Commercial Aviation: Costs and Major Factors Influencing
Infrastructure Changes at U.S. Airports to Accomodate the New
A380 Aircraft (19-MAY-06, GAO-06-571).
Airbus S.A.S (Airbus), a European aircraft manufacturer,
introduced a new aircraft, the A380 that will be the largest
passenger aircraft in the world with expected delivery to its
first customers in late 2006. The A380 has a double deck and is
expected to seat between 555 and 853 passengers. The A380 is much
larger than its competitors with a wingspan of 262 feet, a tail
fin about 80 feet high, and a maximum takeoff weight of over 1.2
million pounds. A freight version of the A380 is scheduled for
delivery in 2008. Because of the size of the A380, U.S. airports
have to make changes to accommodate the aircraft. This may
include widening runways and taxiways, or restructuring gate
areas to accommodate the additional passengers. This report
examines (1) the costs and nature of the changes U.S. airports
are making to their infrastructure to accommodate the A380, (2)
the funding sources being used to finance these changes, and (3)
the major factors influencing the changes being made. The Federal
Aviation Administration (FAA) and Airbus provided technical
comments on the report. Airbus also commented on the 18 airports'
cost estimates of the changes being made for the A380 and
estimated $720 million for these changes. Based on the costs
airports reported initially and our subsequent reconfirmation
efforts, we did not change the cost estimates provided by the
airports.
-------------------------Indexing Terms-------------------------
REPORTNUM: GAO-06-571
ACCNO: A54362
TITLE: Commercial Aviation: Costs and Major Factors Influencing
Infrastructure Changes at U.S. Airports to Accomodate the New
A380 Aircraft
DATE: 05/19/2006
SUBJECT: Aircraft
Airports
Commercial aviation
Construction costs
Cost analysis
Financial analysis
Funds management
Future budget projections
Standards
Cost estimates
Airbus 380 Aircraft
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GAO-06-571
* Results in Brief
* Agency Comments and Our Evaluation
* GAO Contact
* Staff Acknowledgments
* GAO's Mission
* Obtaining Copies of GAO Reports and Testimony
* Order by Mail or Phone
* To Report Fraud, Waste, and Abuse in Federal Programs
* Congressional Relations
* Public Affairs
Report to the Chairman, Subcommittee on Aviation, Committee on
Transportation and Infrastructure, House of Representatives
United States Government Accountability Office
GAO
May 2006
COMMERCIAL AVIATION
Costs and Major Factors Influencing Infrastructure Changes at U.S.
Airports to Accommodate the New A380 Aircraft
GAO-06-571
Contents
Letter 1
Results in Brief 4
Agency Comments and Our Evaluation 7
Appendix I Infrastructure Changes at U.S. Airports to Accommodate the A380
Aircraft 9
Appendix II Objectives, Scope, and Methodology 29
Appendix III Summary Costs Reported by Airports to Accommodate the A380 32
Appendix IV Status of Modifications of Standards Requested by Airports to
Accommodate the A380 68
Appendix V Comments by Airbus 82
Appendix VI GAO Contact and Staff Acknowledgments 91
Tables
Table 1: Ted Stevens Anchorage International Airport's Estimated
A380-Related Costs as of March 1, 2006 32
Table 2: Fort Worth Alliance Airport's Estimated A380-Related Costs as of
March 1, 2006 34
Table 3: Hartsfield-Jackson Atlanta International Airport's Estimated
A380-Related Costs as of March 1, 2006 36
Table 4: Chicago O'Hare International Airport's Estimated A380-Related
Costs as of March 1, 2006 38
Table 5: Dallas/Fort Worth International Airport's Estimated A380-Related
Costs as of March 1, 2006 40
Table 6: Denver International Airport's Estimated A380-Related Costs as of
March 1, 2006 42
Table 7: Indianapolis International Airport's Estimated A380-Related Costs
as of March 1, 2006 44
Table 8: Los Angeles International Airport's Estimated A380-Related Costs
as of March 1, 2006 46
Table 9: Louisville International Airport's Estimated A380-Related Costs
as of March 1, 2006 48
Table 10: Memphis International Airport's Estimated A380-Related Costs as
of March 1, 2006 50
Table 11: Miami International Airport's Estimated A380-Related Costs as of
March 1, 2006 52
Table 12: New York John F. Kennedy International Airport's Estimated
A380-Related Costs as of March 1, 2006 54
Table 13: Ontario International Airport's (Ontario, California) Estimated
A380-Related Costs as of March 1, 2006 56
Table 14: Orlando International Airport's Estimated A380-Related Costs as
of March 1, 2006 58
Table 15: Philadelphia International Airport's Estimated A380-Related
Costs as of March 1, 2006 60
Table 16: San Francisco International Airport's Estimated A380-Related
Costs as of March 1, 2006 62
Table 17: Tampa International Airport's Estimated A380-Related Costs as of
March 1, 2006 64
Table 18: Washington Dulles International Airport's Estimated A380-Related
Costs as of March 1, 2006 66
Table 19: Status of A380-Related Modifications of Standards Requests (as
of March 1, 2006) 68
Figures
Figure 1: Depiction of the Airbus A380 Aircraft 2
Figure 2: Costs Reported by Airports for Infrastructure Changes Needed to
Accommodate the A380 (as of March 1, 2006) 4
Figure 3: Sources of Funding Reported by Airports for Changes to
Accommodate the A380 6
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Abbreviations
DOT Department of Transportation FAA Federal Aviation Administration
United States Government Accountability Office
Washington, DC 20548
May 19, 2006
The Honorable John Mica Chairman Subcommittee on Aviation Committee on
Transportation and Infrastructure House of Representatives
Dear Mr. Chairman:
Airbus S.A.S. (Airbus), a European aircraft manufacturer, is introducing a
new aircraft called the A380 that will be the largest passenger aircraft
in the world.1 The A380 has a double deck and is expected to seat from
about 555 to 853 passengers. The largest commercial aircraft in use today,
the Boeing 747, generally seats 416 passengers. The A380 is much larger
than its competitors, with a wingspan of about 262 feet, a tail fin
reaching 80 feet high, and a maximum takeoff weight in excess of 1.2
million pounds. The A380 is currently undergoing certification tests prior
to its expected delivery to air carriers in late 2006. A freight version
of the aircraft, the A380F, is to follow in 2008. Airbus has orders from
16 air carriers for 159 passenger and freight aircraft. The only U.S. air
carrier customers to date are Federal Express and UPS, which have each
ordered 10 A380F aircraft.2
1Airbus is incorporated as a simplified joint stock company or S.A.S.
(Societe par Actions Simplifiee).
2The International Lease Finance Corporation, a U.S. company, ordered five
A380 passenger and five A380F freight aircraft and plans to lease these
aircraft to air carriers across the world. No U.S. customers have been
announced.
Figure 1: Depiction of the Airbus A380 Aircraft
Because of the size of the A380, it is subject to the Federal Aviation
Administration's (FAA) design standards for the largest aircraft (Airplane
Design Group VI standards), which require 200-foot-wide runways and
100-foot-wide taxiways. However, FAA has reviewed the specification of the
A380 and in 2003 issued interim guidance-Engineering Briefs 65 and
63-which would allow airports to convert existing 150-foot-wide runways to
200 feet by widening them 25 feet on each side at a lesser strength than
required under Design Group VI standards and widening runway shoulders.
