in the baggage 

claim area are used by arriving passengers to determine the correct baggage 

allocated carousel. No FIDS should be presented in secured arriving corridors as 

passengers should be directed by static signs to CPB passport and customs control 

area. 

BIDS screens at each baggage claim carousel should provide visual indication to 

arriving passengers when the first bag and last bag of a flight are unloaded. 

Baggage Information Display Systems (BIDS) should also be made available for 

operational staff at the unloading belt area. Counter Information Display System 

(CIDS) screens above check-in counters should typically display an airline logo or 

other image so that the traveling public proceeds to appropriate processing queue. 

Gate Information Display System (GIDS) screens at each gate holdroom area and 

counter podium back wall are used by the passengers as they approach in the 

holdroom to obtain updated flight status information, in a format customizable per 

each operating airline. GIDS screens should also be used to display boarding 

information if each airline chooses to integrate their boarding status information 

with the FIS (e.g. boarding by groups). 

DRAFT 

The FIS should be utilized by several entities at KCI to display and manage the New 

Terminal flight information as well as all terminals flights during transitioning 

phases. The quantity of displayed flights and display screens required within the 

terminal expansion area should be determined during design phases and should be 

adequate for displaying flight activity within peak operation hour sorted by flight 

time or by City depending on the Airport’s final determination. However, the 

system administrator should have the capability of defining maximum flight window 

times with scrolling options. 

The FIS will require a new AODB for all data entry and as the central storehouse of 

flight information and main input platform for all flight updates. The airport 

operational database (AODB) should provide a platform for high-level integration of 

airport operational systems. Bi-directional interfaces should be established 

between the New Terminal and the existing AODB during transition phases to 

receive updated data from automated airline data feeds, and to send current 

database information. Data from external sources should be utilized to provide 

updated seasonal schedule and code share information directly to the new 

Resources Management System (RMS), which in turn should update FIS via the 

AODB. 


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DRAFT 

FIS hardware should be based on modern highly integrated ad virtualized devices 

(e.g. flat screens based on LED technology and integrated digital controllers). 

The application software should be scalable and can be easily expanded to meet the 

requirements of the new PTB, transitioning phases, and future expansion. 

3.4.7.2 Hardware Configurations 

In general, screen orientation and quantities should vary by location. The use of 

46-inch screens is the typical standard used in modern airports to accommodate 

landscape flight listing. Each gate podium back-wall should be provided with a 

46-inch LED backlit flat panel screen (GIDS) oriented in a landscape mode. Each 

baggage claim carousel should be provided with two back-to-back 46-inch LED 

backlit flat panel screens oriented in a landscape mode. All FIDS banks should be 

provided with multiple 46-inch LED backlit flat panel screens oriented in portrait 

mode to accommodate up to 120 departure/arrival flights during peak hour. 

Additional screens can be added if desired to expand the window for listed flights. 

Each LED backlit flat panel screen should be controlled by a dedicated video output 

from a Display Device Controller (DDC), which is module board built into each 

display (i.e. using a single 120V outlet for both screen and DDC). An AODB 

interface with CUSs should be implemented to automatically update flight listings 

above check-in counters upon agent sign in. Each inbound baggage unloading belt 

should contain an input device for use by the tug driver to indicate that bags for the 

flight are being unloaded (i.e. first bag and last bag). All baggage belts allocation 

should be completed automatically by the RMS without manual intervention by the 

tug drivers. Workstations should be provided in selected operational areas for 

manual updates of flight information. 

DRAFT 

3.4.7.3 General Requirements 

All FIS hardware and interfaces should be procured and implemented specifically for 

the New Terminal and eventually for the entire airport operations. Casework design 

and associated millwork requirements should be coordinated with the New Terminal 

Architect. 

At FIS equipment locations, at least a duplex of 120 volts alternating current (VAC) 

receptacles is required to support display devices and any other ancillary 

equipment. Rack mounted equipment should utilize equipment rack power. 

The FIS system servers should be housed within the Data Center and/or MERs, 

which should be equipped with temperature and humidity control. Display devices 

should be equipped with integrated cooling systems and should be rated for 

continuous operations. 

Access to the FIS system should be restricted to authorized users via 

login/password authentication. The system should partition access to the flight 

information database such that airline personnel should have access to view and 


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edit only information associated with their airline. Airport administrators should 

establish access rights for all users. Lastly, the FIS system should operate on a 

secure partition of the LAN (i.e. VLAN). 

The FIS system field equipment and device quantities should be designed and sized 

to provide for system expansion to 300 percent of projected flight schedule without 

hardware/software upgrade. 

Backups of flight record databases should be executed on a regular basis per the 

airport maintenance/backup schedule. 

3.4.8 SECURITY SYSTEMS 

3.4.8.1 Access Control System 

An Access Control System (ACS) provides positive electronic control and monitoring 

of secure areas throughout the airport. The ACS for this project should be required 

to electronically control and monitor access between all restricted areas in addition 

to specially designated areas (i.e. communication rooms, utility areas, critical 

infrastructure areas, administration spaces, and other spaces identified by the 

airport) and vehicle access points to the airside areas. The system should also 

provide Guard Tour functionality using card readers and input points located at 

various points in PTB. The Access Control System (ACS) should be used in 

conjunction with the VSS/CCTV system to provide security control center with the 

information needed to monitor safety, enforce airport regulations and security, and 

general operations of the airport. 

The ACS should be designed to provide positive control of the New Terminal. 

This should include control of the main facility entrances, loading dock areas, staff 

entrances, control of public access into various areas of the facility, and should 

include all vertical circulation within the facility including elevators and stairways. 

Airport security zones called out within this narrative and other project documents 

are based on the following definitions: 

 

 

DRAFT 

Airport Operational Area (AOA): The area specified in the Airport Security 

Program (ASP) in which security measures specified in the ASP are carried 

out. This area includes aircraft movement areas, aircraft parking areas, 

loading ramps, and safety areas, for use by aircraft regulated under 49 CFR 

part 1544 or 1546, and any adjacent areas (such as general aviation areas) 

that are not separated by adequate security systems, measures, or 

procedures. This area does not include the secured area. 

Secured Area: The area of the airport utilized for the loading and unloading 

of commercial aviation aircraft within which certain security measures 

specified in 49 CFR part 1542 are carried out. This area is where aircraft 

operators and foreign air carriers that have a security program under part 

1544 or 1546 of this chapter enplane and deplane passengers, sort, load 

baggage, and any adjacent areas that are not separated by adequate 

security measures. This is the highest security area of the airport. 


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Security Identification Area (SIDA): This area encompasses both the AOA 

and Secured Area and is the area in which Identification must be displayed 

including the portion of the airport, specified in the ASP, in which security 

measures are carried out. 

Public area: Any portion of the airport in which the visiting or traveling 

public can freely enter without screening of person or property. 

Sterile area: A portion of the airport defined in the ASP that provides 

passengers access to boarding aircraft and to which the access is generally 

controlled through the screening of persons and property 

Non-public area: A portion of the airport in which the owner or tenants 

conduct business where the traveling public does not require regular access. 

Non-public sterile area: A portion of the airport that the public does not 

require regular access and the access for employees is controlled through the 

screening of persons and property. 

 

 

Customs area: A portion of the airport operated by the CBP including the 

CBP Office spaces, CBP Booths, processing area, and secondary screening 

area, and the Secure Corridor System (SCS) from the aircraft to the CBP 

processing area. This area includes international arrivals. 

Transition/Swing: A portion of the airport that transitions between multiple 

security zones. International flight Jet-bridges and the associated vestibules 

are examples of these areas. 

The ACS should use a combination of access media such as smart cards, card 

readers, guard tour input points, door hardware, door position monitoring 

equipment, and access control components to fully monitor and control access 

throughout the facility. The ACS should control access and provide tracking of all 

access and attempted access events as well as log and enunciate all alarms on the 

system at the alarm monitoring workstation. The ACS should be used to segregate 

employees and visitors to specific areas or zones, allowing or denying access based 

upon user rights, time schedules, programmed rules, or any combination of the 

above. 

DRAFT 

The New Terminal and associated facilities should operate under a new ACS that is 

separate from any existing access control systems associated with other existing 

airport facilities. However, the rest of the airport should transition to the new 

system to minimize duplicative badges and information. A new Identity 

Management System and associated smart cards should be provided as part of the 

new system. This means that employees that work in both existing and proposed 

facilities should require separate and unique identification badges for overall access 

during transition phases. 

All cards should be contactless Smart cards with 32Kbit of memory. All card 

readers should be contactless type readers with keypads and should be equipped 

with a Light Emitting Diode (LED) display and an audible device to provide visual 

and audible feedback to the user for access granted and denied. All cards should 


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DRAFT 

be provided with keypads to allow the reader to be able to read contactless smart 

cards in addition to requiring the use of a Personal Identification Number (PIN) for 

heightened security. 

All Card Readers used for access to critical areas such as access to the Customs 

area, terminal MER, Sterile or Secure from Public, critical infrastructure areas, and 

other sensitive and critical areas of the terminal should be equipped with card 

readers with biometric readers and keypads that can provide three factor 

authentication of the card holder. 

All MERs, TRs, and designated critical infrastructure room doors should be accesscontrolled 

with contactless card readers with biometrics and keypads. Electrical 

and Mechanical room doors and emergency building exits should be monitored by 

door position switches at a minimum to report entries and door status. 

The ACS should consist of IP-based, redundant, real-time host processors/servers, 

multiple workstations and terminals, and a hierarchy of IP based intelligent field 

panels that provide connections for specified readers, portal input devices, portal 

output devices, monitor and control devices. The system should be capable of 

routing individual alarms to specific workstations. 

The ACS will include equipment to enforce rules and regulations at the Airport. 

The ACS hardware should include devices at specific portals to prevent 

unauthorized tailgating/piggybacking or unauthorized escorting through the portal. 

The ACS should include equipment to detect possible wrong-way entry through exit 

Lane corridors and provide alarms upon these events to prevent a breach condition 

from occurring. 

DRAFT 

The ACS should incorporate the monitoring of other alarms types such as duress 

alarms, Automatic External Defibrillator (AED) cabinet opening, and Intrusion 

Detection. Upon activation of duress buttons, additional actions or responses 

should be provided such as disallowing extended hold functions on Passenger 

Boarding Bridges, the activation of audible/visual devices within the sterile area, 

and the pre-positioning and call-up of cameras within the affected area. Detection 

of an AED cabinet being opened should allow for the activation of audible/visual 

devices adjacent to the cabinet and the call-up and pre-position of cameras in the 

area of the cabinet. An Intrusion Detection alarm should allow for the activation of 

audible/visual devices in the area of the alarm and the call-up and pre-position of 

cameras in the area. 

The ACS should be interfaced with the Video Surveillance System (VSS) to provide 

camera call-up and Dome fixed and Pan-Tilt Zoom (PTZ) pre-position upon ACS 

alarm. The ACS should be interfaced with the Fire Alarm System to provide release 

of doors in the path of egress as required by the Authority Having Jurisdiction and 

as required to meet Code. 

The ACS should include a separate Identity Management sub-system, which allows 

for the enrollment of personnel, storage of information, capture of biometric 

templates, and the production of Identification Badges for use by the staff for 


April 2013




DRAFT 

access to and within the facility. The ACS should provide high security printing 

capabilities including security overlays and holograms. The system should include a 

minimum of four Identity Management Workstations with full data entry, photo 

capture capability, and card printing. The card printers should be capable of 

printing cards on both sides and should be able to produce a double sided, full color 

encoded card in less than 60 seconds. 

The ACS should include a minimum of 10,000 smart cards along with sufficient 

printer supplies such as printing ribbons and holographic overlays to print all of the 

cards in a double-sided printing configuration. Location of Identity Management 

Workstations and access to the public should be determined during subsequent 

design. 

The ACS should utilize numerous technologies including card readers, door position 

sensors, audible/visual devices, locking equipment, and other devices to control 

and monitor the portal operation throughout the facility. The access control is 

capable of utilizing card readers, card readers with PIN pads, and card readers with 

PIN pads and biometrics. Project door hardware should be concealed/flushmounted 

where possible and should be coordinated with the architect. Door 

functionality should be defined based on the usage requirement for each door type. 

Typical Airport ACS control points include: 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Telecommunication room doors 

Utility Room doors (mechanical, electrical, etc) 

Man-trap doors 

Overhead doors 

Baggage claim chop doors 

Oversized baggage claim doors 

Check-in counters baggage doors 

Oversized check-in baggage doors 

Access hatch openings 

Operational doors 

Egress doors 

Elevator Cab Floor control/Elevator call control 

Emergency exit only doors 

Ground Boarding doors 

Passenger Boarding Bridge doors (Extended Hold Functions) 

Security equipment/screening checkpoint shut down gate control 

Airfield Gates 

DRAFT 


April 2013




DRAFT 

 

 

Guard Tour input points. The ACS should support guard tour management 

allowing the configuration of card readers and inputs to be used as guard 

tour points. The system should generate alarms and reports to indicate the 

status of each tour. 

Silent alarm/Duress Button locations (security checkpoints, information 

counters, CBP Booths, CBP Interview Rooms, and CBP Coordination Center, 

KCAD Airport Police Division publicly accessible counter locations) 

General Requirements 

 

 

 

 

 

Software: licenses for equipment added as part of the PTB Project should be 

provided including all servers, workstations, and reader ports. 

Space and Mounting Requirements: All controllers should be mounted within 

secured, monitored, wall-mounted panels inside the communication rooms. 

ACS servers should be housed in lockable cabinets inside the terminal MER. 

Spares: At least five percent of all field components should be provided. 

Power: Servers/Workstations – 120 VAC plug in inside cabinets fed by UPS. 

Servers should also have generator back-up in addition to UPS. Controllers, 

modules, and door devices should be fed from a wall mounted 120 VAC to 

12/24 volts direct current (VDC) power supply with a minimum of 4-hour 

battery or UPS back up unit that is hardwired to a generator backed-up 

emergency circuit. 

Environmental: All servers should be housed within the terminal MERs which 

should be equipped with temperature and humidity control. 

Typical system integration/interface requirements for this system are indicated 

below. 

VSS System: To provide automatic alarm call up and pre-positioning of 

camera views associated with ACS alarms to provide live viewing of areas 

surrounding the ACS alarm. To provide alarm ‘flagging’ of associated video 

for quick recall and ease of incident review. This interface should be 

accomplished using manufacturer’s standard IP/Ethernet software 

communication. 

 

 

DRAFT 

Fire Alarm System (FAS): To provide fire alarm release of any ”means of 

egress” doors that are located within the fire alarm zone that is in alarm for 

evacuation purposes. This interface should be accomplished using dry 

contacts from Fire Alarm system within the Communications Rooms to drop 

power to the magnetic lock power supplies or provide a fail-safe signal to 

mortise type locks for portals that are required for emergency egress. 

Elevator Interface: To provide elevator control to restrict secure floor access 

to authorized personnel only. This interface should be accomplished using 

dry contacts from the ACS system into the elevator controller to control the 

appropriate floor selection buttons. 


April 2013




DRAFT 

 

 

Baggage Handling System (BHS): To provide control of the baggage chop 

doors and bag belt activation that occur on the public to secure security lines 

for authorized personnel only. This interface should be accomplished using 

dry contacts from the ACS system into the baggage system control panel to 

control baggage activation only after a valid card read and monitor baggage 

run and parallel chop door contacts. 

Building Management System: The ACS should interface with the Building 

Management System to provide any required system operation status for 

overall maintenance and automatic work order dispatch. 

3.4.8.2 Video Surveillance System (VSS) 

The VSS (aka Closed Circuit TV or CCTV) should be designed to provide general 

video surveillance of the terminal, adjacent airfield, outbuildings, and vehicle gates 

associated with this project. Coverage should include public entrances and exits, 

staff entry and exits, exterior perimeter areas, loading dock areas, passenger 

screening areas and checkpoints, elevator lobbies, elevators and public areas on 

the various terminal floors. The intent is to provide identification and recognition 

level video in these areas to allow for the tracking of people within the facility. 

In addition, the VSS should support the ACS system by providing coverage of all 

Access Controlled portals to allow for assessment of alarms from a central 

monitoring point. 

The proposed VSS should not be based on reusing the existing security camera 

monitoring systems currently in operation at the existing airport facilities. Instead, 

it should be a new and separate head-end server system provided along with 

separate video storage components as part of new PTB. 

The VSS should be comprised of IP type cameras, the transport of digital video 

signals over the LAN to the digital video management system, the display of live 

camera video, and the archiving of all camera video onto long term enterprise-class 

storage facilities. 

The VSS should be required to monitor and record activities throughout the New 

Terminal. All cameras should be recorded on a continuous basis. Increased 

recording frame rate or resolution should be either manually triggered by the 

operators or automatically triggered by access control alarms and/or motion 

detection technology. The following areas should, but are not limited to, require 

cameras: 

 

 

 

 

 

 

DRAFT 

Portals between public and sterile areas of the airport 

Portals between public and secure areas of the airport 

Portals between sterile and secure areas of the airport 

General ramp and roadway areas 

General Sterile Area coverage 

General Public Area coverage 


April 2013




DRAFT 

 

 

 

 

 

Security Screening Checkpoints 

Customs and Passport Control areas 

Hold Baggage screening areas 

Bag Claim Areas 

Curbsides 

The VSS should be based on IT standards to allow for the use of open architecture 

equipment and other standards such as Open Network Video Interface Format 

(ONVIF) for video transport, processing, and storage. The VSS should be a 

software-based system that should allow for the simultaneous viewing, recording, 

and review of recorded video. The Graphical User Interface (GUI) should include a 

map-based interface to allow for the selection of a camera based on location. 

The system should also include a video surround feature that should allow for the 

cameras that are adjacent to the current camera being viewed to be viewed and 

selected to allow for the following of a person. Upon selecting a new camera as the 

primary view, that camera should move to the center panel and the adjacent 

cameras should be repopulated around the primary camera automatically. 

The VSS should be fully redundant such that the loss of any individual system 

component (excluding actual camera loss) should not degrade video performance or 

prevent recording to or retrieval of video from the Storage Area Network (SAN). 

All video should be stored on the SAN provided as part of this project. The SAN 

capacity should be provided to allow all cameras to be stored at their native 

resolution, full color, at 15 fps during motion in the camera field of view or based 

upon alarms and at 7.5 fps during periods of inactivity. All video should be stored 

for a minimum of thirty days. It is anticipated that cameras should view motion for 

50 percent of the time in a typical 24-hour period. A smaller capacity (i.e. seven 

days storage) should be provided in the Secondary MER to maintain operations in 

case of loss of the Primary MER. 

DRAFT 

The system should also include video analytics as required to provide perimeter 

detection of the facility and in remote areas of the facility. 

The VSS system should be utilized for security surveillance, operational monitoring, 

and forensic analysis of events or alarms via recorded video. The system should be 

used by all security and law enforcement agencies including the KCAD Airport Police 

Division, TSA, CBP, and other Government authorized agencies. Monitoring 

workstation locations should be coordinated with stakeholders during the design 

phase. Hardware for the VSS system is discussed in Appendix X, Specialty Systems 

and New Technology. 


April 2013




DRAFT 

3.4.8.3 Security Checkpoint Screening Systems 

The main function of security screening at airports is to screen people and goods to 

ensure that weapons, contraband, or dangerous items are prevented from being 

introduced onto an aircraft or entering the country. Security screening functions in 

the U.S. are currently performed by the TSA, and all equipment at the SSCP is 

provided by the TSA. The typical screening locations include the following 

locations. 

Passenger Security Screening Checkpoint: Per TSA regulations, all passengers, 

people, and goods/baggage entering the Sterile Area must be screened. This will 

typically include a mixture of Walk Through Metal Detectors (WTMD), Advanced 

Imaging Technology (AIT) scanners, Hand-held metal detectors, Explosive Trace 

Detection (ETD) equipment, and Hand Baggage X-Ray Equipment. 

Employee/goods Security Screening Checkpoint: The provision of a dedicated 

Employee or Goods Screening checkpoint varies from airport to airport. Some 

facilities allow employees to use Access Control as the primary control, while other 

facilities require screening of all personnel. At some facilities, all personnel are 

required to go through the public SSCP, while other facilities provide separate 

facilities. Likewise, the screening of goods varies from facility to facility. Some 

facilities use a separate goods screening area, while others use the public SSCP but 

prohibit goods screening during busy or peak times. For this facility, we 

recommend the implementation of a separate goods/employee screening area. 

This will facilitate a more efficient flow and prevent the mixing of the two separate 

populations. 

Security Check Point Configuration Considerations 

 

 

 

 

 

 

 

 

 

 

 

DRAFT 

Queuing Space: The queue is where passengers stand in line at the front of 

the checkpoint on the public side. Depending on the architectural layout, the 

queue should be bounded by double strap stanchions along the perimeter 

with single strap stanchions defining the various lanes from the queue 

entrance including separated men from women lanes. 

Baggage X-Ray Machine (by TSA) 

Trays holder (Manual tray return) (by TSA) 

Loading Table/Entrance Roller Conveyor (by TSA) 

In-feed Tunnel (by TSA) 

Scanning Belt (continuous from In-feed to Out-feed Tunnel) (by TSA) 

X-ray Dome (dual axis / multi view x-ray) (by TSA) 

Built in Liquid Scanner (as per latest standards) (by TSA) 

Out-feed Tunnel including alarm bag cut-out (by TSA) 

High Speed Conveyor & Tunnel (by TSA) 

Extension Rollers and/or Exit Roller (by TSA) 


April 2013




DRAFT 

 

 

 

 

Walk Through Metal Detector (WTMD): The WTMD is an electronic archway 

used to detect metallic weapons and/or metal contraband concealed on a 

person. (by TSA) 

Barriers & Wheelchair Gates (by TSA) 

In order to prevent passengers and/or items from passing into the sterile 

area from the non-sterile area without being screened, barriers and/or 

wheelchair gates should be installed to close all gaps exceeding 300mm 

across the front width or façade of the checkpoint. (by TSA) 

Advanced Imaging Technology (AIT) (by TSA) 

Holding Stations: A holding station holds passengers temporarily until 

screeners are available to escort them to the proper area to conduct 

secondary screening using hand held metal detection wands. The holding 

station should be positioned so passengers can be diverted directly into the 

area without obstructing the path of non-alarming passengers, and should 

prevent the passing of prohibited items to sterile passengers. (by TSA) 

• Explosives Trace Detection (ETD): Secondary baggage screening areas are 

required for clearing passenger carry-on items when the primary screening at 

the X-ray indicates suspect items. Secondary baggage screening areas 

should include Explosives Trace Detection (ETD) device. (by TSA) 

 

 

 

Private Search Area: Private screening rooms should be located at the back 

end of the checkpoint in the sterile area. The area should be available to 

accommodate passengers who request private screening instead of being out 

in the open. The private screening room should be opaque. (by TSA) 

Egress Seating Area: Egress seating at the sterile side of the checkpoint is 

used for passengers to sit down and compose themselves with their personal 

belongings after completing the screening process. This area is usually out 

of the main passenger flow. 

Supervisory Podium: A podium should be located on the sterile side near the 

checkpoint exit to provide the screening supervisor with adequate viewing of 

the overall operation. This podium will typically be provided with an 

ACS/VSS workstation to allow for duress alarm reporting and viewing of 

CCTV images from the SSCP. 

Adjacent Walls & Boundaries: All walls adjacent to the non-sterile side 

should be at least ten feet high to prevent the passage of prohibited items 

from the non-sterile area to the sterile area. 

General Requirements 

DRAFT 

 

Space and Mounting Requirements: Space allocation requirements for SSCP 

equipment should be closely coordinated with the Architect for appropriate 

passenger flow. Quantities of SSCP equipment at each specific screening 

location should be dependent upon overall operational requirements and 

should be closely coordinated with the Architect for appropriate passenger 

flow. 


April 2013




DRAFT 

 

Power: Servers/Workstations – 120 VAC plug in inside cabinets fed by UPS. 

Servers should also have generator back-up in addition to UPS. Equipment 

should be fed from 120 VAC receptacles that may have UPS back up unit that 

is hardwired to a generator backed-up emergency circuit. Design of SSCP 

equipment floor power locations should be closely coordinated with the 

electrical designer. 

Data: The WTMD, X-Ray, AIT, and ETD equipment have data connection 

requirements. Provide data outlets for this equipment. Coordinate 

requirements with TSA. 

Environmental: All servers (as required) should be housed within the 

terminal MER, which should be equipped with temperature and humidity 

control. 

3.4.8.4 CHECKED BAGGAGE SCREENING 

The Hold Baggage Screening System (HBS) provides screening of all checked bags 

prior to the baggage being loaded onto aircraft. Per the scope of work, the Hold 

Baggage Screening is required to meet all TSA standards. Currently, there are no 

in-line TSA certified Explosive Detection System (EDS) machines available for Outof-Gauge 

(OOG) baggage due to tunnel dimension limitations; as such, TSA 

requires manual processing of all OOG baggage through Explosive Trace Detection 

(ETD) machines. 

Hold Baggage Screening: Hold Baggage Screening is required for all baggage that 

is checked and will be transported on commercial passenger aircraft. There are 

typically three stages to this screening which includes the use of Explosive 

Detection System (EDS) equipment, a Stage 2 screening involving on-screen 

resolution, and finally a Stage 3 that involves manual search and ETD verification. 

Bags that pass at any stage will be routed for loading onto the aircraft; bags that 

fail will be sent for disposal. Ultimate disposal of suspect bags would be via bomb 

disposal equipment. 

DRAFT 

3.4.9 TELECOMMUNICATION SYSTEMS 

3.4.9.1 Voice Communication Systems – Telephone 

Telephone service should be provided based on Voice over Internet Protocol (VoIP) 

solution. Telephone service to the desktop work areas should be provided by 

common data network infrastructure enabling a data information sharing platform 

over the telephone. A call processor unit with backup unit should be located in 

MERs. 

The system should interface with various audio video conference systems. Subject 

to final calculations for the New Terminal and other new facilities, the system 

should be provided to serve approximately 1,500 to 3,000 endpoints initially and 

should be capable of serving ultimately 5,000 endpoints. The system should allow 

initial endpoints installed with Direct Dial Inwards (DDI) telephone numbers as 

needed. 


April 2013




DRAFT 

Gateways should be provided to serve a trunk line capacity of 300 trunk lines 

initially using PRI digital trunk technology and SIP protocol as coordinated with the 

new terminal and Telcos. The external lines should be distributed between the 

primary and secondary service providers’ entrances. 

As a minimum, but not limited to, the VoIP devices/server, software and handsets 

should be required to support industry based, standard protocols, and specifications 

as discussed in Appendix X, Specialty Systems and New Technology. 

Interactive Voice Response (IVR) with speech recognition capabilities should be 

provided to provide callers the ability to navigate to destinations after being 

presented audible menu options. Voice Mail & Unified Messaging should be part of 

the system. All lines, subject to activation of service, should be provided with Voice 

Mail capability. 

3.4.9.2 Wireless Data/Voice 

A building wireless LAN system should be provided; it is recommended that the 

system use discrete access points. Access points should be considered "light 

weight” and should be controlled via a backend engine. Wireless networks should 

be designed to carry wireless traffic for voice and data systems. The General data 

network should be used for all public WiFi services including billing and charging 

modules for pay per use service, if desired. Standards, certifications, and 

requirements for the WLAN are listed in Appendix X, Specialty Systems and New 

Technology. 

3.4.9.3 Distributed Antenna System 

Like all large steel and glass buildings, the New Terminal building structure should 

significantly weaken the propagation of externally-generated wireless signals inside 

the terminal building. Due to this, a wireless distribution system should be installed 

to provide uniform radio coverage throughout the new terminal. The main function 

of the system, which should be referred to as the Distributed Antenna System 

(DAS), is to receive, amplify, and distribute public safety radio and cellular phone 

signals as-is. The DAS should be state-of-the art in design and function, and 

should provide excellent coverage to commercial and non-commercial portable 

radio devices used within the new terminal. The DAS should provide ubiquitous 

coverage for all trunked radio, public safety frequencies, ground to air radio and 

VHF/UHF radio systems. The system should be comprised of the following 

components: 

 

 

 

Antennas 

DRAFT 

Digital signal distribution system 

RF signal radiating elements 


April 2013




DRAFT 

All antennas used by the airport, airlines, and tenants for wide-area radio 

communications should be located at the antenna farm, a high and visually discrete 

rooftop area on the New Terminal. All DAS equipment including transceivers and 

amplifiers required by the airport or service providers should be located in the 

MERs, which should have direct pathways to the antenna farm. 

The active components of the DAS should convert radio frequency signals from the 

transmitters and amplifiers to loss-free signals for distribution throughout the 

terminal interiors and back to the wide-area radio network. The distribution system 

should be comprised of a mixture of fiber, CAT-6a, solid coaxial cabling and interior 

antennas. 

Dedicated Radio Dispatch Consoles for radio communications and radio paging 

should be provided in all Airport Security, Operations, and Emergency Centers. 

However, the type and configuration of the console should be dependent on 

used/planned frequencies (e.g. 700/800MHz, UHF, VHF, paging tones, etc.). 

3.4.9.4 Intercom 

Intercom systems are fixed point-to-point communications devices that allow for 

ease of communication between geographically separated locations. However, 

recently, intercom systems have been usurped in favor of using existing telephone 

lines and VoIP wireless telephones. This type of system should not be provided in 

any of the proposed facilities and instead its functionality should be provided by the 

proposed VOIP telephone system using call boxes that mimic intercom functions. 

3.4.9.5 Audio/Visual & Teleconferencing 

The PTB should contain spaces dedicated for conferences and training; these areas 

should be used for general meetings or presentations. A/V requirements should be 

customized to the spaces that house them, depending on use, room size, and 

ancillary requirements. Design consideration for each space should be defined 

based on best practices to provide users with needed features and flexibility. 

Typical small conference rooms could consist of a wall mounted flat panel display 

screen. More complex systems found in large conference rooms and board rooms 

could include large flat screens, motorized projectors, and speakers, sound 

reinforcement, discrete microphone placement, and smart boards with integrated 

video conference capabilities. A list of A/V systems and devices that should be 

included is in Appendix X, Specialty Systems and New Technology. 

Preliminary Room types and examples of A/V equipment in each room type is as 

follows: 

 

DRAFT 

Large Conference Rooms should support Executive meetings at the PTB. It is 

expected that these spaces should vary in architectural fit and finish but 

should incorporate similar technologies. A/V equipment should include front 

projection display, integrated supplemental flat panel displays in custom 

furniture, video teleconferencing, DVD, IPTV, robotic cameras, low profile 

table microphones, integrated control touch screen, etc. 


April 2013




DRAFT 

 

 

Multipurpose rooms are typically large spaces that can be subdivided into 

smaller rooms for different uses. Due to the nature of these environments, 

the audio systems and front projection systems are typically the only 

components permanently installed into the space. When divided, the 

segments' audiovisual systems are fully self-contained and function 

independently. When combined, the segments' audiovisual systems combine 

to function as a single entity. Laptop, video, audio, power and network 

connections should be provided in floor boxes throughout. Furniture should 

be furnished with table-top flip-up panels containing power, network, laptop, 

and A/V connections. Control over the rooms should be via wall-mounted 

control in each segment and a wireless touch screen for use either at the 

lectern or table top. The control system programming should feature 

automated setup macros for different room configurations via single button 

presses. 

Staff meeting rooms and small conference rooms should have technologies 

present to allow for presentations and curriculum development. Typically, 

they should have a wall mounted flat panel display and a resident personal 

computer (PC) along with a laptop plug-in point at the table. Program audio 

should come from the flat panel’s internal speakers and a conference phone 

is typically available on the table. Control is handled via the flat panel 

infrared handheld remote. In addition to audiovisual equipment supporting 

computer display, staff’s meeting rooms are typically outfitted with 

whiteboards and tack surfaces. 

The Central Systems Management and Software system should be wired 

digital system or a client/server network based system to provide network 

based remote room control, resource management, monitoring, and 

scheduling capabilities in support of audiovisual systems that have integrated 

networked control systems across the campus. It should also serve as the 

core system for audio visual help desk support across the campus. Touch 

screen controllers should be provided outside of each audiovisual enabled 

space where room schedule information can be displayed and edited. 

3.4.9.6 Master Cable / IPTV System 

 

 

DRAFT 

A master Cable or Internet Protocol TV (IPTV) system should be provided in 

the new terminal. The system should allow TV signal distribution, digital 

signage, dynamic advertisement, and auxiliary visual paging. Either a 

traditional fiber/coaxial based Cable TV distribution or a separate IPTV TV 

signal modulators, streaming servers, and middleware servers should be 

provided to distribute signals throughout the PTB. 

If IPTV is utilized, the data network should be configured for QoS parameters 

to achieve video streaming without disruption the user experience. Exact 

values should be set the Final Specifications. Likewise, IP Set-Top Box 

(STB), which is a digital system designed and built to receive interaction with 

the unlimited world of IP services including TV Channels, Audio programs, 

Music, Widgets, Games and much more. With applications in the broadband 

environment, the HD IP Set-Top Box has multicast or Internet Group 

Management Protocol (IPTV) support (IGMP), Video-On-Demand, Audio-On- 


April 2013




DRAFT 

 

 

 

 

 

 

 

 

Demand, EPG, CA support (if required), and digital stereo audio support. All 

provided through the HD IP Set-Top Box’s powerful hardware platform, 

strong multi-audio/video H.264, MPEG-2, MPEG-4 decoding support. STBs 

should be employed for each TV location to receive IPTV signals. Standard 

data outlets should be utilized for horizontal cabling connectivity. 

TV signals should be distributed in the following areas: 


VIP waiting areas 

Meeting and greeting areas 

Pay-per-use for tenants and concessionaires 

Digital Advertisement: Provisioned areas for advertisement video walls are 

as follows: 

Departure and Arrival Corridors 

Dedicated screens should be used for digital signage, electronic way finding 

guidance, and people flow to direct passengers to various services and 

events within the terminal. 

The overall system should be specified for Day 1 provision with additional 

100 percent without the need for Expansion hardware and software license. 

3.4.9.7 Public Address System (Overhead Paging) 

The Public Address (PA) System should provide the ability to distribute intelligible, 

loud, and uniform audio signals to set groups of speakers or zones in corridors and 

waiting rooms. The PA system should include field equipment including speakers, 

cabling, and paging microphones as well as the head-end equipment including the 

overall paging control system, digital signal processor, and amplifiers. 

DRAFT 

The PA system should be an IP based system that utilizes the network for 

distribution of audio programming from the head-end to the distributed PA 

amplifiers and field equipment. The ability to page from individual 

microphones/paging stations or the delivery of automated messages to specific 

zones should be fully programmable. The system should provide for the ability to 

page from the phone system by authorized users as required. 

The system should provide “zoned” and “all call” paging as required. Amplifiers 

should be distributed throughout the TRs. This system should allow for preprogrammed 

messages, integration into the Building Automation System, Fire 

Alarm System, and Building Security System. The system should have the 

capability of playing Azan for prayer times and other type of messages as needed in 

selected areas. 

The Public Address system should be zoned and programmable to distribute specific 

messages to specific zones while excluding other specific areas. 


April 2013




DRAFT 

PA Zoning should be defined according to functional space. Zones should be 

organized so that a terminal area is contained in a zone and zones should not 

generally cover more than one area. All locations should be equipped with at least 

one general announcement zone that may be comprised of smaller sub-zones as 

required by the functional operation of the Terminal. 

IP based Paging stations should be provided in all Operations/Security Centers, and 

main public paging information desks. 

In large voids that have acoustically challenging environment, such as building 

entrances and baggage hall, line array type speakers should be utilized to achieve 

the required level of intelligibility and loudness. The contractor should be required 

to validate the speakers’ layout design with appropriate electro acoustical study. 

3.4.9.8 Data Storage 

A new Storage Area Network (SAN) should be provided within the campus wide 

data centers as part of this project. The SAN should utilize Fiber Channel or Fiber 

Channel over Ethernet (FCOE). FCOE is the preferred option due to elimination of 

dedicated fiber channel components and direct utilization of a unified fabric based 

network. The Storage Area Network (SAN) should provide storage for, but not 

limited to, digital video storage for the VSS, storage to multimedia systems, 

storage for Audio/Visual, backup of operating system, and support for servers and 

desktop virtualization as needed. The SAN should be comprised of modular storage 

arrays, should be expandable, and should have sufficient size and speed to assure 

consistent storage. 

DRAFT 

The SAN can be expanded to serve all personal storage, server storage, databases 

to support the airport operation systems, general storage, and special systems 

storage. The SAN should be fully redundant and the storage arrays should be 

configured in a redundant array of independent disks (RAID) 6 configuration with 

redundant striping of data and error codes hot standby drives ready in case of a 

failure. The SAN should be of sufficient speed to be able to rebuild the failed disk 

while still providing full operation without degradation in the overall performance of 

the SAN. The SAN should also be capable of performing all diagnostics and utilities 

required for Preventative Maintenance without degrading performance of the 

system. 

The size of the primary SAN should not be less than 500 Terabytes (TB) with the 

capability to expand up to a total size of no less than 1 Petabyte. Final capacity 

should be determined during design phases. All SAN controllers provided should be 

fully redundant and capable of accepting the expansion noted above without 

requiring any changes or upgrades. SAN on-line storage (i.e. Tier 1 high speed 

Fiber Channel or serial attached small computer system interface (SAS) drives) 

should be at least 50 percent of total capacity to support low latency transactional 

applications. Near-line storage (i.e. Lower speed serial advanced technology 

attachment (SATA) II drives) should be used for higher latency applications such as 

reference applications, archival and backup data. The SAN should provide 

automatic backup by taking periodic snapshots of active data in order to provide a 


April 2013




DRAFT 

method of recovering records that have been deleted or destroyed. It is assumed 

that off-site data archival should be provided by others as part of existing Operation 

and Maintenance procedures of the Airport. 

3.4.10 OPERATION CENTERS 

3.4.10.1 Existing Communication Center and Emergency 

Operations Center 

The current Communications Center and Emergency Operations Center (EOC) are 

located on the third floor of the Airport Police Building. It has not yet been fully 

determined if the Police Building will remain as part of the PTB project. However, 

regardless of whether the building is maintained, the current available space is not 

sufficient to allow growth of the Communications Center or the EOC. 

