Advance Terminal Planning Study Program Criteria Document
Advance Terminal Planning Study Program Criteria Document
Advance Terminal Planning Study Program Criteria Document
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KANSAS CITY NEW TERMINAL STUDY<br />
ADVANCE TERMINAL PLANNING STUDY<br />
PROGRAM CRITERIA DOCUMENT<br />
DRAFT<br />
3.2.3 TERMINAL AREA REQUIREMENTS<br />
The overall passenger enplanements were forecasted to grow at an annual average<br />
rate of 1.9 percent per year from approximately 5.1 million enplanements in 2011<br />
to 7.2 million enplanements in 2030. Peak hour enplanements are forecasted to<br />
grow from 1,900 passengers in 2011 to 2,900 passengers by 2030.<br />
As mentioned in Section 2.2.2, Current Conditions, of the 62 available gates<br />
(66 positions) KCI is currently operating from 30 gates as of 2012 and is forecasted<br />
to grow to 41 gates by 2030. Widebody aircraft are not predicted to operate<br />
commercial passenger service over the forecast period with limited B757<br />
operations, less than one percent, in 2030. However, one gate is held throughout<br />
the planning horizon for future operating flexibility.<br />
The narrowbody aircraft was used as the design aircraft and is expected to account<br />
for the predominant share of passenger operations maintaining 56 percent in 2012<br />
and 58 percent by 2030. Regional jets are expected to continue to account for a<br />
steady share of the passenger operations decreasing slightly from 44 percent in<br />
2011 to 42 percent by 2030. Large regional jets such as the 100-seat Embraer are<br />
assumed to potentially replace, or offer incremental capacity for the current aging<br />
100-seat aircraft such as the B717 and DC9 fleets.<br />
3.2.3.1 Airline Space<br />
The need for airline service represents a major portion of the passenger processing<br />
functions of a terminal. It contains all the exclusive areas typically required and<br />
leased by the airline tenants to support their operations. These functions include<br />
ticketing, baggage claim, airline operations and support, and departure lounges<br />
(holdrooms).<br />
DRAFT<br />
Airport tenant interviews were held with various station managers during the 2008<br />
Master Plan. These discussions along with on-site observations during this <strong>Study</strong><br />
were used to determine the adequacy of the various airline functions for conceptual<br />
planning purposes. It is anticipated that as the New <strong>Terminal</strong> concept moves into<br />
the subsequent architectural design/development phase, each individual airline will<br />
be consulted relative to their individual operational requirements. The airline<br />
requirements for the New <strong>Terminal</strong> that represent a conceptual baseline for<br />
planning purposes are discussed in the following paragraphs.<br />
Domestic/International Airline Space<br />
Airline Ticket Counters refers to the area occupied by the ticket counter, ticket<br />
agents, and the ticket counter baggage belt. It is typically assumed as an exclusive<br />
use operation for most U.S. airlines. This airline function is based on the peak hour<br />
origin and destination (O&D) enplaning (departing) passengers, their associated<br />
early arrival profiles, acceptable service times associated with the check-in process,<br />
and the percentage of the originating passengers that actually check-in at the<br />
terminal versus going directly to the gate or checking in at any offsite location.<br />
Industry accepted planning factors were used in this baseline analysis.<br />
Landrum & Brown Page 45<br />
April 2013
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