FAA's guidance also allows the A380 aircraft to operate at airports with
75-foot-wide taxiways, if they widen the shoulders and impose certain
operating restrictions on the aircraft.
In 2002, we reported that 14 airports had estimated that it would cost
them more than $2 billion dollars to upgrade their infrastructure to
receive new large aircraft like the A380.3 However, at that time, we noted
that determining the cost to serve these aircraft was difficult because a
number of important issues affecting the infrastructure changes that
airports needed to make were unresolved. Since that time, FAA has issued
interim guidance to airports addressing some of these issues and has
granted Modifications of Standards to some airports planning to receive
the A380.4 Air carriers have also placed orders and contacted a number of
U.S. airports about their plans for the A380 arrival.
3GAO, Airport Infrastructure: Unresolved Issues Make It Difficult to
Determine the Cost to Serve New Large Aircraft, GAO-02-251 (Washington,
D.C.: Feb. 4, 2002).
With the first scheduled A380 flights to the U.S. expected in 2007, a
number of airports have made, or are planning to make, changes to their
infrastructure to better accommodate this aircraft. You asked us to review
and identify the impact of the Airbus A380 on U.S. airports. In examining
this issue, we addressed the following questions: (1) What are the costs
and nature of changes that U.S. airports are making to their
infrastructure to accommodate the A380 aircraft? (2) What funding sources
are being used to finance the infrastructure changes at U.S. airports? (3)
What major factors influence the changes being made by airports to
accommodate the A380 aircraft? On March 16, 2006, we briefed your staff on
the results of our work to date. Appendix I contains an updated and
modified version of the materials we presented at that time.
To answer these questions, we sent a survey in August 2005 to officials at
18 airports that we identified as making preparations to receive the A380.
We asked airport officials to estimate the costs for those infrastructure
changes that have been completed, are ongoing, or are planned to
accommodate the A380. We also asked officials at each airport to identify
the sources of funding used to make the changes identified. We received
responses from all 18 airports. We did not verify the accuracy of the
airports' estimates. However, after we received the responses to our
surveys, we visited officials at each airport to review the cost
estimates, the assumptions that the airports used in developing their
estimates, and the major factors affecting their cost estimates. In
addition, we contacted each airport again to update and validate its costs
as of March 1, 2006. We also reviewed the 68 requests for modifications to
FAA's standards that 11 airports had submitted as of March 1, 2006, to
identify what was being proposed and what FAA had approved or denied. We
also interviewed aviation association representatives, FAA officials, and
aviation experts. We performed our work from May 2005 through April 2006
in accordance with generally accepted government auditing standards.
Additional details on our scope and methodology can be found in appendix
II.
4A Modification of Standard is any deviation from the established FAA
standards to accommodate a unique condition that must be reviewed and
approved by FAA.
Results in Brief
The 18 U.S. airports that we identified as making changes to accommodate
the Airbus A380 estimated that they would spend about $927 million in
completed, ongoing, or planned infrastructure projects. Figure 2 shows the
costs reported by each airport. Additional details on each airport's
estimated costs and the assumptions used in developing the cost estimates
can be found in appendix III.
Figure 2: Costs Reported by Airports for Infrastructure Changes Needed to
Accommodate the A380 (as of March 1, 2006)
About 83 percent of the costs reported by airports were identified for
runway or taxiway projects. The remaining costs were for changes at gates,
terminals, or support services. Of the A380 costs reported, about 18
percent had been spent on completed projects, about 22 percent were
allocated to ongoing projects, and about 60 percent were identified for
planned projects. As a result, some airports noted that if FAA changed the
current requirements for accommodating the A380, their estimates could
change. For example, should FAA allow the aircraft to operate on
150-foot-wide runways under certain conditions, this would reduce costs at
most airports. However, if FAA decided during the certification process,
or later, that Design Group VI standards should apply, at least half of
the airports could face costs in excess of those reported.
Airport officials reported using several funding sources to finance their
infrastructure changes. As shown in Figure 3, about half of the funds
would be provided through the Airport Improvement Program, they said.5
Passenger facility charges were identified as the source of funding for
about 21 percent of the costs, with revenues the airports generate, bonds,
and other sources, such as local government funds, making up the
remainder.6
5Airport Improvement Program funding is a federal grant-in-aid program
that represents a major source of funding for airport development and
planning.
6Passenger facility charges are fees of up to $4.50 for every enplaned
passenger at commercial airports, which fund airport projects that enhance
safety, security, capacity, reduce noise, or increase air carrier
competition.
Figure 3: Sources of Funding Reported by Airports for Changes to
Accommodate the A380
Note: The figure shows sources of funding for about $813 million of the
$927 million in infrastructure changes reported by airports. Airports did
not report the sources for the remaining $114 million.
FAA's design standards and market considerations have been two major
factors influencing the changes airports are making or planning to make to
accommodate the A380. For example, in identifying the infrastructure
changes, airports generally based their plans on either (1) the
200-foot-wide runway and 100-foot-wide taxiway requirements for this size
aircraft under Airplane Design Group VI standards or (2) the Engineering
Brief guidance FAA issued, allowing airports to widen narrower runways to
200 feet albeit at reduced strength and requiring widened runway and
taxiway shoulders and operational restrictions. A number of airport
officials noted that they might revise their plans if FAA makes decisions
later this year as part of the certification process for the A380 that
allows them to use existing 150-foot-wide runways and 75-foot-wide
taxiways for the A380. In addition, FAA has been using a Modification of
Standards process to review and approve A380-related infrastructure
changes with some airports. As of March 1, 2006, 11 airports had submitted
68 requests for Modifications of Standards to FAA, of which 47 were
approved, 10 disapproved, and 11 were under consideration. Appendix IV
contains further information on the requested Modifications of Standards.
We also found that some airports are making changes to accommodate the
A380 based on the market they serve and their future plans for the
airport. For example, Los Angeles, Miami, New York, and San Francisco are
major gateway airports that had little choice but to make changes to
receive the A380 if they were to maintain their competitive status as
international hubs. A number of other airports have been approached by air
carriers with plans for future A380 passenger or freight service. These
airports have considered the costs of making the necessary infrastructure
changes against the potential impact on their business of receiving (or
not receiving) A380 flights. Some other airports that have not been
approached for A380 service are also making changes to accommodate it.
Some of these airports want to market their availability for this aircraft
in hopes of increasing their presence in the international market.
Agency Comments and Our Evaluation
We provided a draft of this report to the Department of Transportation
(DOT) and Airbus North America Holdings, Inc. (Airbus) for their review
and comment. FAA (which is part of DOT) and Airbus provided technical
comments which we incorporated into the report as appropriate.
The Programs Director of Safety and Technical Affairs - Airbus, also
provided written comments that are included in appendix V. Airbus
commended us for our efforts in providing a comprehensive assessment of
the infrastructure changes the U.S. airports have undertaken, or may
undertake, to accommodate the A380. The Airbus response also included
comments on each of the 18 airports in this report. It provided a total
cost estimate for A380 modifications at these airports of $720 million,
compared to the $927 million we are reporting.