The Communications Center functions as the Security Operations Center for the 

existing airport facilities. All Access Control alarms are monitored and dispatch 

occurs from this location. The CCTV cameras are also displayed on a video wall 

within the Communications Center, and the Communication Center operators 

monitor the CCTV cameras throughout the facility when not responding to other 

alarms or events. Directly across the hall from the Communications Center is the 

EOC. The existing EOC is conference room with Audio/Visual capability. Overall, 

these two spaces and the functions performed should be reconsidered in the 

context of the new PTB project, and the functions expanded to meet the operational 

needs of the new facility. 

DRAFT 

The trend in airports is to combine more functions into a single operations center, 

referred to as an Airport Operations Center (AOC). Depending upon the Airport 

business model, it is becoming more common that the AOC perform overall Airport 

Operations as well as Security Operations. One of the main business drivers for 

this model is to leverage the work force required for Operations Centers, as well as 

providing a single point of contact and dispatch for the overall facility. 

This improves the overall Airport Situational Awareness, improving function, safety, 

and security by allowing more concise response to incidents and events that is 

possible with split Operations and Security Centers. 

3.4.10.2 Airport Operations Center 

The Airport Operations Center (AOC) is the focal point for command and control of 

KCI operations; communications; security monitoring and operations; specialized 

technologies; and information collections, assessment, analysis, and dissemination 

for all resources under non-emergency and emergency conditions to support a 

common operating picture. It is assumed that an AOC should be developed to 

support the new Terminal expanded operational requirements. 

The primary responsibility of an AOC is the safe, efficient, and secure movement of 

passengers, employees, aircraft, and vehicles within the new terminal and, if 

desired, for the entire airport complex. The AOC should monitor the entire PTB 

operations and respond to issues to resolve situations affecting security, life safety, 


April 2013




DRAFT 

as well as passenger, aircraft and vehicular flows. This responsibility includes 

coordination across different agencies and departments. The AOC should have 

overall responsibility of ensuring smooth functioning and availability of all PTB 

facilities and services. 

Functions that could be housed under the AOC include Resources Allocation, PA 

paging, FIDS update, CCTV monitoring and control, and all access control and 

security monitoring, control, and dispatch. The AOC should include or be adjacent 

to an Emergency Operations Center (EOC), which should be staffed on as 

as-needed basis to allow decision makers to respond to emergencies affecting the 

Terminal in specific or the Airport campus in general. 

There are a number of operational concepts for a typical AOC that assist in refining 

systems that are overseen from this location and the type of personnel that are 

utilized for staffing positions. These concepts have been taken into consideration 

for the general layout of the operations center: 

 

 

 

 

 

 

 

 

The AOC should require feeds from all major systems. Particularly in the 

event of emergency or incident, the adjacent EOC should rely on the AOC to 

be the central receiving, processing and dissemination point for all Airport- 

Wide related information. 

The AOC require feeds from all security and life safety systems. The AOC 

should be responsible for dispatch of personnel for all security related alarms 

and issues. 

Airport-Wide passenger/customer service-related calls should be maintained 

by current operations located elsewhere on the site. 

DRAFT 

The AOC should not be utilized for fixing or servicing field equipment. Airport 

janitorial functions should not be managed out of the AOC. Likewise, all 

tenant operations is considered an administrative function and as such be 

managed elsewhere. 

The AOC should assist with fielding emergencies and directing overall 

security and emergency response teams. 

The Air Traffic Control Tower should maintain responsibility for all functions 

pertaining to the runways and taxiways; therefore, the AOC should not 

require positions for areas such as Airfield Lighting, Runway and Taxiway 

inspections, etc. 

All rescue efforts should be managed by the Airport Fire & Rescue 

department and should not require a standalone position within the AOC. 

In the event of emergencies, existing staff within the AOC may have 

emergency response duties but should utilize their existing 

consoles/workstations. 

The programmatic detail of each of these key operation centers such as key 

function, headcount, and schematic layout should be developed during 

design phases. 


April 2013




DRAFT 

Potential functions of the AOC include: 

PTB Security: 

 

 

 

 

 

 

 

 

 

 

 

Responsible for monitoring PTB security systems including Access Control 

and Video Surveillance 

Airport Security: 

Responsible for monitoring Airport-wide, Roadways, Tenant and perimeter 

security. 

Life Safety: 

Responsible for monitoring Fire Alarm and Life Safety Systems 

Special Security: 

Responsible for coordination and arrangement of VIP and special events 

security 

Flight Operations: 

Flight Data Operations: Responsible for flight data handling on the 

operational day. 

Flight Data Monitoring: Responsible for monitoring flight data and 

operation systems. 

Resources Management: 

Stands Allocation: Responsible for aircraft stands allocation and adjustments. 

Gates & Check-in Allocation: Responsible for gates and check-in allocation 

and adjustments. 

Baggage Belts Allocation: Responsible for allocating flights to Inbound and 

outbound baggage chutes/reclaim belts. 

Performance Management: 

Terminal Operations: Responsible for managing and coordinating terminal 

operations. 

Minimum Connection Time and Online Performance: Responsible for 

maintaining operation performance and minimizing disruption to 

schedules. 

Planning: 

Allocation Planning: Manages resources planning and leveling 

Capacity Planning: Manages capacity planning and simulation 

Statistical Analysis: Manages historical data, trends and analysis 

Call Center: 

DRAFT 

Telecommunications: Responsible for handling normal and emergency 

voice and data communications with the public, staff, and systems. 

Public Announcement: Responsible for handling all flight and courtesy 

announcements. 


April 2013




DRAFT 

 

 

Airport-wide Operations 

Landside/Airside Operations 

Landside: Responsible for handling landside and Construction coordination 

operations 

Airside: Responsible for handling Airside and NOTAMS Operations 

3.4.10.3 Emergency Operations Center 

The EOC should support the incident management team responsible for handling a 

crisis or emergency in PTB or at the airport at large. The EOC should include the 

following functions: 

 

 

 

 

Main Crisis Management Room for the Incident Management Team who is 

responsible for managing the crisis and coordinating activities among the 

various operation sections. 

Break out room for small group meetings, caucusing 

Policy Room for executive level and VIP decision meetings. 

Technical Resource for preparing and managing the EOC facility and 

controlling technical communication and Audio-visual equipment during 

crises. 

3.5 Utilities, Infrastructure and MEP Requirements 

3.5.1 PROJECTED NEW TERMINAL UTILITY REQUIREMENTS: 

Peak estimated demands of Mechanical Electrical & Plumbing (MEP) systems are 

listed below for the New Terminal. Exception, Terminal C peak cooling will be 

added to the Central Plant capacity. Refer to Appendix X for new Terminal Utilities 

demands estimate calculations. 

 

Peak Cooling: 

DRAFT 

o New Terminal 3,293 Tons 

o Existing Terminal B 1,500 Tons 

(Initially Terminal B will be served until such time as it is demolished.) 

o Existing Terminal C 1,500 Tons 

Subtotal 

6,293 Tons 

Peak Heating: 

o New Terminal 32,050 mbh 

o Terminal C NA (Use existing Boilers in Term C) 

Domestic Water: 500 gpm 

Fire Protection: 2,000 gpm 

Domestic Hot Water: 150 gpm 


April 2013




DRAFT 

Sanitary Sewer: 1,840 Sewer Fixture Units 

Peak Natural Gas: 109,840 CFH 

Roof Storm Water: 16,360 gpm 

Electrical Connected Load: 21.5MW 

Exhibit M-8, New Terminal Estimated Peak Utilities Demand in Appendix X, outlines 

the peak demand of the building utilities and the equipment and piping required to 

serve the needs. 

3.5.2 NEW TERMINAL MECHANICAL AND ELECTRICAL SYSTEM 

DESCRIPTIONS 

3.5.2.1 Heating Equipment 

KCI has an existing Central Utility Plant (CUP) in a building with the airport Data 

Center and Police Facility. The site layout is shown in Exhibit M-1, Existing 

Conditions (in Appendix X). The CUP used to include steam boilers, distributing 

steam to hot water heat exchangers located in Terminals A, B, and C. Due to high 

operating and maintenance costs the steam boilers were removed from the CUP 

and hot water boilers were installed in each terminal building. KCI’s preference is 

to maintain this approach with the New Terminal, i.e., provide mechanical space in 

the New Terminal to install hot water heating equipment. 

3.5.2.2 COOLING EQUIPMENT 

The existing CUP is located landside, adjacent to airport surface parking, and near 

the ATCT. It includes three York Millennium centrifugal chillers rated at 1,500 tons 

apiece. An induced draft cooling tower is located to the east of the CUP, and chilled 

water distribution piping runs from the CUP to Terminals A, B, and C. 

See Exhibit M-9, CUP Enlarged Plan – Existing Chiller Plant in Appendix X, for 

existing equipment layout and Exhibit M-2, Terminal B and C Chilled Water 

Distribution Phasing Plan in Appendix X, for routing of piping during construction of 

New Terminal. KCI used a trenchless, underground pipe lining (In-situ Pipe Repair) 

method to rehabilitate the below grade segments of the distribution piping when 

leaks developed. For future buried chilled water distribution piping, a utility tunnel 

or a prefabricated, pre-insulated piping system should be included if leaks develop. 

3.5.2.3 Mechanical Plant 

DRAFT 

The Mechanical Equipment serving the New Terminal will consist of a Boiler Plant 

located in the New Terminal and a Chilled Water Plant located in the existing CUP or 

a new CUP. The existing boiler plant, in Terminal C, will be maintained. 


April 2013




DRAFT 

3.5.2.4 HVAC Systems 

Table 3.5-1, New Terminal HVAC Requirements, shows the HVAC loads (space 

cooling and heating) that are estimated for the New Terminal based on a break out 

of terminal square footage per function. 

Table 3.5-1 

NEW TERMINAL HVAC REQUIREMENTS 

Area Schedule Area Airflow Supply Total Heating Total 

Per 

area Airflow 

Clg 

Load Per Area 

Htg 

Load 

‘by function 

SF 

cfm/S 

F cfm mbh Btuh/SF mbh 

Aircraft Gates 85,772 1.0 85,770 3,512 35 3,000 

Airline Clubs 4,251 1.0 4,250 174 35 150 

Airline Operations 95,922 1.0 95,920 3,928 35 3,360 

Airline Ticket Office 9,886 1.0 9,890 405 35 350 

Baggage Handling 96,957 0.53 51,720 2,729 19.7 1,810 

Circulation 242,871 1.00 242,870 9,946 35 8,500 

Concession Support 17,987 1.00 1,7990 737 35 630 

Domestic Baggage 

Claim 59,280 1.0 59,280 2,428 35 2,070 

Domestic Ticket 

Counter 17,676 1.0 17,680 724 35 620 

International 

Ticketing 2,867 1.0 2,870 118 35 100 

Miscellaneous 

Tenants 5,883 1.0 5,880 241 35 200 

Non-Airline Tenants 11,699 1.0 11,700 479 35 410 

Other Space 57,986 1.0 57,990 2,375 35 2,030 

Public Restrooms 18,154 1.0 18,160 1,414 35 630 

Retail 85,280 1.0 85,280 3,492 35 2,990 

Security 40,483 1.0 40,480 1,658 35 1,420 

Terminal Function 129,324 0.58 74,910 3,802 20.3 2,620 

US Customs 33,182 1.0 33,180 1,359 35 1,160 

Terminal C 300,000 NA NA 12,000 NA NA 

New Term Sub- 

Total 

DRAFT 

1,015,46 

0 

Term C Sub-Total 462,500 18,000 

New + Term C Total 

1,477,96 

0 57,518 

4,793 

Tons 

915,82 

0 39,518 32,050 

Source: 

HNTB Corporation Analysis based on ASHRAE Pocket Guide for Air-Conditioning, Heating, Ventilation 

and Refrigeration, 7 th Ed. 


April 2013




DRAFT 

Existing Terminal A, B, and C HVAC Systems 

Terminals A, B, and C are currently served by a mix of HVAC systems including 

some dual duct, multi-zone, and single duct Variable Air Volume (VAV) air 

distribution systems. Air Handling Units (AHUs) are located in Mechanical Rooms 

that are spaced throughout the all three terminals. Perimeter spaces are 

conditioned by forced air type systems and perimeter finned tube radiation. 

All restroom spaces are exhausted. 

The Chiller Plant is not run year round and chilled water is not available to provide 

cooling for computer equipment. Separate Direct Expansion (DX) Air Conditioning 

split systems cool these spaces. 

Bag makeup and tug area and truck receiving dock areas are exhausted with a 

ducted system. Hot water (HW) unit heaters provide heating. Concession Food 

Prep areas are limited in Terminals A, B, and C. 

3.5.2.5 Aircraft Specialty Equipment 

Currently Terminals A, B, and C use point-of-use preconditioned air and 400 hertz 

motor generator units at each gate. These systems are preferred by KCI and the 

Airlines. If a single unit fails it does not impact the rest of the gates. Point of Use 

(POU) technology also makes it easier to assign costs given that each loading 

bridge is self-sufficient. Ground Support Equipment (GSE) Quick Charging Stations 

are not used. 

3.5.2.6 Plumbing Items 

DRAFT 

Water Service is currently provided to Terminals A, B, and C from a KCMO Water 

Service 12-inch diameter water main located landside. Water enters the buildings 

in the mechanical rooms through a backflow preventer and a pipe splits it into cold 

water (CW) and HW mains. The HW main is heated by the HW boilers (described 

previously). Water softeners for the HW system are provided in the boiler room. 

The three existing terminals are protected with a fire sprinkler system and 

standpipes per National Fire Prevention Administration (NFPA) 13, Installation of 

Sprinkler Systems. Only one airside fire hydrant exists near the terminals and is 

located near on the southeast side of Terminal C. See Exhibit FP-1, Fire Protection 

Existing Conditions (in Appendix X). Terminal sanitary sewers drain by gravity to 

the sewer mains. Individual grease traps are used in food preparation areas for 

grease waste from the concessions, where needed. 

Natural Gas serves the HW boilers, domestic hot water boilers, and concessions in 

each terminal. The gas is piped to the Boiler Room from a 10-inch diameter main 

from Missouri Gas & Energy. The gas pressure in the main is 25 pound-force per 

square inch psig. 


April 2013




DRAFT 

Roof drains and emergency overflow roof drains are spaced as needed on the 

terminal roofs for stormwater. Stormwater leaders are sized per the plumbing code 

and run down the interior of a building to the stormwater system. 

3.5.2.7 Electrical Items 

A total connected load of 15.76MW will be required to service the New 1.015M SF 

Terminal based on a break out of the New Terminal square footage per function as 

shown in Table 3.5-2, New Terminal Power Requirements. 

Table 3.5-2 

NEW TERMINAL POWER REQUIREMENTS 

Area 

Schedule 

SF 

Lighting 

W/SF 

Power 

W/SF 

HVAC 

W/SF 

IT/COMM 

W/SF 

Security 

W/SF 

Total 

Aircraft Gates 85,772 3.50 4.00 6.50 4.00 4.00 1,886,984.00 

Airline Clubs 4,251 2.00 1.00 6.50 1.00 2.00 53,137.50 

Airline 

Operations 

Airline Ticket 

Office 

Baggage 

Handling 

95,922 3.50 1.00 6.50 2.00 2.00 1,438,830.00 

9,886 3.50 1.00 6.50 2.00 2.00 148,290.00 

96,957 2.00 8.00 6.50 1.00 2.00 1,890,661.50 

Circulation 242,871 1.00 0.50 6.50 0.25 0.50 2,125,121.25 

Concession 

Support 

Domestic 

Baggage 

Claim 

Domestic 

Ticket 

Counter 

International 

Ticketing 

Miscellaneous 

Tenants 

Non-Airline 

Tenants 

17,987 1.00 1.00 6.50 1.00 0.50 179,870.00 

59,280 3.00 8.00 6.50 1.00 1.00 1,155,960.00 

17,676 3.50 1.00 6.50 2.00 1.00 247,464.00 

2,867 3.50 1.00 6.50 2.00 1.00 40,138.00 

5,883 3.50 1.00 6.50 2.00 1.00 82,362.00 

11,699 3.50 1.00 6.50 2.00 1.00 163,786.00 

Other Space 57,986 3.50 1.00 6.50 1.00 1.00 753,818.00 

Public 

Restrooms 

18,154 2.00 0.50 6.50 0.25 0.50 177,001.50 

Retail 85,280 3.00 1.00 6.50 2.00 1.00 1,151,280.00 

Security 40,483 3.50 4.00 6.50 4.00 4.00 890,626.00 

Terminal 

Function 

DRAFT 

129,324 2.00 8.00 6.50 2.00 2.00 2,651,142.00 

US Customs 33,182 3.50 4.00 6.50 4.00 4.00 730,004.00 


Sub-Total 1,015,460 15,766,475.75 

Source: 

HNTB Corporation Analysis based on 2012 RS MEANS DIVISION 26 and historical data. 


April 2013




DRAFT 

Per KCP&L meter readings, the existing Peak kW demand between the months of 

June and August 2012, for the three terminals are: 

 

 

 

Terminal A - 1240.2kW 

Terminal B - 2138.9kW 

Terminal C - 1359kW 

The 2138.9kW peak at Terminal B is due to higher levels of passenger traffic at 

Terminal B. However, it is assumed that during construction, once Terminal A has 

been demolished and the passenger traffic has been diverted to Terminals C and B, 

both terminals will see an increase in load. See below for estimated loads on 

Terminals B and C during construction, assuming an even distribution of passenger 

traffic: Terminal B, 2400kW and Terminal C, 2400kW. 

3.5.2.8 Gate Power Requirements 

Using a function per gate approach to calculate the load at the gates, a total 

connected load of 8.4MW will be required to service the proposed 41 gates. Power 

to these gates will be fed via adjacent gate sub-electrical rooms. This calculation 

includes Rapid Recharge Stations at 75 percent of the gates, as well as point of use 

400Hz service and pre-conditioned air, as shown on Table 3.5-3, Gate 

Requirements. 

Table 3.5-3 

GATE REQUIREMENTS 

Gate Requirements 

DRAFT 

Watts per Gate 

400Hz Power 100,000 

AHU 50,000 

Rapid Recharge 40,000 

Lighting 10,000 

PWC 5,000 

41 Gates Sub-Total 8,405,000 

Source: 


Despite the fact that only 37 gates will be installed under the Phase 1 build out of 

Terminal A, the infrastructure for the additional four gates will need to be 

considered in the planning process. 

3.5.2.9 CUP Power Requirements 

In addition to providing Chilled Water to the existing terminals, the existing CUP is 

currently the KCP&L central hub for electrical distribution to the existing terminals 

and ancillary buildings, including the Airfield Lighting Vault, ATCT, and Data Center. 

This type of consolidated power distribution leaves the Airport vulnerable to 


April 2013




DRAFT 

campus-wide outages due to a single point of failure. In addition, demolition and 

relocation of the existing CUP would require a cut-over of electrical power for the 

entire Airport. 

The Base Case approach to the New Terminal allows the existing CUP to remain in 

place and provides for two new feeders from KCP&L directly to a distribution point 

within the New Terminal, bypassing the existing CUP. The Preferred Alternative, 

discussed later in the PCD, will require the relocation of the existing CUP but 

isolates the new Data Center and COP shop on independent feeders. 

Despite the independent feeders to the New Terminal and the Data Center, this is 

not a redundant installation since, for all scenarios power comes from an existing 

KCP&L Substation – KCI. In order to provide a truly redundant power system, 

additional feeders would have to be picked up from one of the other two adjacent 

KCP&L substations: Tiffany Springs Substation and Overhaul Base Substation. 

This is discussed later in this document. 

The new CUP, providing chilled water only to the terminals and ancillary buildings 

will require a total connected load of 5.5MW, and the renovated CUP will require a 

total connected load of 3.6MW as shown in Table 3.5-4, CUP Requirements. 

Table 3.5-4 

CUP REQUIREMENTS 

New CUP 

Qty. 

Unit 

Amps Volts Unit Watts 

Total 

Watts 

1500Ton Chillers 3.00 176.95 4160.00 1275000.00 3825000.00 

DRAFT 

150HP Primary Pumps 3.00 180.00 480.00 149649.19 448947.57 

150HP Secondary Pumps 3.00 180.00 480.00 149649.19 448947.57 

1500Ton Cooling Towers 3.00 20.82 4160.00 150000.00 450000.00 

100HP Condenser Water Pumps 3.00 125.00 480.00 103923.05 311769.15 

Power 24000.00 2.50 60000.00 

Lighting 24000.00 1.50 36000.00 

IT/Security/COMM 24000.00 0.50 12000.00 

Total CUP Mechanical 

Load 5,592,664 

CUP Renovation Qty. Unit A V Unit W Total W 

1500Ton Chillers 2.00 176.95 4160.00 1275000.00 2550000.00 

150HP Primary Pumps 2.00 180.00 480.00 149649.19 299298.38 

150HP Secondary Pumps 2.00 180.00 480.00 149649.19 299298.38 

1500Ton Cooling Towers 2.00 20.82 4160.00 150000.00 300000.00 

100HP Condenser Water Pumps 2.00 125.00 480.00 103923.05 207846.10 

Total CUP Mechanical 

Load 3,656,443 

Source: 



April 2013




DRAFT 

3.5.2.10 Total Power Requirements 

The total connected power at the New Terminal including gates and a new CUP will 

be 29.6MW. The total connected power at the New Terminal including gates and a 

renovated CUP will be 27.7MW. With a demand of 40 percent on the terminal 

based on historical comparisons, the New Terminal and gates will have a total 

demand load of 11.84MW, and the new CUP, 2.5MW. 

3.5.2.11 Emergency and Stand-by Power Requirements 

Basic code required Emergency Egress and Fire Life Safety requirements include: 

smoke control, elevator return, egress lighting requirements, and terminal 

evacuation to dedicated evacuation sites. This can be facilitated by local individual 

battery units, at each light fixture and smoke control unit, or as central power unit 

that can consist of emergency generators or battery backed-up UPS systems. 

Additional stand-by, non-code required back-up power can be provided for freeze 

protection, additional elevator functionality, additional lighting, emergency powered 

gate systems that allow for the controlled egress from aircraft at designated gates, 

and other systems that allow for a more coordinated, public friendly terminal 

evacuation. 

3.5.2.12 Fire Alarm System Requirements 

A new fully addressable Fire Alarm System will need to be incorporated into the 

New Terminal. This system will have to be tied back into a main Fire Alarm control 

panel room, in accordance with the local Fire Department, within the Terminal as 

well as back to the main emergency response center at the Airport Rescue and 

Firefighting facility (ARFF) and/or Police shop. These new systems will have to be 

capable of interfacing with the existing Fire Alarm systems within existing Terminals 

B and C, as well as other existing ancillary buildings to remain. Additional 

migrating hardware and or software may be required in order to fully integrate the 

different systems. 

DRAFT 

3.5.2.13 Fire Alarm System Requirements 

A new fully addressable Fire Alarm System will need to be incorporated into the 

New Terminal. This system will have to be tied back into a main Fire Alarm control 

panel room, in accordance with the local Fire Department, within the Terminal as 

well as back to the main emergency response center at the Airport Rescue and 

Firefighting facility (ARFF) and/or Police shop. These new systems will have to be 

capable of interfacing with the existing Fire Alarm systems within existing Terminals 

B and C, as well as other existing ancillary buildings to remain. Additional 

migrating hardware and or software may be required in order to fully integrate the 

different systems. 


April 2013




DRAFT 

3.5.2.14 IT Requirements 

A portion of the existing Fiber Optic Loop System will have to be re-routed in order 

to maintain the double ended feed to existing Terminals B and C through the ACC in 

the existing CUP, during the demolition and construction of Terminal A. In addition, 

final connections will have to be made from the Central Communications Hub, the 

Terminal, and the existing Fiber Optic Loop system. These cut-overs will have to be 

strategically coordinated in order to avoid shutdowns of any secure or mission 

critical systems. 

The Fiber Optic Loop System will need to be extended into the New Terminal 

through a Main Point of Entrance (MPOE) room or Main Distribution Frame (MDF) 

Room. The MPOE/MDF room will also be a central connection point for all telephone 

and cable TV connections, including Fiber Optic Converters, Cisco type routers and 

switches, centralized telephone and Fire Alarm interface for the PA system, head 

units for Electronic Visual Information Display System (eVIDS), Common Use 

Terminals, as well as Automated Critical Asset Management System (ACAMS) and 

Closed Circuit TV (CCTV). 

Intermediate Distribution Frame (IDF) rooms will be required on the apron level to 

house routers for connections to local airline Gate Information Display System 

(GIDS); connections to airline and passenger WIFI routers; local eVIDS systems; 

amplifiers, noise sensors and network switches for local Public Address (PA) 

systems; ACAMS security panels for local doors; CCTV network hubs for signal 

consolidation and local viewing if required by individual airlines; local Fire Alarm 

sub-panels and UPS units to maintain system power during brown outs or during 

generator start-up. In addition each IDF and MPOE/MDF will be required to have a 

dedicated UPS powered air-conditioning unit separate from the Terminal cooling 

system. 

DRAFT 

The existing Data Center and the Airport Communications Center (ACC) in the 

existing CUP were renovated in 2011. Although both of these centers are in likenew 

condition with upgraded IT systems, modifications will have to be made in 

order to support the New Terminal. 


April 2013




DRAFT 

4. LANDSIDE REQUIREMENTS 

The 2008 MP identified a new terminal south of Runway 9/27, and a new terminal 

curb-front and loop roadway system. The new roadway system was to consist of a 

new south access roadway from Missouri Route 152 (M-152), and an upgrade of 

I-435 and I-29 ramps connecting to M-152. These changes would affect regional 

transportation patterns, which are traditionally considered within a 20-year time 

frame. Because new airport access would have a permanent impact on regional 

transportation in the Northland as well as the entire metropolitan area, a Regional 

Travel Study was conducted as an early part of the Advance Terminal Planning 

Study in order to provide an evaluation of providing access to a new airport 

terminal on M-152 instead of the existing Cookingham Drive access. Following a 

capital cost assessment of a new terminal south of Runway 9/27, it was determined 

that this southern terminal was beyond the financial affordability threshold so more 

economical sites near the existing terminals were subsequently explored. 

The requirements in this section focus on the new terminal in the selected 

Terminal A site. 

DRAFT 


April 2013




DRAFT 

4.1 Regional Access 

KCI is located directly adjacent to the regional highways I-29 and I-435, and 

approximately 15 miles northwest of downtown Kansas City, located in Platte 

County. Figure 4.1-1, Regional Study Area, shows the location of the Airport 

from a regional perspective. 

Figure 4.1-1 

REGIONAL STUDY AREA 

DRAFT 

Source: 



April 2013




DRAFT 

As shown in Figure 4.1-2, Airport Access, the Airport is surrounded by I-435 on 

the west, I-29/US 71 on the north and east, and M-152 on the south. Both local 

service interchanges and regional system interchanges are shown with a blue dot. 

It is assumed that since the new terminal will be located in the existing Terminal A 

site, access would remain from the existing Cookingham interchange. Analysis took 

into account the 2020 and 2040 future land development as presented in the 

Mid-America Regional Council (MARC) regional Long-Range Transportation Plan. 

Figure 4.1-2 

AIRPORT ACCESS 

DRAFT 

Source: 



April 2013




DRAFT 

4.1.1 AIRPORT TRAVEL MARKET 

Understanding where airport users (passengers and employees) are traveling to 

and from in the Kansas City metropolitan area helps to identify target any issues 

with the regional network and necessary transportation improvements. The MARC 

regional travel demand model was used to analyze existing and future travel 

markets to and from KCI (as shaded in Figure 4.1-2) for trips originating or 

terminating in the metropolitan area. The regional travel market assessment used 

a six step process, as listed below. 

1. Airport zone land use assumptions were reviewed. 

2. Regional model traffic analysis zones (TAZs), or travel markets, were 

aggregated into super TAZs, as shown in Figure 4.1-3, Travel Demand 

Model Traffic Analysis Zones (TAZs). 

3. Auto and transit trip origins and destinations were reviewed between travel 

markets. 

4. Vehicle trips were analyzed for Existing (2010) conditions based on MARC’s 

travel demand model. 

5. Vehicle trips were analyzed for the MP (2020 and 2040). KCI vehicle trips 

were coded in the MARC model as special generator trips. The MARC travel 

demand model typically utilizes a gravity model which gives priority to trips 

that are close in proximity to other zones. However, special generators, such 

as the Airport, assign vehicle trips based on other factors such as household 

income. The KCI passenger trips were not assigned based on any passenger 

surveys performed at the airport. 

DRAFT 

6. The Airport Passenger Survey data was used to compare to the regional 

model. 


April 2013




DRAFT 

Figure 4.1-3 

TRAVEL DEMAND MODEL TRAFFIC ANALYSIS ZONES (TAZS) 

DRAFT 

Source: 

MARC Regional Model 


April 2013




DRAFT 

4.1.2 TRAVEL MARKET PASSENGER SURVEY 

In March 2012 a KCI passenger intercept survey was conducted in the gate 

holdrooms prior to flight departure. Twenty-one hundred surveys were properly 

completed and data summarized for use in this analysis.. Details and conclusions 

of the Passenger Survey are discussed in Section 1.2, Passenger Surveys, of this 

document. The passenger survey results regarding travel mode choice and regional 

access are presented in Table 4.1-1, Passenger Survey Mode Choice and 

Regional Access. These survey results only include airport passengers and do not 

represent airport employees. 

Table 4.1-1 

PASSENGER SURVEY MODE CHOICE AND REGIONAL ACCESS 

KCI Passenger Survey Response 

62 percent are local metro area residents 

38 percent are visitors 

85 percent come in a privately-owned car. 

85 percent come in a privately-owned car 

and 67 percent park at the airport 

Most passengers use I-29 and I-435 to 

access the Airport 

Privately-owned cars (68 percent) and 

rental cars (18 percent) are the primary 

modes of transportation 

Passenger travel times 

Effect on Regional Travel 

Visitors are more likely to arrive at the 

Airport via a mode different than a 

privately-owned vehicle such as rental car, 

transit, or drop-off. 

This could be a privately-owned car or rental 

car. This increases the number of trips 

attracted to the airport. 

The difference represents the curbside 

drop-offs. 

This does not include other users such as 

employees. 

Transit was not included in the mode share 

data. There is currently transit service to 

Terminal C. 

DRAFT 

Some peak airport times are off-peak of 

background regional roadway traffic. 

A detailed regional traffic study looks at the 

peak of the total regional roadway traffic 

which includes the background traffic and 

airport traffic. 

Source: 

Kansas City International Airport New Terminal Advance Planning, Passenger Survey 


April 2013




DRAFT 

4.1.3 MARC MODEL ASSESSMENT 

To plan for the transportation infrastructure needs, it is important to understand 

the travel markets served by the Airport. These markets are served by a regional 

transportation network that serves both “trips to work” and passengers or airport 

travelers. 

KCI serves workers and passengers from all over the metropolitan area and outside 

the metropolitan area. Table 4.1-2, Summary of Total User Markets Served 

To and From the KCI Airport – By Zone, lists the local markets served in the 

metropolitan area both today and in the future based on MARC’s regional travel 

model. Figure 4.1-3 in Section 4.1.1 shows all the traffic analysis zones (TAZs). 

Table 4.1-2 

SUMMARY OF TOTAL USER MARKETS SERVED TO AND FROM THE KCI 

AIRPORT – BY ZONE 

Zone 

Description 

2010 2020 2040 

A Local KCI Area 11% 10% 8% 

B North I-29 6% 10% 16% 

C North I-435 10% 8% 6% 

D South I-435 From Northwest 3% 3% 2% 

E South I-435 From I-70 1% 1% 1% 

F South I-435 From Southwest 13% 13% 13% 

DRAFT 

G South I-29 From I-635 4% 4% 3% 

H South I-29 13% 12% 10% 

I South I-29 From I-70 9% 8% 7% 

J South I-29 From Southeast 8% 7% 7% 

K East M-152 From Northeast 22% 24% 27% 

Total 100% 100% 100% 

Note: 

Source: 

Largest travel markets by zone are shaded. 



April 2013




DRAFT 

As shown in Table 4.1-3, the largest travel markets by zone today and in the future 

are zones F, H, and K, respectively. These markets provide the largest interaction 

with the Airport because of proximity and number of trips to and from the Airport. 

Table 4.1-3, Summary of Total User Markets Served To and From KCI – By 

District, shows the markets served in the metropolitan area both today and in the 

future based on MARC’s regional travel model by aggregated district. Figure 4.1-6 

in Section 4.1.1 shows the zones. Today, an estimated 16 percent of the total 

vehicle trips (passengers and employees) to and from the Airport are from the 

North, 21 percent are from the Southwest (Kansas), and 63 percent are from the 

southeast (Missouri). 

Table 4.1-3 

SUMMARY OF TOTAL USER MARKETS SERVED TO AND FROM KCI - BY 

DISTRICT 

District 

North 

S.W. 

S.E. 

Note: 

Source: 

1 

Description 

North of KCI 

(Missouri) 

Johnson and 

Wyandotte Counties 

(Kansas) 

2010 2020 2040 

Passengers 

Only 

Existing 

Total 1 

3% 16% 18% 22% 

35% 21% 20% 19% 

Jackson, Clay, 

Platte and Cass 

south and east of 

62% 63% 62% 59% 

KCI. (Missouri) 

Total 100% 100% 100% 100% 

DRAFT 

Passengers and employees 


Previous data has indicated a travel market share to and from the Airport as much 

as 45 percent from Johnson County. However, this number was based on a license 

plate survey of the long-term parking lot and does not reflect all trips to the Airport 

including transit trips, drop-offs, and employees. 

Historically, one to three percent of the region’s travel trips to and from KCI are by 

Kansas City Area Transportation Authority (KCATA) transit bus service. This 

percentage is higher if other high-occupant modes, such as shared-ride vans, are 

included. KCATA currently operates the 129 and 129X routes to the Airport which 

carry 543 people per day on over 21 round trips as shown in Figure 4.1-4, KCI 

Transit Service. 


April 2013




DRAFT 

Figure 4.1-3 

KCI TRANSIT SERVICE 

DRAFT 

Source: 

KCATA 


April 2013




DRAFT 

The MARC regional model was used to determine what roadways KCI users take to 

and from the Airport today and in the future. Figure 4.1-5, Existing (2010) 

Daily Travel Patterns To/From KCI – Example, shows what routes KCI users 

travel today. Figures future travel patterns are provided in the Terminal Area 

Master Plan. 

Figure 4.1-5 

EXISTING (2010) DAILY TRAVEL PATTERNS TO/FROM KCI – EXAMPLE 

DRAFT 

Source: 



April 2013




DRAFT 

The Existing and Future Access average daily traffic (ADT) volumes, as reported by 

MoDOT in 2010 and projected for 20040 by MARC are shown in Figure 4.1-6, 

Existing and Future Two-Way Daily Traffic Volumes. Traffic volumes are 

depicted are the total for both directions. 

Figure 4.1-6 

EXISTING AND FUTURE TWO-WAY DAILY TRAFFIC VOLUMES 

DRAFT 

Source: 

MoDOT Count Map and MARC Regional Model 


April 2013




DRAFT 

4.1.4 REGIONAL ACCESS 

Table 4.1-4, Regional Transportation Airport Access Routes, summarizes the 

percentage of airport trips using the each access route in 2010 and 2040. 

Table 4.1-5, Future Regional Access Route Traffic Volumes shows the total 

volume of traffic along these routes in 2020 and 2040. The number of KCI trips 

increased 1.2 percent from 2010 to 2020 and 4.4 percent from 2010 to 2040. 

However, route distribution to and from KCI does not change significantly from 

existing access to future existing access conditions. Primarily due to increased 

development east and north of KCI and freeway congestion affecting route choice. 

Table 4.1-4 

REGIONAL TRANSPORTATION AIRPORT ACCESS ROUTES 

Roadway 2010 2040 

I-29 north of KCI 9% 11% 

I-29 south to/from KCMO 23% 16% 

I-635 south to/from Kansas 17% 14% 

I-435 south to/from Kansas 5% 7% 

I-435 east of KCI 19% 26% 

M-152 east of KCI 5% 8% 

all other routes 22% 18% 

Source: 


DRAFT 

Table 4.1-5 

FUTURE REGIONAL ACCESS ROUTE TRAFFIC VOLUMES 

Roadway 2020 2040 

I-29 north of I-435/I-29 Split 55,473 73,807 

I-29 south of M-152 96,110 121,751 

I-29 south of Cookingham 70,875 85,755 

I-435 east of I-29 30,849 43,712 

M-152 west of Hampton Rd. 17,094 28,057 

M-152 west of Congress Ave. 19,045 58,121 

M-152 connection to KCI N/A N/A 

I-435 south of I-29 (west of KCI) 8,284 12,884 

Note: 

Source: 

These values are directly from the MARC model and may not compare well to the adjusted 

volumes. 



April 2013




DRAFT 

Today, the Kansas City metropolitan area freeway network is relatively free of 

congestion with only 8.6 percent of the regional freeways and expressways 

currently operating above their capacity. However, by 2040 the region is expected 

to have 18.2 percent of its freeways and expressways operate over capacity, as 

shown in Table 4.1-6, Percent of Regional Freeway Congested. 

Table 4.1-6 

PERCENT OF REGIONAL FREEWAYS CONGESTED 

Scenario 

Percent Congested 

Freeways 

Existing Access (2010) 8.6% 

Existing Access (2040) 18.2% 

M-152 Access (2040) 18.2% 

Note: 

Source: 

Congested freeways are defined as interstates and state highways that have volume to 

capacity ratio greater than 1.0. The MARC 2040 Model includes all of the fiscally constrained 

Long-Range Transportation Plan Projects identified for the region. 

MARC Regional Model. 

In 2010, there were several existing freeway bottlenecks that played affected 

access to/from KCI. According to the MARC travel demand model, I-29, north of 

downtown, was one of the worst bottlenecks in the region (as shown in Appendix X, 

Figure X-6). However, this location was improved in 2011 when MoDOT widened 

the corridor from four lanes to six lanes, plus auxiliary lanes from the northeast 

corner of the downtown loop to the I-29/I-35 split. Other congested corridors 

according to the MARC travel demand model include: 

 

 

 

 

I-35 in Johnson County 

I-435 in southern Johnson and Jackson counties 

I-70 east of downtown Kansas City, Missouri 

US-71 south of downtown Kansas City, Missouri 

The corridors that are congested in 2010 also are congested in 2040 (as shown in 

Appendix X, Figure X-7). Additional bottlenecks that will cause airport travelers 

delays in 2040 include: 

 

 

 

U.S. 169 north of downtown 

I-29 north of the I-29 central business district 

I-635 over the Missouri River 

M-152 east of I-29 

DRAFT 

Table 4.1-7, Existing and Forecast Cookingham Drive Traffic Generation, 

shows existing and forecast passenger enplanements, average daily vehicle trips 

(ADT), and peak hour roadway capacity. In order to validate the model output 

showing adequate operations of Cookingham Drive in the future, a non-model 

technique was utilized. It was assumed that all of the daily traffic using 

Cookingham Drive today is tied to Airport demand. Therefore, the current ADT 


April 2013




DRAFT 

divided by enplaned passengers was used as the existing and future traffic 

generation rate. Airport employee growth is also tied to passenger growth and the 

projected increase in passengers would account for the associated increase in 

employee trips along Cookingham Drive. To show the future ADT on Cookingham 

Drive in Table 4.1-7, a volume to capacity ratio was developed using the 2010 HCM 

threshold of 58,000 vehicles per day, which is projected to be 0.75 in 2030. 

This means that through the design year, the two lane ramps to and from I-29 are 

expected to be sufficient to meet the traffic demand. However, as peak hour 

volume to capacity increase approaches 0.85, planning for transportation 

enhancements to accommodate increased demand should be considered. 

Table 4.1-7 

EXISTING AND FORECAST COOKINGHAM DRIVE TRAFFIC GENERATION 

Time 

Frame 

Daily 

Passenger 

Enplanemets 

ADT 

Daily 

Trips/Passenger 

Enplanement 

Peak Hour 

Volume/Capacity 

Existing 17,100 30,709 1.80 0.53 

Future 

(2030) 

24,100 43,380 1.80 0.75 

Note: Existing ADT, directional split and PHF from KCMO 2011/12 count. Capacity based on 2010 

LOS D/E capacity threshold. 

Source: HNTB Corporation 

4.1.5 AIRPORT TRAVEL TIMES 

Motorists’ travel time to and from the Airport is an excellent measure for evaluating 

regional transportation quality of service for Airport passengers and employees. 

To analyze current and historical airport travel time, two data sets from MARC were 

used. 

 

 

DRAFT 

2005/06 Travel Time Data - 2005/06 travel time data was collected by 

MARC staff on more than 1,600 miles of roadway in the metropolitan area. 

The study logged 70 routes throughout Kansas City metro area, including a 

cross-section of road types. 

2010 INRIX Travel Time Data – MARC recently purchased 2010 INRIX 

data. INRIX is a private provider of traffic information, directions, and driver 

services. 

Travel times to the Airport are shown in Figure 4.1-7, 2010 AM Peak Period 

Travel Time Intervals To KCI Airport, and regional activity centers are 

summarized in Table 4.1-8, 2010 AM Peak Period Travel Times To KCI 

Airport. Travel times from the Airport are shown in Figure 4.1-8, 2010 PM Peak 

Period Travel Time Intervals to KCI Airport, and regional activity centers are 

summarized in Table 4.1-9, 2010 PM Peak Period Travel Times To KCI 

Airport. 


April 2013




DRAFT 

Figure 4.1-7 

2010 AM PEAK PERIOD TRAVEL TIME INTERVALS TO KCI AIRPORT 

Source: 

MARC, 2010 INRIX Data 

DRAFT 

Table 4.1-8 

2010 AM PEAK PERIOD TRAVEL TIMES TO KCI AIRPORT 

Activity Center 

Downtown 

Lee’s Summit (I-470/US 50) 

Johnson County (I-435/US 69) 

Travel Time 

19 minutes 

41 minutes 

33 minutes 

Source: 

INRIX 2010 Data 


April 2013




DRAFT 

Figure 4.1-8 

2010 PM PEAK PERIOD TRAVEL TIMES INTERVALS FROM KCI AIRPORT 

DRAFT 

Source: 

MARC, 2010 INRIX Data 

Table 4.1-9 

2010 PM PEAK PERIOD TRAVEL TIMES FROM KCI AIRPORT 

Activity Center 

Downtown 

Lee’s Summit (I-470/US 50) 

Johnson County (I-435/US 69) 

Travel Time 

19 minutes 

38 minutes 

35 minutes 

Source: 



April 2013




DRAFT 

When you compare 2010 travel time data to 2005/06 travel time data, trends can 

be identified. Figure 4.1-9, AM Peak Period Travel Times to KCI Airport 

(Change from 2005 to 2010), shows the changes in travel time to the Airport. 

As shown in the figures, AM peak hour travel times between the Airport and 

downtown slightly increased, AM peak hour travel times between the Airport and 

Lee’s Summit decreased, and AM peak hour travel times between the Airport and 

Johnson County decreased. 

Figure 4.1-9 

AM PEAK PERIOD TRAVEL TIMES TO KCI AIRPORT 

(Change from 2005 to 2010) 

DRAFT 

Source: 



April 2013




DRAFT 

As shown in Figure 4.1-10, PM Peak Period Travel Times from KCI Airport 

(Change from 2005 to 2010), the PM peak hour travel times between the Airport 

and downtown increased, PM peak hour travel times between the Airport and Lee’s 

Summit decreased, and PM peak hour travel times between the Airport and Johnson 

County decreased. 

Figure 4.1-10 

PM PEAK PERIOD TRAVEL TIMES FROM KCI AIRPORT 

(Change from 2005 to 2010) 

DRAFT 

Source: 



April 2013




DRAFT 

4.1.6 SUMMARY 

The regional transportation infrastructure is anticipated to be sufficient to serve the 

airport’s needs through the planning period. Regional congestion identified by 

MARC will continue to exist until but will not prohibit access and the interchange at 

Cookingham Drive is sufficient to accommodate airport traffic through 2030. In the 

future, traffic along Cookingham Drive should be monitored and when the volume 

to capacity ratio beyond 2030 begins to approach 0.85 enhancements to the 

interchange should be considered to facilitate traffic access. 

4.2 Terminal Area Landside Requirements 

In this section, the methodology and summary of landside requirements are 

presented. Requirements are based on data presented in the 2008 Master Plan and 

additional data collected 2012 at the onset of this study. A comprehensive data 

collection effort was initiated in March 2012 corresponding to the passenger surveys 

and traffic counts, vehicle classification, dwell time observations and pedestrian 

crosswalk counts were collected and used to develop requirements for: 

 

 

 

 

Terminal Roadways 

Curbside Areas 

Vehicular Parking 

Commercial Vehicle Staging Area 

4.2.1 TERMINAL ROADWAYS 

DRAFT 

The peak hour traffic volumes collected on the International Circle entrance 

roadways were adjusted to account for the difference between a peak day in March 

and an average peak day in July (the design day). Volumes for courtesy shuttles 

were not increased as these shuttles would typically operate on similar schedules 

while carrying more passengers; however, all volumes attributable to demand 

driven vehicle modes (e.g. private vehicles [curbside and parking], taxicabs and 

limousines). A five percent adjustment was applied based on historic passenger 

volumes and characteristics of the peak day of March versus an average peak day 

in July. The volumes were projected to future years based on the forecast increase 

in O&D passengers and are presented in Table 4.2-1, Forecast Peak Hour 

Traffic Volumes. The capacity of the inbound and outbound roadways is assumed 

to be 900 vehicles per hour per lane, reflecting slowing speeds as vehicles approach 

the terminal area. Terminal arrivals and departures curbside roadway capacity is 

based on the decreasing capacity of each lane toward the terminal with the lane 

adjacent to the curbside drop-off / pick-up areas not accommodating any vehicle 

throughput. Associated lane requirements are shown in Table 4.2-2, Lane 

Requirements. As shown, the inbound and outbound roadways will require a 

minimum of two lanes in each direction this accommodates all traffic associated 

with the future terminal development plan. 


April 2013




DRAFT 

The forecast traffic volumes and lane requirements for the terminal curbsides are 

also shown in Tables 4.2-1 and 4.2-2, respectively. Arrivals and Departures 

roadway volumes were increased as described above to account for the design day 

in July and then adjusted based on the combined traffic volumes at the existing 

terminals to reflect a single terminal with separate arrivals and departures levels. 

Vehicle trips associated with the inter-terminal Red Bus were removed and volumes 

were adjusted to account for commercial vehicles stopping only once at the new 

single terminal. The volumes and associated lane requirements shown in Tables 

4.2-1 and 4.2-2 assume a separate commercial vehicle curb serving both arriving 

and departing passengers. As a result, the departures curb requirement only 

reflects private vehicle, taxicab, and limousine drop-off, while the arrivals curb only 

reflects private vehicle pick-up. All other activity is assumed to be accommodated 

on the commercial vehicle curb. 

Table 4.2-1 

FORECAST PEAK HOUR TRAFFIC VOLUMES 

Location Existing 2015 2020 2025 2030 

Entrance International Circle 1 1,200 1,300 1,420 1,555 1,700 

Exit International Circle 1 1,200 1,300 1,420 1,555 1,700 

Terminal Arrivals Roadway 835 905 985 1,080 1,180 

Terminal Departures Roadway 730 790 865 945 1,035 

Terminal Commercial Vehicles 

Roadway 

185 190 205 225 245 

Note: 1 Volume will vary based on number of parking spaces and other uses provided within 

the terminal area. Specific requirement will be defined during concept development 

and refinement. 

Source: March 2012 Traffic Surveys and HNTB analysis based on forecast passenger growth. 

Table 4.2-2 

LANE REQUIREMENTS 

DRAFT 

Location Existing 2015 2020 2025 2030 

Entrance International Circle 1 2 2 2 2 2 

Exit International Circle 1 2 2 2 2 2 

Terminal Arrivals 3 3 4 4 4 

Terminal Departures 3 3 3 4 4 

Terminal Commercial Vehicles N/A N/A N/A N/A N/A 

Note: 1 Volume will vary based on number of parking spaces and other uses provided within 

the terminal area. Specific requirement will be defined during concept development 

and refinement. 

Source: HNTB analysis based on forecast peak hour traffic volumes. 


April 2013




DRAFT 

4.2.2 CURBSIDES 

Curbside length requirements were calculated for private vehicle arrivals, private 

vehicle departures, and commercial vehicles, assuming a consolidated multi-level 

terminal building. The specific layout of the terminal building and curbsides may 

result in adjustments to the curbside requirements. 

Traffic volumes presented in Table 4.2-1 in the previous section were used to 

calculate curbside length requirements. The future overall airport peak hour 

arrivals, departures, and curbside volumes were developed by applying the vehicle 

classification percentages collected during the survey. Then future private vehicle, 

taxicab, and limousine volumes, which are demand driven; and single party vehicle 

modes, were estimated assuming that that the volumes would increase in direct 

proportion to the forecast increases in O&D airline passenger activity. 

This assumes no significant change in the proportion of connecting passengers, 

travel mode choice patterns, or the use of public parking (versus curbside pick-up 

or drop-off). Commercial courtesy vehicles serving multiple parties, such as 

parking, rental car, and hotel shuttles, were assumed to grow at half the rate of 

O&D passengers since these vehicles will typically increase passenger occupancy 

prior to adding shuttles during peak periods. Some growth will still occur as a 

result of new entrants serving the Airport, such as new off-airport hotels, and this 

growth is accounted for in the reduced growth rate. 

Curbside requirements were developed for each vehicle type by calculating the 

linear length required to accommodate vehicle loading and unloading activity using 

vehicle volumes, vehicle parking stall lengths, and proposed dwell time data 

presented in Table 4.2-4. Vehicle parking lengths are based on actual vehicle 

lengths plus an additional length to allow for space to maneuver in and out of 

curbside parking spaces. A Poisson distribution, a discrete probability distribution 

that identifies the probability of a given number of events occurring in a fixed 

interval of time, was applied to account for the randomness of vehicles arriving at 

the curbside and associated peaking within the peak hour. The curbside length 

requirement presented in Table 4.2-3, Required Departures Los C Curb Length 

(Feet), for the departures curb assumes only private vehicle, taxicab, and 

limousine activity will occur on the departures curbside. The arrivals curbside 

length requirement presented in Table 4.2-4, Required Private Vehicles Los C 

Arrivals Curb Length (Feet), assumes only private vehicles will use the curbside 

and the requirements for all other commercial vehicle activity is shown in 

Table 4.2-5, Required Commercial Vehicles Curb Length (Feet), and is 

assumed to occur on a commercial curbside. 

DRAFT 


April 2013




DRAFT 

Table 4.2-3 

REQUIRED DEPARTURES LOS C CURB LENGTH (FEET) 

Private vehicle 

Taxicab 

Limousine 

Classification Existing 2015 2020 2025 2030 

500 545 580 630 690 

Source: 

HNTB analysis based on forecast peak hour traffic volumes and March 2012 survey data. 

Table 4.2-4 

REQUIRED PRIVATE VEHICLES LOS C ARRIVALS CURB LENGTH (FEET) 


Private vehicle 660 695 770 820 890 

Source: 


Table 4.2-5 

REQUIRED COMMERCIAL VEHICLES CURB LENGTH (FEET) 


Taxicab 100 100 125 125 125 

Limousine 120 120 120 120 150 

DRAFT 

For-hire shuttle 70 70 70 105 105 

Rental car shuttle 110 110 110 110 110 

Hotel shuttle 70 105 105 105 105 

Blue bus (economy parking) 55 55 110 110 110 

Park-Air Express 35 70 70 70 70 

Off-Airport parking shuttle 80 120 120 120 120 

Charter bus 60 60 60 60 60 

Metro (public bus) 60 60 60 60 60 

Other 25 25 25 25 25 

Total 785 895 975 1,010 1,040 

Source: 



April 2013




DRAFT 

Departures and arrivals curb requirements are adjusted to reflect double parking up 

to 40 percent of the curb during the peak period, representing LOS C operations. 

The commercial curb requirements do not assume double parking due to 

operational and safety considerations for commercial vehicle shuttles. 

Commercial curbside requirements assume combined drop-off and pick-up activity 

for courtesy shuttles (e.g. hotel, parking, and rental car shuttles). If separate 

pick-up / drop-off areas are designated the requirements should be adjusted 

accordingly using the observed dwell times collected in the March survey. Curbside 

allocation plans and associated requirements for both scenarios are depicted in the 

recommended transit plaza plans. 

Scheduled services, such as the public buses, were assumed to maintain their 

current level of service in the future and not increase frequency, however, space for 

a dedicated stop was assumed for the public bus. A dedicated four-space taxicab 

queue, increasing to five in 2020, was assumed for pick-up activity on the 

commercial curb. 

4.3 Vehicular Parking 

4.3.1 PUBLIC PARKING 

Public parking requirements were determined by analyzing the capacity, 

transactions, and occupancies of all the Airport-operated public parking facilities. 

Overnight facility occupancies, and entry and exit volumes (transactions) were 

provided by KCAD staff for March 2012 to coincide with the month originating 

passenger surveys were conducted. Transactions were estimated by duration 

category (e.g. 30 minutes, 30 minutes – 1 hour, etc.) and the number of spaces 

required for each duration category was calculated by applying a turn factor 

(an estimate of the number of times a parking space is “turned over” or utilized 

each day in the respective duration category). The number of turns per day was 

estimated based on industry observations and calibrated to overnight counts and an 

estimate of peak hour occupancy. March transactions were then adjusted based on 

the actual increase in 2011 monthly transactions during the peak parking month 

(July for the terminal garages and October for the Circle and Economy Lots) 

compared to March, and a peak month, average day parking demand was 

calculated. 

DRAFT 

Table 4.3-1, Public Parking Requirements, presents terminal area and remote 

economy parking with the terminal area divided into two categories (close-in and 

long-term), based on the division of usage in the current close-in garages and circle 

lot. The circle lot patrons represent both overflow from the Terminal B garage, 

which is constrained at peak times and parkers who are generally more price 

sensitive and may be less inclined to pay an increased rate at the terminal garages. 

As selected concepts are refined, this requirement will be reviewed to determine 

how the number of spaces available within the terminal area garages and surface 

lot affect the breakdown of close-in and long-term parking and the potential pricing 

structure. 


April 2013




DRAFT 

Requirements include a search factor, as is typical in the industry, to account for 

the required surplus that will allow vehicles entering the facility to find an open 

parking space within a reasonable amount of time. A search factor of ten percent 

was applied to garage spaces and five percent to long-term terminal area and 

economy parking. Future year requirements were developed based on the growth 

in daily originating passengers as presented in the aviation forecasts. 

Table 4.3-1 

PUBLIC PARKING REQUIREMENTS 

Facility Existing 2015 2020 2025 2030 

Annual Originating 

Passengers 

4,646,770 5,040,400 5,501,400 6,017,300 6,590,700 

Close-in (Garage) 4,720 5,090 5,520 6,085 6,615 

Long-term (Surface) 1,655 1,720 1,935 2,150 2,335 

Total Terminal Area 6,375 6,810 7,455 8,235 8,950 

Remote Economy 11,300 12,300 13,400 14,700 16,000 

Total 17,675 19,110 20,855 22,935 24,950 

Source: 

HNTB analysis based on existing parking data provided by KCAD and forecast growth in passengers. 

Parking Design Considerations 

Current terminal parking facilities are configured with 63-foot bays and 8.5-foot 

wide stalls. Future parking facilities should maintain a minimum of 63-foot parking 

bays and 8.5-foot stalls with a preference toward 9-foot wide parking stalls. 

4.3.2 EMPLOYEE PARKING 

DRAFT 

Employee parking is provided primarily in a 1,500-space remote parking area on 

Mexico Avenue. Employee parking requirements were determined based on peak 

85-percent occupancy reported in the MP and adjusted to existing conditions based 

on actual passenger growth. The future requirements shown in Table 4.3-2, 

Employee Parking Requirements, were based on the forecast growth in overall 

airport passengers. 

Table 4.3-2 

EMPLOYEE PARKING REQUIREMENTS 

Facility Existing 2015 2020 2025 2030 

Employee 11,800 12,800 14,000 15,300 16,800 

Source: 

HNTB analysis based on existing parking data provided by KCAD and forecast growth in passengers. 


April 2013




DRAFT 

4.3.3 COMMERCIAL VEHICLE STAGING AREA 

Currently, staging for taxicabs, limousines, and for-hire shuttles is provided in two 

lots within International Circle while they wait to pick-up arriving passengers. 

The first is a 3.5-acre multi-purpose lot south of the ATCT which is used for for-hire 

shuttles, charter bus, and some limousine staging. The second is a 0.5-acre taxi 

hold lot located east of the ATCT. Estimated requirements for for-hire shuttles, 

limousines, and taxicabs staging were developed based on an estimate of peak 

hour volumes for each vehicle type gathered during the traffic surveys and curbside 

observations. For the purpose of sizing a staging area, it was assumed that 

sufficient space be provided to accommodate a two-hour supply of for-hire shuttles 

and limousines, and a three-hour supply of taxicabs. This would provide sufficient 

space for vehicles arriving to pick up passengers during the peak periods to remain 

in the staging areas for up to two and three hours, which is common for taxi 

drivers. The rolling peak periods were determined by analyzing the adjusted 

terminal area arrivals traffic volumes with the applied vehicle classification 

breakdown. The peak periods were determined to be Fridays from 5:00 PM to 

8:00 PM for for-hire shuttles and 7:00 PM to 10:00 PM for taxicabs and limousines. 

A 10-percent surplus was applied to account for vehicle surges during the time 

period and delayed flights that would result in vehicles remaining in the hold lot 

longer than anticipated. 

Table 4.3-3, Commercial Vehicle Staging Requirement, lists the requirements 

for each vehicle. In addition, equivalent area requirements were calculated 

assuming 380 square feet per space for shuttles, 330 square feet per space for 

limousines, and 200 square feet per space for taxicabs (assuming a nose-to-tail 

parking configuration, with taxicabs being dispatched to the terminal in the order 

they arrive). The area requirements are also summarized in Table 4.3-3. 

Table 4.3-3 

COMMERCIAL VEHICLE STAGING REQUIREMENT 

Staging Space Requirement 

Vehicle Existing 2015 2020 2025 2030 

For-hire shuttles 22 24 26 29 31 

Limousines 61 66 72 78 86 

Taxicabs 50 54 58 64 70 

Total 133 144 156 171 187 

Staging Area Requirement (acres) 

DRAFT 

For-hire shuttles 0.19 0.20 0.22 0.25 0.26 

Limousines 0.46 0.50 0.55 0.59 0.65 

Taxicabs 0.23 0.25 0.27 0.29 0.32 

Total 0.88 0.95 1.03 1.13 1.24 

Source: 

HNTB analysis based on 2012 Traffic Survey data. 


April 2013




DRAFT 

5. TERMINAL SUPPORT REQUIREMENTS 

The 2008 MP presented requirements for airport and airline support facilities based 

on the forecast developed at that time. Since this past MP was completed aircraft 

operations and passenger volumes have declined and an updated operations and 

passenger forecasts have been developed as part of the New Terminal Advance 

Planning Study. With this decrease in demand the terminal support facilities were 

re-evaluated in this Study to determine if the future requirements prepared in 2008 

would change based on the updated forecast. 

It was determined that the airport administration building, Aircraft Rescue and 

Firefighting (ARFF) facility, field maintenance facilities, aircraft maintenance 

facilities, the service station, the Federal Aviation Administration (FAA) Air Traffic 

Control Tower (ATCT), and the FAA Terminal Radar Approach Control Facility 

(TRACON) do not require expansion (beyond any expansion plans that are already 

in place). Because the updated forecast has lower demand than the MP forecast, 

the MP conclusions for these facilities will not change and therefore, revised facility 

requirements were not developed. 

The 2008 MP identified a need to expand the following facilities based on forecast 

demand: fleet maintenance facilities; fuel/wash facility; aviation facilities 

maintenance; airport police department; flight kitchens; and airport hotel. 

The requirements for these facilities were re-calculated based on the updated 

forecast in order to determine the appropriate size of these facilities. In addition, 

while the MP did not evaluate ground service equipment (GSE) maintenance and 

storage area requirements, these areas were also evaluated as part of this analysis. 

The KCI support facilities are shown on Figure 5-1, Support Facilities. 

DRAFT 


April 2013




DRAFT 

Figure 5-1 

SUPPORT FACILITIES 

Source: 

Airport Layout Plan; Landrum & Brown 

DRAFT 

5.1 FLEET MAINTENANCE 

The fleet maintenance facility is located at the west end of Paris Street along 

Taxiway B. According to the MP, the fleet maintenance building encompasses 

34,345 square feet and is located on a 202,337-square foot parcel. The MP 

identified a need for an additional 85,363 square feet of land area for fleet 

maintenance by 2025. This requirement was based on a 2007 ratio of building area 

per commercial operation of 0.23 and a 2007 land to building ratio of 5.9. 

These ratios were applied to the updated forecast to determine the revised 

requirement. Based on the MP ratios and the updated forecast, an additional 

17,063 square feet of land area will be needed by 2030 (see Table 5.1-1, Fleet 

Maintenance Requirements). 


April 2013




DRAFT 

Table 5.1-1 

FLEET MAINTENANCE REQUIREMENTS (IN SQUARE FEET) 

YEAR 

2007 

COMMERCIAL BLDG 2007 LAND 

LAND/ 

REQUIREMENT 

SURPLUS/ 

BLDG 

(DEFICIT) 

OPERATIONS 1 SF/OP. AREA 

BLDG 

SIZE 

RATIO BLDG LAND BLDG LAND 

Actual 

2007 34,435 149,770 0.23 202,337 5.9 34,435 202,337 - - 

Forecast 

2015 34,435 133,247 0.23 202,337 5.9 30,636 180,000 3,799 22,337 

2020 34,435 142,028 0.23 202,337 5.9 32,655 191,900 1,780 10,437 

2025 34,435 151,644 0.23 202,337 5.9 34,866 204,900 (431) (2,563) 

2030 34,435 162,367 0.23 202,337 5.9 37,331 219,400 (2,896) (17,063) 

Note: 1 Commercial operations do not include non-commercial air taxi, general aviation or 

military operations. SF=square feet 

Sources: 2008 Kansas City International Airport Master Plan; New Terminal Advance Planning forecast; Landrum 

& Brown 

5.2 FUEL/WASH FACILITY 

The KCI fuel/wash area is located at 194 Bogota Street and is approximately 

43,655 square feet. It serves as the fuel/wash facility for airport parking buses, 

police vehicles, and airport maintenance vehicles. According to the MP, 

maintenance personnel have expressed a need for replacement of the wash area 

facilities. The MP analysis showed a need for an additional 29,600 square feet of 

fuel/wash facilities by 2025 based on a 2006 ratio of 0.008 square feet of land area 

per enplaned passenger. This ratio was applied to the revised forecast to 

determine an updated fuel/wash facility requirement (see Table 5.2-1, 

Fuel/Wash Facility Requirement). Based on the MP ratios and the updated 

forecast, there is a need to provide an additional 14,100 square feet of fuel/wash 

land area by 2030. 

Table 5.2-1 

FUEL/WASH FACILITY REQUIREMENTS (IN SQUARE FEET) 

YEAR 

2006 LAND 

DRAFT 

ENPLANED 

PASSENGER 

SF PER 

ENPL. 

AREA 

REQ'D 

SURPLUS/ 

(DEFICIT) 

AREA 

Actual 

2006 43,655 5,471,339 0.008 43,655 - 

Forecast 

2015 43,655 5,536,000 0.008 44,200 (500) 

2020 43,655 6,042,000 0.008 48,200 (4,500) 

2025 43,655 6,608,500 0.008 52,700 (9,000) 

2030 43,655 7,237,900 0.008 57,800 (14,100) 

Note: 

Sources: 

SF=square feet 

2008 Kansas City International Airport Master Plan; New Terminal Advance Planning forecast; Landrum 

& Brown 


April 2013




DRAFT 

5.3 AVIATION FACILITIES MAINTENANCE 

The aviation maintenance facilities are located at 711 Mexico City Avenue. 

The building is 10,000 square feet and is located on a 40,091-square foot parcel. 

The MP facility requirements were calculated based on a 2006 ratio of building 

square feet per commercial operation of 0.07 and a land to building ratio of 4.0. 

The MP determined there was a need for an additional 24,209 square feet of land 

area for aviation facilities maintenance by 2025. Based on the MP ratios and the 

updated forecast, there is a need for an additional 3,409 square feet of land area by 

2030 (see Table 5.3-1, Aviation Facilities Maintenance). 

Table 5.3-1 

AVIATION FACILITIES MAINTENANCE REQUIREMENTS (IN SQUARE FEET) 

YEAR 

2006 

BLDG COMMERCIAL 2006 LAND 

LAND/ 

REQUIREMENT 

SURPLUS/ 

BLDG 

SF/OP. 

(DEFICIT) 

OPERATIONS 1 AREA 

BUILDING 

AREA 

RATIO BLDG LAND BLDG LAND 

Actual 

2006 10,000 0.07 149,770 40,091 4.0 10,000 40,091 - - 

Forecast 

2015 10,000 0.07 133,247 40,091 4.0 8,897 35,700 1,103 4,391 

2020 10,000 0.07 142,028 40,091 4.0 9,483 38,000 517 2,091 

2025 10,000 0.07 151,644 40,091 4.0 10,125 40,600 (125) (509) 

2030 10,000 0.07 162,367 40,091 4.0 10,841 43,500 (841) (3,409) 

Note: 

Sources: 


1 Commercial operations do not include non-commercial air taxi, general aviation or 

military operations. 


& Brown analysis. 

DRAFT 

5.4 AIRPORT POLICE DEPARTMENT 

The KCI police department is located in the center of the terminal area. It is a 

44,381-square foot building on a 115,000-square foot parcel that supports the 

police and security functions at the Airport and the communications center and 

Sprint telecommunications. The MP identified a need for 78,100 square feet of 

additional land area by 2025, based on a 2006 ratio of building square feet per 

enplaned passenger of 0.008 and a 2006 land area per enplaned passenger ratio of 

0.021. These ratios were applied to the updated forecast to determine revised 

police department requirements (see Table 5.4-1, Police Department 

Requirements). The updated forecast yields a requirement for 37,100 additional 

square feet of land area by 2030 for the police department. 


April 2013




DRAFT 

Table 5.4-1 

POLICE DEPARTMENT REQUIREMENTS (IN SQUARE FEET) 

YEAR 

2006 

BLDG. SF 

LAND 

SURPLUS/ 

ENPLANED 

LAND 

REQUIREMENT 

BLDG 

PER 

AREA/ 

(DEFICIT) 

PASSENGERS 

AREA 

AREA 

ENPL. 

ENPL. BLDG LAND BLDG LAND 

Actual 

2006 44,381 5,471,339 0.008 115,000 0.021 44,381 115,000 - - 

Forecast 

2015 44,381 5,536,000 0.008 115,000 0.021 44,900 116,400 (519) (1,400) 

2020 44,381 6,042,000 0.008 115,000 0.021 49,000 127,000 (4,619) (12,000) 

2025 44,381 6,608,500 0.008 115,000 0.021 53,600 138,900 (9,219) (23,900) 

2030 44,381 7,237,900 0.008 115,000 0.021 58,700 152,100 (14,319) (37,100) 

Note: 

Sources: 



& Brown 

5.5 FLIGHT KITCHENS 

There are two flight kitchen facilities at KCI: LSG Sky Chefs and Midwest Airlines 

Commissary. LSG Sky Chefs has a 42,000-square foot facility located at 

566 Brasilia Avenue. Midwest Airlines Commissary is a 20,808-square foot building 

located at 241 Paris Street. Combined, the two facilities are located on 

181,713 square feet of land area. 

According to the MP, the Sky Chefs facility size is sufficient but the Midwest Airlines 

Commissary facility will need an additional 12,487 square feet of land area by 

2025. The MP requirement was calculated based on a 2006 meals-per-passenger 

ratio of 0.06, 2006 meals-per-total square feet ratio of 0.03, and a 2006 ratio of 

land area per commercial operation of 0.8. The 2006 ratios were calculated based 

on actual building usage information provided by Sky Chefs and Midwest Airlines 

commissary personnel. Based on these ratios and the updated forecast, no 

expansion of the flight kitchen facilities is required during the planning period 

(see Table 5.5-1, Flight Kitchen Requirements). 

DRAFT 

Table 5.5-1 

FLIGHT KITCHEN REQUIREMENTS (IN SQUARE FEET) 

YEAR 

2006 2006 

DAILY 

SURPLUS/ 

PMAD 

COMMERCIAL REQUIREMENT 

BLDG LAND 

MEALS 

(DEFICIT) 

PASS. 

OPERATIONS 1 

AREA AREA 

REQ'D 

BLDG LAND BLDG LAND 

Actual 

2006 57,140 181,713 15,857 1,026 149,770 36,140 121,077 21,000 60,636 

Forecast 

2015 57,140 181,713 18,600 1,203 133,247 42,391 107,719 14,749 73,994 

2020 57,140 181,713 20,300 1,313 142,028 46,266 114,818 10,874 66,895 

2025 57,140 181,713 22,200 1,436 151,644 50,596 122,592 6,544 59,121 

2025 57,140 181,713 24,100 1,559 162,367 54,926 131,261 2,214 50,452 

Notes: 1 SF=square feet 

Commercial operations do not include non-commercial air taxi, general aviation or 

military operations. 

Sources: 2008 Kansas City International Airport Master Plan; New Terminal Advance Planning forecast; Landrum 

& Brown 


April 2013




DRAFT 

5.6 AIRPORT HOTEL 

Currently there is a single hotel located on Airport property which is the Marriott 

Hotel at 775 Brasilia Avenue. This existing hotel has 382 rooms and a 

conference/banquet center. According to the MP, the occupancy rate in 2006 was 

82 percent, resulting in a 2006 ratio of 17,467 enplanements per room. Based on 

this ratio by 2025 there is only a need for 378 rooms and the existing Marriot has 

382 rooms which is a surplus of 4 rooms. In 2030 however the revised forecast 

based on this historic ratio of passenger enplanements to rooms shows the need for 

32 additional rooms over the current capacity of the Marriott Hotel. 

(See Table 5.6-1, Airport Hotel Requirements) 

Table 5.6-1 

AIRPORT HOTEL REQUIREMENTS 

YEAR 

2006 ANNUAL ENPL/ ROOMS SURPLUS/ 

ROOMS ENPL. ROOM REQUIRED (DEFICIT) 

Actual 

2006 382 5,471,339 17,467 313 69 

Forecast 

2015 382 5,536,000 17,467 317 65 

2020 382 6,042,000 17,467 346 36 

2025 382 6,608,500 17,467 378 4 

2030 382 7,237,900 17,467 414 (32) 

Sources: 


& Brown 

DRAFT 

5.7 GROUND SERVICE EQUIPMENT (GSE) FACILITIES 

The GSE are stationed at and around the terminal gates for the servicing of 

passenger aircraft and are stored in the vicinity of the aircraft gates at the 

terminals when in regular use. GSE fuel facilities are located between the terminals 

on the aircraft ramp so that equipment can be fueled near the gates via hydrant 

system, similar to the aircraft hydrant fueling system. There are three fueling 

facilities for GSE equipment on the terminal ramp: one between Terminals A and B, 

one between Terminals B and C, and one to the north of Terminal C. There is 

sufficient area around the gates to accommodate the GSE that is in regular use. 

According to Airport officials, GSE is stored in the buildings along Cargo Row 

(both on the ramp and in the buildings) when not in use. The airlines perform light 

maintenance on their GSE in their leased terminal areas. Heavy mechanical 

maintenance is performed along Cargo Row. The MP did not evaluate sizing 

requirements for GSE maintenance and storage areas. Airport officials have 

advised that GSE maintenance/storage is not a critical issue and that additional 

space will not be needed. As a result, no additional land should be set aside for 

additional GSE maintenance and storage facilities. 


April 2013




DRAFT 

5.8 AIRSIDE SNOW STORAGE AND MELTING AREAS 

KCI’s Snow and Ice Control Plan 2 was reviewed and Airport personnel were 

interviewed to determine current snow clearing procedures for the airfield. 

KCI’s Priority 1 3 areas include primary runways with their respective entry and exit 

taxiway connectors, two high-speed taxiways on primary arrival runways, an 

associated parallel taxiway, and access taxiways to the terminal ramps. 

The remaining taxiways and terminal aprons are cleared as conditions allow. 

There are no formal designated “snow dump” areas for the terminals. 

Snow removal procedures for the terminal apron include plowing out from the 

terminal to the taxiways while working around parked aircraft, and setting up rows 

of plowed snow (referred to as “windrows”) at the apron’s edge to blow snow into 

the grass infields. The snow is ultimately stored in the field surrounding the ARFF 

building (see Figure 5.8-1, Terminal Area). The snow that builds in the alleys 

between Terminals A and B and between Terminals B and C is usually plowed 

straight out toward the infield and blown into the grass infields at Taxiway M1 and 

Taxiways C6/C7/C8. KCI has looked into the possibility of closing Taxiway C7 

during the winter to expedite the removal of snow from the Terminal B and C alley. 

According to Airport personnel, the addition of the Remain Overnight (RON) parking 

pad, located off the Terminal B apron, has resulted in crews plowing almost double 

the volume of snow on several occasions. This results in large piles of snow 

accumulating until enough equipment is committed to plow and blow the 

accumulated snow into the field surrounding the ARFF facility. There have been 

instances years ago when snow accumulations were so great that the operation 

could not be set up properly and snow was plowed into the alleys to be removed by 

loader and dump truck at the first opportunity. Elimination of the grass infields as 

part of the terminal program will cause KCI to have to move snow even further 

across live pavement (as in the case of the RON apron) and possibly cause the 

apron to become impassable during a snow event. 

DRAFT 

With the expansion of the terminal, the need for snow storage and melting areas 

must be taken into consideration. Four potential areas for snow storage and 

melting were identified: (1) the first is to the Northeast of existing Taxiway G; 

(2) the second is located Northeast of the existing ARFF; (3) the third is East of 

Terminal C; and (4) the fourth is between the proposed deicing pads East of 

Taxiway B. (See Figure 5.8-2, Potential Future Areas for Snow 

Storage/Melting In Terminal Area) 

2 

3 

Snow and Ice Control Plan , Kansas City International Airport, May 12, 2012 

According to FAA Advisory Circular 150/5200-30C, Airport Winter Safety and Operations, airport 

operators can limit interruption of service as much as possible during snow events by classifying 

the most critical portions of the aircraft movement area and supporting facilities as Priority 1 and 

then taking care of other areas in their order of importance. KCI must clear one inch of snow from 

its Priority 1 areas within a one-half hour. 


April 2013




DRAFT 

Figure 5.8-1 

TERMINAL AREA 

Sources: 

Airport Layout Plan; airport personnel; Snow and Ice Control Plan, Kansas City International Airport, 

dated May 12, 2012; and Landrum & Brown 

DRAFT 


April 2013




DRAFT 

Figure 5.8-2 

POTENTIAL FUTURE AREAS FOR SNOW STORAGE/MELTING IN TERMINAL 

AREA 

Sources: 

DRAFT 

Airport Layout Plan and Landrum & Brown 

5.9 RAMP CONTROL TOWER 

Currently, there is not a ramp control tower at the KCI terminal. Aircraft that push 

back from the gates onto movement areas are under the control of the ATCT. 

The ATCT acts in an advisory capacity only for aircraft that do not push back onto 

movement areas. 

If a ramp control tower is needed with the proposed terminal expansion, it would 

likely be located on top of the terminal building. The maximum elevations of the 

terminal building/ramp tower were determined based on an ATCT line-of-sight 

analysis and FAA Federal Aviation Regulation (FAR) Part 77, Objects Affecting 

Navigable Airspace. These maximum elevations are shown on Figure 5.9-1, 

Maximum Terminal Building Elevations. 