We recognize that it was difficult for airports to estimate the cost of
infrastructure changes being made to accommodate the A380. For example,
airports had to decide which projects were being done for the A380, while
recognizing that some changes would also benefit other aircraft. In
developing our $927 million estimate, we sent a survey to the 18 airports,
which completed the document and returned it. After analyzing the
responses, we visited each airport to discuss the basis for their
responses and to ensure that the appropriate costs were included. We again
contacted each airport to confirm the information as of March 1, 2006. We
also recognize that the estimates contained in this report could change
over time. As the report notes, should FAA allow the aircraft to operate
on existing 150-foot-wide runways under certain conditions, costs could be
reduced at most airports. However, if FAA should decide during the
certification process, or later, that Design Group VI standards should
apply, at least half of the airports could face costs in excess of those
reported. Based on the information that we originally received from the
airports and subsequent reconfirmation efforts, we have not changed the
costs estimates provided to GAO by the airports.
The Airbus comments can be found in appendix V.
As agreed with your office, unless you publicly announce the contents of
this report earlier, we plan no further distribution until 10 days from
the report date. At that time, we will send copies of this report to
appropriate congressional committees, the Secretary of Transportation, and
representatives of Airbus. We also will make copies available to others
upon request. In addition, this report will be available at no charge on
the GAO Web site at http://www.gao.gov .
If you have any questions about this report, please contact me at (202)
512-2834 or by e-mail at [email protected] . Contact points for our
Offices of Congressional Relations and Public Affairs may be found on the
last page of this report. Contributors to this report are listed in
appendix VI.
Sincerely yours,
Gerald Dillingham, Ph.D.
Gerald Dillingham, Ph.D. Director, Physical Infrastructure Issues
Appendix I: Infrastructure Changes at U.S. Airports to
Accommodate the A380 Aircraft
Appendix II: Objectives, Scope, and Methodology
You asked us to review and identify the impact of the Airbus A380 on U.S.
airports. In examining this issue, we addressed the following questions:
(1) What are the costs and nature of changes that U.S. airports are making
to their infrastructure to accommodate the A380 aircraft? (2) What funding
sources are being used to finance the infrastructure changes at U.S.
airports? (3) What major factors influence the changes being made by
airports to accommodate the A380 aircraft?
To determine the costs and nature of changes that U.S. airports are making
to their infrastructure to accommodate the A380 aircraft, we developed and
administered a survey to 18 U.S. airports that are making or planning to
make changes to accommodate the A380 aircraft. We then visited each of the
airports to discuss their responses. We interviewed FAA, Airbus, and U.S.
airport officials; trade associations; and aviation experts to identify
the regulations governing aircraft certification and airport operations.
In creating the survey of airports, we developed questions to obtain
information on the changes that have been made, are ongoing, or are
planned to accommodate the A380 and the costs of the component parts of
each project. We segmented the survey into five airport areas: runways,
taxiways, terminals, gates, and support facilities such as hangars or fire
and rescue equipment. We developed the airport survey document in
consultation with FAA, airport officials, and aviation experts. Because
these were not sample surveys, there are no sampling errors. However, the
practical difficulties of conducting any survey may introduce errors,
commonly referred to as nonsampling errors. For example, differences in
how a particular question is interpreted, in the sources of information
that are available to respondents, or how the data are entered into a
database can introduce unwanted variability into the survey results. We
took steps in the development of the survey, the data collection, and data
analysis to minimize these nonsampling errors. For example, prior to
administering the survey, we pretested the content and format with FAA
officials, airport officials, and several aviation experts to determine
whether (1) the survey questions were clear, (2) the terms used were
precise, (3) respondents were able to provide the information we were
seeking, and (4) the questions were unbiased. Based on these results, we
made changes to the content and format of the final survey instrument.
To determine which U.S. airports to survey, we identified 29 airports that
had received regular 747 service, were included in our prior review as
potentially receiving the A380,1 or had been identified by Airbus or in
literature as potentially receiving the aircraft for regularly-scheduled
service. We called officials at these 29 airports and identified 18 that
were making or planned to make changes to their infrastructure to
accommodate the A380 by 2015.
We administered the survey to 18 airports in August 2005 via the internet.
All airports responded to the survey. However, after we had sent the
surveys, St. Louis International Airport officials informed us that they
were no longer planning to make changes for the A380; therefore we dropped
St. Louis from our survey list. During the course of our work, we were
informed that Tampa International and San Bernadio International Airports
were also making changes to accommodate the A380. After Tampa officials
confirmed that they were making some A380-related changes, we invited them
to complete our survey. But while Tampa completed the survey, San
Bernadino officials told us that the changes they were making were not
A380-specific and that they would be making these changes even if the A380
did not exist. As a result, we did not include them in the survey.
After reviewing the airport responses, we visited each airport and
interviewed officials regarding the projects and costs they had
identified. We wanted to understand the necessity for the construction and
its relationship to other airport capital-improvement projects. We also
met with FAA regional and local officials regarding the infrastructure
changes, and any Modification of Standards requested by airports that did
not plan to meet Design Group VI standards. We did not verify the accuracy
of the cost estimates airports provided.
In addition to the survey, to obtain information on the cost and nature of
changes, we reviewed and discussed with FAA officials Airport Design Group
VI and V standards and their application at U.S. airports. We interviewed
FAA, Airbus, trade association officials, and aviation experts to identify
the regulations governing aircraft certification and airport operations.
We also obtained and analyzed any requests for Modifications of Standards
requested by the 18 airports and summarized FAA decisions regarding the
infrastructure and operational impacts to the airports. We also
discussed-with FAA and airport officials-the effect that Modifications of
Standards would have on airports' infrastructure.
1GAO, Airport Infrastructure: Unresolved Issues Make It Difficult to
Determine the Cost to Service New Large Aircraft, GAO-02-251 (Washington,
D.C.: Feb. 2002).
To identify the funding sources used to finance the A380-related
infrastructure changes at U.S. airports, we also used the internet survey
discussed above. We included questions regarding the source of funds for
the various segments of projects such as shoulders and lighting for
runways and taxiways. Specifically, we asked airports to identify funding
from the Airport Improvement Program, passenger facility charges, airport
revenue, airport revenue bonds, or other sources such as local government
funds. We asked airports to provide funding information for projects that
were completed, ongoing, and planned. We also discussed airport project
funding with FAA program, regional, and local officials.
To identify the major factors that influenced the changes being made by
airports to accommodate the A380 aircraft, we interviewed FAA officials
and officials at each of the 18 survey airports. We obtained the views of
trade association officials and aviation experts to identify the reasons
for making the infrastructure changes. We also reviewed literature and
assessments of the impact of airport construction and expansion on airport
revenues and regional economic benefits.
During the review, the following aviation experts reviewed our methods and
a draft of the report for accuracy and balance: Ms. Rose Agnew, Aviation
Innovation, LLC; Mr. Cedric Curtis, Carter-Burgess, Inc.; Dr. John
Kasarda, University of North Carolina at Chapel Hill; and Mr. Richard
Marchi, Airports Council International-North America.
We performed our work from May 2005 through April 2006 in accordance with
generally accepted government auditing standards.
Appendix III: Summary Costs Reported by Airports to Accommodate the A380
Table 1: Ted Stevens Anchorage International Airport's Estimated
A380-Related Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $30,000.0 $30,000.0
projects
Total runway $30,000.0
projects
Completed $36,237.0 $36,237.0
taxiway projects
Ongoing taxiway $0.0 $35,899.0 $35,899.0
projects
Planned taxiway $0.0 $0.0
projects
Total taxiway $72,136.0
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $0.0 $0.0
projects
Planned gate $0.0 $0.0
projects
Total gate $0.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $0.0 $0.0
projects
Total terminal $0.0
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $16,974.0 $16,974.0
projects
Planned support $1,498.0 $1,498.0
projects
Total support $18,472.0
projects
Total airport $36,237.0 $52,873.0 $31,498.0 $120,608.0
Source: GAO analysis of costs reported by the airport.