April 2013




DRAFT 

Figure 5.9-1 

MAXIMUM TERMINAL BUILDING ELEVATIONS 

Notes: NAVD-88 = North American Vertical Datum of 1988 

AGL = Above Ground Level 

Sources: FAA Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace; Landrum & Brown 

analysis 

The size of a ramp tower at KCI would be based on who controls the tower 

(the airport, a single airline, or multiple airlines), the number of work stations, and 

how many gates would be under the control of the ramp tower. To give an idea of 

possible facility size at KCI, ramp control towers at several airports were surveyed: 

 

 

DRAFT 

McCarran International Airport (LAS): The D-Gates ramp control tower 

at LAS was built in 2005. The facility handles 45 gates and its observation 

area is 50 feet in diameter. 4 

Philadelphia International Airport (PHL): PHL, which has 130 gates, 

has coordinated ramp control towers at the eastern and western ends of the 

terminal area. The newest tower, which was constructed in 2002 as part of 

the new International Terminal, has a 60-foot diameter cab and was 

designed to accommodate 25 staffed ramp and operations agent positions. 

This tower is run by US Airways which represents just less than half of the 

operations at PHL. The second tower cab has a 45-foot diameter. It is run 

by the airport and is near Terminal F. 5 

4 

5 

http://www.emporis.com/building/mccarraninternationalairportdgatesrampcontroltower-lasvegasnv-usa 

Google Earth; www.phl.org gate layout and February 1, 2002 press release; www.pgal.com 


April 2013




DRAFT 

Orlando International Airport (MCO): Wings 10, 11, and 12 

(Gates 60-99) at MCO’s Terminal B consist of 32 gates. Its ramp control 

tower has a cab radius of 45 feet. 6 

Hartsfield-Jackson Atlanta International Airport (ATL): Concourse C 

at ATL has 48 gates. It has a ramp control tower with a cab that is 60 feet 

by 30 feet. 7 

 

 

Dallas/Fort Worth International Airport (DFW): DFW’s Terminal E has 

28 gates. Its ramp control tower has a 30-foot by 30-foot cab. 8 

Chicago O’Hare International Airport (ORD): ORD has a ramp control 

tower that serves Concourses B and C. Its cab is 40 feet by 30 feet. 

The average ratio of cab area per gate for all of these airports is 38 square feet per 

gate (see Table 5.9-1, Ramp Control Tower Ratios). 

Table 5.9-1 

RAMP CONTROL TOWER RATIOS 

AIRPORT 

TERMINAL 

CAB 

DIMENSIONS 

CAB 

AREA 

(SF) 

NO. OF 

GATES 

CAB 

AREA/ 

GATE 

LAS D-Gates 50' diameter 1,963 45 44 

PHL 1 Eastern End of Terminal Area 60' diameter 2,826 65 43 

Western End of Terminal Area 45' diameter 1,590 65 24 

MCO Terminal B, Wings 10-12 45' diameter 1,590 32 50 

ATL Concourse C 60x30' 1,800 48 38 

DFW Terminal E 30x30' 900 28 32 

ORD Concourses B and C 40'x30' 1,200 32 38 

Average: 1,778 45 38 

DRAFT 

Note: 1 Number of gates for PHL assumes ramp tower controls half the airport's gates. 

Sources: Google Earth; airport websites; www.pgal.com; 

http://www.emporis.com/building/mccarraninternational airportdgatesrampcontroltower-lasvegas-nvusa 

The proposed terminal for KCI has 41 gates. The application of the 38 square feet 

per gate ratio to the KCI terminal results is the need for a cab area of 1,600 square 

feet (see Table 5.9-2, Ramp Tower Requirements). A circular ramp control 

tower cab at KCI would need to have a diameter of 45 feet. A square shaped tower 

would need to be 40 feet by 40 feet in size. 

6 

7 

8 

Google Earth and www.orlandoairports.net 

Google Earth and www.atlanta-airport.com 

Google Earth and www.dfwairport.com 


April 2013




DRAFT 

Table 5.9-2 

RAMP TOWER REQUIREMENTS 

Average Cab Area/Gate (square feet) 38 

No. of Gates 41 

Required Cab Area (in square feet) 1,600 

Circular Cab Diameter 45' 

Square Cab Dimensions 

40'x40' 

Source: 

Landrum & Brown analysis 

5.10 REMAIN OVERNIGHT (RON) PARKING 

The 2008 MP identified five current hardstand positions for RON aircraft during the 

base year (2007) and a need for one additional hardstand position by 2025. 

This requirement was based on the peak month average day (PMAD) departures 

per gate method that accounts for current and anticipated airline utilizations and 

fleet mix parameters. 

An alternate methodology was applied to the updated forecast to determine the 

revised RON parking requirements through 2030 using the updated forecast. 

Existing 2012 and future 2030 RON parking requirements were derived from the 

2012 and 2030 design day flight schedules developed as part of the terminal 

analysis. The 2025 requirement was interpolated. 

There are 53 aircraft that RON at KCI in the 2012 schedule and 69 in the 

2030 schedule. Subtracting the number of gates from the number of RON aircraft 

yields the hardstand requirement for each year (see Table 5.10-1, 

Recommended Additional RON Parking Positions). Based on this 

methodology, an expansion to the existing terminal apron will be needed to 

accommodate 27 hardstand positions by 2025 and 28 hardstand positions by 2030. 

The RON parking positions need to be sized to accommodate ADG-III aircraft in 

both 2025 and 2030. 

DRAFT 

Table 5.10-1 

RECOMMENDED ADDITIONAL RON PARKING POSITIONS 

2012 

EXISTING 

2025 

REQUIREMENT 

2030 

REQUIREMENT 

Total RON Aircraft 53 64 69 

Contact Gates 50 37 41 

Hardstand Positions 3 27 28 

Sources: 

2012 and 2030 design day flight schedules; Landrum & Brown analysis 


April 2013




DRAFT 

6. REFINE CONCEPTUAL TERMINAL COMPLEX SITE PLAN 

6.1 Airside Site Plan 

As discussed previously, the proposed New Terminal at KCI is to be constructed at 

the existing Terminal A location. Three airfield pavement configurations were 

evaluated to support the initial 37-gate terminal construction. Each alternative had 

to meet the requirements for the New Terminal apron and supporting 

infrastructure, summarized below and detailed in prior sections of this document. 

 

 

 

 

 

 

 

 

 

 

 

 

Maintain constant apron elevation around the perimeter of the New Terminal 

building 

Meet minimum 1 percent pavement grade adjacent to the New Terminal to 

satisfy NFPA codes 

Do not exceed maximum 1 percent pavement grades on airfield pavements 

to meet FAA criteria 

Meet ADG III design criteria for taxilanes on the apron, yet allow a single 

ADG V operation when necessary 

Provide dual taxilanes around the perimeter of the New Terminal to allow 

simultaneous aircraft operations in opposite directions to all terminal gates 

Implement triple taxilanes in areas between parallel concourses to allow push 

back from a gate while maintaining dual aircraft taxiing operations 

Meet ADG V design criteria for taxiway improvements adjacent to the 

terminal apron 

DRAFT 

Construct centralized deicing pads to meet the projected aircraft fleet mix 

Provide a centralized deicing operations administration and maintenance 

complex 

Provide 28 RON aircraft parking positions 

Provide a dedicated collection system of centralized deicing pads to separate 

glycol-contaminated runoff from stormwater runoff 

Meet MDNR requirements of discharges from the Airport 


April 2013




DRAFT 

Figure 6.1-1, Apron Configuration-Alternative 1, depicts the first apron 

configuration alternative. Alternative 1 assumes that Terminal B will remain in 

place after completion of the New Terminal. Two dedicated taxilanes will be 

developed east of the southern deicing pads to connect Taxiway D to the proposed 

terminal complex. 

A condensed triple taxilane configuration can be developed in the southern gate 

area, but the proximity of the New Terminal to Terminal B will only provide a single 

taxilane from the southern gate areas. 

Figure 6.1-1 

APRON CONFIGURATION-ALTERNATIVE 1 

Source: HNTB 

DRAFT 


April 2013




DRAFT 

Figure 6.1-2, Apron Configuration-Alternative 2, depicts the second apron 

configuration alternative. Alternative 2, similar to Alternative 1, assumes that 

Terminal B will remain in place after completion of the New Terminal, but only a 

single access taxilane east of the southern deicing pads to connect Taxiway D and 

the proposed terminal will be provided. 

A condensed triple taxilane configuration can be developed in the southern gate 

area, but the proximity of the New Terminal to Terminal B will only provide a single 

taxilane from the southern gate areas. 

Figure 6.1-2 


Source: HNTB 

DRAFT 


April 2013




DRAFT 

The third alternative is depicted in Figure 6.1-3, Apron Configuration- 

Alternative 3. Alternative 3 assumes that Terminal B will be demolished after 

completion of the New Terminal. It provides triple access taxilanes east of the 

southern deicing pads to connect Taxiway D and the New Terminal. 

Figure 6.1-3 


Source: 

HNTB 

DRAFT 

Alternative three was chosen as the Preferred Alternative, which requires the 

removal of Terminal B to provide the optimum apron transition from the southeast 

gates of the New Terminal. 

The following sections detail recommended airside configuration. 

6.1.1 APRON AND TAXILANES 

The apron in the Preferred Alternative will interface with the New Terminal building 

to meet aircraft parking and ground servicing needs. Fueling, maintenance, and 

baggage handling are typical services that will be provided at each gate and require 

direct access from the terminal building. The apron will be sized to provide proper 

wingtip clearance between aircraft parking positions and additional area for ground 

service operations at the aircraft parking positions. 


April 2013




DRAFT 

Push-back zones are areas that must remain clear to push aircraft from a parking 

position at a terminal gate for taxi exit to the movement area. A dedicated taxilane 

will be located behind each terminal gate to allow aircraft to be pushed back. 

A parallel taxilane will also be provided to allow aircraft movements to be 

maintained without interruption during push-back operations. In the areas between 

two parallel concourses, triple taxilanes will be necessary to allow simultaneous 

push-back from each concourse and allow aircraft operations within the concourses. 

Figure 6.1-4, Apron Configuration-Alternative 3, depicts the dual and triple 

taxilane layouts that will provide push-back zones and maintain aircraft ground 

movements. 

Figure 6.1-4 


DRAFT 

Source: 

HNTB 

The centerline of taxilanes closest to the aircraft parking positions will be located 

81 feet from the outer edge of the service road to meet ADG III standards for the 

distance from taxilane centerline to a fixed or movable object. Associated parallel 

taxilanes will be offset 140 feet to meet ADG III separation standards for parallel 

taxilanes. 


April 2013




DRAFT 

The edge of outboard taxilanes is located 25 feet from the taxilane centerline to 

provide the 50-foot taxilane width for ADG III design standards. 

ADG V aircraft movements will utilize the center taxilane in areas with triple 

taxilanes. No other aircraft operations will be permitted to/from the gates during a 

ADG V aircraft ground movement. In areas with only dual taxilanes, the ADG V 

aircraft will taxi parallel, and in the middle of the two parallel ADG III taxilanes. 

Paved shoulders will be constructed to be 25 feet wide. 

6.1.2 TAXIWAYS 

The delineation between movement and non-movement areas will be located at the 

east edge of the Taxiway B OFA and at the north edge of the Taxiway D OFA as 

shown in Figure 6.1-5, TAXIWAY RECONSTRUCTION LIMITS. Therefore, 

aircraft movements on the apron area and associated taxilanes will be controlled by 

the terminal apron control tower. Aircraft movements onto Taxiways B and D will 

be controlled by the FAA ATCT. A non-movement area marking will be located 

along the OFA of the adjacent taxiways at a distance of 160 feet from the centerline 

of Taxiways B and D. 

The elevation of the east edge of Taxiway B drops 8 feet from the south edge of the 

New Terminal apron to the north edge. With the objective to maintain a constant 

elevation at the interface of the apron and meet FAA-grading criteria, it is 

necessary to raise the elevation of Taxiway B to allow for a constant apron 

elevation at the New Terminal apron/building interface. 

DRAFT 

The reconstruction of Taxiway B adjacent to the proposed apron will impact 

Taxiway A and the connecting taxiways to meet the grade criteria. To meet the 

required pavement elevations on Taxiway B and construct transitions to meet 

FAA-grading criteria, Taxiways A and B will be reconstructed from the ARFF access 

road on the south to Taxiway B4 on the north. 

Figure 6.1-5 

TAXIWAY RECONSTRUCTION LIMITS 

Source: 

HNTB 


April 2013




DRAFT 

Connecting Taxiways A9 and G will remain in their existing location to match 

proposed taxilane centerlines from the apron. Taxiway M will be reconstructed in a 

new location directly east of Taxiway A10. A new connecting taxiway will be 

constructed by extending the southern-most taxilane on the apron to Taxiway A. 

6.1.3 SERVICE ROADS 

The distance of the service road behind the terminal gates is typically located 

180 feet from the face of the terminal building. The service road around the 

terminal gate will be marked to lead to the make-up areas located on the apron 

level of the New Terminal building. 

As shown in Figure 6.1-6, PROPOSED NEW SERVICE ROADS, the terminal 

service road will also extend north in two locations to connect to a proposed new 

service road constructed north of the terminal apron. The new northern service 

road will extend west to intersect Ottawa Avenue, the existing service road that 

parallels Taxiway B on the east side. An additional service road will extend south 

from Ottawa Avenue to access the centralized deicing pads. All service roads are 

two lanes with each lane being 12.5 feet wide. 

Figure 6.1-6 

PROPOSED NEW SERVICE ROADS 

DRAFT 

Source: 

L&B 

6.1.4 REMOTE OVER NIGHT (RON) PARKING POSITIONS 

In addition to the aircraft positions at the terminal gates, there will be 28 remote 

overnight (RON) aircraft parking positions designated to temporarily store aircraft 

that cannot be accommodated at the terminal gates. Figure 6.1-7, Remote Over 

Night Parking Positions, identifies the RON parking positions, denoted by boxes. 

Each box is 150 feet x 150 feet to accommodate ADG III aircraft. 


April 2013




DRAFT 

Figure 6.1-7 

REMOTE OVER NIGHT PARKING POSITIONS 

Source: 

L&B 

DRAFT 

6.1.5 CENTRALIZED DEICING PADS 

Centralized deicing pads will be established on the terminal apron in three different 

areas. Dividing the twelve required deicing pads into three areas reduces 

congestion, provides proximity to all terminal gates, and allows deicing pads to be 

isolated for snow removal operations or deactivated if the operational need for all 

twelve pads is not necessary. 

Figure 6.1-8, West Deicing Pads, depicts nine of the twelve deicing pads located 

on the west side of the New Terminal. Due to the proximity of the New Terminal to 

Taxiway B, each of these pads is sized to accommodate ADG III aircraft. A deicing 

pad to accommodate ADG V aircraft will not work on the west side of the terminal 

area. 


April 2013




DRAFT 

Figure 6.1-8 

WEST DEICING PADS 

Source: 

HNTB 

The deicing pads will be located to allow the dual taxilanes on the north and south 

side of the New Terminal to remain in operation during deicing conditions. 

In addition, two taxilanes separate the two groups of deicing pads to provide direct 

access from the terminal gates located in the center of the west side of the terminal 

complex. 

DRAFT 

Deicing pads on the north side of the apron will not be constructed due to the 

proximity to existing infrastructure that will remain in place after the initial phase of 

the New Terminal construction is completed. Locating five deicing pads north of the 

center taxilanes will provide direct access from the north gates to more deicing 

pads. 

A pavement area outside the center taxilane OFA or the deicing pad VSZ will be 

constructed adjacent to the northern deicing pads as shown in Figure 6.1-9, Snow 

Dump Plan. This area can be used to store snow that is pushed from the terminal 

gates or stage snow removal equipment. 

South of the center taxilanes, four additional deicing pads can serve ADG III 

aircraft. 


April 2013




DRAFT 

Figure 6.1-9 

SNOW DUMP PLAN 

DRAFT 

Source: 

L&B 


April 2013




DRAFT 

Figure 6.1-10, South Deicing Pads, depicts three deicing pads that will be 

constructed south of the New Terminal, adjacent to Taxiway D. The western two 

pads are sized to serve ADG III aircraft and the eastern pad is sized to 

accommodate an ADG Group VBoeing 787-8 aircraft. When not in use as an ADG 

Group V pad, the large size of this deicing pad allows the flexibility to deice two 

ADG II aircraft simultaneously. 

Dual taxilanes designed to bypass the deicing pads are located east of the deicing 

pads. A single taxilane is utilized to access the three new southern deicing pads 

and is sized to accommodate ADG V aircraft. Additional taxilanes branch from the 

ADG V taxilane to access the additional deicing pads or direct ADG II aircraft to 

deicing positions within the larger pad. 

Figure 6.1-10 

SOUTH DEICING PADS 

DRAFT 

Source: 

HNTB 

Gate deicing operations will not be permitted once the New Terminal is in operation. 

If airlines are permitted to perform spot deicing of aircraft near the terminal gate, 

glycol recovery vehicles will be used to collect the small amount of glycol fluids 

applied before aircraft taxi to centralized deicing pads. 


April 2013




DRAFT 

6.1.6 AIRSIDE SECURITY 

Access to the Airside from the landside will be provided by a security gate on the 

west end of Paris Street. After entering the secure area through the gate, a vehicle 

operator will utilize Ottawa Avenue and the proposed new service roads to access 

the New Terminal gates and centralized deicing pads. 

Apron floodlighting is required for contact gates, RON positions, and deicing pads. 

Floodlighting provides visibility for pilots operating aircraft and sufficient 

illumination for safe and efficient aircraft servicing. 

Floodlighting adjacent to the New Terminal should be building mounted. 

Where feasible, RON positions should be provided with pole-mounted floodlighting 

located along the rear of the parking positions to avoid interference with aircraft 

movements. Existing floodlights on Terminal C can be used to illuminate RON 

positions in this area. In no case can poles or fixtures penetrate Part 77 surfaces. 

Floodlighting of centralized deicing pads is more challenging. Additional studies to 

understand the impacts of glare on the FAA ATCT and the potential height and 

hazards obstructions will be necessary to determine the optimum lighting of the 

centralized deicing pads. 

Floodlights should be provided with connections to emergency lighting circuits. 

Servicing of floodlights is expected to be completed by utilizing equipment currently 

owned by the airport. 

DRAFT 

6.1.7 AIRFIELD CONSTRUCTION SEQUENCING 

The construction sequencing for the airfield pavement requires multiple phases to 

minimize the impact on aircraft operations on the airfield and at the Terminal B 

gates. Four phases are anticipated to construct the airfield pavements. They are 

shown in Figure 6.1.11, Overall Airfield Phasing Diagram, and summarized 

below. 

1. Phase 1-Construct airfield pavements outside the OFA of the taxilanes 

accessing Terminal B. 

2. Phase 2-Close Terminal B Gates 31-36. Construct airfield to access southern 

gates of new terminal. 

3. Phase 3-Close Terminal B. Construct airfield to provide a single taxilane 

south from new terminal to Taxiway D. 

4. Phase 4-Demolish Terminal B. Construct remaining airfield pavement to 

provide triple taxilane access south from the new terminal. 


April 2013




DRAFT 

Figure 6.1.11 

OVERALL AIRFIELD PHASING DIAGRAM 

Source: 

HNTB 

DRAFT 

6.1.7.1 Airfield Construction-Phase 1 

Phase 1 includes the reconstruction of Taxiways A and B for the purpose of raising 

the elevation of the north side of the apron to ultimately provide a consistent apron 

elevation around the perimeter of the terminal. Taxiways A and B cannot be closed 

simultaneously. Terminal B gates will not be impacted during this phase of 

construction either. Figure 6.1-12, Airfield Phasing Diagram-Phase 1, shows 

this area. 

Phase 1 construction operations should consider the following sequence. 

1. Perform demolition and construction operations on Taxiway A and connecting 

taxiways from the east edge of the Runway 1L-19R RSA to the west edge of 

the Taxiway A RSA. Aircraft operations will be maintained on Taxiway B, the 

existing terminal aprons and Runway 1L-19R. All connecting taxiways south 

of Taxiway B4 shall remain closed after the completion of Taxiway A 

construction due to the elevation changes. 


April 2013




DRAFT 

2. Perform demolition operations on Taxiway B and connecting taxiways from 

the east edge of the Taxiway A RSA to the east edge of Taxiway B. Aircraft 

operations will be maintained on Taxiway A and Runway 1L-19R. 

All connecting taxiways south of Taxiway B4 can re-open after the 

construction operations within the Taxiway B safety area are completed. 

3. Simultaneously with the Taxiway B construction, Terminal A can be 

demolished. 

4. Remove enough Terminal A apron pavement to construct the foundation and 

walls of the new terminal. Leave as much of the existing pavement to serve 

as a staging area for terminal construction. 

5. Constructing the west deicing pads and associated drainage network after 

the Taxiway B construction will allow the deicing pads to be commissioned as 

soon as possible. Remove only enough apron pavement as necessary to 

maintain as much of the existing pavement for terminal construction staging 

operations. 

6. Remove additional Terminal A apron pavement to construct taxilanes from 

Terminal B to the deicing pads. Aircraft can begin deicing operations at the 

new deicing pads upon completion of the access to the deicing pads. 

7. Construct the remainder of Phase 1 pavement upon completion of the 

construction of the exterior walls of the terminal. 

Figure 6.1-12 

AIRFIELD PHASING DIAGRAM-PHASE 1 

DRAFT 

Source: 

HNTB 


April 2013




DRAFT 

6.1.7.2 Airfield Construction-Phase 2A 

Upon completion the Phase 1 pavement, it will be necessary to close Gates 31-35 in 

Terminal B to construct the Phase 2A pavement to allow access to the south interior 

gates. It will take approximately three months to complete the Phase 2A pavement 

construction. The construction of the pavement area depicted in Figure 6.1-13, 

Airfield Phasing Diagram-Phase 2A, should occur simultaneously with the last 

three months of the terminal construction. 

Figure 6.1-13 

AIRFIELD PHASING DIAGRAM-PHASE 2A 

Source: 

HNTB 

DRAFT 

Four gates currently utilized by Southwest Airlines will not be accessible during the 

construction of the Phase 2A apron pavement. The KCAD shall coordinate with the 

impacted airline to maintain the airline’s operations. Options to consider include. 

1. Close Gates 31-35 and Southwest Airlines operates from fewer gates for 

three months. This is likely not possible as they are the busiest carrier at 

KCI. 

2. During the shift of airlines when Terminal A closes, move Delta to Terminal C 

and provide an additional four gates for Southwest on the east side of their 

current gates. Move a smaller airline from Terminal A or C into the area 

vacated by Delta. 

3. Prior to Phase 2A paving, construct the majority of the new terminal to allow 

Terminal B tenants to vacate their current space and occupy the northern 

and western gates of the new terminal. 


April 2013




DRAFT 

Upon completion of Phase 2A, only a single taxilane from the south gates is 

constructed. Ground movements into the southern gates will have to be 

coordinated with departures from the southern gates as there will be a bottleneck 

until Phase 2B is constructed. 

6.1.7.3 Airfield Construction-Phase 2B 

Figure 6.1-14, Airfield Phasing Diagram-Phase 2B, depicts the paving limits of 

this Phase. This paving will require the closure of many Terminal B gates andwill 

occur after Terminal B airlines have moved to the new terminal. This phase 

includes the construction of the south deicing pads. Phase 2B will provide a second 

taxilane from the southern terminal gates, but also a single taxilane south to 

Taxiway D. 

Phase 2B can be constructed without Terminal B being demolished but many of the 

gates at Terminal B will require closure. 

Figure 6.1-14 

AIRFIELD PHASING DIAGRAM-PHASE 2B 

DRAFT 

Source: 

HNTB 


April 2013




DRAFT 

6.1.7.4 Airfield Construction-Phase 2C 

Once Terminal B is demolished, Phase 2C can be constructed. Phase 2C may be 

constructed simultaneously with Phases 2A and/or 2B depending on when Terminal 

B is vacated and if Terminal B will be demolished after the airlines shift to the new 

terminal. 

As shown in Figure 6.1-15, Airfield Phasing Diagram-Phase 2C, this pavement 

provides dual taxilanes around the south deicing pads and provides triple taxilane 

capabilities from the southern terminal gates. 

Figure 6.1-15 

AIRFIELD PHASING DIAGRAM-PHASE 2C 

Source: HNTB 

DRAFT 


April 2013




DRAFT 

6.2 Ground Access Site Plan for the New Terminal 

The recommended New Terminal ground access site plan provides the following 

features: 

 

 

 

 

 

 

 

 

 

A two-level curb roadway adjacent to the New Terminal building 

Reconfiguration of the existing terminal loop roadway utilizing Bonn Circle 

and including relocation of the existing return-to-terminal roadway 

A six-level parking structure 

A commercial vehicle plaza within the parking structure 

A surface parking lot behind the new parking structure and within the new 

terminal loop roadway 

Consolidated entry and exit plazas for the garage and surface parking areas 

Connections to the existing Terminal B and Terminal C garages 

Relocation of the taxi and commercial vehicle staging areas 

Opportunity to maintain existing Central Utility Plant (CUP) and Police 

Building 

Figure 6.2-1, Ground Access Site Plan, shows the recommended overall 

landside concept features that preserve the existing airfield lighting vault and FAA 

ATCT. The concept also allows the existing CUP to be retained, as shown, during 

construction and as part of the final build out, if warranted. 

DRAFT 


April 2013

KANSAS CITY NEW TERMINAL STUDY PROGRAM CRITERIA DOCUMENT 



April 2013 

Figure 6.2-1 

GROUND ACCESS SITE PLAN 

DRAFT 

Source: HNTB




DRAFT 

6.2.1 ROADWAYS 

As shown in Figure 6.2-1, Ground Access Site Plan, the recommended roadway 

concept will provide a reconstruction of the terminal loop roadway to align with 

Bonn Circle, relocated return-to-terminal roadway, two-level curbside adjacent to 

the New Terminal, separate access for commercial vehicles to a dedicated 

commercial vehicle plaza, terminal loading dock with separate access, and modified 

access to the FAA ATCT. 

6.2.1.1 Terminal Loop Roadway 

The New Terminal loop roadway will diverge from the existing Cookingham Drive 

alignment immediately south of the Paris Street overpass to access the New 

Terminal. Access to the parking garage and surface lot entrances will be provided 

from the left side of the terminal loop roadway before the main 

The primary terminal complex entrance along Cookingham Drive would remain two 

lanes until splitting to provide two access lanes, each to the upper (departures) and 

lower (arrivals) level curbside roadways (four lanes total). South of the New 

Terminal, the loop roadway will follow the Bonn Circle alignment to allow sufficient 

space for the upper and lower roadways to merge and to maximize the area 

available for surface parking within the loop roadway. The upper and lower 

roadways are two lanes each merging to two outbound lanes east of Terminal B. 

The outbound roadway returns to the existing International Circle/Cookingham 

Drive alignment north of Terminal C where both the parking exit and commercial 

vehicle roadway merge with the outbound roadway. 

6.2.1.2 Return-To-Terminal Roadway 

The return-to-terminal roadway will be relocated beyond the Paris Street overpass 

to accommodate for maneuvering vehicles as they approach the New Terminal. 

This roadway should be a minimum of one lane with a shoulder, and provide an 

additional storage lane along Cookingham Drive in both the northbound and 

southbound directions to allow sufficient time for vehicles to reduce speed for the 

turn and merge with traffic after the turn. 

6.2.1.3 Curbsides 

DRAFT 

As part of the New Terminal design, curbs and separate private vehicle arrivals and 

departures curbs will be provided. Zero clearance - or soft curbs - are proposed to 

minimize passenger tripping hazards. Sloping pavement will be used for the curbs 

and/or different pavement material or colors will be used for the roadway to help 

differentiate between the pedestrian and vehicle areas. Bollards will be provided 

along the curb to protect waiting passengers from vehicles. 

A maximum grade of 6 percent will be used on the curbside approach roadway and 

4.3 percent on the departure roadway. 


April 2013




DRAFT 

As shown on Figure 6.2-2, Departures Level, the departures roadway will be 

four lanes, comprised of one 20-foot wide parking lane and three 11-foot wide 

travel lanes. The 20-foot wide parking lane will allow vehicles to double park as 

necessary to unload passengers during the peak periods without blocking the travel 

lanes. The lane adjacent to the parking lane will accommodate vehicle 

maneuvering and, as a result, will have a lower vehicle throughput than the outer 

travel lanes. 

The departures curbside length will be 790 feet, meeting the requirement for 

providing LOS C operations during peak periods. LOS C operations will allow double 

parking on up to 40 percent of the curb. The required curb length assumes only 

private vehicle, taxicab, and for-hire shuttle and limousine passenger drop-off, and 

all other commercial vehicle drop-off will occur at the commercial vehicle plaza. 

A 20-foot sidewalk/curb will be provided for passenger loading between the 

roadway and terminal building. 

Figure 6.2-2 

DEPARTURES LEVEL 

DRAFT 

Source: 

HNTB 


April 2013




DRAFT 

The arrivals curb is located on the lower level adjacent to baggage claim and is 

depressed 10 feet below grade adjacent to the new terminal building. As shown on 

Figure 6.2-3, Arrivals Level, the arrivals roadway will be four lanes comprised of 

one 20-foot wide parking lane and three 11-foot wide travel lanes. The 20-foot 

parking lane will allow vehicles to double-park as necessary to load passengers 

during the peak periods without blocking the travel lanes. The lane adjacent to the 

parking lane will accommodate vehicle maneuvering and, as a result, will have a 

lower vehicle throughput than the outer travel lanes. Two additional bypass lanes 

are provided east of the curbside roadway. These lanes are separated by a 10 foot 

median serving as a landing for the upper level roadway columns. 

The arrivals curbside length will be 895 feet, meeting the requirement for providing 

LOS C operations during peak periods. LOS C operations will allow double parking 

on up to 40 percent of the curb. The required curb length assumes only private 

vehicle passenger pick-up and all commercial vehicle pick-up will occur at the 

commercial vehicle plaza. A 20-foot sidewalk/curb for passenger waiting and 

loading will be provided between the roadway and terminal building. 

Figure 6.2-3 

ARRIVALS LEVEL 

DRAFT 

Source: 

HNTB 


April 2013




DRAFT 

6.2.1.4 Commercial Vehicle Access Roadway 

A dedicated commercial vehicle access roadway will be provided on the east side of 

the site with direct access to the commercial plaza within the garage. This roadway 

will be two lanes in each direction to provide sufficient capacity and prevent slower 

moving buses from blocking other vehicles. The entrance to the commercial 

roadway is off Cookingham Drive immediately prior to the parking entrance and 

would be restricted to commercial vehicles and FAA traffic only. The inbound and 

outbound lanes will traverse the FAA ATCT parking areas with the outbound lanes 

connecting to the terminal outbound roadway just past the parking exit plaza. 

To maintain the CUP and Police Building, the commercial roadway would be located 

17.4 feet onto the south side of the FAA ATCT parking area. This offset would allow 

an 8-foot walkway on the north side of the Police Building to be maintained along 

with a new exit from the FAA ATCT parking area between the building and 

Commercial Roadway. 

The commercial plaza will have a maximum 5 percent embankment to allow buses 

to make the ascent/descent in snow and icy conditions, and allow snow removal 

equipment to clear snow. 

6.2.1.5 Loading Docks 

A primary loading dock will be provided on the north side of the New Terminal for 

concessions delivery and trash collection. Dedicated access to this dock will be 

provided from Paris Street along Athens Avenue, which would be upgraded and 

extend to the New Terminal. It is assumed that concession deliveries would be 

made to a central receiving location and then brought to the New Terminal loading 

dock in box trucks. However, space will be provided north of the dock to allow a 

53-foot tractor-trailer to turn and back into the dock or turn to leave if necessary. 

DRAFT 

A secondary loading area will be provided on the south side of the building and 

accessed from the south end of the lower level roadway but would be restricted to 

parking for authorized employees or deliveries by small vehicles. 

Truck loading/unloading could not occur here due to having to traverse the lower 

level curbside roadway and make a tight 180-degree turn to access the 

dock/parking area. 

6.2.1.6 FAA Air Traffic Control Tower Access 

Access for vehicular traffic will be provided to the FAA ATCT site along the 

commercial vehicle roadway. Direct access into the site will be provided from the 

inbound commercial vehicle lanes with an entrance on the northeast end of the site. 

Egress will be provided from the west end of the site with an exit lane connecting to 

the southwest corner, traversing under the commercial roadway adjacent to the 

surface parking access roadway and connecting to the south side of the outbound 

commercial lanes when the vehicles reach ground level. This allows FAA employees 

and visitors direct ingress and egress to the site without going through the public 


April 2013




DRAFT 

parking entry or exit plazas. As described in Section 6.2.1.4, to maintain the CUP 

and Police Building, the commercial roadway would be located 17.4 feet on the 

south side of the FAA ATCT parking area. 

6.2.1.7 Roadway Phasing 

The interim roadway phasing, as depicted in Figure 6.2-4, Roadway Phasing, 

will provide a contiguous area for terminal, garage, and utility construction to occur 

for as long as possible while maintaining operations and vehicle access at 

Terminals B and C. It is expected that the major vehicle movements remain freeflow 

with limited stop control on the minor movements. As depicted, inbound traffic 

flow will be provided along the east portion of International Circle with a temporary 

connection from Cookingham Drive to International Circle. Direct access for 

vehicles to Terminals B and C from International Circle will be provided via the 

existing bridges. These movements would be free flow with no crossing traffic. 

Outbound traffic from Terminal B would follow International Circle but ramp down, 

traverse the edge of the Circle Lot connecting to Bonn Circle, pass under the 

Terminal C access bridges, and merge with Cookingham Drive along the planned 

terminal exit roadway. In order to maintain free-flow operations from Terminal C, 

the outbound Terminal C traffic would use International Circle in the opposite 

direction of the inbound traffic with a barrier dividing the traffic flows. 

A roadway connection between Terminal B and C will be provided along 

International Circle in the north direction to allow commercial vehicles to drop-off 

and pick-up at both terminals. 

DRAFT 

In order to maintain access to Terminal B during construction, the south wing of the 

parking garage would be phased last and completed once Terminal B operations are 

moved. 

As terminal parking will be limited during construction, every effort should be made 

to keep the Circle Lot, between Terminals B and C and north of Terminal C, 

operational through construction. There would be no connection between parking 

lots due to the outbound Terminal B traffic flow and the new parking exit, would 

need to be provided in the portion adjacent to Terminal C. Access to the portion of 

the Circle Lot between Terminals B and C will be provided via a ramp from the 

Terminal B access. Access to the portion of the Circle Lot adjacent to Terminal C 

will be provided from the curbside exit. 

During construction, return-to-terminal traffic will use the Paris Street overpass or 

the newly constructed return-to-terminal roadway beyond the terminal complex. 

FAA traffic has direct ingress from International Circle, but during construction 

would also exit to International Circle in the south flow direction, and use the 

connector prior to the Terminal B curb entrance to turn and merge with the 

Terminal B exiting traffic. 


April 2013




DRAFT 

Figure 6.2-4 

ROADWAY PHASING 

Source: 

HNTB 

6.2.2 PARKING 

The recommended landside concept includes a six level parking structure and an 

approximately 2,400 space surface parking area east of the garage. The plan 

maintains the existing airfield lighting vault and FAA ATCT facility, provides space 

for a new central utility plant adjacent to the exit plaza, maintains the existing 

Terminal B and C garages, and allows the existing CUP and Police Building to be 

maintained during construction and beyond if desired. Specific components of the 

plan are described below. 

6.2.2.1 Garage 

DRAFT 

The proposed new garage footprint has been planned to preserve the airfield 

lighting vault and FAA ATCT facility sites, and would be constructed 39 feet west of 

the existing police building allowing it to be maintained during construction. 

The offset will provide a 7.5-foot walkway to maintain access to the west side of the 

police building and an access roadway for the surface parking area between the 


April 2013




DRAFT 

walkway and garage. Sufficient space will be provided to allow excavation during 

construction of the lower levels of the garage while maintaining the police building 

using standard construction practices of excavation slopes. 

The garage will be six-levels, two levels below-grade, one at-grade, and three 

above-grade to maintain views over the garage from the arrivals level of the 

terminal building. There will be three main sections to conform to the circular 

alignment of the terminal and roadway system; however, each of these sections 

would connect and vehicles would circulate seamlessly between them. The garage 

will be 350 feet deep with the north wing 468 feet long, the central section 588 feet 

long, and the south wing 468 feet long. Area is available for expanding the north 

and south wings on either side of the garage. 

Vehicles would enter the garage at the third floor and circulate either up or down to 

find parking. External helices will be provided for primary entry and exit flows with 

the entry flow through the north helix and exit flow through the south helix. 

Internal ramps will be provided in each wing to allow circulation between floors and 

a simplified search pattern. Direct access from the entry plaza to the ground level 

third floor will also be provided. 

A typical floor plan is depicted on Figure 6.2-5, Typical Garage Floor Plate, 

representing levels one through four that will provide 1,336 parking spaces per 

level. Parking aisles will follow an east-west configuration with the pedestrian flow 

toward a center circulation core and then east-west toward the building. 

The proposed floor plan for Level 5 is depicted on Figure 6.2-6, Garage Level 5 

Commercial Vehicle Floor Plate. Level 5 will serve as the commercial vehicle 

plaza and will also accommodate 1,016 parking spaces with 509 on each side of the 

commercial plaza. In order to maintain uninterrupted commercial vehicle flow, no 

connection between the north and south sides of the garage will be provided on 

Level 5. Vehicles would use the internal ramping system to access Level 4 or 

Level 6 to connect to the opposite side of the garage. Level 5 will serve as the 

primary pedestrian circulation to and from the terminal and provide moving 

walkways on either side of the commercial plaza to facilitate pedestrian movement 

through the garage. 

DRAFT 

The proposed floor plan for Level 6 is depicted on Figure 6.2-7, Garage Level 6 

Upper Floor Plate. Level 6 will be the top floor of the garage and provide 

1,206 parking spaces with an open area above the commercial plaza to allow 

sunlight to reach the plaza and exhaust fumes to escape. The opening will provide 

added height to the commercial plaza preventing it from feeling constricted. 

A connection between the north and south sides of the garage will be provided on 

both the east and west ends allowing vehicles to circulate between areas. 


April 2013




April 2013 

Figure 6.2-5 

TYPICAL GARAGE FLOOR PLATE 

DRAFT 

Source: HNTB




April 2013 

Figure 6.2-6 

GARAGE LEVEL 5 COMMERCIAL VEHICLE FLOOR PLATE 

DRAFT 

Source: HNTB




April 2013 

Figure 6.2-7 

GARAGE LEVEL 6 UPPER FLOOR PLATE 

DRAFT 

Source: HNTB




DRAFT 

The space counts for each floor of the garage, as depicted on Figures 6.2-5, 6.2-6, 

and 6.2-7, are summarized on Table 6.2-1, New Garage Parking Space 

Summary. A total of 7,566 parking spaces are depicted; however, this number 

will reduce slightly as handicap parking spaces are added. 

Table 6.2-1 

NEW GARAGE PARKING SPACE SUMMARY 

FLOOR 

SPACE COUNT 

First 1,336 

Second (Tunnel Connection) 1,336 

Third (Ground) 1,336 

Fourth 1,336 

Fifth (Commercial Plaza, Bridge Connection) 1,016 

Sixth 1,206 

Total 7,566 

Note: 

Based on typical floor plans shown in Figures 6.2-5, 6.2-6, and 6.2-7 and does not count 

lost space for ADA parking stalls. 

The Americans with Disabilities Act (ADA) defines a minimum required number of 

handicap accessible parking spaces based on the size of the parking facility. 

The minimum requirement per the ADA Accessibility Guidelines, as amended in 

September 2002, is provided in Table 6.2-2, Minimum Accessible Parking 

Space Requirement. To meet ADA requirements, one of every eight accessible 

spaces, but not less than one must be van accessible with an adjacent access aisle. 

In accordance with these requirements the depicted parking garage would require 

86 accessible parking spaces with 11 of these being van accessible. Accessible 

parking stalls should be provided in each parking facility available to ensure equal 

access to all parking rates and types of parking offered at the airport. 

DRAFT 

Table 6.2-2 

MINIMUM ACCESSIBLE PARKING SPACE REQUIREMENT 

TOTAL PARKING SPACES IN MINIMUM REQUIRED NUMBER OF ACCESSIBLE 

LOT OR GARAGE 

SPACES 

0-25 1 

26-50 2 

51-75 3 

76-100 4 

101-150 5 

151-200 6 

201-300 7 

301-400 8 

401-500 9 

501-1,000 2% of total 

1,001 and over 20 plus 1 for every 100 or fraction of 100 over 1,000 

Source: Americans with Disabilities Act Accessibility Guidelines as amended September 2002. 


April 2013




DRAFT 

The primary pedestrian route to the New Terminal will be on Level 5 of the garage. 

Moving walkways will be provided on either side of the commercial vehicle plaza to 

aid pedestrian movement between the backs of the garage and two pedestrian 

bridges connecting to the terminal on either side of the commercial vehicle plaza. 

Pedestrians at all levels of the garage will be directed to this level to access the 

pedestrian bridges. A secondary terminal connection will also be provided via two 

tunnels located on Level 2 of the garage for those parking in the front (west) 

portion of lower levels. 

Three primary vertical circulation cores will be provided and located at the front, 

center, and back of the garage. The back circulation core is on the south end of the 

central portion of the garage providing vertical access to the pedestrian walkways 

on Level 5 for those parking in the surface lot. Two central circulation cores, one 

on each side of the commercial plaza will provide primary vertical access to Level 5 

for those parking in the central or back portions of the garage. Each circulation 

core will consist of two elevators and a stairwell. Vertical circulation will also be 

provided at the front of the garage adjacent to the pedestrian bridges and tunnels 

on either side of the commercial vehicle plaza. A set of up/down escalators 

between each floor of the garage and three elevators will be provided on each side 

of the plaza. The tunnels on Level 2 and bridges on Level 5 will allow passengers to 

walk between the garage and terminal with a minimum of one level change. 

Table 6.2-3, Parking Design Criteria, lists the criteria used for the garage floor 

plans. Parking bays are depicted at a minimum of 62 feet, to match existing 

facilities at KCI, with a desired stall width of 9 feet to allow sufficient room to 

unload passengers and baggage from vehicles (8.5 feet is the minimum allowable 

stall width for this facility to maintain acceptable level of service). The column grid 

depicted is 63 feet by 27 feet allowing structural columns to be located between 

parking spaces without compromising the parking space depth. The column 

spacing would remain the same beneath the commercial plaza but the floor slab 

depth would increase from 30 inches to 36 inches. The floor-to-floor height is also 

shown as 12 feet on a typical level with 14 feet provided on the commercial vehicle 

level to allow extra clearance for commercial vehicles. Emergency vehicles would 

be restricted to the commercial plaza on the fifth floor of the garage and snow 

removal vehicles are also only assumed to be required on the fifth floor and roof, as 

necessary. Access would be provided for trucks to conduct maintenance and 

repairs. 

DRAFT 

An area may be reserved for priority parking near the terminal walkways on Level 5 

and if desired, higher fees could be charged for these spaces. This would provide a 

direct connection to the terminals and access to the passenger check-in and 

baggage check facilities at the commercial vehicle plaza. Spaces near the bridges 

on Level 5 and tunnels on Level 2 could be utilized for handicap accessible parking. 


April 2013




DRAFT 

Table 6.2-3 

PARKING DESIGN CRITERIA 

Parking bay 

PARAMETER 

Parking space width (recommended shown) 

Parking space width (minimum) 

Parking garage column grid depicted 

Emergency vehicle access 

Snow removal vehicle access 

Typical floor-to-floor height depicted 

Commercial plaza level floor-to-floor height 

depicted 

CRITERIA 

62 feet 

9 feet 

8.5 feet 

63 feet by 27 feet 

Only Level 5 (commercial plaza) 

Only Level 5 (commercial plaza); 

Level 6 (roof) if covering not provided 

12 feet 

14 feet 

Source: 

Team recommendation with input from KCAD. 

6.2.2.2 Surface Parking 

Surface parking is provided in the area east of the garage and south of the FAA 

ATCT providing approximately 2,462 parking spaces with removal of the existing 

CUP/Police Building and 2,360 parking spaces if the building remains. Within this 

lot a minimum of 35 handicap accessible spaces and five van accessible spaces 

must be provided. Pedestrian access to the terminal is provided through level 5 of 

the parking garage with elevators on the back and center of the garage to provide 

vertical circulation to reach level 5 from the surface lot. Parking bays are depicted 

at a minimum of 62 feet to match existing facilities at KCI. A desired width of 

9 feet (8.5 feet is considered the minimum allowable width) will allow sufficient 

room to unload passengers and baggage from vehicles. 

DRAFT 

6.2.2.3 Entry and Exit Plazas 

The primary entrance to the parking garage and surface lot is provided from the left 

side of the terminal entrance roadway before the new terminal and parking garage. 

After branching off the main terminal access roadway the parking entry splits to 

separate entrances for the garage and surface lot. The entrance plaza queue area 

would also serve as a screening area for vehicles entering the parking garage 

during high threat levels and a connection back to the terminal access roadway will 

be provided for vehicles that do not wish to be searched. 

A secondary dual lane access to the garage will be provided after the departures 

curbside to serve those that want to enter the parking garage after dropping-off 

passengers or those that might access the terminal roadway from Paris Street 

ramp, which merges with the terminal access roadway beyond the main parking 

entrance. 


April 2013




DRAFT 

Plaza sizing was based on a projected hourly design volume and estimated service 

rate for each entry/exit lane. The hourly design volume was determined by 

reviewing the March 2012 peak hour parking entry and exit volumes for each 

facility. The combined hourly volumes for the existing Terminals A, B, and C 

garages were used for the New Terminal garage entry and the Circle Lot volumes 

were used for the surface lot entry. Combined terminal garages and Circle Lot peak 

hour exit volumes were used for a combined exit plaza. The March 2012 peak hour 

entry/exit volumes for each facility were adjusted to represent the peak transaction 

month of July for the garages and October for the Circle Lot. These adjusted 

volumes were projected to 2030 based on the forecast growth in origin and 

destination passengers. The volumes were then increased relative to the difference 

in the required parking spaces and the number of parking spaces to be provided in 

the proposed facilities to represent the maximum volume for the initial build. 

This volume was then divided by a service rate of 0.85 to account for surges within 

the peak hour resulting in the peak hour design volume reported in Table 6.2-4, 

Parking Plaza Sizing. 

The number of entry and exit lanes shown in Table 6.2-4, Parking Plaza Sizing, was 

determined by the number of lanes required to accommodate the peak hour design 

volume with the design throughput for each lane. The design throughput assumes 

a capacity associated with unfamiliar drivers to represent the portion of airport 

parking users who are infrequent and have slower processing times than frequent 

users such as employees or frequent travelers. The entry lanes assume a push 

button ticket dispenser with unfamiliar user capacity of 250 vehicles per hour. Use 

of alternate equipment could result in different throughput capacity. Four entry 

lanes are required for the garage and two for the surface parking lot. Five garage 

entry lanes are recommended to provide for the reduction of one lane taken out of 

service for repairs. 

DRAFT 

The exit plaza will be sized to accommodate both the garage and surface parkers 

and a gate would be provided between the lots allowing garage patrons to exit 

through the surface lot but prevent surface parkers from trying to park in the 

garage. The number of exit lanes was calculated for 100 percent pay-on-foot with 

an unfamiliar user service rate of 200 vehicles per hour and 100 percent manned 

cashier stations with an unfamiliar user service rate of 100 vehicles per hour. 

Six lanes would be required if parking is 100 percent pay-on-foot while twelve lanes 

would be required if all exit booths are staffed with cashiers. Pay-on-foot has the 

fastest transaction time because the ticket is coded at a pay station within the 

parking area and entered into the machine at the exit lane raising the gate arm 

when the ticket is processed requiring no additional interaction. Alternate 

automated transaction options such as machine read credit-card transactions or 

credit card in/out may be used and would have a service rate/throughput capacity 

between pay-on-foot and cashier. A combination of both automated and cashier 

booths at the exits is recommended to allow flexibility in the future (cashier booths 

can be equipped for automated use when not staffed). The ground access site plan 

depicts the maximum 12 lanes to reserve space for maximum flexibility during 

design. When a parking revenue control system vendor is chosen, specific design 

capacities will be provided for their specific equipment and the recommended 

number of lanes can be refined as necessary. 


April 2013




DRAFT 

Table 6.2-4 

PARKING PLAZA SIZING 

TYPE 

Entry Garage 

Push Button 

Dispenser 

Entry Surface Lot 

DESIGN 

THROUGHPUT 

PER LANE 

PEAK HOUR 

DESIGN VOLUME 

(WITH 0.85 

SERVICE RATE) 

REQUIRED 

NUMBER OF 

LANES 

RECOMMENDED 

NUMBER OF 

LANES 

250 veh/hr 830 veh/hr 4 lanes 5 lanes 

Push Button 

250 veh/hr 255 veh/hr 2 lanes 2 lanes 

Dispenser 

Exit Garage and Surface 

Note: 

Sources: 

Pay-on-foot 200 veh/hr 1,115 veh/hr 6 lanes 

Cashier 

(variable 

fee) 

100 veh/hr 1,115 veh/hr 12 lanes 12 lanes 

Veh/hr = vehicles per hour 

Design throughput capacity, Institute of Transportation Engineers, Traffic Engineering Handbook 

sourcing Weant and Levinson, Parking; peak hour volumes and lane requirements, HNTB analysis based 

on KCAD parking data. 

6.2.2.4 Existing Garages B and C 

The existing Terminal B and C garages would be maintained with connections to the 

New Terminal loop roadway. The existing Terminal B garage, which provides 

2,006 parking spaces, would serve as a self-park public garage with a walkway to 

the New Terminal. The existing Terminal C garage which provides 2,258 parking 

spaces is envisioned to serve as space for valet parking services, such as vehicle 

storage, or employee parking. 

6.2.3 COMMERCIAL VEHICLES 

Taxis, limos, and for-hire shuttles (such as SuperShuttle) would be allowed to 

drop-off passengers on the departures curb. All commercial vehicles including taxi, 

limo, and for-hire shuttles passenger pick-up would occur at the commercial vehicle 

plaza described below. Access to the plaza would be provided by a dedicated 

commercial vehicle roadway described previously in Section 6.2.1, Roadways. 

6.2.3.1 Plaza 

DRAFT 

The commercial vehicle plaza will be 220 feet wide with four 260-foot long 

curbsides: one on each side and two island curbs. The outer curb lanes are 36 feet 

or three lanes wide and are reserved for bus and shuttle loading/unloading. 

The two island curb lanes are 24 feet or two lanes wide and would serve taxis, 

limos, and for-hire shuttles. A 20-foot sidewalk curb passenger loading/unloading 

area is provided on each side of the roadway and the island curbs are each 23 feet 

wide. Vehicle flow-through is inbound on the north side toward outer and inner 

north curbs and outbound on the south side through the inner and outer south 


April 2013




DRAFT 

curbs. Vehicles can stop on either the north or south curbs, depending on the 

selected allocation plan, with vehicle loading/unloading from the right side of the 

vehicle at each curb. The plaza is designed to accommodate the turn radius of a 

45-foot bus along the outer curb lanes. 

Two potential allocation plans were developed to ensure adequate space and 

commercial vehicle operations. The commercial vehicle requirements were adapted 

for the operations associated with each allocation plan as shown in Table 6.2-5, 

Commercial Vehicle Plaza Sizing. Initial requirements were developed based on 

pick-up and drop-off activity for courtesy shuttles occurring at a single stop. 

However, the second allocation plan provides a separate area for courtesy shuttles 

to drop-off passengers reducing the dwell time required for picking-up passengers 

and changing the required curb length. 

Table 6.2-5 

COMMERCIAL 

DRAFT 

VEHICLE PLAZA SIZING (FEET) 

PROPOSED PROPOSED 

2030 

2030 ALLOCATION ALLOCATION 

REQUIREMENT REQUIREMENT DESIGNATED COMBINED 

VEHICLE (INDEPENDENT (COMBINED AREAS 

AREAS 

CLASSIFICATION OPERATIONS) OPERATIONS) (FIGURE 6.2-8) (FIGURE 6.2-9) 

Taxicab 125 125 160 160 

Limousine 150 150 200 200 

For-Hire Shuttle 105 105 160 160 

Rental Car Shuttle 110 110 120 100 

Hotel Shuttle 105 

120 

160 

140 

Off-Airport Parking 1 160 

(combined 

160 

(combined 

Blue Bus/ Economy 

110 pick-up) 

80 

pick-up) 

Park 

Charter Bus 60 60 Departures curbside 

Metro (public bus) 60 60 Departures curbside 

Combined Courtesy 

N/A 210 N/A 240 

Shuttle Drop-off 

Total 1,015 980 1,000 1,000 

Notes: 1 Off-Airport parking includes Park Air Express 

N/A = Not applicable 

Source: HNTB Analysis. 


April 2013




DRAFT 

The first allocation plan, Figure 6.2-8, Designated Drop-off/Pick-up Area, 

provides a designated area for type of shuttle (rental car, off-Airport parking, KCI 

economy parking, and hotel) where both passenger drop-off and pick-up activities 

occur. The taxis, limos, and for-hire shuttles would pick up passengers on the 

north and south inner islands in both plans. 

Figure 6.2-8 

DESIGNATED DROP-OFF/PICK-UP AREA 

Source: HNTB 

DRAFT 


April 2013




DRAFT 

The second allocation plan, Figure 6.2-9, Combined Drop-off Area, provides a 

combined passenger drop-off for rental car, off-Airport parking, KCI Economy 

Parking, and hotel/motel shuttles on the outer north curb. Passenger pick-up for 

these modes is provided on the south curb with rental cars on the west end of the 

curb and hotels/parking shuttles on the east end of the curb. 

Figure 6.2-9 

COMBINED DROP-OFF AREA 

Source: 

HNTB 

DRAFT 

6.2.3.2 Staging Area 

The commercial vehicle and taxi staging areas will be displaced by the surface 

parking area and relocated outside of the terminal area. An area within the existing 

surface lot on the south side of Paris Street near London Avenue could potentially 

be used for taxi, limo, for-hire shuttle, and charter bus staging with easy access to 

the commercial vehicle roadway entrance. An area of 0.32 acres are required for 

taxi parking in a traditional nose-to-tail configuration for dispatch to the terminal in 

addition to 0.92 acres for limousine and for-hire shuttle staging resulting in a total 

requirement of 1.24 acres for commercial vehicle staging. 


April 2013




DRAFT 

6.3 Terminal Support and Collateral Development Site 

Plan 

6.3.1 AVIATION FUELING 

The purpose of the aviation fueling system is to supply fuel from the Tank Farm into 

the aircraft through an underground piping system. The piping system serves 

hydrant pits located at each aircraft parking position. Existing Terminals A, B, and 

C include 90 gates. The New Terminal will have 37 narrowbody gates. 

6.3.1.1 Fuel Pipeline – Magellan - Bridging Concept Analysis 

The existing six-inch fuel supply pipeline is adequate to meet the New Terminal fuel 

demands. At the current delivery rate (22,000 gph), KCI fuel consumption could 

increase to 300,000 gallons per day (GDP) and still be below a 14-hour batch 

delivery. The coalescer filters and clay treater flow rates are rated for 800 gpm 

which exceeds the current delivery rate (367 gpm). 

6.3.2 HYDRANT FUELING BRIDGING CONCEPT ANALYSIS 

No new hydrant distribution mains are needed to meet the estimated peak flow rate 

for the New Terminal. Figure 6.3-1, Existing Fuel Site Plan, shows the existing 

fuel distribution mains. However, alterations to the existing mains will be needed 

for the proposed New Terminal. 

Phasing Plan for Construction: A fuel system phasing plan will need to be prepared 

to maintain airport operations during construction of the proposed New Terminal. 

DRAFT 

Fuel Back Feed: During construction of the New Terminal, one 18-inch hydrant 

main line will need to be installed on “landside,” out of the New Terminal work area 

as shown in Figure 6.3-2, Hydrant Distribution Plan Temporary Terminal B 

and C Fueling, to maintain fuel supply to Terminals B and C and provide an 

independent supply to the south end of the New Terminal to improve system 

reliability. In addition, two new 16-inch hydrant lines will need to be installed to 

the north side of the new terminal. The 18-inch and two 16-inch lines will provide 

peak flow in two separate directions, meet the fuel demands of the new terminal, 

and provide back feed capability. Refer to Figure 6.3-3, Hydrant Distribution 

Plan – New Terminal Fueling, for more information. High-point vent (HPV) and 

low-point drain (LPD) pits will be installed throughout the system. It is assumed 

that Cathodic protection will be the sacrificial anode type and leak detection will be 

provided with the Hansa Consult portable type system which is currently in use. 


April 2013




April 2013 

Figure 6.3-1 

EXISTING FUEL SITE PLAN 

DRAFT 

Source: HNTB




April 2013 

Figure 6.3-2 

HYDRANT DISTRIBUTION PLAN TEMPORARY TERMINAL B AND C FUELING 

DRAFT 

Source: HNTB




April 2013 

Figure 6.3-3 

HYDRANT DISTRIBUTION PLAN – NEW TERMINAL FUELING 

DRAFT 

Source: HNTB




DRAFT 

New Hydrant Distribution: The ADG III gates will include one hydrant pit located 

within 10 feet of the right aircraft wing fuel tank and behind the engine. ADG V flex 

gates will include one hydrant pit under each aircraft wing within ten feet of the fuel 

tank point of connection and behind the engine. Hydrant pit branch lines will 

alternate connections between the two 16-inch mains. Isolation valve vaults will be 

located to segregate the fuel pits into four main groups. Each vault will contain 

motor operated (MOV) double-block and bleed valves that are tied into the 

Emergency Fuel Shut-Off (EFSO) system. Upon activation of an EFSO button, the 

respective valves will isolate fuel to that group of hydrant pits. Exhibit F-3, Hydrant 

Distribution Plan – New Terminal Fueling, shows the locations of the new hydrant 

pits and valve vaults. 

6.3.1.1 Truck Fueling/Staging Facility Needs 

The fuel farm consists of one tanker truck/refueler load/offload position with a fuel 

flow rate equal to 1600 to 2000 gpm. Space and pipe connections are available to 

install one airport refueler load/offload station. No additional truck fueling or 

staging facility requirements is needed. Figure 6.3-4, Plan-Fuel Storage 

Expansion, shows the fuel farm layout with provisions for the future truck 

transportation refueler load/offload station and fuel tanks. 

Figure 6.3-4 

PLAN-FUEL STORAGE EXPANSION 

DRAFT 

Source: 

HNTB 


April 2013




DRAFT 

6.3.1.2 Commercial Vehicle Staging and Delivery Layout 

The fuel farm is located to the north of the airport on Brasilia Avenue and Bern 

Street. The fuel farm control building has a parking lot capacity for 35 vehicles. 

Commercial vehicles stage at the fuel farm to make deliveries. No additional 

commercial vehicle staging is needed. 

6.3.1.3 Aviation Fueling Power and Communications 

Control valve vaults will be equipped with motor-operated double block and bleed 

plug valves, vault float switch for water/hydrocarbon detection, low and high flow 

terminal control valves, and fuel shutoff capability. This protocol will be followed 

for each of the new control valve vaults installed on the KCI airfield. 

The permanent valve control connectivity and power for all vault electrical 

equipment will be supplied from two dedicated Fuel Control Rooms at ramp level in 

the New Terminal. Each control valve vault will receive 208V power from the 

nearby apron level electrical rooms within the terminal. See Figure 6.3-5, 

Terminal Electrical & Telecomm Room Floor Plan, for locations. The alarm 

and controls for the valve vaults will connect back to the MDF through EFSO Control 

Panels via nearby apron level IDF rooms. See Figure 6.3-5, Terminal Electrical & 

Telecomm Room Floor Plan, for IDF and MDF room locations. In addition, 

connections will be made for full system monitoring at the Airport Fuel Farm. 

Emergency fuel shutoff pushbutton stations will be located in the vicinity of each 

aircraft gate. When activated, the EFSO station will stop the flow of fuel on that 

group of hydrant pits. Fuel flow shutdown will be accomplished by closing 

motor-operated valves in the associated control valve vault. Each EFSO pushbutton 

station will receive 120V power from the nearby apron level electrical rooms within 

the terminal. See Figure 6.3-5, Terminal Electrical & Telecomm Room Floor Plan, 

for locations. The alarm and controls for the various EFSO push button stations will 

connect from the EFSO push button station through a zone monitor card, located 

within three different EFSO control panels. The control panels will then 

communicate to their respective control valve vaults via an EFSO surge suppressor 

panel. The EFSO Control panels will be located on the exterior of the New Terminal, 

on the north, south and west. EFSO push button stations will be located at each 

gate. 

DRAFT 


April 2013




DRAFT 

Figure 6.3-5 

TERMINAL ELECTRICAL & TELECOMM ROOM FLOOR PLAN 

Source: 

HNTB 

6.3.2 AIRFIELD DRAINAGE 

DRAFT 

The purpose of the apron drainage system is to capture stormwater runoff from the 

entire apron area, as well as intercept existing storm drainage pipes within the new 

apron limits, and convey it to the existing drainage basins. 

Any glycol-contaminated runoff will be collected and diverted to above ground 

storage tanks. 

The proposed terminal apron and associated taxilanes will drain by sheet flow to 

drainage structures constructed with the apron pavement. The New Terminal 

configuration will result in a swale between the concourses and area inlets will be 

installed in the swales. The apron will also be graded in such a manner to isolate 

the centralized deicing pads and reduce the drainage area required to capture the 

glycol-contaminated runoff. 

The stormwater collection system for the terminal apron is designed for two 

separate systems: “clean” and “glycol contaminated” runoff. The “clean” runoff 

collection system is designed to intercept flows from normal rainfall events. 

This storm water is routed to the existing detention basin south of the Berlin 

Reservoir. The “clean” runoff collection system is denoted in Figure 6.3-6, Storm 

Drainage System. 


April 2013




DRAFT 

Figure 6.3-6 

STORM DRAINAGE SYSTEM 

Source: 

HNTB 

DRAFT 

New trench drains located behind the aircraft parking positions at the terminal will 

collect stormwater runoff from areas where aircraft fueling operations are 

conducted and minimal gate deicing operations may occur. This is a high risk area 

for grease and oil pollutants. 

In an effort to improve water quality, the first flush (0.2 inch/hour rainfall) from the 

contamination high risk areas, those areas between the terminal and the trench 

drain, will be routed through oil/water separation devices prior to discharge into the 

storm sewer collection trunk lines. The oil/water separators are designed to reduce 

the grease and oil pollutant load to meet the permit requirements for the Kansas 

City International Airport. 

Periodic maintenance is required for the oil/water separators. As the oil level 

increases, the oil must be removed, typically with a vacuum truck. If the oil is not 

removed, the separation function will cease. Since the separators are located 

within the secure area, their maintenance will have to be coordinated with KCAD 

operations and maintenance personnel. 


April 2013




DRAFT 

Runoff from the taxilane portions of the apron, as well as from the centralized 

deicing pad, is not considered to be at high risk of containing grease and oil 

pollutants and will not pass through any oil water separation devices. Stormwater 

runoff in these areas is collected by a series of area inlets. The area inlets are 

connected by a series of pipes. The “clean” runoff may be conveyed in reinforced 

concrete pipes or other structures designed to withstand aircraft loadings. 

The “clean” runoff collected around the terminal will be conveyed to a trunk line 

located on the north side of the terminal. This trunk line will ultimately convey all 

“clean” storm water runoff to the existing detention basin and ultimately to the 

Berlin Reservoir. 

At this time all pipes are anticipated to gravity flow. 

6.3.3 GLYCOL COLLECTION AND STORAGE 

Collection of glycol-contaminated runoff begins with reducing the area of the 

application of deicing fluids, grading the area to collect the entirety of the deicing 

pad(s) and incorporating collection areas and pipe networks to convey the 

contaminated runoff to a retention facility for ultimate treatment or disposal. 

Figure 6.3-7, Glycol Collection System depicts the glycol-contaminated runoff 

collection and storage system. 

Figure 6.3-7 

GLYCOL COLLECTION SYSTEM 

DRAFT 

Source: 

HNTB 


April 2013




DRAFT 

Area inlets will be installed within the centralized deicing area to collect runoff. 

The inlets will be connected by HDPE (or similar) pipes and flow to the glycol trunk 

line. A diversion manhole will be installed at the beginning of each pipe located 

within a deicing pas. During deicing conditions, the runoff will flow to the glycol 

collection trunk line. During normal rainfall events, the runoff will be diverted to 

the “clean” runoff pipes. 

The pipes conveying runoff contaminated with deicing fluids should be high density 

polyethylene (HDPE) pipes (or similar materials) to avoid damage caused by the 

corrosive properties of the glycol fluids. Valves and manholes that are not 

susceptible to damage by glycol fluids shall be specified as well. 

Glycol-contaminated runoff will flow from the deicing pads to a dedicated glycol 

trunk line to above ground storage tanks located north of the terminal apron along 

Mexico City Avenue. The existing above ground storage tank adjacent to Paris 

Street may remain during the initial construction. This tank collects the 

glycol-contaminated runoff from the cargo and general aviation aprons. Once the 

ultimate apron is constructed, this tank will require relocation to the proposed tank 

location. 

It has not been determined how to dispose of the highly concentrated glycol runoff 

once they have been conveyed to the storage tanks. Runoff with high 

concentrations of glycols has been shipped to the wastewater treatment facility via 

truck for disposal, but there are more alternatives to repurpose the glycol fluids 

that could be a benefit to the environment, but also provide economic advantages 

to the KCAD. 

DRAFT 


April 2013




DRAFT 

Figure 6.3-8, Combined Drainage Infrastructure, provides an overview of the 

combined drainage systems to understand how the two systems will operate. 

The glycol collection system will only be operable when the diversion manholes 

within a set of deicing pads are set to allow discharge to the glycol collection 

system. 

Figure 6.3-8 

COMBINED DRAINAGE INFRASTRUCTURE 

Source: HNTB 

DRAFT 


April 2013




DRAFT 

6.3.4 DEICING SUPPORT FACILITIES 

Aircraft deicing will be conducted by a third party vendor once the new terminal is 

in operation. The development of a centralized location for management of the 

deicing operations is proposed north of the terminal apron, yet within close 

proximity to the deicing pads. The proposed location is shown in Figure 6.3-9, 

Glycol Support Facilities. 

Figure 6.3-9 

GLYCOL SUPPORT FACILITIES 

Source: HNTB 

DRAFT 


April 2013




DRAFT 

This location shown in Figure 6.3-9, Glycol Support Facilities, is west of Mexico City 

Avenue. The facility should be centered on the existing AOA security fence to 

minimize unwarranted access to the AOA. At this location glycol vehicles will be 

maintained and loaded with deicing fluids. The support facilities include an 

administration building for management of the glycol operations and driver training. 

Parking for employees is located east of the security fence. 

Also on the landside is an access road for the delivery of glycol fluids. Delivery 

vehicles will remain outside the fence. Glycol fluids will be unloaded into storage 

tanks located within the AOA security fence. In addition to the glycol storage 

tanks, water hydrants will be installed to complete the glycol blending process prior 

to aircraft deicing application. 

A staging area for loading water and glycol fluid onto the deicing vehicles is 

depicted within the security fence so these vehicles are not required to leave the 

AOA at any time. Within the fence is a maintenance facility to repair and store 

deicing vehicles. 

Deicing vehicles will access the deicing pads via the proposed new service road. 

The service road will extend west from the staging area to Ottawa Avenue. 

6.3.5 AIRFIELD LIGHTING 

The proposed lighting system is based on the current apron and taxiway 

configuration described in Section 6.1. A detailed signage and lighting plan will be 

developed during the final design phase of the project. 

DRAFT 

The taxiway lighting system should provide a centerline lighting layout and circuitry 

to connect into the existing Taxiway A and Taxiway B centerline lights. Taxiway 

centerline lights should emit a steady burning green light with applicable variable 

intensity to match the existing taxiway centerline lighting system. 

Elevated taxiway edge lights will be installed in the paved shoulders adjacent to the 

terminal apron and Taxiways A and B. Taxiway edge lights should emit a steady 

burning blue light with applicable variable intensity to match the existing taxiway 

centerline lighting system. 

The current terminal aprons do not have centerline lighting. A taxilane centerline 

lighting layout and circuitry to delineate the taxilanes on the apron should be 

installed. 


April 2013




DRAFT 

6.3.6 AIRFIELD LIGHTING VAULT 

The Existing Airfield Lighting Vault, and adjacent Airfield Lighting Power and 

Communications Manholes 1, 2, 3, and 4 will be left in place and protected. The 

Airfield Lighting Power and Communications Manholes and duct bank serving the 

North Airfield between existing manholes AP-1/AC-1 and AP-4/AC-4 will have to be 

relocated prior to demolition. A new 9w4-inch power duct bank and 2w4-inch 

communications duct bank will be installed around the new terminal and parking 

garage construction area. Refer to Figure 6.3-10, Proposed Electrical Site 

Plan, Figure 6.3-11, Existing Airfield Electrical Site Plan, and Figure 6.3-12, 

Proposed Airfield Electrical Site Plan, for proposed design details. 

Figure 6.3-10 

PROPOSED ELECTRICAL SITE PLAN 

Source: HNTB 

DRAFT 


April 2013




April 2013 

Figure 6.3-11 

EXISTING AIRFIELD ELECTRICAL SITE PLAN 

DRAFT 

Source: HNTB




April 2013 

Figure 6.3-12 

PROPOSED AIRFIELD ELECTRICAL SITE PLAN 

DRAFT 

Source: HNTB




DRAFT 

Cut-overs for all airfield lighting circuits will be done during airfield operations 

off-hours between the hours of 1:00 a.m. and 5:00 am, or in conjunction with 

scheduled Airfield Operations and maintenance shutdowns. 

For the Preferred Alternative, the existing (2) 1.5MW emergency generators in the 

CUP maintenance yard, will be relocated just North of the existing airfield electrical 

vault. All power feeds will be reconnected to existing 2000KVA, 4.16kV – 480/277V 

Stand-by Service Transformer, located at the southeast corner of the existing 

airfield lighting vault. In addition the KCP&L service transformer for the airfield 

lighting vault will have to be relocated as shown in Figure 6.3-13, Electrical 

Lighting Vault Plan, and Figure 6.3-14, Proposed Airfield Electrical Site 

Plan. 

Figure 6.3-13 

ELECTRICAL LIGHTING VAULT PLAN 

DRAFT 

Source: 

HNTB 

6.4 FAA Navigational Aids 

The existing navigational aids at KCI will not be impacted by the construction of the 

new terminal and associated airfield pavements. During design, a study will be 

conducted to determine the location of buried cables, within the construction limits, 

that must be protected to maintain the operation of all navigational aids. 


April 2013




April 2013 

Figure 6.3-14 

PROPOSED AIRFIELD ELECTRICAL SITE PLAN 

DRAFT 

Source: HNTB




DRAFT 

7. REFINE CONCEPTUAL TERMINAL BUILDING PLANS 

7.1 Conceptual Terminal and Concourse Plans 

7.1.1 CONCEPTUAL ALTERNATIVES AND OPTIONS 

The following three alternatives were developed for the Terminal A site, each of 

which are different in the way vehicles would approach and use the new terminal. 

Passenger experience is also unique in each alternative by requiring different levels 

of navigation from the drop-off curb to the security screening checkpoint. 

 

 

 

Alternative 1a and 1b: This alternative provides a traditional approach to the 

new terminal with the curbside drop-off and pick-up lanes of arriving and 

departing passengers have been separated on an upper and lower deck. The 

curbside lanes would run along the length of the main terminal entrance. To 

reduce congestion at the curbside lanes, commercial vehicles would use a 

separate route which is located in the parking garage structure and is aligned 

with the main gate level of the terminal. With this arrangement all 

passengers using the surface parking lot within International Circle, the 

parking garage, and commercial vehicle plaza would consolidate at the plaza 

in a conditioned space and enter the terminal at the gate level which would 

be located between the arriving and departing vehicular traffic. 

Whereas most terminals are arranged with departing passengers on the top 

level and arriving passengers at the bottom, Alternative 1a reverses this 

trend and has placed the arriving passengers at the top level. This 

arrangement would welcome all arriving passengers to Kansas City as they 

proceed from the gate level up to a grandiose baggage claim hall flooded 

with natural light and views out to the landscape of the Kansas City area. As 

a matter of concern, the traditional arrangement of arriving passengers 

located on the bottom level has been examined in Alternative 1b. 

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Alternative 2: This alternative would divide the main terminal processor into 

two terminals, which would allow a major airline to use as an exclusive 

terminal, if desired. The two terminals would share a common commercial 

vehicle plaza, but parking garages would have to be separated in this 

configuration. This arrangement of roadways and a commercial vehicle plaza 

would allow the main terminal processor to be two levels instead of three. 

Alternative 3: This alternative, while similar to Alternative 1a, would move 

the commercial vehicle plaza from the parking structure to the back side of 

the terminal processor. The major advantage to this alternative is that it 

places commercial traffic closer to the main terminal entrance. 


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The layout of the conceptual terminal building at KCI is driven by airside and 

landside activities on a variety of levels. The airside activities (concourse, 

holdroom/gates) generally occur within the Terminal Concourse and landside 

activities (ticketing, security screening, and baggage claim) generally occur within 

the Terminal Processor as shown in Figure 7.1-1, Concept Diagram: Terminal 

Processor and Terminal Concourse). 

Figure 7.1-1 

CONCEPT DIAGRAM: TERMINAL PROCESSOR AND TERMINAL CONCOURSE 

Source: 

L&B and Wellner Architects 

DRAFT 

Within the boundaries of the airfield and based on required setbacks and efficient 

aircraft circulation, the concourse layout has been defined as a bent ‘H’ 

configuration. This configuration was defined early on in the study and was refined 

only slightly as the plans developed. Each of the terminal processor alternatives 

were combined with the typical ‘H’ configuration concourse layout and then 

modified as needed to meet the program requirements. 

When considering the layout of the terminal and site-wide components including 

vehicular traffic patterns and public parking, passenger convenience is important. 

Convenience factors include reducing passenger travel distance/time (from vehicle 

to departure gate), safety from other vehicles (cross traffic flows), protection from 

weather (rain, snow, etc.), and ease of navigation (traffic patterns and signage). 


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7.1.2 CONCEPTUAL CONCOURSE SPACE ALLOCATION 

Apron Level 01 

The conceptual concourse consists of two levels, an Apron Level and a Gate Level. 

A partial third level is required for the U.S. Customs and Border Patrol (CBP) 

services and other functions that would be located adjacent to the Baggage Claim 

Hall on a third level of the Terminal Processor. An example of general space 

allocation can be seen in Figure 7.1-2, Conceptual Apron Level – Terminal 

Concourse. 

Figure 7.1-2 

CONCEPTUAL APRON LEVEL – TERMINAL CONCOURSE 

DRAFT 

Source: 


The conceptual terminal Apron Level is similar in function to the existing terminals 

at KCI. Space on the Apron Level would include non-public functions such as 

baggage handling; airline operation; concession support; security; and mechanical, 

electrical, and trash collection/disposal rooms. The Apron Level would be served by 

a central circulation corridor, approximately eleven feet wide, which is sufficient to 

handle pedestrian traffic and delivery or service vehicles such as electric powered 

utility carts. The Apron level would be intersected by three apron cross-through 

drives, each 20 feet wide, that are required for efficient operation of tugs and other 

support vehicles which utilize the apron. 


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Vertical circulation cores have been placed along the main service corridor at 

locations that would allow back-of-house service to most of the retail spaces on the 

Gate Level. The circulation cores would also serve as public egress paths from the 

Gate Level above for both fire and hazardous weather events. Adjacent to each 

vertical circulation core would be retail support storage rooms where goods will be 

delivered and stored until the vendors move up to the Gate level. 

Outbound baggage handling rooms are central to the Apron Level layout. Bags are 

received from the TSA checked baggage screening room which is also located on 

the apron level within the boundaries of the terminal processor. The inbound 

baggage handling rooms are located closer to the terminal processor to minimize 

belt runs to the baggage claim hall. 