Anchorage airport officials provided the following information regarding
A380-related infrastructure project costs:
o Airport officials expect the airport to serve as a flight
destination for the freight version of the A380. Federal Express
and UPS have both contracted for 10 A380F aircraft. Anchorage
expects to begin receiving the Federal Express flights in 2009
with two daily A380 flights initially and a maximum of five A380
daily flights by 2020.
o The airport's estimate assumed that it would reconstruct an
existing runway to meet Design Group VI standards for runway
pavement width, object-free area, and safety area. They anticipate
that construction will begin in 2007. The estimate also included
the construction of a taxiway that was completed in 2004 to
accommodate A380 traffic flow. Airport officials also included the
costs of reconstructing two other taxiways to Design Group VI
width. Airport officials noted that if FAA were to approve lesser
standards for the A380 they may alter their plans, which could
reduce costs. In estimating the support costs, airport officials
said they included plans to purchase two new Aircraft Rescue and
Fire Fighting vehicles and the cost associated with building two
new remote parking positions for A380 cargo aircraft.
o Airport officials have requested-and been approved for-two
Modifications of Standards from FAA.
o Airport officials estimated that projects would be funded with
about 93 percent from Airport Improvement Program funds, 1 percent
through airport revenue, and 6 percent through airport bonds.
Table 2: Fort Worth Alliance Airport's Estimated A380-Related Costs as of
March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $0.0 $0.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $18,392.1 $18,392.1
Total runway
projects $18,392.1
Completed
taxiway projects $0.0 $0.0
Ongoing taxiway
projects $0.0 $0.0 $0.0
Planned taxiway
projects $3,985.9 $3,985.9
Total taxiway
projects $3,985.9
Completed gate
projects $0.0 $0.0
Ongoing gate
projects $0.0 $0.0 $0.0
Planned gate
projects $0.0 $0.0
Total gate
projects $0.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $0.0 $0.0
Total terminal
projects $0.0
Completed
support projects $0.0 $0.0
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $0.0 $22,378.0 $22,378.0
Source: GAO analysis of costs reported by the airport.
Fort Worth airport officials provided the following information regarding
A380-related infrastructure project costs:
o As of March 1, 2006, no air carriers had identified Alliance
Fort Worth for A380 service. However, the airport is a freight
center for Federal Express, which purchased 10 aircraft. The
airport wants to be ready to receive flights after 2008 when the
freight aircraft is expected to be certified. In addition, airport
officials expect that Alliance Fort Worth could be an alternate
airport if an A380 were unable to land at Dallas/Fort Worth.
o The airport estimate assumed that planned runway construction
would widen one existing 150-foot runway to 200 feet and add
shoulders to meet Design Group VI standards. In addition, it
assumed that construction would widen the shoulders on the 75-foot
taxiways to comply with Engineering Brief 63 requirements. The
airport also plans to lengthen the 200-foot-wide runway from 9,600
feet to 13,000 feet to allow a fully loaded A380 freighter to take
off during hot weather. The runway extension requires moving a
railroad line and road at a substantial cost that is not included
in the estimate. Airport officials said the project was conceived
long before the A380 was being planned, and that the runway
extension is not exclusive to the A380 because other aircraft
would also benefit. Airport officials noted that construction will
not begin before A380 certification so they can modify projects to
comply with whatever runway and taxiway standards FAA applies to
the A380.
o If necessary, the airport will request a Modification of
Standards for FAA approval to construct taxiways that meet
Engineering Brief 63 requirements.
o All construction would be paid for by Airport Improvement
Program funds.
Table 3: Hartsfield-Jackson Atlanta International Airport's Estimated
A380-Related Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $52,337.0 $52,337.0
projects
Total runway $52,337.0
projects
Completed $0.0 $0.0
taxiway projects
Ongoing taxiway $0.0 $0.0 $0.0
projects
Planned taxiway $44,622.0 $44,622.0
projects
Total taxiway $44,622.0
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $0.0 $0.0
projects
Planned gate $730.0 $730.0
projects
Total gate $730.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $611.0 $611.0
projects
Total terminal $611.0
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $0.0 $98,300.0 $98,300.0
Source: GAO analysis of costs reported by the airport.
Atlanta airport officials provided the following information regarding
A380-related infrastructure project costs:
o As of March 1, 2006, no air carriers have identified Atlanta's
airport for A380 service. Airport officials do not expect A380
service until after 2010.
o Atlanta's cost estimates include planned runway construction to
widen shoulders and blast pads, and relocation of lighting and
signage to comply with Engineering Brief 65 guidance. Existing
runways are 150 feet wide. Construction is not expected to begin
before A380 certification later this year. As a result, airport
officials noted that they may change projects to comply with
whatever standards FAA applies to the A380. Atlanta's cost
estimate for taxiways includes construction to widening shoulders
on their 75-foot-wide taxiways and change taxiway lighting,
signage, and markings to meet Engineering Brief 63 guidance. The
cost estimated for gate projects assumed that gate and terminal
modifications would be undertaken to add passenger boarding
bridges at two gates.
o Atlanta has not submitted any requests for Modifications of
Standards, as of March 1, 2006.
o Airport officials estimated that projects would be funded from
Airport Improvement Program funds (about 75 percent), passenger
facility charges (about 5 percent), and general airport revenue
bonds based on the projected revenues of airlines (about 20
percent). Airport officials noted that these A380-related projects
must compete with other higher priority airport projects.
Table 4: Chicago O'Hare International Airport's Estimated A380-Related
Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $9,056.0 $9,056.0
projects
Planned runway $25,612.0 $25,612.0
projects
Total runway $34,668.0
projects
Completed $0.0 $0.0
taxiway projects
Ongoing taxiway $0.0 $11,258.0 $11,258.0
projects
Planned taxiway $18,511.0 $18,511.0
projects
Total taxiway $29,769.0
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $0.0 $0.0
projects
Planned gate $500.0 $500.0
projects
Total gate $500.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $0.0 $0.0
projects
Total terminal $0.0
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $20,314.0 $44,623.0 $64,937.0
Source: GAO analysis of costs reported by the airport.
Chicago airport officials provided the following information regarding
A380-related infrastructure project costs:
o As of March 1, 2006, one air carrier has identified O'Hare for
A380 service which is expected to begin in the summer of 2008. FAA
recently approved O'Hare's major modernization program with
200-foot-wide runways and some 100-foot-wide taxiways to meet
Design Group VI standards by 2013.
o O'Hare's estimate includes both short term and long term costs.
In the short term, through 2008, O'Hare estimated the cost of
making changes to two existing runways and one taxiway that would
meet either Design Group VI or Engineering Briefs 65 and 63
standards. However, airport officials said that, should FAA
approve the use of these existing runways and taxiways without any
changes, their estimated costs could be reduced by about $31
million. In estimating the longer-term costs associated with their
modernization plan through 2013, O'Hare officials calculated the
incremental cost of building two new 200-foot-wide runways and two
new 100-foot-wide taxiways to Design Group VI standards and the
lesser cost of building them to Design Group V requirements. The
gate cost includes the expense of converting an unused gate in the
international terminal to allow it to provide a second jetway
access to an A380. Only lower-deck access is anticipated at this
time.
o Airport officials said they will apply for Modifications of
Standards to allow use of existing infrastructure in the short
term, with only minimal changes being made to runways and
taxiways. They would take mitigating operational actions to
provide an equivalent level of safety for the A380 and other
aircraft.
o Airport officials identified 51 percent of costs as being
financed through airport bonds, 34 percent through Airport
Improvement Program funds, and 13 percent through passenger
facility charges.