Mechanical rooms, which serve all levels of the terminal, are distributed throughout 

the Apron Level of the concourse. The balance of space is utilized for Airline 

Operations along with approximately 6,000 square feet to be used for Airport 

Operations 

Gate Level 02 

Located 13.5 feet above the Apron Level, the Gate Level of the concourse would 

provide passenger holdroom space for each gate, food and retail concessions, 

public restrooms, vertical circulation cores, and other airport function spaces. 

These other airport function spaces would be located along the perimeter of the 

concourse and would typically be contained within a thirty-foot deep structural bay 

module. All of these spaces would be served by a central circulation spine with 

moving walkways. As illustrated in Figure 7.1-3, Typical Gate Level – Terminal 

Concourse, the corridors would be double loaded along the main concourse which 

would run in an east-west direction and along the north and south wings of the 

west corridor. The main corridor width would be sixty feet wide and the west 

corridor would be forty-five feet wide. The north and south wings of the east 

corridor would be single loaded and thirty feet wide. 

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The general layout of spaces within the Gate Level of the concourse is defined by 

the aircraft parking and the nodular concept of the concessions space. Food and 

retail concessions create a synergy of activity when they are grouped together in 

nodes instead of being sporadically distributed throughout the terminal. First and 

foremost, aircraft parking drives the location of the passenger boarding bridges. 

Off of each boarding bridge a holdroom of approximately 2,200 square feet would 

be provided. The aircraft parking layout and the resulting gate locations reinforce 

the main retail nodes at the intersections of the concourse. Secondary and tertiary 

nodes for concessions would be provided further down each concourse wing. 

Public restrooms modules that are 900 square feet each would be distributed 

throughout the concourse. Maximum passenger travel distance would be no more 

than two gate lengths, or approximately 150 feet. 


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Figure 7.1-3 

TYPICAL GATE LEVEL – TERMINAL CONCOURSE 

Source: 


Arrival level 03 

CBP 

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The new terminal study requires planning for four international gates and each gate 

designated as international must provide sterile corridor access to the CBP services 

area. Connecting the gates to the CBP area would be accomplished by access to 

the third level shown in Figure 7.1-4, Arrival Level. Each international gate 

would contain a vertical circulation core consisting of an elevator and a staircase 

leading up to Level 3. The CBP would be located adjacent to the “ Sky Lobby “ hall 

and therefore, would provide a direct link for international passengers to exit the 

terminal while utilizing the same directional signage for transportation and lodging 

services. International passengers with connecting flights would return to the 

security screening checkpoint and then proceed to their connecting gate. The 

location of the CBP would also be in relatively close proximity to baggage conveyor 

systems needed to support the CBP. 


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Figure 7.1-4 

ARRIVAL LEVEL 

This illustration is a preliminary concept drawing and indicates sterile corridors for two international 

gates. Refer to Section 7.2 for developed plan showing four international gates. 

Source: 


Baggage Claim Support 

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The opposite side of Level 3 would provide space within the concourse but it would 

be accessed from the Baggage Claim Hall. This area would include space for retail, 

baggage service offices, public restrooms, miscellaneous tenants, and facility 

support. 

7.1.3 CONCEPTUAL ALTERNATIVES 1A AND 1B 

A traditional vehicular approach was considered for this alternative. Traditional, in 

this definition, would require splitting the arrival and departure vehicular traffic 

onto separate levels, one on top of the other, in a counter-clockwise flow. 

In Alternative 1a the arrivals traffic is on top and the departures traffic is 

underneath. Conversely, in Alternative 1b, the Departures traffic is on top and the 

Arrivals traffic is underneath. It was further defined, that Commercial vehicular 

traffic would be separated to help relieve congestion at the curbside. 

All Commercial traffic except departure taxis and limousines would flow through the 


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Level 5 of the parking garage which would be located midway between the Arrival 

and Departures level of the Terminal Building. Pedestrian traffic from the 

commercial vehicles and the parking garage would be consolidated at Level 5 of the 

parking garage and then proceed in an enclosed and air conditioned and heated 

walkway across the roadway and into the terminal on the main gate level of the 

terminal. See Figure 7.1-5, Alternative 1A, Level 01 – Departures. 

Figure 7.1-5 

ALTERNATIVE 1A, LEVEL 01 – DEPARTURES 

Source: 


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Departing passengers that are being dropped off in private vehicles will enter the 

terminal at this level which is ten feet lower than the concourse apron level. 

Four curbside baggage check positions will be distributed along the entrance. 

Passengers can either check their bags or enter into the terminal and then proceed 

up one level to the Gate Level. Besides public restrooms, this is the only public 

function of the Apron Level. Behind the public circulation corridor is space for nonairline 

tenants. Entrance for these tenants is from the public circulation corridor. 

All other functions within the terminal processor except the central mechanical 

space will be elevated 10 feet to match up the concourse apron level. 

Delivery support for concessions will be located on the right side of the floor plan. 

The space includes a dock for deliveries and a temporary processing and storage 

area that will be located adjacent to the main circulation of the apron concourse 

level. On the opposite (left side of the plan) will be delivery and access for building 

support services such as maintenance, shop, and storage as needed for terminal 

functions. In the center will be TSA space for checked baggage screening, office, 

and break room. 


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Entrance to the Gate level will be from conditioned bridges that span over the 

departure traffic below and will be connected to the parking garage at the 

commercial vehicle plaza level (Level 5). Passengers will also access the Gate level 

from the upper departures level lobby using stairs, escalators, or elevators. 

As shown in Figure 7.1-6, Alternative 1a, Level 02 – Gates, the lobby of the 

gate level will include vertical circulation connecting the levels above and below, 

ticketing for domestic and international flights, public restrooms, retail, and a main 

entrance into the security screening checkpoint queuing area. 

Figure 7.1-6 

ALTERNATIVE 1A, LEVEL 02 – GATES 

Source: 


DRAFT 

This up-front approach for the security screening checkpoint will allow passengers 

with boarding passes to have quick and direct access from the terminal entrance. 

From that point, screened passengers will proceed directly into the main node of 

the terminal concourse. Working outwards from the security checkpoint entrance 

will be retail space so that all passengers have close visual contact with some retail 

before entering the checkpoint. Next will be public restrooms and then ticketing 

which will include a 45-foot deep space for kiosks banks and ticket queuing space. 

The security screening checkpoint will be flanked on both sides with an exit corridor 

for arriving passengers that do not have baggage to claim on the level above. 

Those passengers will be able to proceed across the bridge to the parking garage or 

go up a level for curbside pick-up. 

Behind the ticket counters will be space for Airline Ticket Offices. Other space on 

this level will include shafts for baggage conveyors systems that feed the baggage 

claim devices, the CBP space, and other support space for terminal functions. 


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As shown in Figure 7.1-7, Alternative 1a, Level 03 – Arrival / Baggage 

Claim, arriving passengers needing to claim baggage will proceed from the Gate 

Level up the vertical circulation (elevators, stairs, and escalators) to the Baggage 

Claim Hall located on the third level. There, passengers will pass the 

meeter/greeter area before moving to the baggage claim devices. The claim hall 

will include concessions, public restrooms, baggage service offices, and space for 

other tenants. All of these support spaces will be distributed along the back 

concourse which allows an open view to the curbside. Arriving passengers will then 

exit the terminal for curbside pick-up or proceed down to Level 2 and across the 

bridge for all other transportation options. 

Figure 7.1-7 

ALTERNATIVE 1A, LEVEL 03 – ARRIVAL / BAGGAGE CLAIM 

Source: 


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The conceptual section will be cut through the middle of the building spline, starting 

at the parking structure shown on the left side, through the roadways, into the 

terminal processor, and then terminating at the beginning of the main concourse. 

The section illustrates that 23.5 feet will be needed between the departure curb and 

the gate level bridge leading to the garage in order to accommodate vehicular 

traffic, pedestrian bridge structure, and depth within the bridge structure needed to 

contain baggage conveyance systems. The distance between the apron and gate 

level of 13.5 feet will be determined by the greatest dimension allowed such that 

the slope of the boarding bridges when docked with aircrafts does not exceed the 

ADA ramp standards. The distance between the Apron and Gate level at the 

existing KCI terminal is 13.0 feet. See Figure 7.1-8, Alternative 1a, Conceptual 

Section Through Parking Garage, Roadway, Processor And Concourse. 

An optional tunnel from Level 2 of the parking garage leading to the departure 

lobby is shown in this illustration but has not been developed or included in refined 

building plans. 

Figure 7.1-8 

ALTERNATIVE 1A, CONCEPTUAL SECTION THROUGH PARKING GARAGE, 

ROADWAY, PROCESSOR AND CONCOURSE 

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Source: 



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Alternative 1b 

Alternative 1b is the converse of Alternate 1a. In this scheme the Arriving 

passenger pick-up and Bag Claim is on the lower level and the Departing 

Passengers are dropped off on the upper level. See Figure 7.1-9, Alternative 1b, 

Level 01 – Arrival / Baggage Claim. 

Arriving passengers needing to claim baggage will proceed from the Gate Level 

down the vertical circulation (elevators, stairs, and escalators) to the Baggage 

Claim Hall located on the lowest level, 10 feet below the concourse Apron level. 

There, passengers will pass the meeter/greeter area before moving to the baggage 

claim devices. The claim hall includes concessions, public restrooms, baggage 

service offices, and space for other tenants. The loading dock for retail deliveries is 

also on this level but is a back-of-house function. All of these support spaces will 

be distributed along the back concourse side which allows an open view to the 

curbside. Arriving passengers will then exit the terminal for curbside pick-up or 

proceed up to Level 2 and across the bridge for all other transportation options. 

This layout is very similar to Alternative 1a but with a different structural grid 

geometry. Entrance to the Gate level will be from conditioned bridges which span 

over the arrival traffic below and connected to the parking garage at the 

commercial vehicle plaza level (Level 5). Passengers will also come down from the 

departure level (above) using stairs, escalators, or elevators. 

Figure 7.1-9 

ALTERNATIVE 1B, LEVEL 01 – ARRIVAL / BAGGAGE CLAIM 

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Source: 



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The entrance lobby of the gate level will include vertical circulation connecting the 

levels above (departure drop-off) and below (arrivals), ticketing for domestic and 

international flights, public restrooms, retail, and a prominent entrance into the 

security screening checkpoint queuing area. 

This up-front approach for the security screening checkpoint will allow passengers 

with boarding passes to have quick and direct access from the terminal entrance. 

From that point, screened passengers will proceed directly into the main node of 

the terminal concourse. Working outwards from the security checkpoint entrance 

will be retail space so that all passengers have close visual contact with some retail 

before entering the checkpoint. Next will be public restrooms and then ticketing 

which will include a 45-foot deep space for kiosks banks, and ticket queuing space. 

The security screening checkpoint will be flanked on both sides with an exit corridor 

for arriving passengers that do not have baggage to claim on the level below. 

Those passengers will either proceed across the bridge to the parking garage or go 

down to the level below for curbside pick-up. 

Behind the ticket counters will be space for Airline Ticket Offices. Other space on 

this level will include shafts for baggage conveyor systems which will feed the 

baggage claim devices, the CBP space, and other support space for terminal 

functions. See Figure 7.1-10, Alternative 1b, Level 02 – Gates. 

Figure 7.1-10 

ALTERNATIVE 1B, LEVEL 02 – GATES 

DRAFT 

Source: 



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As shown in Figure 7.1-11, Alternative 1b, Level 03 – Departure Level, 

departing passengers that are being dropped off in private vehicles will enter the 

terminal at this level. Three main entrances will be spaced along the front of the 

terminal. Passengers will enter into the main lobby and can either check bags at 

this location or proceed down to the gate level below. Walkways at each of the 

main entrances will span through the main lobby and lead to space for non-airline 

tenants. The center will contain TSA space for checked baggage screening, office, 

and break room. 

Figure 7.1-11 

ALTERNATIVE 1B, LEVEL 03 – DEPARTURE LEVEL 

Source: 


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The conceptual section is similar to Alternative 1a and will cut through the middle of 

the building spline, starting at the parking structure shown on the left side, through 

the roadways, into the terminal processor, and then will terminate at the beginning 

of the main concourse. The section illustrates that 23.5 feet will be needed 

between the arrival curb and the gate level bridge leading to the garage to 

accommodate vehicular traffic, pedestrian bridge structure, and depth within the 

bridge structure needed to contain baggage conveyance systems. The distance 

between the apron and gate level of 13.5 feet will be determined by the greatest 

dimension allowed such that the slope of the boarding bridges when docked with 

aircrafts do not exceed the ADA ramp standards. See Figure 7.1-12, Alternative 

1b, Conceptual Section Through Parking Garage, Roadway, Processor, And 

Concourse. 

Figure 7.1-12 

ALTERNATIVE 1B, CONCEPTUAL SECTION THROUGH PARKING GARAGE, 

ROADWAY, PROCESSOR, AND CONCOURSE 

Source: 


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7.1.4 CONCEPTUAL ALTERNATIVE 2 

Another way to approach the terminal processor is to split arrival and departure 

vehicular traffic into two separate wings, depending on the airline being used. 

In Alternative 2 the commercial vehicles will be separated and utilize a commercial 

plaza that is centered between the two-winged processor. This plaza will allow 

direct access into the terminal security screening checkpoint without having to 

cross roadways or travel through ticketing lobbies if passengers have boarding 

passes in hand and will eliminate the “bridge” level shown in Alternative 1. 

Departing passengers will be dropped off along two curbside lanes depending on 

the airline being used. This level will contain two separate lobby wings containing 

the ticket counters, kiosks, public restrooms and retail, and airline ticket offices. 

Between the two public lobbies will be space designated for mechanical systems, 

baggage handling, and checked baggage screening. Directly above the mechanical 

and baggage handling rooms will be the commercial vehicle plaza. Commercial 

vehicle passengers that need to use the ticket counter will determine which 

terminal wing to enter and then proceed down to the Apron level. Upon entering 

either lobby, passengers will check their bags and then proceed towards the 

concourse at which point they will circulate up to the gate level and arrive at the 

security screening checkpoint. See Figure 7.1-13, Alternative 2, Level 01 – 

Departures. 

Figure 7.1-13 

ALTERNATIVE 2, LEVEL 01 – DEPARTURES 

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Source: 



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Passengers coming up from the departure level below will be at the entrance to the 

security screening checkpoint. This is the same location where commercial vehicle 

passengers can enter the terminal if they do not need to go to the ticket counter. 

Passengers will proceed through the screening checkpoint and on to their assigned 

gate. 

Arriving passengers will flow through the exit corridors that are flanked on each 

side of the security screening checkpoint and then into the Baggage Claim Hall. 

From that point the passenger’s baggage will be claimed, if needed, and then will 

go on to passenger curbside pickup or the central commercial vehicle plaza located 

between the two terminal processor wings. See Figure 7.1-14, Alternative 2, 

Level 02 – Arrivals. 

Figure 7.1-14 

ALTERNATIVE 2, LEVEL 02 – ARRIVALS 

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Source: 


7.1.5 CONCEPTUAL ALTERNATIVE 3 

The vehicular approach in Alternative 3 is similar to Alternative 1a. The departure 

drop-off traffic will be at the lowest level. The Gate level will be the next level and 

enclosed bridges will connect the gate level to the parking garage located across 

the roadway. Vehicles will pick up arriving passengers on the third level. The main 

difference in this alternative is the Terminal Processor will be separated from the 

Terminal Concourse and all commercial vehicles will drive between the Processor 

and Concourse at the arriving passenger (third) level. Departing commercial 


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vehicle passengers will enter the terminal and go down to the gate level and then 

to the security screening checkpoint, or they can continue down to the departure 

level and to the ticket counter. This is the only alternative where the commercial 

vehicle lane is not part of a plaza within the parking structure. See Figure 7.1-15, 

Alternative 3, Level 01 – Departures / Ticketing. 

Figure 7.1-15 

ALTERNATIVE 3, LEVEL 01 – DEPARTURES / TICKETING 

Source: 


DRAFT 

Departing passengers that are being dropped off in private vehicles will enter the 

terminal at this level. Four curbside baggage check positions will be distributed 

along the entrance. Passengers can either check their bags at curbside or enter 

into the terminal lobby. At this level the terminal lobby will include ticket counters 

and kiosks, retail, public restrooms, and vertical circulation cores serving the levels 

above. Behind the ticket counters will be space for airline ticket offices. 

The interstitial space between the processor and the concourse will contain the 

main mechanical room. It will also contain delivery support for retail which is 

located on the right side of the floor plan. The space will include a dock for 

deliveries and a temporary processing and storage area that will be located 

adjacent to the main circulation of the apron concourse level. On the opposite side 

will be delivery and access for building support services such as maintenance, shop, 

and storage as needed for terminal functions. 

In this alternative shown in Figure 7.1-16, Alternative 2, Level 02 – 

Security/Gates, the TSA space for checked baggage screening, office, and break 

room will be pushed further into the terminal concourse. 


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Figure 7.1-16 

ALTERNATIVE 2, LEVEL 02 – SECURITY/GATES 

Source: 


The entrance to the Gate level will be from conditioned bridges which span over the 

departure traffic below, and connected to the parking garage at the commercial 

vehicle plaza level (Level 05). Passengers will also access the Gate level from the 

lower departure level using stairs, escalators, or elevators. 

DRAFT 

The entrance lobby of the gate level will include vertical circulation connecting the 

levels above (baggage claim) and below (departure drop-off). Adjacent to this 

lobby will be the non-airline tenant space. Departing passengers will feed towards 

the concourse and directly into the security screening checkpoint. Arriving 

passengers will exit the concourse on each side of the screening checkpoint where 

they can proceed directly to the parking garage or up to the third level to claim 

baggage or use transportation services. 

Arriving passengers that come up to Level 3 will do so after passing underneath the 

commercial vehicle drive located on the back side of the terminal processor. Upon 

entering the third level at the meeter/greeter lobby, arriving passengers can exit to 

the commercial vehicle curbside, enter the baggage claim hall, or exit at the 

opposite side of the claim hall for non-commercial curbside pick-up. 

See Figure 7.1-17, Alternative 3, Level 03 – Arrival / Baggage Claim. 

This level will contain commercial vehicle curbside baggage check-in. It will also 

contain a baggage service office, retail, public restrooms, and terminal function 

space. Although the CBP facility will also be on this level, arriving international 

passengers would exit the facility by proceeding down to the gate level and then 

exit with other arriving passengers. See Figure 7.1-18, Alternative 3, Section 

Diagrams. 


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Figure 7.1-17 

ALTERNATIVE 3, LEVEL 03 – ARRIVAL / BAGGAGE CLAIM 

Source: 


Figure 7.1-18 

ALTERNATIVE 3, SECTION DIAGRAMS 

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Source: 



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7.2 Refined Alternative 1B Building Plans 

Throughout the course of this study the alternatives described in Section 7.1 were 

analyzed and ranked against each other. The results led to the decision to refine 

Alternative 1B. 

7.2.1 LEVEL O1 DEPARTURE 

Refinement of the Apron Level Concourse: 

During Refinement, an adjustment was made to the aircraft parking layout, which 

included among other things, allocation for four international gates shown in 

Figure 7.2-1, Refined Alternative 1B Apron Level. Conflicts with aircraft 

taxiing at the existing KCI Terminal B then led to a slight adjustment in the lengths 

of the concourse wings. The south end of the east wing was shortened while the 

north end of the east wing was lengthened. The main circulation corridor has been 

maintained and the vertical circulation cores which include a stairwell and an 

elevator coordinate with the back-of-house retail spaces above. 

Space allocated for outbound baggage operations was reduced providing more 

space for mechanical rooms and Airport and airline operations. The distribution of 

mechanical rooms was reviewed and resized. There are a total of nine mechanical 

rooms which each containing two air handling units, chilled water pumps, exhaust 

fans, water heater, and air compressor. Vertical shafts from each mechanical room 

will be approximately 80 square feet each. The Emergency and Standby Generator 

Plant and the Domestic Hot Water Plant are placed at the south end of the east 

wing. Approximately 11,000 square feet is occupied by these functions. 

DRAFT 

Behind the public space of the departure lobby the TSA screening room was reoriented 

to accommodate equipment and baggage belt runs required for in-line 

baggage screening. TSA space has been provided adjacent to the screening facility 

and dedicated vertical circulation feeds into the security screening checkpoint 

located on the level above. 

Refinement of the Apron Level ”Sky Lobby”: 

Escalators, elevators, and stairs within the Sky Lobby of the departures level have 

been coordinated with the placement of the entrance vestibules and curbside 

baggage check-in podiums. Design Details can be seen in Figure 7.2-2, Refined 

Departure Level ”Sky Lobby”. 


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Figure 7.2-1 

REFINED ALTERNATIVE 1B APRON LEVEL 

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Source: L&B and Wellner Architects




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Figure 7.2-2 

REFINED DEPARTURE LEVEL ”Sky Lobby” 

Source: L&B and Wellner Architects 

7.2.2 LEVEL 02 GATES 

Refinement of the Gate Level Concourse: 

DRAFT 

As shown in Figure 7.2-3, Refined Alternate 1B Gate Level, the refinement of 

the aircraft parking layout resulted in a slight shortening of the main concourse. 

In addition, the south end of the east wing was shortened while the north end of 

the east wing was lengthened. The number of moving walkways in the main 

corridor was reduced and moved to the center of the spine. Not only does this 

allow for better pedestrian flow within the concourse but it moves the walkway pits 

out of the outbound baggage handling rooms below and into the ceiling space of 

the apron corridor. Vertical circulation down to the baggage claim hall has been 

enhanced with the addition of a grand staircase and elevators to supplement the 

escalators. 

Refinement of the Gate Level Ticket Lobby: 

Configuration of the ticket lobby did not change from the preliminary concepts. 

Vertical circulation cores were refined and coordinated with the levels above and 

below. Behind the ticket counters, shaft space was added for check-in bag belts 

that would turn back into the ticket counter back wall and then decline to the ceiling 

space of the Apron level. Airline Ticket Office space was adjusted to meet the 

program requirements. Design details can be seen in Figure 7.2-4, Refined Gate 

Level Ticket Lobby. 


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Figure 7.2-3 

REFINED ALTERNATE 1B GATE LEVEL 

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Figure 7.2-4 

REFINED GATE LEVEL TICKET LOBBY 

Source: 


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Refinement of the Gate Level Screening Checkpoint Lobby: 

Boundaries of the Security Screening Checkpoint were increased slightly and the 

configuration of the checkpoint lanes changed slightly. A central passenger exit 

corridor was introduced to simplify wayfinding for arriving passengers. Mechanical 

shafts from the mechanical room below which are used to feed air to the lobby and 

spaces above have been added and are adjacent to the retail space at the entrance 

to the security checkpoint. Vertical circulation within the main lobby is refined and 

coordinated with the levels above and below. Design details can be seen in 

Figure 7.2-5, Refined Gate Level Screening Checkpoint Lobby. 

7.2.3 LEVEL 01 APRON/BAGGAGE CLAIM 

Refinement of the Apron Level: 

As shown in Figure 7.2-6, Refined Apron Level, many of the operational 

functions and building systems are housed in the apron level of the building. 

The layout of the apron level is similar to the conceptual layout. These functions 

include secure circulation, inbound baggage processing and claim, outbound 

baggage processing and screening, concessions storage and screening, airline 

operations and storage, and mechanicals for the building (i.e. HVAC, backup 

generators, trash, etc.). Publicly accessible support functions, such as bag claim, 

baggage service offices, and USO offices are also housed within the apron level. 

Refinement of the Apron Level Baggage Claim Hall: 

A total of six domestic baggage claim devices are needed for the Baggage Claim 

Hall. Passenger circulation flows from the bottom of the escalator/stairs, through a 

space for meters/greeters, and into the public circulation areas along the frontage 

of the facility. Other support spaces adjacent to the Claim Hall remain unchanged 

from the conceptual stage. The preferred layout is shown in Figure 7.2-7, 

Refined Apron Level Baggage Claim Hall. 

7.2.4 LEVEL 03 U.S. CBP 

DRAFT 

Refinement of the Arrival Level U.S. CBP: 

The refined plan for International flights shown in Figure 7.2-8, Refined Arrival 

Level U.S. CBP, includes up to four gates for arriving aircraft and an arrivals hall 

designed to maintain a high level of service while processing the arriving 

passengers. Immigration, Customs, Bag Claim and restrooms are all provided in 

one central area at the upper “Sky Lobby” level. In this concept, international 

passengers that are exiting the CBP would use stairs or elevators down to the 

Baggage Claim Hall, and then exit the terminal or return to the security screening 

checkpoint entrance for connecting flights. 


April 2013




April 2013 

Figure 7.2-5 

REFINED GATE LEVEL SCREENING CHECKPOINT LOBBY 

DRAFT 





April 2013 

Figure 7.2-6 

REFINED APRON LEVEL 

DRAFT 





April 2013 

Figure 7.2-7 

REFINED APRON LEVEL BAGGAGE CLAIM HALL 

DRAFT 





April 2013 

Figure 7.2-8 

REFINED ARRIVAL LEVEL U.S. CBP 

DRAFT 





April 2013 

7.3 Conceptual Terminal Building Cross-Sections 

7.3.1 LONGITUDINAL SECTIONS 

DRAFT 

Figure 7.3-1 

SECTION THROUGH SPINE OF TERMINAL, LOOKING NORTH 

Source: Wellner Architects




April 2013 

Figure 7.3-2 

ENLARGED SECTION THROUGH SPINE OF TERMINAL, PROCESSOR 

DRAFT 





April 2013 

Figure 7.3-3 

ENLARGED SECTION THROUGH SPINE OF TERMINAL 

DRAFT 





April 2013 

Figure 7.3-4 

END OF CONCOURSE AT RETAIL NODE 

DRAFT 





April 2013 

Figure 7.3-5 

SECTION THROUGH CONCOURSE 

DRAFT 





April 2013 

7.3.2 TRANSVERSE SECTIONS 

Figure 7.3-6 

LOOKING BACK TO SECURITY SCREENING CHECKPOINT 

DRAFT 





April 2013 

Figure 7.3-7 

SECTION THROUGH SINGLE LOADED CORRIDOR LOOKING BACK TO TERMINAL PROCESSOR 

DRAFT 





April 2013 

7.4 Conceptual Building Mass Elevations 

7.4.1 TERMINAL ELEVATIONS 

DRAFT 

Figure 7.4-1 

SECTION THROUGH SINGLE LOADED CORRIDOR LOOKING BACK TO TERMINAL PROCESSOR 





April 2013 

7.5 Conceptual Illustrations 

7.5.1 EXTERIOR ILLUSTRATIONS 

DRAFT 

Figure 7.5-1 

EXTERIOR ILLUSTRATION – CONCEPTUAL TERMINAL AND PARKING STRUCTURE 

Source: L&B



Figure 7.5-2 

EXTERIOR ILLUSTRATION – CONCEPTUAL PARKING STRUCTURE AND COMMERCIAL PLAZA ROOF 


April 2013 

DRAFT 

Source: L&B



Figure 7.5-3 

EXTERIOR ILLUSTRATION – CONCEPTUAL PARKING STRUCTURE AND COMMERCIAL PLAZA - CUTAWAY 


April 2013 

DRAFT 

Source: L&B




April 2013 

Figure 7.5-4 

EXTERIOR ILLUSTRATION – CONCEPTUAL APPROACH AT THE DEPARTURES LEVEL 

DRAFT 

Source: L&B



Figure 7.5-5 

INTERIOR ILLUSTRATION – CONCEPTUAL MAIN CONCOURSE LOOKING TOWARD CONCESSIONS NODE 


April 2013 

7.5.2 INTERIOR ILLUSTRATIONS 

DRAFT 

Source: L&B




April 2013 

Figure 7.5-6 

INTERIOR ILLUSTRATION – CONCEPTUAL TICKETING LEVEL - CUTAWAY 

DRAFT 

Source: L&B



Figure 7.5-7 

INTERIOR ILLUSTRATION – CONCEPTUAL CONCOURSE AND CONCESSIONS NODE - CUTAWAY 


April 2013 

DRAFT 

Source: L&B




DRAFT 

7.6 New Terminal Mechanical & Electrical 

Improvements/Alternatives 

7.6.1 PROJECTED NEW TERMINAL IMPROVEMENTS/ 

ALTERNATIVES: 

7.6.1.1 Heating Equipment 

The New Terminal will include a mechanical space for a hot water (HW) heating 

system as follows: 

 

HW Space Heating System: 600 horsepower (20,085 MBTU) natural 

gas-fired hot water boilers with 10:1 turn down burner ratio. 

HW Distribution: Primary-Secondary Flow HW distribution for space heating. 

HW 

DRAFT 

Supply and Return Temperatures: Supply temperature equals 

190 degrees Fahrenheit and Return equals 150 degrees fahrenheit at less 

than 60 psig pressure. 

Ancillary HW equipment: Water softener, chemical tanks (corrosion 

inhibitors), air separator, mixing valve and 5 psig natural gas supply to each 

boiler pressure regulating station. 

Domestic Hot Water (DHW) system: Natural gas-fired condensing boilers for 

large HW demands by restaurants and concessions. Electric unit heaters to 

be used for restrooms and miscellaneous demands. 

DHW recirculation system will be included for condenser boiler system. 

DHW supply temperature equal to 125 degrees fahrenheit. 

Water Softeners: All heated water to be softened. 

Figure 7.6-1, Boiler/Domestic Hot Water Plant, shows the layout of the New 

Terminal Boiler Room. 


April 2013




DRAFT 

Figure 7.6-1 

BOILER/DOMESTIC HOT WATER PLANT 

Source: 

HNTB 

7.6.1.2 Cooling Equipment 

The existing CUP will be used for cooling the New Terminal. The alternative to 

install cooling equipment in the New Terminal was not considered because terminal 

space is reserved for revenue generating opportunities and there was no good 

landside location for the cooling towers. The following cooling system will be 

provided. 

 

 

 

 

 

 

DRAFT 

Chillers: 1500 Ton, centrifugal, refrigerant type R123 or 134A, with 

4160 volt motors. Pipe chillers in parallel. 

Chilled Water Supply (CWS) and Chilled Water Return (CWR) Temperatures: 

CWS temperature to equal 40 degrees Fahrenheit as it leaves the chiller 

plant. Assume 42 degrees Fahrenheit as it enters the AHUs in the New 

Terminal. CWR temperature to equal 58 degrees Fahrenheit back at the CUP 

at less than 60 psig pressure. 

CWS distribution type: Variable Primary Flow. 

Cooling Towers: Induced draft type, six Cells; induced draft; no anti-plume; 

two speed fans; three single-speed condenser water (CHW) pumps – 480V. 

Cooling Tower Water Design: Condenser Water Temperature differential 

design criteria equal to 90 degrees Fahrenheit in and 80 degrees Fahrenheit 

out with Air Wet Bulb temperature equal to 72 degrees Fahrenheit. 

Plate Frame Exchangers for Economizer Cooling in winter: Will not be used. 


April 2013




DRAFT 

7.6.1.3 Mechanical Plant 

Central Utility Plant (CUP) 

In addition to using the existing CUP Site, five alternative sites were investigated as 

a new CUP location. The Alternative 4 site was selected as the Prefered Alternative 

if the existing CUP site was not used. The preferred Alternative 4 CUP is located 

northwest of the existing plant. See Figure 7.6-2, CUP Site Plan-Base Case, for 

the existing CUP site location and new CHW piping to the New Terminal and 

Figure 7.6-3, CUP Site Plan Alternatives and Utility Corridors. The base case 

and the preferred Alternative 4 CUPs are planned to include the following: 

 

 

 

 

 

 

Chillers: 

Primary-Variable Flow Chilled Water PumpsMotor Control Center for chilled 

water equipment. 

Appropriate chilled water system chemical treatment, corrosion inhibiters, 

and expansion tanks. 

Kansas City Power & Light (KCP&L) Switchgear Room located on one end of 

the CUP with code required egress. 

Cooling Towers: Match the chillers, with space to add a future cooling tower. 

Distribution Piping: 15 parking spaces outside of the CUP for plant operators. 

7.6.1.4 HVAC Systems 

Terminal HVAC 

DRAFT 

The New Terminal HVAC is planned to be a Single-Duct Variable Air Volume (VAV) 

air distribution system for the majority of the spaces. Air Handling Units (AHUs) 

will be located in Mechanical Rooms that are spaced throughout the New Terminal. 

See Figure 7.6-4, Mechanical Room Locations (Appendix A), for mechanical 

room locations in the New Terminal as well as a typical mechanical room layout. 

The AHUs will consist of a plug-type supply fan, chilled water cooling coil, heating 

water pre heat coil, plug-type return fan, and pre filters and final filters. 

Sufficient outside air is introduced at the AHUs to meet the requirements of 

ASHRAE 62.1, Ventilation for Acceptable Indoor Air Quality. A 100 percent Outside 

Air Economizer will provide “free cooling” when outdoor air conditions permit. 

No humidification will be provided in AHUs. Radiant or HTHW unit heaters will be 

used. 

The air supply temperature will equal 55 degrees Fahrenheit and return air 

temperatures will be at 78 degrees Fahrenheit. Conditioned air is ducted to VAV 

boxes with HW coils for additional heating to meet the space requirements. 

Perimeter spaces will use a forced air type system and/or perimeter finned tube 

radiation depending on the architecture. All restroom spaces will be exhausted. 


April 2013




April 2013 

Figure 7.6-2 

CUP SITE PLAN-BASE CASE 

DRAFT 

Source: HNTB




April 2013 

Figure 7.6-3 

CUP SITE PLAN ALTERNATIVES AND UTILITY CORRIDORS 

DRAFT 

Source: HNTB




April 2013 

Figure 7.6-4 

MECHANICAL ROOM LOCATIONS 

DRAFT 

Source: HNTB




DRAFT 

The Chiller Plant is not run year round and chilled water is not available to provide 

cooling for computer equipment. Separate Direct Expansion (DX) Air Conditioning 

split systems will serve the larger computer rooms. This involves an indoor Fan Coil 

unit, with a refrigerant DX coil to cool the air. The refrigerant is piped to an 

outdoor air cooled condensing unit to complete the split system. Smaller IT 

Equipment Rooms will use Through-the-Wall DX air conditioning systems. 

Bag makeup, tug area, and truck receiving dock areas will be exhausted with a 

ducted system and HW unit heaters will provide heating. CO sensors will be 

provided for diesel and some gasoline Ground Support Equipment (GSE). Outside 

air will come from roof top intakes and will include two-inch pleated paper filters as 

minimum. Air Curtains are planned at baggage doors and large support area 

openings. 

Concession Food Prep areas will be exhausted. Heat Recovery will be investigated 

as the design progresses. Kitchen exhaust hoods and gas-fired makeup air units 

will be provided for restaurant grease hoods. 

7.6.1.5 Aircraft Specialty Equipment 

Point-of-Use (POU) systems are preferred by KCI and the Airlines. New Terminal 

gates are planned to have loading bridges with a POU Pre-conditioned Air unit 

(PCA) and a 400 Hz unit. Central or zone type PCA and 400 Hz systems were 

considered because they save energy and require less maintenance than the POU 

type. However, if a chiller or motor generator set fails, the entire system is 

impacted. In addition, the capital cost of these systems are high and aircraft 

diversity must be significant in order to realize increased savings from reduced 

energy usage and reduced maintenance costs to justify these investments. Finally, 

central and zone type systems are difficult to modify. For example, at Hobby 

International Airport, they want to add Group V aircraft to the terminal but the 

existing zone PCA system was designed for Group III aircraft. Pipe size is fixed and 

consequently they will likely install a POU type for the larger gates. 

DRAFT 

GSE Quick Charging Stations are a great technology to help reduce fossil fuel 

emissions at the Airport and reduce undesirable emissions from fossil fuel GSE. 

The New Terminal is planned to include electric GSE and quick charging stations. 

Adequate power for electric GSE recharging equipment is planned. For example, 

Bob Hope Airport in Burbank, California, was the first in the U.S. to convert to an 

“all-electric” GSE fleet model. At Bob Hope Airport, they were able to come to 

agreement with the airlines to convert the GSE fleet to electric if the airport 

provided the rapid charger infrastructure. Many U.S. airports now operate at least 

one electric fast charge system.. Major international airports that have rapid 

charging stations include Boston Logan, Charlotte, Chicago O’Hare, Dallas Fort 

Worth, Dulles, George Bush, John F. Kennedy, La Guardia, Los Angeles, Miami, 

Newark, Philadelphia, and San Francisco. These airports have replaced thousands 

of their fossil-fueled GSE vehicles with cleaner, more efficient electric-powered 

alternatives 


April 2013




DRAFT 

Recommended Aircraft Specialty Equipment for the New Terminal is POU 

Preconditioned Air and 400 Hz motor generator units on each loading bridge and 

GSE Quick Charging Stations, not the conventional eight-hour chargers. Rapid 

chargers provide up to one hour 80 percent equipment charges and are convenient 

but come with higher first costs. 

7.6.1.6 PLUMBING ITEMS 

Water Service 

Water Service is planned to come from the KCMO Water Service 12-inch diameter 

water main located landside of the existing terminals. Water will enter the building 

at the Boiler/Domestic Hot Water Plant through a backflow preventer. The pipe 

splits into cold water (CW) and hot water (HW) mains, heated by the HW boilers 

(described previously). Water softeners for the HW system will be provided for in 

the boiler room. 

Sprinkler System 

The New Terminal will have a complete sprinkler system to meet the requirements 

of National Fire Protection Administration (NFPA) 13, Installation of Sprinkler 

Systems. No fire pumps are anticipated. Water flow will be provided per the 2012 

IFC unless the KCI fire insurance carrier requirements are more conservative. 

The water flow rate will be assumed to be 2,000 gallons per minute (gpm) for a 

four-hour duration unless otherwise directed. (2012 IFC minimum water flow for 

Class IIIA construction over 166,501 square feet is 1,500 gpm for four hours). 

Two fire hydrants are planned for airside installation. Figure 7.6-5, Fire 

Protection Existing Conditions, shows the existing fire protection mains. 

Figure 7.6-6, Terminal B and C Fire Protection Phasing Plan, indicates a new 

12-inch diameter water line to re-feed the mains for Terminals B and C, as well as 

demolition for the existing Terminal A mains. Figure 7.6-7, Fire Protection 

Routing-New Terminal, shows the routes of the fire mains around the New 

Terminal. In addition, it shows a distribution of fire sprinkler risers and standpipes 

in the New Terminal and Parking Garage. 

Sewer 

DRAFT 

The New Terminal sewer will drain by gravity to the sewer main. The plan is to 

have two minimum main eight-inch diameter sewer connections from the New 

Terminal, one from the north half and one from the south. Lift station 

requirements will be determined based on elevations and sanitary outfall. 

Individual grease traps will be provided in every food prep area. KCI is very spread 

out which makes a centralized grease waste system not practical. If a central 

grease vault is located on airside within 100 feet of the main restaurant / 

concessions area, it may be considered. 


April 2013




April 2013 

Figure 7.6-5 

FIRE PROTECTION EXISTING CONDITIONS 

DRAFT 

Source: HNTB




April 2013 

Figure 7.6-6 

TERMINAL B AND C FIRE PROTECTION PHASING PLAN 

DRAFT 

Source: HNTB




April 2013 

Figure 7.6-7 

FIRE PROTECTION ROUTING-NEW TERMINAL 

DRAFT 

Source: HNTB




DRAFT 

Natural Gas 

Natural gas serves the HTHW boilers, domestic hot water boilers, and concessions. 

Natural gas is piped to the Boiler Room from a 10-inch diameter main from Missouri 

Gas & Energy. The gas pressure in the main is 25 psig. The gas will be regulated 

down to 5.0 psig at the boiler plant. This will provide the gas pressure of 2.8 psig 

required at the boiler plus additional pressure for good regulator operation. Natural 

gas for concessions will enter the New Terminal separately and be regulated down 

to seven-inch w.g. to serve the food service equipment. 

Roof Drainage 

Roof drains and emergency overflow roof drains are spaced as needed to cover all 

New Terminal roofs. Stormwater leaders are sized per the plumbing code and run 

down the interior of the building to the stormwater system. Stormwater runoff 

onto apron pavement should be avoided. Roof drains and leaders should not 

contribute to build up of ice sheets. 

7.6.1.7 Electrical Items 

Terminal Power Requirements 

In order to distribute power throughout the New Terminal without extensive voltage 

drop, 12.5kV, 3-phase power will be distributed around the New Terminal, from the 

main KCP&L Switchgear room, to four main KCI substation and switchgear rooms. 

It is recommended that this 12.5kV distribution be done in the apron so as to 

increase ease of access, and reduce risk of personal injury and vandalism in the 

case of a fault. See Figure 7.6-8, KCI Terminal 12.5kv Ductbank Site Plan, 

for the approximate size and location of the KCP&L Switchgear room and the 

locations of the four KCI switchgear rooms. The KCP&L 15kV switchgear will feed 

four double-ended unit substations. Each of these four unit substations will consist 

of two 2500kVA, 12.5kV – 277/480V transformers and a secondary 4000A maintie-main 

switchgear. Each substation will distribute power to 21 100-square foot 

sub-electrical rooms located throughout the New Terminal for power to adjacent 

gates, and low voltage terminal loads. See Figure 7.6-9, Electrical Single Line 

Diagram, and Figure 7.6-10, Terminal Electrical and Telecomm Room Floor 

Plan. Each of the 21 sub-electrical rooms will have 277/480V distribution boards, 

480/120/208V transformers, 120/208V distribution boards, and lighting control 

panels. 

DRAFT 


April 2013




April 2013 

Figure 7.6-8 

KCI TERMINAL 12.5KV DUCTBANK SITE PLAN 

DRAFT 

Source: HNTB




April 2013 

Figure 7.6-9 

ELECTRICAL SINGLE LINE DIAGRAM 

DRAFT 

Source: HNTB




April 2013 

Figure 7.6-10 

TERMINAL ELECTRICAL AND TELECOMM ROOM FLOOR PLAN 

DRAFT 

Source: HNTB




DRAFT 

Each of the four KCI Switchgear rooms will have KCP&L meters that tie back to a 

centralized metering point in the main Terminal KCP&L Electrical room. The main 

Terminal electrical room including emergency and stand-by generators as well as 

the KCI Switchgear Room A, will require a minimum of 6,500 square feet of space. 

The four main KCI substations A, B, C, and D can be fed as shown on Figure 7.6-9, 

Electrical Single Line Diagram, or as part of a loop system. The advantages of a 

loop system is that fewer, if not larger feeder cables would be required to maintain 

power to the four substations as well as allowing additional substations to be added 

without interruption. However, source switching equipment would be required in 

order to remove and maintain any single substation from the loop without 

disrupting power to the entire terminal. It is recommended that the New Terminal 

distribution system be installed as shown on Figure 7.6-9, Electrical Single Line 

Diagram, as it requires less equipment and no additional terminal loads are 

anticipated. This proposed Terminal distribution will be the same for the Base Case 

and all alternatives. 

CUP 

In the proposed Base Case, the existing CUP will remain protected in place. 

See Exhibit E-4, KCI Terminal 12.5kv Ductbank Site Plan-Base Case. This includes 

all the existing 15kV KCP&L switchgear. In addition, new chillers and MCC 

equipment will be required in the existing CUP in order to support the New 

Terminal. To support this new equipment, the existing 15kV KCP&L switchgear, 

used for existing Terminal A, will be cut over to support the new CUP equipment, 

thus avoiding the need for any major overhaul of the existing KCP&L switchgear in 

the existing CUP. See Figure 7.6-11, Base Case-Upgraded Cup First Floor 

Plan, for power requirements needed to support the new mechanical equipment. 

DRAFT 

Figure 7.6-11 

BASE CASE-UPGRADED CUP FIRST FLOOR PLAN 

Source: 

HNTB 


April 2013




DRAFT 

KCP&L Distribution Power 

In anticipation of the construction, and in order to maintain power to the existing 

CUP and Terminals B and C, the existing 15kV distribution ductbanks and manholes 

from the KCP&L – KCI Substation 270 will have to be rerouted between existing 

MH-PA-10 to existing MH-PA-16. See Figure 7.6-12, 12.5kV Electrical Site 

Plan, for proposed re-route. 

KCP&L Terminal Power 

At least two 10MVA feeders are recommended for the New Terminal, with each 

feeding opposing ends of a 15kV KCP&L double ended switchboard. These new 

feeders will enter the New Terminal main electrical room directly from the KCP&L – 

KCI Substation 270. The New Terminal main switchboard will require a space that 

is approximately 30 feet x 75 feet, and can be co-located with the KCI Switchgear 

Room A within the New Terminal. See Figure 7.6-13, KCI Terminal 12.5kV 

Ductbank Site Plan (Appendix A), for Base Case 12.5kV Terminal Power. 

The existing KCP&L – KCI Substation 270 has a 50MVA capacity and only 15MVA is 

currently utilized. The existing substation is serviced by two transformers, which 

allows extending one new feeder from each transformer, providing adequate 

capacity, in case one of the transformers fails. KCP&L will own and operate all 

15kV distribution lines and associated 15kV equipment. In order to support the 

new distribution cables, concrete encased conduit and manholes will have to be 

provided to the New Terminal Main Electrical Room. 

In order to have a truly redundant system, 10MVA of power would have to be 

provided from one of the two local KCP&L adjacent substations: Tiffany Springs 

Substation or Overhaul Base Substation. 

DRAFT 

Although the Overhaul base substation is the closer of the two alternative locations 

(8,000 linear feet away), it was not originally constructed as a standard substation. 

In addition the new feeders from Overhaul Base would have to cross the entire East 

Airfield, including Runway 19L-1R and Taxiways E and F. Also, this substation does 

not have the ability to provide enough power to feed the entire terminal. 

With $500,000 improvements, it could provide one feeder to serve part of the 

required load. The cost for such a run could be as high as $3MIL for a single 

10MVA feeder and $6MIL for two feeders for materials alone, not counting the cost 

associated with jack and boring under the existing airfield and apron or unforeseen 

site conditions over the approximate 1.5 mile run. These upgrades would have to 

be confirmed with KCP&L prior to any final decision being made. 


April 2013




April 2013 

Figure 7.6-12 

12.5KV ELECTRICAL SITE PLAN 

DRAFT 

Source: HNTB




April 2013 

Figure 7.6-13 

KCI TERMINAL 12.5KV DUCTBANK SITE PLAN 

DRAFT 

Source: HNTB




DRAFT 

Tiffany Springs Substation is the newest substation and can provide service to the 

New Terminal. It has 50 MVA capacity and three transformers, two of which are 

new. However, Tiffany Springs is the furthest substation from the New Terminal 

(approximately 27,000 linear feet), and would have to cross the south or east 

airfield. The cost for such a run could be as high as $8MIL for a single 10MVA 

feeder and $16MIL for two feeders for materials alone, not counting the cost 

associated with jack and boring under the existing airfield and apron or unforeseen 

site conditions over the approximate five-mile run. These upgrades would have to 

be confirmed with KCP&L prior to any final decision being made. 

Given the unknown condition of the existing Overhaul Base substation, the long 

distance associated with connecting to the Tiffany Springs substation as well as the 

cost and potential disruptions to aircraft movements, it is recommended at this 

time that all connections for the New Terminal, CUP, and new Data Center be made 

from the existing KCP&L KCI substation to the north. However, if in the future it is 

determined that the existing KCP&L KCI substation is prone to failure and outages, 

intercept manholes, as well as space for connections to additional feeders will be 

provided at the New Terminal, CUP, and Data Center, in order to facilitate a new 

feeder from either the Overhaul Base or Tiffany Springs Substation. The manholes 

and additional switchgear will be located in such a manner that no disruptions to 

the terminal or terminal activities will be experienced during the cut-over. 

Emergency and Stand-by Power 

The Basic code required Emergency Egress and Fire Life Safety requirements can be 

facilitated by two 1 MW Emergency Generators provided in the main Terminal 

electrical room. This will allow for basic smoke control, elevator return, egress 

lighting requirements, and airplane and terminal evacuation to dedicated 

evacuation sites. See Figure 7.6-14, Emergency and Standby Generator 

Plant, and Figure 7.6-15, KCI Terminal 12.5kv Ductbank Site Plan-Base 

Case. 

DRAFT 

Additional stand-by, non-code required back-up power can be provided for freeze 

protection, additional elevator functionality, additional lighting, emergency powered 

gate systems that allow for the controlled egress from aircraft at designated gates 

and other systems that allow for a more coordinated, public friendly terminal 

evacuation. This additional level of stand-by power can be facilitated by two 

1.5 MW stand-by generators in the main terminal electrical room. 

See Figure 7.6-14, Emergency and Standby Generator Plant. 

The entire generator system should be consolidated and located as close as possible 

to a KCI switchgear room. This will allow the emergency power to be controlled, 

monitored, and fed from a single point of distribution. Per Figure 7.6-15, KCI 

Terminal 12.5kv Ductbank Site Plan-Base Case, the preferred location is in the 

South East corner of the new Terminal. In addition to being located near an easily 

accessible landside access point, it is also near the main mechanical boiler room 

and MDF room, allowing for an inexpensive connection to the standby generator 

system. 


April 2013




DRAFT 

Figure 7.6-14 

EMERGENCY AND STANDBY GENERATOR PLANT 

Source: 

HNTB 

DRAFT 

Locating the emergency and stand-by generators in the new CUP was not 

addressed because power for the New Terminal would be provided directly from the 

existing KCP&L substation, and not routed through the new CUP in order to reduce 

the risk of a single point of failure. Locating the generators in the new CUP with 

normal power going directly to the New Terminal would require that the ATS be 

located in the New Terminal Electrical room well over 2,000 feet away. 

This distance would mean significant voltage drop and added cost due to additional 

feeder size and length. The current location for the generator room at the far south 

end of the New Terminal puts them well out of the way of public traffic, and can be 

easily insulated to reduce noise. 


April 2013




DRAFT 

Figure 7.6-15 

KCI TERMINAL 12.5KV DUCTBANK SITE PLAN-BASE CASE 

Source: HNTB 

Fire Alarm System 

DRAFT 

The New Terminal Fire Alarm System will need to have a main Fire Alarm Control 

Room located within the New Terminal, located on the ground floor adjacent to the 

front lobby, and approximately 10 feet x 20 feet in size. This room will house the 

main Fire Alarm Control Panel, as well smoke evacuation control system and 

emergency generator controls, in accordance with the local Fire Department. 

This system will have to be tied back into the main emergency response center at 

the Airport Rescue and Fire Fighting (ARFF) and/or Police shop, with remote 

annunciators at both locations. This new system will have to be capable of 

interfacing with the existing Fire Alarm systems within the existing Terminals B and 

C, as well as other existing ancillary buildings to remain. Additional migrating 

hardware and or software may be required in order to fully integrate the different 

systems. 

Coordination with the Kansas City Fire Department (KCFD) should be completed 

early on, in order to coordinate the exact location of the New Terminal Fire Alarm 

Control Room, as well as determining if a second staging area at the COP Shop, or 

some other more desirable location is preferred. 


April 2013




DRAFT 

Fiber Optic Site 

To accommodate the demolition of Terminal A, and maintain the connectivity of the 

existing Fiber optic loop, a portion of the existing Fiber Optic Loop System will have 

to be re-routed in order to maintain the double-ended feed to existing Terminals B 

and C. In addition, final connections will have to be made at the New Terminal. 

These cut-overs will have to be strategically coordinated in order to avoid 

shutdowns of any secure or mission critical systems. See Figure 7.6-16, Fiber 

Optic Communications Site Plan. 

The existing Data Center and Airport Communications Center (ACC) in the CUP will 

continue to be the central hub for the fiber optic loop system. Once the Terminal 

has been completed, the Fiber Optic Loop System will be extended into the new 

Terminal through a Main Point of Entrance (MPOE) Room or Main Distribution Frame 

(MDF) Room. 

Terminal IT System 

With a basic level of service required for the base line operation of the New 

Terminal, the MPOE/MDF room should be no less than 800 square feet, and located 

at the first point of entrance into the New Terminal for all communications systems. 

The MPOE/MDF room will provide a central hub for communications distribution to 

14 smaller telecommunications rooms or Intermediate Distribution Frames (IDFs) 

located throughout the New Terminal. See Figure 7.6-17, Terminal Electrical 

and Telecomm Room Floor Plan. The MPOE/MDF room will have all systems 

backed up with a UPS to maintain system power during brown outs or during 

generator start-up. 

DRAFT 

The six smaller IDFs will be no less than 150 square feet, and will house routers for 

connections to local airline GIDS; connections to airline and passenger WIFI 

routers; local eVIDS systems; amplifiers, noise sensors, and network switches for 

local Public Address systems; ACAMS security panels for local doors; closed circuit 

TV (CCTV) network hubs for signal consolidation and local viewing if required by 

individual airlines; local Fire Alarm sub-panels and UPS units to maintain system 

power during brown outs or during generator start-up. The IDFs should not be 

located any more than 300 feet apart, taking into account structural features such 

as stairwells and elevator shafts, which may require the rooms to be located closer 

together in order to maintain a 300 feet maximum cable run length between them. 

In addition to the IDFs IT closets no less than 8 feet x 10 feet shall be located at 

each gate, for ramp services monitoring systems, and local airline IT equipment. In 

addition, each IDF, IT closet, and MPOE/MDF will have a dedicated UPS powered 

air-conditioning unit separate from the New Terminal cooling system. 


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April 2013 

Figure 7.6-16 

FIBER OPTIC COMMUNICATIONS SITE PLAN 

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Source: HNTB




April 2013 

Figure 7.6-17 

TERMINAL ELECTRICAL AND TELECOMM ROOM FLOOR PLAN 

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Source: HNTB




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IT 

The existing Data Center and ACC will be maintained. However, because of the 

New Terminal systems that will be installed, modifications will have to be made to 

both centers. The preferred option is to utilize existing adjacent support space for 

expanded systems. By utilizing adjacent rooms, existing systems to Terminals B 

and C can be maintained during construction without interruption while the New 

Terminal systems are installed in the adjacent space. See Figure 7.6-18, 

Existing CUP First Floor Plan, for the existing Data Center room location and 

layout, and Figure 7.6-19, Existing CUP Third Floor Plan, for the existing ACC 

room location and layout. For the expanded Data Center requirements see 

Figure 7.6-20, Upgraded CUP First Floor Plan, and Figure 7.6-21, Upgraded 

CUP Third Floor Plan, for the ACC requirements. 

Figure 7.6-18 

EXISTING 

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CUP FIRST FLOOR PLAN 

Source: HNTB 


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Figure 7.6-19 

EXISTING CUP THIRD FLOOR PLAN 

Source: 

HNTB 

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Figure 7.6-20 

UPGRADED CUP FIRST FLOOR PLAN 

Source: HNTB 


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Figure 7.6-21 

UPGRADED CUP THIRD FLOOR PLAN 

Source: HNTB 

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7.7 Baggage Handling System (BHS) 

7.7.1 OUTBOUND BHS 

The conceptual Checked Baggage Inspection System (CBIS) for Kansas City 

International Airport (MCI) consists of 15 total induction points which feed baggage 

to four inline screening devices (ISD) and sort to eight slope plate devicesshown in 

Figure 7.7-1, Overall BHS System. 

Figure 7.7-1 

OVERALL BHS SYSTEM 

Source: Vic Thompson Co. 

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7.7.2 BAGGAGE INDUCTION POINTS 

There are four ticket counter baggage induction points on the north end of the 

terminal, and four ticket counter induction points on the south end of the terminal. 

Additionally, there are two curbside baggage induction points, four self-tagging 

baggage induction points (garage) and one international re-check induction point. 

These 15 induction points are collected by two main security feed lines; one for the 

north ticket counters and one for the south ticket counters, curbsides and 

international re-check. The two security feed lines merge together before entering 

the matrix screening area , shown in Figure 7.7-2, Level 2 BHS. 

Figure 7.7-2 

LEVEL 2 BHS 

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Source: 

Vic Thompson Co. 


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Oversize is handled separately from the CBIS. There is an oversize baggage 

induction point for each side of the terminal. These two lines merge together 

before entering the Checked Baggage Resolution Area (CBRA) for manual 

screening. 

7.7.3 SCREENING MATRIX 

After the two security feed lines merge together, baggage is sized using a bag 

measuring array (BMA). Bags that are too large to fit into the ISD will be 

considered out-of-gauge (OOG) and will divert to a screening machine bypass line 

that leads directly to CBRA for manual screening. The single security feed main line 

will divert all in-gauge baggage to one of four CTX9800 screening machines. After 

the level 1 screening decision is made by the ISD, clear bags merge onto a main 

clear line. Alarmed bags will merge on to an on-screen resolution (OSR) line while 

the level 2 decision is pending. Bags which have been cleared by the level 2 OSR 

operator will 

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then be diverted from the OSR line onto the main clear line. Bags that 

remain alarmed will continue on to the CBRA for a level 3 inspection by TSA. 

Once the baggage is cleared by TSA, it will be placed on the CBRA clear line and 

merge onto the main clear line. 

7.7.4 BAGGAGE SORTATION 

Baggage on the main clear line is then processed through an automatic tag reader 

(ATR) for bag sorting. Bags that fail to be read are diverted to a manual encode 

station for manual scanning. The main clear line splits into two separate lines, one 

for the carriers on the north end and one for the carriers on the south end. Each of 

these clear lines feeds four slope plate devices. Any bags that fail to divert will end 

up on the most downstream slope plate device. 

There is a dedicated oversize clear line in CBRA that carries the cleared oversize 

baggage directly to the outbound bag room for make-up. The carriers will need to 

collect their oversized items from this single run-out belt for oversized baggage. 

7.7.5 INBOUND BHS 

The inbound will consist of six inbound load belts that feed six inbound claim units 

shown in Figure 7.7-3, Level 1 BHS. Each load belt feeds one claim unit without 

crossover capabilities. 


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Figure 7.7-3 

LEVEL 1 BHS 

Source: 

Vic Thompson Co. 

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7.7.6 FIS 

International inbound bags are loaded onto a dedicated FIS inbound load belt in the 

south inbound bag room. These bags are read by an ATR and sorted to one of two 

FIS claim units shown in Figure 7.7-4, Level 3 BHS. 

Figure 7.7-4 

LEVEL 3 BHS 

Source: Vic Thompson Co. 

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8. ENVIRONMENTAL CONSIDERATIONS 

8.1 Alternative Evaluation - Environmental Resources 

Initial alternatives during the Master Planning process were examined in compliance 

with the operational planning criteria found in the FAA Advisory Circular 

150/5300-13, Airport Design. KCI has a relatively large amount of land that is 

currently undeveloped. KCI’s property boundary includes 11,000 acres of open 

land with varying terrain providing various site selection possibilities. This uniquely 

positive attribute led to the selection of three initial terminal complex site envelopes 

in the Master Plan. The three initial options included development in the central 

terminal area, development in the west open area between existing Runway 1L/19R 

and Interstate 435, and development in the south between existing Runway 9/27 

and State Highway 152. 

8.1.1 ADVANCED PLANNING/PURPOSE AND NEED 

Since the Master Plan, KCAD has identified specific goals, objectives, and passenger 

demand characteristics that guided the further development of alternatives. 

The purpose of the terminal development project would be to reduce operating 

costs and enhance revenues for KCAD while improving passenger processing and 

efficiency within the terminal and provide convenient roadways, parking lots, and 

traffic flow for Airport users and vehicles. It is KCAD’s goal to provide a high level 

of air service, as well as a source of community pride for Kansas City and the Metro 

Region in a cost effective and affordable manner. The new terminal would need to 

incorporate the latest in passenger processing technology and achieve a balanced 

capacity of gates, terminal processing, and landside facilities. 

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8.1.2 PREFERRED ALTERNATIVE 

Based on KCAD’s specific goals, FAA operational requirements, and criteria 

including affordability, airside, terminal, and landside characteristics, support 

facilities, availability of utilities, environmental pro and cons, implementation, and 

other strategic considerations, KCAD has selected a preferred alternative. 

8.2 Implementation Planning – Environmental 

Considerations 

The FAA is responsible for complying with both the procedures and policies of the 

National Environmental Policy Act (NEPA) 1 and other related environmental laws, 

regulations, and orders applicable to FAA actions. FAA Order 1050.1E states that, 

“Unless otherwise exempted by the Council on Environmental Quality (CEQ) 

regulations, all formal actions taken by FAA officials are subject to NEPA review 

unless statutory law applicable to the FAA's operations expressly prohibits or makes 

compliance impossible. Actions covered by NEPA review include grants, loans, 

1 

42 U.S.C. 4321-4347. 


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contracts, leases, construction, research activities, rulemaking and regulatory 

actions, certifications, licensing, permits, plans submitted to the FAA which require 

FAA approval, and legislation proposed by the FAA.” 2 

8.2.1 POTENTIAL NEPA PROCESSING REQUIREMENTS 

Federal regulations outline three major levels of NEPA review relevant to proposed 

airport development projects – Categorical Exclusion, Environmental Assessment, 

and Environmental Impact Statement. 

Categorical Exclusion (CATEX) – applies to those actions that have been found 

(under normal circumstances) to have no potential for significant environmental 

impact. Actions that are eligible for a CATEX are listed in Chapter Three of FAA 

Order 1050.1E. CATEX documents can take up to three months to prepare and FAA 

review time may take 45 to 60 days. A CATEX generally does not require 

coordination with regulatory agencies and does not require public notice of the 

project. 

Environmental Assessment (EA) – applies to those actions that have been found by 

experience to sometimes have significant environmental impacts. The list of 

actions normally requiring an EA can be found in Chapter Four of FAA Order 

1050.1E. The purpose of an EA is to determine whether the proposed project will 

have significant impacts. Upon review of the EA findings, the FAA either issues 

project approval in the form of a Finding of No Significant Impact (FONSI) or directs 

the preparation of an Environmental Impact Statement (EIS) to investigate further 

the potential environmental impacts in detail before project approval can be 

granted. An EA typically takes between 6 and 24 months to prepare and obtain an 

FAA decision. A public hearing is not required but may be recommended by the 

FAA. 

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Environmental Impact Statement (EIS) – applies to those actions that have been 

found by experience to usually have significant environmental impacts. An EIS is 

the most intense level of environmental review and may take two to four years to 

complete. The FAA manages the preparation of the EIS and may issue a Record of 

Decision (ROD) after the Final EIS has been released. 

To determine if NEPA documentation for the proposed terminal project would be 

required, each element of KCAD’s Preferred Alternative and the other improvements 

listed on KCAD’s 5-year Capital Improvement Plan was reviewed to determine if a 

Federal Action would occur and then the project was appraised to determine the 

level of NEPA review that may be required. 

2 

FAA Order 1050.1E Environmental Impacts: Policies and Procedures. Chapter 2 NEPA Planning and 

Integration, 200e Applicability of NEPA Procedures to FAA Actions, (3) FAA Actions Subject to 

NEPA Review. March 20, 2006. 


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For most of the proposed developments projects, there is an associated Federal 

action, such as allocation of Federal funds or FAA approval of changes to the Airport 

Layout Plan (ALP) to reflect new development; therefore, NEPA would apply. 

Based on the type of projects and the anticipated impacts, it is recommended that 

an Environmental Assessment be pursued for this project. 

8.2.2 ALTERNATIVES TO BE CONSIDERED FOR FURTHER DETAILED 

ENVIRONMENTAL ANALYSIS 

Federal and state guidelines concerning the environmental review process require 

that all prudent, feasible, reasonable, and practicable alternatives that might 

accomplish the objectives of a project be identified and evaluated. Federal 

agencies may consider the applicant's purposes, needs, and common sense realities 

of a given situation in the development of alternatives. 3 Federal agencies may also 

afford substantial weight to the alternative preferred by the applicant, provided 

there is no substantially superior alternative from an environmental standpoint. 

While all the alternatives developed in the Master Planning process and advanced 

terminal planning process will be disclosed, it is anticipated that only two 

alternatives will be carried forward for detailed analysis of environmental impacts, 

the No Action and the Proposed Action/Preferred Alternative. 

8.3 Sustainability Planning 

8.3.1 LOCAL SUSTAINABILITY INITIATIVES / ENVIRONMENTAL 

CONTEXT 

The City of Kansas City, Missouri is strongly committed to enhancing sustainability 

and the quality of life for its residents and visitors, as evidenced by development of 

the following initiatives and documents: 

 

 

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Climate Protection Plan: The City released its Climate Protection Plan in July 

2008 driven by the belief that greenhouse gas emissions can be reduced at 

the same time as the economy and quality of life are improved for businesses 

and citizens. The plan includes recommended goals for community-wide 

greenhouse gas reductions and actions to achieve the goals, as well as 

recommendations affecting the City’s climate protection planning process. 

Citywide Green Solutions Policies: In laying the groundwork for the Climate 

Protection Plan, the Kansas City Council adopted Resolution #070830, 

establishing the policy of the City to integrate green solutions in City 

planning and development processes. In addition, the City Manager adopted 

the Green Solutions Administrative Regulation (A.R. 5-5) to incorporate 

green solutions into City policies, projects, and programs. 

3 

Guidance Regarding NEPA Regulations, CEQ, 48 Federal Register 34263 (July 28, 1983). 


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Sustainability in Kansas City Brochure: As a complement to the City’s Green 

Solutions Policy and the Climate Protection Plan, which provide a roadmap for 

making the City’s vision of being a “certifiable green city” a reality, this 

brochure identified the City and regional initiatives designed to help achieve 

that goal. 

Green Building Ordinance No. 110235: It is the policy of the City that the 

design, construction, and operation of new facilities of any size and 

renovations in which the facility affected has at least 5,000 square feet of 

space, for which the City issues a request for qualifications for design 

services, design-build services, or conducts such services itself, shall conform 

to the LEED Gold rating or higher. 

Transportation Outlook 2040: Metropolitan Kansas City's long-range 

transportation plan, developed by the Mid America Regional Council (MARC) 

and adopted in June 2010, outlines a vision for the future relationship 

between transportation investments and land use in the region. The plan 

established a broad set of goals that cover areas ranging from 

transportation’s impacts on climate change and energy, to place-making, to 

the condition of existing transportation systems. While the plan focuses on 

surface transportation for the region, it acknowledges the importance of 

aviation and the region’s airports, stating that the Plan’s proper consideration 

of aviation planning activities will facilitate and achieve coordinated and 

comprehensive transportation planning within the region, thereby further 

supporting the overall transportation system goals of accessibility and 

economic vitality. 

 

 

Environmental Management System and Green Solutions Annual Report: 

The City’s Environmental Management System (EMS) was developed through 

a work group involving City employees from 12 departments. The EMS 

describes the structure of the City's internal environmental management 

program and specifies the best management practices to be followed by City 

employees in handling most commonly encountered environmentally 

sensitive tasks. The EMS is the focus of environmental orientation training 

received by every City employee, and is the standard used for the annual 

environmental audit of every City facility. The annual evaluation of each 

department’s progress in meeting environmental goals and the City’s efforts 

to incorporate green solutions into its programs, projects, and policies is 

reported in the EMS and Green Solutions Annual Report. 

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EnergyWorks KC Initiative: This initiative is designed to inform home and 

business owners of ways to reduce energy waste, increase comfort, and 

make a healthier live-work space. Through the web site 

www.EnergyWorksKC.org a variety of services are available to support home 

and business owners in the pursuit of reduced energy waste and increased 

energy efficiency. The initiative also includes development of 

recommendations for local and state policy changes in support of energy 

efficiency, creation of job opportunities, and public education and outreach. 


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Things We Can Do as Individuals to Reduce Greenhouse Gas Emissions: 

This brochure describes several quick and easy things that individuals can do 

in their homes and throughout their daily routines to do their part in reducing 

the amount of greenhouse gas emissions in the Kansas City area. 

A Million Lights Initiative: Kansas City was the first city in the nation to set 

the goal of changing one million light bulbs from traditional incandescent to 

energy-efficient compact fluorescent lights (CFLs), as part of the ENERGY 

STAR® national campaign to help consumers save money and energy 

through the switch. In 2008, the program reported that throughout the 

Kansas City metro area, over 1.6 million CFLs were purchased and/or 

distributed by the City and its partners. The program remains in effect today 

and continues to encourage residents and businesses to switch from 

incandescent to CFLs. 

City Environmental Improvement Goals: Each fiscal year, the City adopts 

environmental improvement goals for departmental implementation. 

The goals are administered in their respective departments by Environmental 

Coordinating Managers with progress towards attaining these goals reported 

in the City’s annual report to the City Manager at the end of the fiscal year. 

The goals are also stated on the City’s public web site. 

Sustainable Skylines Program: The U.S. EPA Region 7 has recognized 

Kansas City as a Sustainable Skylines Partner in its locally-led program to 

reduce air emissions and promote sustainability in urban environments. 

Greater Kansas City was chosen as one of the first pilot communities to 

implement this program, which provides a flexible framework for partners to 

integrate transportation, energy, land use, and air quality planning; yield 

measurable air quality benefits; promote collaboration among multiple 

stakeholders; and identify and leverage resources among partners. 

The specific projects under this program in the Kansas City area include: 

o 

o 

o 

o 

o 

o 

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KC Idle-Free – An idle-reduction campaign, working with public and 

private fleets to establish idle-free zones and assist the Kansas City 

metropolitan area in maintaining the national air quality standard for 

ozone. 

Be Water Wi$e – Water conservation and strategic landscaping projects 

with parks and homeowners associations to use less water and promote 

native plant species. 

Parking Lots to Parks – Curbing the urban heat island effect and reducing 

storm water runoff through sustainable parking lot design. 

Solar KC – Solar demonstration projects at schools and city-owned 

buildings to promote renewable, clean energy. 

Kansas City Future Forum – Action by individuals, businesses, and civic 

groups to reduce our environmental impact and become a green region. 

“Constructing” Clean Air – A diesel engine retrofits partnership with the 

heavy construction industry in Kansas City to reduce air pollution from 

construction equipment. 


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8.3.2 RELEVANT REGULATIONS / GUIDANCE 

The Leadership in Energy and Environmental Design (LEED ® ) Rating System, 

developed (in 2000) and administered by the U.S. Green Building Council (USGBC), 

is an internationally recognized mark of excellence for occupied buildings. LEED 

provides a framework to building owners and operators for identifying and 

implementing practical and measurable green building design, construction, 

operations, and maintenance solutions. Working throughout a building’s life cycle, 

LEED certification provides independent, third-party verification that the building 

was designed and built using strategies aimed at achieving high performance in key 

areas of human and environmental health: sustainable site development, water 

savings, energy efficiency, materials selection, and indoor environmental quality. 

Chicago Department of Aviation Sustainable Airport Manual 

The Chicago Department of Aviation (CDA) is embracing the best possible 

environmental, social, and fiscally responsible practices to enhance the quality of 

life and complement the overall mission and goals of the City of Chicago. In so 

doing, the CDA has developed the Sustainable Airport Manual (SAM), with a vision 

that it will become the global industry standard for sustainability planning, 

development, and everyday functions at airports around the world. 

When the original edition of the SAM was unveiled as the Sustainable Design 

Manual (SDM) in December of 2003, Chicago was the first in the nation to develop 

sustainability guidance specifically for airports. Numerous, wide-ranging projects 

have since been reviewed and rated according to the standards established by the 

SDM and SAM, resulting in the evolution of a unique process and many industry 

firsts: 

 

 

 

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Development of a rating system, 

Development of a green airplane certification award system, and 

Recognition of designers and contractors for sustainable accomplishments. 

The Sustainable Airport Manual (SAM) is an integral part of Chicago’s ongoing 

efforts toward implementing more environmentally sustainable buildings and civil 

infrastructure, incorporating best practice guidance for planning, operations and 

maintenance of all City airport facilities and functions, and those of its tenants. 

The purpose of the SAM is to integrate airport-specific sustainable planning and 

practices early in the design process, through planning, construction, operations, 

maintenance and all airport functions with minimal impact to schedule or budget. 

To achieve greater success, the SAM should be considered in every step of a 

project. 


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While certain elements of the SAM are specific to the CDA, they can easily be 

customized and interpreted for any airport’s unique environment. The vast 

majority of SAM’s guidance is already applicable to any airport. The SAM provides 

direction and is a guideline for incorporation of as many sustainable elements into a 

project as are feasible, beyond those elements that are required through an 

individual project’s contract specifications and design standards. 

The SAM has been drawn in large part from the LEED Green Building Rating 

System and the CDA strongly encourages all applicable airport projects to seek 

individual LEED certification in addition to incorporating sustainable elements to the 

greatest extent possible and practicable. The SAM is also based on existing federal, 

state, and local regulatory requirements with additional sustainable and best 

practice environmental strategies and considerations. The guidance provided does 

not supersede, but is intended to supplement such regulatory requirements. 

Los Angeles World Airports (LAWA) Sustainable Airport Planning Design 

and Construction Guidelines 

Los Angeles World Airports (LAWA) has developed sustainable practices that move 

beyond environmental stewardship and integrate economic growth (e.g. use of local 

contractors and suppliers) and social responsibility (e.g. implementing fair labor 

practices) in their operations. LAWA’s multi-level embrace of sustainability is 

enhanced by its use of the Triple Bottom Line philosophy, recognizing that in order 

to be sustainable, LAWA’s success should not only be measured by the traditional 

bottom line of financial performance but also by its impact on the local, regional 

and global economy, environment, and society. LAWA’s sustainability commitment 

not only shapes its internal business practices, but also its external relationships 

with its tenants, contractors, passengers, suppliers, peers and neighboring 

communities. 

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With the development of the Sustainable Airport Planning, Design and Construction 

Guidelines (LSAG), LAWA intends to meet its commitment to become the global 

leader in airport sustainability through building green infrastructure and being held 

to the highest sustainability standards. LSAG is included in all LAWA’s big 

documents, design specification and construction contracts. LSAG goes beyond 

LEED and provides a set of performance standards and a rating system for both 

horizontal and vertical airport projects. LSAG is a compilation of sustainable 

planning, design and construction practices that meet the unique circumstances and 

needs of an airport. LSAG builds upon the LEED rating systems for buildings. 

Because of this overlap between LSAG and LEED, LAWA recommends LEED silver 

certification for all building projects. 

8.3.3 EXAMPLES OF AIRPORT TERMINAL SUSTAINABLE DESIGN 

PROJECTS 

This section contains a review of sustainability programs at a selected set of other 

major U.S. airports that resulted in sustainable design, construction, and 

operation/maintenance of terminal buildings. 


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San Francisco International Airport (SFO) Terminal 2 

SFO’s mission is to be the airport of choice for passengers, the airlines, and for the 

industry; and they recognize the importance that environmental sustainability plays 

in helping achieve this goal. The Airport is committed to drastically reducing its 

environmental impact over the next decade by working to reduce contributions to 

global warming, improve air and water quality, reduce noise impacts, and preserve 

natural resources. During the past several years SFO has met many milestones in 

environmental achievements and resource conservation including the initiatives 

listed in this section. 

In November 2010, SFO announced that the designed renovation of the Airport’s 

Terminal 2 (SFO T2) is the first LEED Gold-registered airport terminal in the 

United States. The 640,000 square-foot terminal opened in April 2011 and features 

progressive sustainability measures that aim to inspire people to live more 

sustainably, as summarized below: 

 

 

 

Hydration Stations will enable flyers to fill reusable water bottles once past 

security, reducing the significant volume of waste created by single-use 

water bottles. While native San Francisco travelers will soon adapt to this 

amenity, travelers from other cities will also see these stations, triggering 

their awareness of the possibility of traveling with reusable water bottles. 

Designed to be a teaching tool, creative signage engages travelers and 

educates T2's more than 6 million visitors on the terminal's sustainable 

features. 

Local food: The terminal will feature local-organic food vendors, offering 

wholesome food grown and prepared in a healthful manner. 

Removing complexity: Three double-height, naturally illuminated spaces 

greet passengers, intuitively guiding them at key decision-making points, 

such as post-security, pre-baggage claim and the departure lounge. 

The natural daylight makes the terminal easier for travelers to navigate, 

creates a more healthy environment in which to travel, and helps save 

electricity used for lighting during the day. 

Building Materials Savings: By reusing a substantial portion of the 

infrastructure of the existing building in the renovated T2, SFO generated 

cost savings and reduced the global warming impact of the new terminal. 