Table 5: Dallas/Fort Worth International Airport's Estimated A380-Related
Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $0.0 $0.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $4,525.0 $4,525.0
Total runway
projects $4,525.0
Completed
taxiway projects $0.0 $0.0
Ongoing taxiway
projects $0.0 $0.0 $0.0
Planned taxiway
projects $1,600.0 $1,600.0
Total taxiway
projects $1,600.0
Completed gate
projects $0.0 $0.0
Ongoing gate
projects $0.0 $0.0 $0.0
Planned gate
projects $1,745.0 $1,745.0
Total gate
projects $1,745.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $0.0 $0.0
Total terminal
projects $0.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $0.0 $0.0 $0.0
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $0.0 $7,870.0 $7,870.0
Source: GAO analysis of costs reported by the airport.
Dallas/Fort Worth airport officials provided the following information
regarding A380-related infrastructure project costs:
o As of March 1, 2006, no air carriers had identified Dallas/Fort
Worth for A380 service. However, airport officials told us that
they expect A380 service in the future. In addition, they said
that to remain competitive with other airports and attract air
carriers, they need to be ready for the A380.
o Airport estimates assumed that runway construction will be
needed to widen shoulders and blast pads to comply with Design
Group VI standards. Existing runways are 200 feet wide. In
addition, they estimated costs associated with construction that
would widen the taxiway shoulders 15 feet to comply with Design
Group VI requirements. Existing taxiways are 100 feet wide. The
costs of three gates that will accommodate the A380 in the new
international terminal were not included in the airport estimates.
In addition, the estimates did not include the cost of additional
aircraft rescue and fire-fighting equipment that the airport may
need to purchase to better respond to incidents involving the
A380. Airport officials noted that construction will not begin on
these projects before A380 certification in late 2006. As a
result, the airport may change projects to comply with whatever
runway and taxiway standards FAA applies to the A380.
o The airport does not plan to apply for any Modification of
Standards for A380 operations.
o All construction would be funded by passenger facility charges.
Table 6: Denver International Airport's Estimated A380-Related Costs as of
March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $18,207.0 $18,207.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $0.0 $0.0
Total runway
projects $18,207.0
Completed
taxiway projects $18,318.0 $18,318.0
Ongoing taxiway
projects $0.0 $0.0 $0.0
Planned taxiway
projects $9,000.0 $9,000.0
Total taxiway
projects $27,318.0
Completed gate
projects $0.0 $0.0
Ongoing gate
projects $0.0 $0.0 $0.0
Planned gate
projects $4,800.0 $4,800.0
Total gate
projects $4,800.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $4,100.0 $4,100.0
Total terminal
projects $4,100.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $0.0 $0.0 $0.0
Planned support
projects $0.0 $0.0
Total support
projects $0.0
Total airport $36,525.0 $0.0 $17,900.0 $54,425.0
Source: GAO analysis of costs reported by the airport.
Denver airport officials provided the following information regarding
A380-related infrastructure project costs:
o One air carrier has indicated that it may begin A380 service at
some time in the future. Airport officials said they believed that
other carriers would eventually bring Design Group VI aircraft to
this airport in its role as a major U.S. hub, especially if other
large airports were only able to provide limited facilities to
accommodate them.
o In estimating costs, airport officials included some of the
costs of constructing one 200-foot-wide runway and two taxiways to
meet Design Group VI standards. These projects were completed in
2003. The airport included the incremental cost to upgrade the new
runway from Design Group V standards to Design Group VI standards.
Planned construction includes bringing one taxiway into compliance
with Engineering Brief 63 requirements and modifying two gates to
receive the A380. Airport officials also plan to expand the
customs and immigration areas. Costs do not include additional
aircraft rescue and fire-fighting equipment that the airport may
need to purchase to better respond to incidents involving the
A380.
o The airport has submitted a Modification of Standards to FAA to
operate the A380 on taxiways that comply with Engineering Brief
63.
o Runway and taxiway construction have been (and will be) paid
for from Airport Improvement Program funds and airport bonds.
Customs and Immigration facility expansion will be funded from
airport bonds.
Table 7: Indianapolis International Airport's Estimated A380-Related Costs
as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Costs of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $13,434.3 $13,434.3
projects
Total runway $13,434.3
projects
Completed $0.0 $0.0
taxiway projects
Ongoing taxiway $0.0 $0.0 $0.0
projects
Planned taxiway $16,409.6 $16,409.6
projects
Total taxiway $16,409.6
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $0.0 $0.0
projects
Planned gate $0.0 $0.0
projects
Total gate $0.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $0.0 $0.0
projects
Total terminal $0.0
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $0.0 $29,844.0 $29,844.0
Source: GAO analysis of costs reported by the airport.
Indianapolis airport officials provided the following information
regarding A380-related infrastructure projects:
o As of March 1, 2006, no air carriers have identified this
airport for A380 service. However, airport officials indicated
that Federal Express plans to begin A380 flights after 2010. The
airport could also serve as an alternate airport for A380s
carrying either passengers or freight.
o Airport estimates assumed that because existing runways are 150
feet wide, one runway would be widened to 200 feet to comply with
Engineering Brief 65-adding 40-foot erosion control shoulders, and
moving the runway edge lighting to the edge of the new shoulders.
Similarly, the airport assumed that they would widen taxiway
shoulders for one designated taxiway route to the new Midfield
Terminal and Federal Express apron to comply with Engineering
Brief 63 requirements. The new Midfield Terminal will include one
gate that can serve an A380, but is designed for regular use by
other aircraft; there are no terminal costs directly attributable
to accommodating the A380. Airport officials said that
construction timing is not definite, but will occur after A380
certification in 2006. As a result, the airport may change
projects to comply with whatever runway and taxiway standards FAA
applies to the A380, which could affect the cost of the projects.
o The airport has requested a Modification of Standards, to allow
the A380 to operate on a runway width of 150 feet.
o Airport officials did not identify funding sources for these
projects but indicated that funding would not come from the
Airport Improvement Program or passenger facility charges.
Table 8: Los Angeles International Airport's Estimated A380-Related Costs
as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $0.0 $0.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $3,120.0 $3,120.0
Total runway
projects $3,120.0
Completed
taxiway projects $9,099.0 $9,099.0
Ongoing taxiway
projects $0.0 $0.0 $0.0
Planned taxiway
projects $34,999.0 $34,999.0
Total taxiway
projects $44,098.0
Completed gate
projects $0.0 $0.0
Ongoing gate
projects $383.0 $3,351.0 $3,734.0
Planned gate
projects $7,474.0 $7,474.0
Total gate
projects $11,208.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $290.0 $6,900.0 $7,190.0
Planned terminal
projects $20,200.0 $20,200.0
Total terminal
projects $27,390.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $0.0 $0.0 $0.0
Planned support
projects $0.0 $0.0
Total support
projects $0.0
Total airport $9,772.0 $10,251.0 $65,793.0 $85,816.0
Source: GAO analysis of costs reported by the airport.