 

The incorporation of energy efficient lighting and efficient machinery will 

reduce electrical energy consumption by 2.9 gigawatt hours per year, and 

natural gas consumption by 116,000 therms per year, resulting in a 

reduction of 1,640 tons of CO 2 emissions per year. 

Employees at SFO T2 also benefit from sustainable design elements that create a 

more sustainable and healthful workplace: 

 

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Take a Deep Breath: SFO’s innovative displacement ventilation system will 

use filtered air to improve indoor air quality, while using 20 percent less 

energy. The effect will be a more healthy work environment for terminal 

employees. 


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Completing a Multi-Modal Hub: The renovation will connect T2 to BART via 

SFO's AirTrain people mover system, so that employees and travelers alike 

can easily go from airport to city on mass transit. 

Abundant natural light: Skylights and clerestories bring daylight into the 

ticketing lobby and retail areas, providing a healthier working environment 

while significantly reducing electricity requirements during daylight hours. 

 

Educating the workforce: In addition to the multiple education and signage 

programs throughout the terminal, airport employees will have access to 

composting guides at all waste stations that explain the airport’s compost 

program, and how, as employees, they can contribute to the airport’s zero 

waste goal. 

In addition, as with other tenants, SFO’s concession tenants are encouraged to use 

green building materials for their facilities and will be required to recycle and 

compost. 

Los Angeles International Airport (LAX) Tom Bradley International 


The rehabilitation of the 1 million-square-foot terminal completed in May 2010 

created new concourses and 2 boarding gates to accommodate larger aircraft such 

as the Boeing 787 and Airbus A380. At LAX, recycled content was used in glass 

walls, metal ceilings, and the carpet (backed with low-VOC adhesives). 

Additionally, more than 75 percent of the construction and demolition waste was 

recycled or salvaged. New, efficient HVAC and lighting systems were installed—and 

green power will came from photovoltaic arrays and from the Los Angeles 

Department of Water and Power, which provided 100 percent of the airport’s 

electricity from renewable sources. 

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The Airport is currently increasing the capacity of the west side of the terminal 

under the Bradley West Project. This project will add additional gates 18 roomier 

boarding gates/waiting areas with 9 able to accommodate new generation aircraft 

(Boeing 787 and Airbus A380) in addition to a Great Hall for dining, retail shopping 

and passenger amenities beyond passenger security screening. 

In accordance with LAWA’s LSAG, the Bradley West Project will optimize the use of 

recycles building materials, minimize the amount of energy used in construction 

and optimize energy efficiency. In an effort to minimize adverse environmental 

impacts from this project on surrounding areas, LAWA will; recycle construction 

materials, place concrete mixers and other equipment on site to reduce the number 

of trips construction vehicles must take, designate specific routes that construction 

vehicles must use, retrofit construction equipment with emission and noise 

reduction devices, and control dust. 


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Boston Logan International Airport Terminal A 

Terminal A at Boston Logan International Airport is the world's first air terminal to 

earn LEED certification. The terminal was designed with Massport’s Sustainable 

Design Goals, in mind, including: 

 

Asset Management – Increase value and revenue generating potential of 

projects 

Environmental Benefits/Permitting Strategy – Reduced impacts and 

permitting time/costs 

 

 

Citizenship – Positive community impact 

Design Excellence – Innovative, aesthetic and responsible design 

Sustainable elements incorporated into the design of Terminal A include: 

 

 

 

 

 

 

Sustainable sites ‐ Curb design promotes HOV access, including bus and 

subway; bicycle racks installed near bus and subway stops. 

Energy conservation ‐ roofing and paving materials that reflect solar 

radiation, master lighting control systems and photo sensors; windows that 

maximize natural lighting; low E glass that reduces heat load 

Water conservation ‐ low‐flow toilets, waterless urinals, and drip irrigation. 

Materials and resources conservation ‐ >10 percent from recycled sources. 

Atmosphere protection ‐ no CFC‐based, HCFC‐based, or halon refrigerants. 

Enhanced indoor environmental air quality ‐ low and VOC‐free adhesives, 

sealants, paints, and carpets; smoking is prohibited inside the terminal 

building. 

Sustainable elements incorporated into the daily operation of Terminal A include: 

 

 

 

 

 

400‐MHz Power/Preconditioned Air at all contact gates 

High Occupancy Vehicle (HOV) Promotion 

Recycling Program 

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Ground Service Equipment (GSE) Conversion 

Assist tenants to meet sustainable goals 


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Atlanta Hartsfield-Jackson International Airport, Maynard H. Jackson Jr. 

International Terminal 

Opened in May 2012, the 1.2 mil square-foot Maynard H. Jackson Jr. International 

Terminal has a goal of achieving LEED Silver certification. The City of Atlanta has 

planned, designed, and is constructing the terminal in such a way to reflect its 

ongoing commitment to sustainability, including the following major elements: 

 

 

 

 

 

 

Construction: Contractors were required to use recycled and/or regionally 

produced construction materials and sustainable-certified wood products. 

Construction waste management programs diverted as much as 75 percent 

from disposal. 

Water reclamation: One of the most impressive sustainability features of the 

international terminal project is a 25,000-cubic-foot “water box.” 

The structure collects rainwater from the roof and cleanses it through a 

series of filters before releasing it back into the environment. The process 

greatly reduces the building’s environmental impact on surrounding 

groundwater. 

Recycling: The Airport’s recycling program is being extended to the 

international terminal and Concourse F. The program will include 

source-separated recycling, organics and composting containers. 

Water conservation: Low-flow restroom fixtures throughout the facility, 

along with highly efficient cooling and heating systems, will cut water usage, 

saving more than 40,000 gallons annually. 

Carbon footprint reduction: Several sustainable-design features of the project 

will limit the overall greenhouse gases emitted as a result of international 

terminal operations. 

Energy conservation: Environmental conservation played a role in the 

selection of finishes and building elements, such as insulated glass for the 

front façade and throughout the building. Energy-efficient lighting and 

equipment also greatly will reduce the use of electricity and natural gas. 

Gate facilities: All Concourse F gates provide preconditioned air and 400 

hertz power supplies for aircraft. This cuts jet fuel use dramatically, because 

aircraft auxiliary power units are not required to power or cool aircraft at the 

gates. 

 

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Plug-in electrical chargers for ground services equipment: These chargers 

will be available at all Concourse F gates, saving fuel and reducing 

greenhouse gas emissions. 

Preferential parking for alternative fuel vehicles: The international hourly 

parking deck will feature 14 close-in parking spaces for alternative fuel 

vehicles as well as 14 parking spaces for vanpools and carpools. 

Indoor air quality: To ensure the quality of indoor air, the international 

terminal project incorporates low-chemical-emitting paints, sealants, 

carpeting and adhesives as well as environmentally friendly cleaning products 

and techniques. Increased ventilation and monitoring of incoming outdoor 

air also will enhance air quality. 


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DRAFT 

 

Educational outreach: Quick Read (QR) codes, which passengers can scan 

with their smartphones, will link to web-based information about 

sustainability initiatives. 

8.3.4 PARTNERING OPPORTUNITIES 

There are many opportunities for grants, rebates, incentives and credits available 

from Federal, State and private sources, for which units of local government can 

apply. Resources to research such programs include the following: 

 

www.dsireusa.org is a comprehensive source of information on state, local, 

utility and federal incentives and policies that promote renewable energy and 

energy efficiency. 

eCivis ® Grants Network (www.ecivis.com) provides grants management 

software for accurate grants information, reporting, and management used 

by governments and community organizations. 

 

ACRP Synthesis 24: Strategies and Financing Opportunities for Airport 

Environmental Programs (http://onlinepubs.trb.org/onlinepubs/acrp/ 

acrp_syn_024.pdf). The purpose of this ACRP synthesis is to provide a 

comprehensive summary of those funding opportunities, programs, and 

strategies available to airports to assist them in meeting their environmental 

responsibilities or undertaking environmental initiatives. 

Depending on the technology/initiative under consideration, there may also be 

funding available for participation in a test or demonstration program. 

8.3.5 DEVELOPMENT OF PROGRAM SUSTAINABILITY GOALS 

Sustainability has been at the forefront during the New Terminal Advance Planning 

Study. One of the criteria in the selection of the central terminal core location for 

the terminal development as opposed to the south site included efforts to try and 

take advantage of existing infrastructure. This would result in less of an 

environmental impact as opposed to building on a green site which would cause 

destruction of natural resources including wetlands, streams, and natural vegetated 

habitat. A sustainable approach was also considered for the specific site of the 

terminal development within the central terminal core. 

Next Steps 

DRAFT 

The City has adopted environmental improvement goals as listed below. As the 

planning and design continue, a sustainability policy or mission statement specific 

to the terminal development project should be developed with KCAD. 

Goal 1 – Improve energy management by increasing energy efficiency in production 

processes, incorporating energy conservation into facility operations and designs, and 

using more renewable or sustainable energy resources. 

Goal 2 – Demonstrate improvements in preservation and restoration of natural 

resources and habitats such as wetlands, forests, water bodies and prairies, as well as 

manage facility properties and buildings to reduce environmental impacts. 


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DRAFT 

Goal 3 – Reduce air emissions from facilities through pollution prevention initiatives 

and emission control strategies. Reduce air emissions from mobile sources by reducing 

environmental impacts of shipping and receiving, fleet operations and employee 

commuting. 

Goal 4 – Incorporate green solutions, whenever possible and appropriate, during the 

planning process into City policies, projects and programs. 

Goal 5 – Protect employee health and the environment by ensuring that training 

requirements for individuals are identified; that training opportunities are made 

available and are carried out; that training is recorded and tracked; and that training 

requirements are monitored, revised, and refresher training provided, as appropriate, 

to maintain competence. 

Goal 6 – Create a cleaner City by implementing actions that reduce illegal dumping 

and improve the City's response to illegal dumping. 

In discussion with KCAD preliminary goals include LEED certification, a potential 

green roof on top of the proposed new six level parking garage and the desire to 

construct a more efficient stormwater and glycol collection system for the new 

terminal. A baseline inventory should be conducted for defined sustainability 

categories in order to set targets for future performance. Several of the 

Sustainability categories are listed below. 

 

 

 

 

 

 

Air Emissions Reductions 

Materials Management 

Energy Initiatives 

Water Quality 

Construction Practices 

DRAFT 

Community Outreach and stakeholder relationships 

Further the Airport could take this opportunity to develop a sustainable plan not 

just for the new terminal development project but for all airport activities. 


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DRAFT 

9. PROGRAM IMPLEMENTATION 

9.1 Introduction 

The preceding chapters presented a description of the development projects 

associated with the construction of a new 42 gate terminal to accommodate the 

projected aviation needs at Kansas City International Airport (KCI) over the next 

20 years (2032). This chapter presents a description of the projects associated 

with the new terminal program and each development phase along with a 

preliminary timeline for implementing the new terminal program. Also included is 

an order-of-magnitude cost estimate for the proposed new terminal program 

projects. 

9.2 Terminal Development Phasing Summary 

In practice, airport projects will be undertaken only when demand warrants, rather 

than in accordance with a projected schedule developed in advance. Factors that 

can trigger the need to proceed with a particular airport development project can 

range from tenant demands for landside and support facilities, to airside and 

terminal capacity requirements, to renewing and replacing aging and inefficient 

infrastructure. The need for each development project will materialize as the 

associated demand level that triggers the need for expansion increases. However, 

in the case of the new terminal program most of the associated projects will need 

to be implemented in a very short and sequenced timeframe. As such, the 

proposed new terminal projects have been divided into three phases with the 

beginning of ground breaking activities to opening day, along with a post opening 

day set of projects. 

9.2.1 PHASE 1 TERMINAL DEVELOPMENT PROJECTS 

The Phase 1 projects are those associated with pre-construction activities and 

implementation of temporary construction works needed to open up the existing 

Terminal A site for development of the new terminal development program. These 

projects include the following: 

 

 

 

DRAFT 

Consolidation of remaining airlines to Terminal C 

Construction of temporary roads to maintain access to Terminals B and C 

Construction of temporary utility connections to maintain utility access to 

Terminals A and C 


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DRAFT 


The Phase 2 projects are the projects associated with construction of the initial 

opening phase of the new terminal and parking garage. These projects include the 

following: 

 

 

 

Construction of a new 37 gate terminal facility and associated roadways 

Construction of the first phase of a new 7,500 space parking garage with 

a commercial vehicle plaza and associated access roadways 

Construction of a new aircraft apron and taxiway/taxilane system (Phase 

1A, 1B and 1D) 

Construction of a new common use aircraft deicing ramp area (Phase 1C) 

and storage facility 

 

Construction of a new two-level terminal curbfront and loop roadway 


The Phase 3 projects are projects that must be completed after all airlines are 

relocated from Terminal B to the new terminal. These projects include the 

following: 

 

 

Construction of the second phase of the new parking garage (south wing) 

Construction of the new aircraft apron and taxiway/taxilane system (Phase 

2A and 2C) 

Construct a new common use aircraft deicing ramp area (Phase 2B) 

 

Construction of the final tie-ins of the upper-level terminal curbfront and loop 

roadway 

9.2.4 POST OPENING DAY (2025) and BEYOND TERMINAL 

DEVELOPMENT PROJECTS 

The post opening day projects are not anticipated to be needed as a part of the 

initial build (2025). The post opening day terminal development projects include 

the following: 

 

DRAFT 

Expansion (as needed) of the terminal to 42 gates 


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DRAFT 

9.3 Capital Costs of the New Terminal Program 

Table 9.3-1, Terminal Development Program Capital Costs, presents a 

summary of capital costs for the new terminal program. Estimated construction 

costs are in 2013 dollars and include “soft” costs associated with services for design 

and program/construction management. A 15 percent estimating contingency has 

been added to the construction costs, along with a five percent owner’s 

contingency, seven percent design/engineering, ten percent program/construction 

management, and one percent for permits, testing, and inspection. When a 

construction time period is determined, it is suggested that the costs be inflated to 

the proposed construction year of a project. 

Table 9.3-1 

TERMINAL DEVELOPMENT PROGRAM CAPITAL COSTS 

DEVELOPMENT PHASE COST ($2013) 

Terminal $680,740,825 

Landside 319,761,975 

Civil Airside $203,235,630 

CUP Modifications $19,609,043 

TOTAL $1,223,347,473 

9.4 Enabling Projects 

DRAFT 

This section of the PCD describes the projects that will help facilitate the 

development of the new terminal at Site A. Enabling projects identified include 

temporary access roadways, temporary and relocated utility lines, and other 

enabling projects and are described above as Phase 1 Terminal Development 

Projects. 

9.4.1 TEMPORARY ACCESS ROADWAYS 

In order to isolate the existing Terminal A site for construction of the new terminal 

while maintaining access to Terminals B and C a series of temporary roadway 

connections need to be constructed. These temporary roadways are depicted in 

Figure 9.4-1, Temporary Access Roadways, below. 


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DRAFT 

Figure 9.4-1 

TEMPORARY ACCESS ROADWAYS 

Parking traffic crosses outbound 

Terminal B flow 

Commercial access to Terminal C – 

reverse flow 

Temporary connectors from Cookingham Drive to International Circle and 

International Circle to both the Terminal B and Terminal C access ramps would be 

constructed to route inbound traffic to Terminals B and C without having to travel 

through the new terminal construction site. Likewise, temporary connectors from 

Terminals B and C access ramps to a new temporary exit roadway system would be 

constructed ass shown in Exhibit 9.4-1. Once complete these temporary roadways 

would allow for unencumbered access to Terminals B and C during the construction 

of the new terminal and its associated infrastructure improvements. Once the new 

terminal is open for operations it is anticipated that the temporary roadways would 

be removed. 

9.4.2 TEMPORARY AND RELOCATED UTILITY LINES 

Parking traffic crosses outbound 

Terminal C flow 

DRAFT 

In order to maintain access to Terminals B and C to critical utility infrastructure 

during construction, a number of utility systems will need to be temporarily 

rerouted during construction. These systems include a temporary or secondary 

connection of the aircraft hydrant fueling system bypassing the Terminal A site, a 

new connector from the chilled water plant to Terminals B and C, and new 

connectors for the of the 12.5 KV duct bank and airfield lighting systems. 

These new and/or temporary infrastructure systems are necessary to facilitate 


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DRAFT 

unencumbered connection to critical utility systems necessary to maintain full 

operations at Terminals B and C during the construction of the new terminal and 

parking garage. 

9.4.3 OTHER ENABLING PROJECTS 

One of the first projects needed to allow for the new terminal program to move 

forward is the relocation of existing airlines on Terminal A to Terminal C. These 

airlines include United Airlines and US Airways. United and US Airways are 

currently operating in Terminal A and plans are under development to consolidate 

these airlines with the other airlines already operating on Terminal C today. It has 

been determined that there is adequate space on Terminal C to accommodate the 

United and US Air operations without any operational impacts to the other airlines. 

It is anticipated that these move would take place well in advance of start of 

construction of the new terminal in order to not have a negative effect on airline 

operations. 

9.5 LEED Gold Certification 

The City of Kansas City, Missouri currently has a requirement that all new public 

projects built in their jurisdiction achieve a LEED Gold Rating from the U.S. Green 

Building Council. Although a terminal building may be designed in a manner to 

meet LEED Gold standards, there are many factors that need to be taken into 

consideration as to which level of LEED certification is appropriate and/or should be 

achieved. However, in order to plan for the potential to include LEED Gold design 

elements in the new terminal, the program capital cost estimate includes a three 

percent contingency factor for incorporating LEED Gold elements in to the terminal 

building design. 

DRAFT 

The following list contains items for consideration with the goal of reaching LEED 

Gold. Each item needs to be evaluated to determine the potential of saving energy 

and/or resources versus the project cost (additional expense, schedule delay, 

technical feasibility, etc.). 

1. Compare Point of Use (POU) Pre-Conditioned Air (PCA) and Central 

PCA: PCA is used to provide air conditioning and heating inside aircraft while 

parked at the gate. This provides passenger comfort and allows the aircraft 

to turn off its auxiliary power unit, thereby saving jet fuel and the associated 

emissions. Analysis is required to determine if a centralized PCA system is 

cost effective over Ground Power Units. Items to consider include first costs, 

operation and maintenance, system diversity, space requirements and 

flexibility for the various aircraft planned at KCI airport. 

2. Rain Harvesting: Collect rainwater to use for irrigation and other nonpotable 

water uses. Evaluate rainwater collection system cost and space 

required versus amount of treated water savings. 


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DRAFT 

3. Grey Water for Restroom Use: Use pipe water from grey water storage to 

use for flushing bathroom fixtures. Evaluate system capacity and feasibility 

for the New Terminal and investigate the type of filtration system needed. 

Determine code restrictions for this type of project 

4. Ground Source Equipment (GSE) Electrification: Provide the ability for 

KCI to use electric GSE rather than those with internal combustion engines. 

Electric GSE will eliminate the need for diesel fuel and the associated 

greenhouse gas emissions. It has been estimated that electric GSE are 

90 percent cleaner and 75 percent less expensive to operate — even after 

taking power plant emissions into account. These savings need to be 

weighed against the additional electrical service needed and space required 

for GSE chargers. 

5. Day Lighting and Lighting Controls: Work with project architects to 

evaluate day lighting potential with the building envelope design. 

Investigate appropriate lighting controls balancing energy savings with the 

Airport’s light requirements, as public safety is an issue. 

6. Energy Management Control System (EMCS) Energy Reduction 

Strategies: Propose strategies to be programmed into the EMCS that will 

save energy while maintaining the Airport’s fundamental mission. 

7. Monitoring and Verification Strategies (M&V): Consider appropriate 

energy measurement instrumentation and software with the goal of 

maintaining energy and water savings into future years. 

8. Biofuels & CNG for Vehicles: It is highly probable that GSE electrification 

will not be 100 percent and consequently will need some fuels. Look at 

options and feasibility for alternative fuels for Airport vehicles. 

DRAFT 

9. Recycling Program: Outline a recycling program for the demolished 

pavement and construction materials. Develop a second recycling program 

for the long term regarding airport waste, i.e., sorting facility for carbon 

waste streams to go to composting, metals for potential sale, and deicing 

fluid for sale in secondary markets. 

10.Solar PV: This was discussed at a previous meeting with KCP&L. KCP&L 

resource management group provided the following “ballpark” information for 

renewable energy incentives regarding a renewable energy system size 

range equal to 500 to 1000 kW: 

Any renewable - $30-$35/MWh 

Solar RECs would be another $8 to $10/MWh in addition to the 

renewable energy 

11.Cogeneration: The price of electricity is too low to justify. KCP&L resource 

management group provided the following “ballpark” information for 

renewable energy incentives regarding a renewable energy system size 

range equal to 500 to 1000 kW: 

Co-Gen: $25-$35 / MWh 

12.Thermal Energy Storage (TES): There is no “on-peak” or time of day 

demand shift opportunity and no up-front incentive for TES by KCP&L. 


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9.6 Implementation Timeline 

There are several elements needed to implement the development of the new 

terminal and its associated projects. Figure 9.6-1, Preliminary Program 

Implementation Timeline presents an early schedule for implementing actions 

required to develop the new terminal program. These elements include completing 

an environmental assessment in accordance with NEPA, selecting a program 

manager, the construction tender process, and the overall construction process. It 

is anticipated that the projected opening day of the first phase (Phase 1 and 2 

projects) of the new terminal would be 1-February-2019 with subsequent phases 

(Phase 3 projects) opening later that same year. Additional phases of the terminal 

program beyond the 2025 requirements would be developed as needed and when 

demand warrants their construction. 

Figure 9.6-1 

PRELIMINARY PROGRAM IMPLEMENTATION TIMELINE 

NEW TERMINAL - PRELIMINARY PROGRAM SCHEDULE 

Duration 

Estimated Estimated 

(Calendar 

Start Date End Date 

Days) 

Description 

Environmental Assessment 

29-May-13 12-Jul-13 45 Publish Draft EA/Public Comment Period 

27-Jun-13 27-Jun-13 1 Public Workshop/ Public Hearing 

30-Aug-13 30-Aug-13 1 Publish Final EA 

30-Aug-13 30-Sep-13 10-30 FAA prepares FONSI 

Project Program Management 

3-Jun-13 10-Mar-14 280 Select Program Manager 

17-Mar-14 13-Oct-14 210 Select Design Architect/Engineers 

17-Mar-14 28-Jan-19 1,778 Program Management/Construction Management 

20-Oct-14 16-May-16 574 Terminal Design 

20-Oct-14 12-Oct-15 357 Parking Structure Design 

20-Oct-14 5-Oct-15 350 Civil Airside Design 

20-Oct-14 18-Jan-16 455 

Landside Roadway Design - Multiple Bid 

Packages/Phases 

20-Oct-14 19-Oct-15 364 Utilities Design - Multiple Bid Packages/Phases 

Construction Tender Process 

12-Oct-15 11-Apr-16 182 

Civil Airside Construction Tender Process - D-B-B FAA 

Grant Eligible 

25-Jan-16 25-Jul-16 182 

Landside Roadways Construction Tender Process - D- 

B-B Multiple Phases/Packages 

26-Oct-15 2-May-16 189 

Utilities Construction Tender Process - D-B-B Multiple 

Phases/Packages 

14-Sep-15 27-Jun-16 287 Terminal Construction Tender Process - CM @ Risk 

8-Jun-15 8-Feb-16 245 

Parking Structure Construction Tender Process - CM 

@ Risk or Design/Build or D-B-B 

Construction Process 

28-Jun-16 12-Dec-18 897 Terminal Construction 

18-Apr-16 12-Mar-18 693 Apron/Airfield Construction 

15-Feb-16 12-Feb-18 728 Parking Structure Construction 

19-Oct-15 19-Sep-18 1,066 Landside Roadways Construction - Multiple Phases 

19-Oct-15 19-Sep-18 1,066 Utilities Construction - Multiple Phases 

1-Feb-19 1-Feb-19 1 Terminal Opening Day 

DRAFT 


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9.7 Program Delivery Methods 

There are several methodologies that could be employed to implement the new 

terminal development program. The program delivery methods are generally 

divided in to traditional and non-traditional concepts. Examples of traditional 

delivery methods include a design-bid-build methodology and a design-build 

methodology. An example of a non-traditional delivery method would be to find an 

entity that would finance, design, construct, operate and maintain the new terminal 

under a long-term operating and lease agreement with the City. 

Below is a brief description of each of these methods of delivery contrasting their 

advantages and disadvantages to the KCAD. 

9.7.1 DESIGN-BID-BUILD 

Design-Bid-Build is the most common form of project delivery. It is typically 

executed in three phases with three prime players. Many times an owner would 

need to also hire a Program Manager/Construction Manager to augment their staff 

to assist in overseeing the management and implementation of the construction 

program. Some features of the methodology include: 

Independent contracts between the owner and the architect and the owner 

and the contractor 

Results in a linear sequence of work 

Common with public owners with requirements to select low bid 

Below are listed some of the advantages 

and disadvantages of this delivery method. 

Advantages 

Widespread use in industry 

Familiarity among owners 

Clear roles assigned to each party 

Design complete prior to construction 

Linear process 

Disadvantages 

DRAFT 

Relatively lengthy process 

Multiple contracts to manage 

Lacks single point of responsibility 

Owner at-risk for detecting design/ construction errors 

Construction costs unknown until contract award 

Change orders and delay claims are more likely 


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9.7.2 DESIGN-BUILD 

Design-Build is also a fairly common form of project delivery in today’s construction 

industry. In this case, an owner contracts with a single entity that would be 

responsible for delivery of both design and construction services. With this delivery 

method a contractor is usually in the lead with a design team as a sub-contractor. 

Similar to the Design-Bid-Build process, many times an owner would need to also 

hire a Program Manager/Construction Manager to augment their staff to assist in 

overseeing the management and implementation of the construction program. 

Some features of the methodology include: 

Single point of responsibility 

Results in a shorter delivery period work 

Becoming increasingly more common with public owners looking to minimize 

risk 

The process for implementing this method of 

project delivery would include: 

Two step process: design and 

construction 

Design is completed by 

architect/engineer 

Construction is completed by 

contractor 

Early cost commitment is made 

Below are listed some of the advantages 

and disadvantages of this delivery method. 

Advantages 

Single point of responsibility 

Minimizes owner’s risks 

Shortened project delivery time (varies) 

Guaranteed pricing on a project 

Reduces change orders 

Minimized claims and damage 

Better design control 

Disadvantages 

DRAFT 

Complex delivery method 

Lack of direct communication between owner/architect and owner/contractor 

Potential for compromises in quality to meet budget 


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The figure below graphically depicts the timing differences in the two previously 

describe delivery methods. 

9.7.3 FINANCE, DESIGN, CONSTRUCT, OPERATE AND MAINTAIN 

This delivery method is very similar to the Design-Build delivery method in terms of 

the overall timing of the design and construction process. Where it differs is where 

the contracted entity also brings the necessary financing to develop the terminal 

program in exchange for a long-term lease to operate and maintain the terminal 

facilities. The term on the lease is usually tied to the amount of time needed to 

recoup the initial investment made by the contracted entity. This methodology is 

used in many markets around the world and is increasingly becoming a viable 

option for airport owners in this country that have difficulties in financing large 

development programs. The advantages to this methodology are that the owner 

would not need to arrange for financing of the terminals program and would only 

coordinate with one management entity. Disadvantages to this delivery method 

are that the owner would lose some level of control during the design and 

construction process and would lose the management of the terminal asset for the 

duration of the lease period. 

DRAFT 

It is recommended that KCAD continue to keep their options open and continue to 

explore both traditional and non-traditional project delivery methods. 


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DRAFT 

10. FINANCIAL IMPLEMENTATION PLAN 

Objective: Draft a document that defines the key inputs, assumptions, and 

conclusions of the financial analysis. 

Description: The final draft working paper will present the results of the preceding 

analyses by outlining the overall KCI terminal development plan and the 

recommended refinements to the new South Terminal Complex Plan based on 

financial feasibility. 

Deliverables: Copies of the draft terminal development financial plan working 

paper will be prepared for distribution to the KCAD management for their review 

and comment. In addition, after review and revision an Executive Summary of the 

working paper, approximately six (6) to eight (8) pages in size, will be developed at 

a high quality, suitable for officials, that addresses the key issues and findings of 

the working paper. 

10.1 Cost and Affordability of New Replacement Terminal 

10.1.1 PROJECT OVERVIEW 

The Kansas City International Airport (KCI) has commissioned a financial analysis 

and review of the construction of a new single terminal complex to replace the 

airport’s antiquated three terminal complex. The new terminal is projected to open 

for operations in the 1 st quarter of fiscal year (FY) 2019 with construction beginning 

in FY2016. This section of the report presents a summary of the estimated project 

costs, the assumed sources of project funding, and the analysis and findings of a 

financial affordability model. 

DRAFT 

10.1.2 PROJECT COST SUMMARY 

Project costs are currently estimated to be approximately $1.2 billion including 

design, project and construction management, and contingency costs. The total is 

in 2013 USD and does not include project financing or bond issuance costs that will 

be discussed separately. The general project scope includes the demolition of the 

existing building and apron, roads and other structures necessary to construct the 

first phase of a replacement terminal on the site of the existing Terminal A. 

The project components are allocated into four major areas: Terminal; Landside; 

Airside; and Central Utility Plant Modifications. 

Terminal $680,740,825 

Landside 319,761,975 

Civil Airside 203,235,630 

CUP Modifications 19,609,043 

Total $1,223,347,473 


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DRAFT 

10.1.3 SOURCES OF FUNDING 

KCI is not in the position to self-fund a project of this scale and will rely on multiple 

sources to fund the costs associated with the new terminal project. The airport will 

provide some available cash to initially fund preliminary and reimbursable portions 

of the overall project. It is anticipated that a percentage of the project will be 

eligible for FAA Airport Improvement Program (AIP) grants. The two main areas of 

source funds will be through the collection of Passenger Facility Charges (PFCs) and 

through the issuance of new airport debt in the form of General Airport Revenue 

Bonds (GARBs). The debt service on these bonds will be allocated to airport cost 

centers and recovered through rates and charges. The financial affordability model 

created for KCI incorporates the necessary bond issuance and funding 

requirements. 

Airport Cash 

It is assumed that KCI will have approximately $60 million in cash reserve funds to 

initially cover expected reimbursable expenses associated with the terminal project. 

These funds are not intended to reduce the amount that will need to be borrowed 

through the issuance of GARBs but will be necessary to guarantee preliminary work. 

All cash paid out from available cash reserves is expected to be repaid to the fund 

upon issuance of new debt. 

AIP Grant Money 

The airport will be eligible for FAA AIP grant money for select portions of the total 

project that relate predominately to increasing capacity, improving safety and 

security, and addressing environmental concerns. The AIP grants are allocated to 

qualifying airport capital projects on a yearly basis and are dependent, in part, 

upon how much money is available in the FAA region’s annual budget. Eligible 

projects can receive grants for up to 75 percent of the estimated cost. The model 

makes the very conservative assumption of the receipt of $30 million of AIP grant 

monies. 

PFC Collections 

DRAFT 

The airlines currently collect a PFC of $4.50 per eligible enplaned passenger at KCI. 

It is assumed that there is currently a reserve of nearly $40 million which should 

grow to $46 million by the proposed start of the construction process in FY2016. 

Future PFC collections to be applied to the new terminal project were estimated at 

$250 million based on continuing PFC based terminal capital spending and debt 

obligations. The $250 million is reduced by the available $46 million to a total of 

$204 million that would be funded through the issuance of new PFC backed bonds. 

Throughout the repayment period of 30 years it is assumed that the PFC collection 

rate will remain constant at $4.50. 


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DRAFT 

GARB Debt 

After considering the available funds from Airport cash, AIP Grants and PFC 

Collections, the remainder of the funding will need to come from GARBs. 

The GARBs are assumed to be issued in three separate tranches, one each year 

during the projected construction phase of FY2016 to FY2018. During these three 

phases, interest on the expensed capital will be capitalized and accrued for the 

bond issuances. In total, GARBs will be issued for approximately $1.2 billion in 

order to cover all of the expected costs after applying the available AIP and PFC 

funds. The conservative assumption for cost of capital is between 6.0 and 6.5 

percent. 

10.1.4 FINANCIAL MODEL METHODOLOGY AND ASSUMPTIONS 

The general concepts used in this affordability model assume that the airport will 

first replace the existing rates and charges agreement at KCI with a system residual 

model that recovers all net airport operational expenses and capital improvement 

expenses through landing fees, terminal rents and facility charges. The model 

assumes that the new terminal will be constructed by the end of FY2018 and be 

operational at the beginning of FY2019. The majority of financing will come from 

GARB and PFC bond offerings that will begin in FY2016. GARB offerings are 

projected to be done in three tranches (annually from FY2016-2018) with interest 

capitalized until FY2019 when the new terminal opens. New PFC debt service 

payments are scheduled to begin in FY2017, and the residual funds in the existing 

PFC reserve fund will be used first in the construction process to meet early 

planning and design financial requirements. 

DRAFT 

The model assumes a continuation of existing revenue and expense streams that 

are both scheduled to grow at a modest rate of 3 percent annually. Capital 

improvement projects currently scheduled in the 5 Year capital improvement 

program (CIP) to maintain the existing airfield and terminals are incorporated into 

the model and future baseline expenditure levels are assumed for the new terminal 

beginning in FY2019. CIP expenditures of the new terminal are set to increase at 

the same 3 percent growth rate beginning in FY2020. Starting in FY2019, terminal 

concession revenues are assumed to increase 200 percent because of the improved 

terminal concession layout. Operating and maintenance (O&M) expenses are 

expected to be reduced by approximately 15 percent with a new and more efficient 

terminal design. 

The airline cost per enplanement (CPE) calculation includes landing fees, terminal 

rents, boarding bridge fees, and airline prepaid expenses. Annual landed weight 

and enplanement figures are provided in the 2012 Kansas City International Airport 

Master Plan Forecast update. The CPE was used as the barometer for affordability 

and compared to other medium hub airports CPE levels. 


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DRAFT 

Affordability Model Assumptions 

General 

• Baseline Project Costing equal to $1.2 billion 

• Airport will open for operations at the beginning of 2019 

• Base Cost Center allocations are 83.4% Terminal & Landside and 16.6% 

Airfield 

• New System Residual Lease Agreement to begin in FY2015 

• All Costs, Revenues and Expenses grown at the same inflation growth rates 

(2% in 2012-2013, 3% annually thereafter) 

• 2012 Airport Cash Reserve estimated at $60 million for modeling purposes 

• 2012 PFC reserves estimated at $40 million or modeling purposes 

• Operations and Passengers forecasts will be adequately realized 

• PFC collection rate held constant at $4.50 per enplanement 

Financing 

• Three annual capital expenditure phases (2016, 2017, 2018) 

• Capital Expenditures will be nearly equal during each year 

• Capitalized Interest will accrue during each year 

• Cost of Capital will increase during construction (6.0% in FY2016, 6.25% in 

FY2017 and 6.5% in FY2018) 

• Bond durations for each issuance amortized over 29, 28 and 27 years 

• Projected PFC bond proceeds equal to approximately $204 million 

• PFC Cash Reserves will be used in the first year of Capital Expenses to reduce 

required PFC Bond amount 

• $30 million in AIP grant monies expected from FAA 

• PFC bond proceeds and AIP grant monies reduce total GARB requirement 

Revenues 

• 200% increase in terminal concession revenues when new Terminal opens 

O&M Expenses 

DRAFT 

• 15% reduction in terminal O&M costs when new Terminal opens 

• MCI 5 year capital improvement plan estimated outlays incorporated into the 

model 

• CIP beginning in FY2017 starts at $12 million and increases annually at 3% 

• Capital improvement totals allocated at 50% each to the Airfield and 

Terminal cost centers 


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10.2 Determinations of Affordability 

10.2.1 DEBT PAYMENTS 

The annual debt service payments in the model are a combination of the PFC bonds 

and GARBs. The annual PFC debt service payment is projected to increase from 

$10 million in FY2016 to approximately $25 million in FY2017 after the issuance of 

$204 million in PFC backed public bonds. The annual GARB debt service payment is 

projected to increase from $22 million in FY2018 to $109 million in 2019 with the 

beginning of payments on the new GARB debt (including capitalized interest) of 

approximately $1.2 billion. The total outstanding debt for the Kansas City 

International Airport in 2019 is expected to reach nearly $1.55 billion. 

10.2.2 CPE COMPARISON 

Cost per enplanement (CPE) is a common measure of costs to the airlines and thus 

relevant to the determination of affordability for a large scale project such as the 

construction of new terminal and associated facilities. In 2010, CPE at the Airport 

was $4.96 and was near the bottom in cost comparison to other medium hub 

airports. The low average cost can be attributed mainly to the age of the existing 

terminals and the current rates and charges agreement. In contrast, airports with 

newly renovated or newly built terminals are situated toward the right of the 

following comparison chart. 

Airline Cost per Enplanement 

$20.00 

$18.00 

$16.00 

$14.00 

$12.00 

$10.00 

$8.00 

$6.00 

2010 Medium Hub CPE 

(derived from FAA CATS Form 127) 

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$4.00 

$2.00 

$- 

Sources: 

FAA CATS Form 127, Landrum & Brown analysis 


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Recent examples of large scale terminal projects have been constructed at 

Indianapolis International Airport (IND), San Jose International Airport (SJC) and 

Sacramento International Airport (SMF). Each of these airports with new terminals 

has an average CPE value of between $11 and $12. The next chart presents the 

expected CPE range for the same group of medium hub airports for 2019. 

The same new terminal airports are expected to show increasing CPE into the $14 

range; and MCI is projected to jump up to nearly $19 with the construction of the 

planned $1.2 billion terminal project using the conservative assumptions discussed 

above. 

$25.00 

Projected 2019 Medium Hub CPE 

(derived from 2010 FAA CATS Form 127, + 3% AAGR) 

Airline Cost per Enplanement 

$20.00 

$15.00 

$10.00 

Sources: 

$5.00 

$- 

Medium Hub 

Average CPE = $11.72 

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FAA CATS Form 127, Landrum & Brown analysis 


April 2013

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Advance Terminal Planning Study Program Criteria Document

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