Los Angeles airport officials provided the following information regarding
A380-related infrastructure project costs:
o As of March 1, 2006, several air carriers identified this
airport for A380 service beginning in early 2007. Airport
officials said that this airport would be the first in the U.S. to
begin A380 service, and that it had to be ready to maintain its
competitive position with other airports.
o Airport estimates assumed that construction was needed to
strengthen and widen taxiway intersections, bridges and tunnels to
comply with Engineering Brief 63 requirements. Taxiway
construction began in 2005 to widen and strengthen intersections
where the A380 could turn. Additional taxiway and runway work to
strengthen bridges and tunnels was also planned. Airport estimates
also included construction on four terminal gates and four remote
gates. Terminal construction for the gate areas is expected to be
complete in 2006. The costs do not include the relocation of a
200-foot-wide runway 55 feet further away from another runway that
officials said was to reduce runway incursions rather than to
accommodate the A380.
o FAA approved Modifications of Standards that would allow the
airport to operate the A380 on taxiways that met Engineering Brief
63. An existing runway is 200 feet wide and will be moved and
built to comply with Design Group VI standards.
o About half of the construction would be paid for with Airport
Improvement Program funds, passenger facility charges, and airport
revenue. Funding for about 46 percent of costs was not identified.
Table 9: Louisville International Airport's Estimated A380-Related Costs
as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $11,000.0 $11,000.0
projects
Total runway $11,000.0
projects
Completed $0.0 $0.0
taxiway projects
Ongoing taxiway $0.0 $0.0 $0.0
projects
Planned taxiway $15,000.0 $15,000.0
projects
Total taxiway $15,000.0
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $0.0 $0.0
projects
Planned gate $0.0 $0.0
projects
Total gate $0.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $0.0 $0.0
projects
Total terminal $0.0
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $0.0 $26,000.0 $26,000.0
Source: GAO analysis of costs reported by the airport.
Louisville airport officials provided the following information regarding
A380-related infrastructure project costs:
o Airport officials expect A380 freight service sometime in 2009.
UPS, which has contracted for 10 A380s, has announced plans to use
Louisville for their A380 operations. No passenger carriers have
identified this airport for A380 service, as of March 1, 2006.
o Airport officials' cost estimate assumed that runway
construction will be needed to widen the pavement on one runway to
200 feet and expand shoulders to comply with Design Group VI
standards. In addition, the estimate assumes that the airport
builds a new taxiway parallel to the A380 runway. This taxiway
would be 100 feet wide and have 550 feet of separation from the
A380 runway. Airport officials noted that these plans and
estimates could change based on pending results of an operational
planning study of the airfield. Construction of the parallel
taxiway could be underway as early as the fall of 2006; however,
the proposed runway widening project would come after A380
certification (expected in late 2006), providing the airport with
the opportunity to change projects' priority to comply with
whatever runway and taxiway standards FAA applies to the A380.
o Louisville has not requested any Modifications of Standards for
A380 operations, as of March 1, 2006.
o Airport officials said that construction would be funded by
Airport Improvement Program funds (95 percent) and airport
revenues (5 percent). It should be noted that Louisville was
identified as a medium-hub airport for federal fiscal year 2005,
and was downgraded to a small-hub airport for federal fiscal year
2006. Current plans anticipate a 95/5 share on Airport Improvement
Program funds, but it is possible for Louisville to return to a
75/25 rate in future years.
Table 10: Memphis International Airport's Estimated A380-Related Costs as
of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $0.0 $0.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $24,000.0 $24,000.0
Total runway
projects $24,000.0
Completed
taxiway projects $9,965.0 $9,965.0
Ongoing taxiway
projects $8,180.0 $0.0 $8,180.0
Planned taxiway
projects $6,000.0 $6,000.0
Total taxiway
projects $24,145.0
Completed gate
projects $0.0 $0.0
Ongoing gate
projects $0.0 $0.0 $0.0
Planned gate
projects $0.0 $0.0
Total gate
projects $0.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $0.0 $0.0
Total terminal
projects $0.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $0.0 $0.0 $0.0
Planned support
projects $0.0 $0.0
Total support
projects $0.0
Total airport $18,145.0 $0.0 $30,000.0 $48,145.0
Source: GAO analysis of costs reported by the airport.
Memphis airport officials provided the following information regarding
A380-related infrastructure projects:
o Airport officials expect the airport to serve as a cargo A380
flight destination for Federal Express beginning in 2008. Federal
Express, which is headquartered in Memphis, has purchased 10 A380F
freight aircraft and expects to use the Memphis airport for A380
service.
o Memphis plans to widen runway shoulders and modify lighting and
markers on two runways for A380 service to meet Engineering Brief
65 requirements. Construction is expected to be accomplished in
2007. Taxiway improvements include widening certain taxiway
shoulders to meet Engineering Brief 63 requirements. Other costs
cited by Memphis airport officials include the difference between
what it would have cost to build a 75-foot-wide taxiway and the
100-foot-wide taxiways that were built. Construction began in 2000
and will be competed in 2007. These costs do not include Federal
Express costs for construction of cargo areas and aprons.
o Airport officials requested five Modifications of Standards and
FAA approved four. The modification that was not approved
requested approval to operate the A380 on their existing
150-foot-wide runways. As a result, their estimate includes costs
associated with meeting the Engineering Brief 65 requirements.
o The airport plans to fund about 75 percent of its construction
projects through Airport Improvement Program funds and 25 percent
through airport bonds.
Table 11: Miami International Airport's Estimated A380-Related Costs as of
March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $33,511.0 $33,511.0
projects
Total runway $33,511.0
projects
Completed $0.0 $0.0
taxiway projects
Ongoing taxiway $0.0 $0.0 $0.0
projects
Planned taxiway $13,812.0 $13,812.0
projects
Total taxiway $13,812.0
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $11,502.0 $11,502.0
projects
Planned gate $4,000.0 $4,000.0
projects
Total gate $15,502.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $0.0 $0.0
projects
Total terminal $0.0
projects
Completed $34,641.0 $34,641.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $34,641.0
projects
Total airport $34,641.0 $11,502.0 $51,323.0 $97,466.0
Source: GAO analysis of costs reported by the airport.
Miami airport officials provided the following information regarding
A380-related infrastructure projects:
o Airport officials expect to receive A380 passenger flights
initially from three air carriers from 2008 through 2010.
o Miami airport officials' estimate included plans to widen
runway pavement and shoulders and modify lighting, signage, and
markers on two runways to meet Engineering Brief 65 requirements
for the A380. Officials assumed that they would need to make
taxiway improvements by adding shoulder pavement, and modifying
signage, lighting, and markings. The estimate also assumed
modifications would be made for A380 parking at three terminal
gates and two hard-stand parking positions. Construction is
expected to begin after A380 certification later this year and, as
a result, airport officials noted that the airport may change
projects to comply with whatever runway and taxiway standards FAA
applies to the A380. According to airport officials, Engineering
Brief 63 and 65 have been approved by the FAA on an interim 5-year
(evaluation) basis. However, they said that implementing
Engineering Brief 65 and Engineering Brief 63 (and their
associated high costs) is an unwarranted risk due to the interim
nature of the approval and the low level of expected A380
operations at the airport.
o Airport officials have requested 32 Modifications of Standards
of which FAA has approved 26. Those projects not approved involved
runway pavement and shoulder width, runway blast-pad width, and
taxiway-to-vehicle service road separation.
o The airport estimated that it would pay about 75 percent of its
construction projects from Airport Improvement Program funds, 12.5
percent from airport revenue, and 12.5 percent from Florida
Department of Transportation matching funds.
Table 12: New York John F. Kennedy International Airport's Estimated
A380-Related Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $19,600.0 $19,600.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $28,340.0 $28,340.0
projects
Total runway $47,940.0
projects
Completed $3,800.0 $3,800.0
taxiway projects
Ongoing taxiway $0.0 $72,200.0 $72,200.0
projects
Planned taxiway $16,800.0 $16,800.0
projects
Total taxiway $92,800.0
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $10,300.0 $10,300.0
projects
Planned gate $0.0 $0.0
projects
Total gate $10,300.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $0.0 $0.0
projects
Total terminal $0.0
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $23,400.0 $82,500.0 $45,140.0 $151,040.0
Source: GAO analysis of costs reported by the airport.
New York airport officials provided the following information regarding
A380-related infrastructure project costs:
o Airport officials expect A380 service to begin in early 2007
because this airport has more foreign-carrier traffic than
domestic. To maintain their market position, officials said that
they had to prepare for the A380 and other large aircraft. Six
carriers that purchased the A380 could begin service at the
airport.
o The cost estimates were based on the assumption that major
reconstruction was necessary for runways, taxiways, and some gate
projects. Some of the runway projects were completed in 2002, but
other work is scheduled to continue until 2013. One of the ongoing
projects is widening a 150-foot runway to 200 feet. It is
scheduled for completion in 2008. One of the planned projects is
to widen another 150-foot runway to 200 feet. This project is part
of a 2012 rehabilitation project. Another major ongoing project is
to increase separation on a heavily used taxiway that circles the
terminals. In the gate area, changes include an apron extension,
jetways, and fuel hydrant projects.
o FAA approved a Modification of Standards for taxiways meeting
Engineering Brief 63 requirements.
o Most of the construction funds (86 percent) came from passenger
facility charges. The remainder, about 13 percent, came from
Airport Improvement Program grants.
Table 13: Ontario International Airport's (Ontario, California) Estimated
A380-Related Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $0.0 $0.0
Ongoing runway
projects $3,600 $3,816.6 $7,416.6
Planned runway
projects $0.0 $0.0
Total runway
projects $7,416.6
Completed
taxiway projects $0.0 $0.0
Ongoing taxiway
projects $0.0 $0.0 $0.0
Planned taxiway
projects $0.0 $0.0
Total taxiway
projects $0.0
Completed gate
projects $0.0 $0.0
Ongoing gate
projects $0.0 $0.0 $0.0
Planned gate
projects $0.0 $0.0
Total gate
projects $0.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $0.0 $0.0
Total terminal
projects $0.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $0.0 $0.0 $0.0
Planned support
projects $0.0 $0.0
Total support
projects $0.0
Total airport $3,600.0 $3,816.6 $0.0 $7,416.6
Source: GAO analysis of costs reported by the airport.
Ontario airport officials provided the following information regarding
A380-related infrastructure projects:
o Airport officials expect A380 freight service to begin in 2009
or later. UPS, which has contracted for 10 A380F aircraft, uses
this airport for many of its flights to Asia. In addition,
officials expect that there may be an A380 alternate for the Los
Angeles Airport, if an A380 were unable to land there.
o In estimating costs, airport officials assumed that the A380
flights would use a runway that is currently being reconstructed.
When construction is complete later in 2006, this runway will be
150 feet wide with 65-foot-wide structural shoulders that will
comply with Engineering Brief 65. However, because the runway
reconstruction was necessary to continue using it for any flights,
the estimated costs include only the incremental costs of runway
construction specifically for the A380. For example, construction
of fillets and a fast-exit taxiway are included in the runway
costs. The airport did not include the cost of additional aircraft
rescue and fire-fighting equipment that the airport may need to
purchase to better respond to incidents involving the A380. The
estimate also does not include the costs that UPS will incur for a
taxiway extension and apron for a new UPS facility.
o The airport requested Modifications of Standards from Design
Group VI standards for runways and taxiways, seeking FAA approval
to use a runway built to Engineering Brief 65 and use of existing
taxiways.
o Airport officials identified funding sources as 75 percent from
the Airport Improvement Program with the matching 25 percent from
sources other than passenger facility charges, airport revenue, or
bonds.
Table 14: Orlando International Airport's Estimated A380-Related Costs as
of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $15,832.0 $15,832.0
projects
Total runway $15,832.0
projects
Completed $0.0 $0.0
taxiway projects
Ongoing taxiway $0.0 $6,700.0 $6,700.0
projects
Planned taxiway $40,600.0 $40,600.0
projects
Total taxiway $47,300.0
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $0.0 $0.0
projects
Planned gate $3,000.0 $3,000.0
projects
Total gate $3,000.0
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $0.0 $0.0
projects
Total terminal $0.0
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $6,700.0 $59,432.0 $66,132.0
Source: GAO analysis of costs reported by the airport.
Orlando airport officials provided the following information regarding
A380-related infrastructure projects:
o Virgin Atlantic Airlines has indicated they plan to introduce
service at Orlando in 2009; however, no firm date has been set.
Airport officials plan to be ready to accommodate the A380 by
completing work that will accommodate the A380 on the West
Airfield by 2008. They noted that because the airport is the
fourth busiest origin and destination hub in the U.S.-and one of
only four airports on the East Coast designated to receive the
A380-it is an attractive destination for international A380
traffic.
o Orlando's total estimate is based on long-term facilities
needed to accommodate the A380. However, only first-phase work
will be done to the West Airfield because runways and some
taxiways already meet FAA Design Group VI standards. The cost of
phase one development is about $35.3 million. Phase Two work to
the East Airfield will be developed as demand increases and after
FAA makes a final decision on interim standards included in
Engineering Briefs 63 and 65. The estimated cost of Phase Two is
$30.6 million. West Airfield development includes widening runway
and taxiway shoulders; adding fillets; and modifying lighting,
signage, and markers. The cost estimate also included A380 parking
at two terminal gates. They estimated that Phase One would be
completed in the 2007 time period, and the Phase Two projects are
expected to be underway by 2015.
o FAA has approved the two Modifications of Standards requested
by the Orlando airport.
o Airport officials did not provide specific funding sources for
construction projects but these would include Airport Improvement
Program grants, passenger facility charges, and state grants.
Table 15: Philadelphia International Airport's Estimated A380-Related
Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway $0.0 $0.0
projects
Ongoing runway $0.0 $0.0 $0.0
projects
Planned runway $2,991.2 $2,991.2
projects
Total runway $2,991.2
projects
Completed $0.0 $0.0
taxiway projects
Ongoing taxiway $0.0 $0.0 $0.0
projects
Planned taxiway $4,859.9 $4,859.9
projects
Total taxiway $4,859.9
projects
Completed gate $0.0 $0.0
projects
Ongoing gate $0.0 $0.0 $0.0
projects
Planned gate $770.5 $770.5
projects
Total gate $770.5
projects
Completed $0.0 $0.0
terminal
projects
Ongoing terminal $0.0 $0.0 $0.0
projects
Planned terminal $3,529.4 $3,529.4
projects
Total terminal $3,529.4
projects
Completed $0.0 $0.0
support projects
Ongoing support $0.0 $0.0 $0.0
projects
Planned support $0.0 $0.0
projects
Total support $0.0
projects
Total airport $0.0 $0.0 $12,150.9 $12,150.9
Source: GAO analysis of costs reported by the airport.
Philadelphia airport officials provided the following information
regarding A380-related infrastructure project costs:
o As of March 1, 2006, no air carriers had identified
Philadelphia International Airport for A380 service. However,
airport officials are planning for potential future cargo demand.
In addition, the airport may serve as an alternate airport for
A380 passenger aircraft and could have the potential to serve
international passenger traffic.
o The estimate assumes that the airport would widen shoulders and
blast pads on one existing 200-foot-wide runway to comply with
Design Group VI standards. In addition, the estimate provides for
construction to taxiways that the A380 would use to comply with
Design Group VI requirements. Airport officials also assumed that
they would improve two existing gates and add boarding bridges to
service the A380's upper deck and improve passenger hold areas,
baggage processing, and ticketing to handle two A380s at once.
Airport officials noted that the timing of these projects is
currently uncertain. The airport is now focused on expanding
airfield capacity for smaller planes. The A380 projects would not
begin until the current building program is complete. For example,
the planned taxiway projects are estimated to begin in 2011.
o Philadelphia has not requested a Modification of Standards for
its A380 plans, as of March 1, 2006.
o Airport officials said that construction would be funded by a
combination of Airport Improvement Program funds (48.5 percent),
passenger facility charges (35.4 percent), bonds (8.1 percent),
and other grants (8.1 percent).
Table 16: San Francisco International Airport's Estimated A380-Related
Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Total
ongoing planned estimated
Project type Cost of completed projects projects projects costs
Completed runway
projects $3,500.0 $3,500.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $2,000.0 $2,000.0
Total runway
projects $5,500.0
Completed
taxiway projects $850.0 $850.0
Ongoing taxiway
projects $0.0 $3,200.0 $3,200.0
Planned taxiway
projects $4,000.0 $4,000.0
Total taxiway
projects $8,050.0
Completed gate
projects $0.0
Ongoing gate
projects $0.0 $6,250.0 $6,250.0
Planned gate Airport Changes for Receiving
projects the A380 $1,100.0 $1,100.0
Total gate
projects $7,350.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $0.0 $0.0
Total terminal
projects $0.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $500.00 $500.00
Planned support
projects $0.0 $0.0
Total support
projects $500.0
Total airport $4,350.0 $9,950.0 $7,100.0 $21,400.0
Source: GAO analysis of costs reported by the airport.
San Francisco airport officials provided the following information
regarding A380-related infrastructure project costs:
o San Francisco airport officials expect A380 service in early
2007. As of March 1, 2006, airport officials had identified six
air carriers that might operate A380 aircraft at this airport. The
airport has four runways that are 200 feet wide but only two can
be used for A380 departures. The third can be used for landings.
Airport officials said they had to make changes to accept the A380
or they would have lost traffic to other airports.
o The airport assumed A380 service would begin soon after the
aircraft was certified and has modified the shoulders, lighting,
and markings on two of its four 200-foot-wide runways to Design
Group VI for A380 service, completing construction on the first
runway in 2003 and the second in 2004. Changes in shoulders,
lighting, and markings are also planned for a third Design Group
VI runway, which is planned to be completed in 2008. Taxiway
construction, consisting of widening shoulders and moving lights,
was completed in 2004 and 2005 in compliance with Engineering
Brief 63. Ongoing taxiway projects will be completed in 2006 and
2007. Two gates will be modified in 2006 to provide one upper and
one lower jet bridge. A third jet bridge for one of the gates
could be added.
o FAA approved a Modification of Standards for the A380 to
operate on taxiways that comply with Engineering Brief 63
requirements.
o Runway, taxiway, and gate construction has been-and is planned
to be-paid for from Airport Improvement Program funds with airport
revenue used for the matching share.
Table 17: Tampa International Airport's Estimated A380-Related Costs as of
March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $0.0 $0.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $0.0 $0.0
Total runway
projects $0.0
Completed
taxiway projects $0.0 $0.0
Ongoing taxiway
projects $0.0 $0.0 $0.0
Planned taxiway
projects $0.0 $0.0
Total taxiway
projects $0.0
Completed gate
projects $100.0 $100.0
Ongoing gate
projects $0.0 $0.0 $0.0
Planned gate
projects $2,200.0 $2,200.0
Total gate
projects $2,300.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $0.0 $0.0
Total terminal
projects $0.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $0.0 $0.0 $0.0
Planned support
projects $0.0 $0.0
Total support
projects $0.0
Total airport $100.0 $0.0 $2,200.0 $2,300.0
Source: GAO analysis of costs reported by the airport.
Tampa airport officials provided the following information regarding
A380-related infrastructure project costs:
o Airport officials do not expect scheduled A380 service in the
near term at Tampa, but expect their airport will serve as an
alternate airport for A380s flying to Miami and Orlando.
o Tampa's estimate assumed that construction will not be
necessary on the existing 150-foot-wide runways or 75-foot-wide
taxiways. The cost for serving A380s consists of special fuel pits
required for the aircraft and two upper-deck boarding bridges
planned for a potential future North Terminal. In addition, at the
current terminal, the airport plans to use three existing gates
that can now serve A380s with dual lower-deck boarding bridges.
o Airport officials expect to apply for a Modification of
Standards to serve as an alternate A380 airport.
o Airport officials said the recently-built A380 fuel pit at
Airside C Terminal was funded by passenger facility charges.
Airport officials did not provide data on how A380 projects would
be funded at the potential future North Terminal.
Table 18: Washington Dulles International Airport's Estimated A380-Related
Costs as of March 1, 2006
(Dollars in
thousands)
Cost of Cost of Cost of Total
completed ongoing planned estimated
Project type projects projects projects costs
Completed runway
projects $500.0 $500.0
Ongoing runway
projects $0.0 $0.0 $0.0
Planned runway
projects $1,595.0 $1,595.0
Total runway
projects $2,095.0
Completed
taxiway projects $0.0 $0.0
Ongoing taxiway
projects $0.0 $0.0 $0.0
Planned taxiway
projects $3,206.0 $3,206.0
Total taxiway
projects $3,206.0
Completed gate
projects $0.0 $0.0
Ongoing gate
projects $0.0 $5,600.0 $5,600.0
Planned gate
projects $0.0 $0.0
Total gate
projects $5,600.0
Completed
terminal
projects $0.0 $0.0
Ongoing terminal
projects $0.0 $0.0 $0.0
Planned terminal
projects $0.0 $0.0
Total terminal
projects $0.0
Completed
support projects $0.0 $0.0
Ongoing support
projects $0.0 $0.0 $0.0
Planned support
projects $0.0 $0.0
Total support
projects $0.0
Total airport $500.0 $5,600.0 $4,801.0 $10,901.0
Source: GAO analysis of costs reported by the airport.
Washington Dulles airport officials provided the following information
regarding A380-related infrastructure project costs:
o Washington Dulles airport officials expect to receive A380
passenger flights initially from three air carriers from 2007
through 2009. They identified a possible fourth passenger airline
and potential cargo flights that could also service the airport in
the future.
o After contracting an airfield study for the A380, airport
officials have elected to use one of three scenarios that would
involve making some changes in runways, taxiways, and gates. The
airport's estimate assumed that it would need to modify lighting
and signage on one runway. The estimates do not include all costs
necessary to bring the runways to Engineering Brief 65 or Design
Group VI standards. Airport officials noted that if FAA does not
approve their approach and requires them to meet the standards of
Engineering Brief 65, costs could rise. The estimate also assumed
that the airport would need to make minor modifications to
taxiways' shoulders and lighting, which are expected to be
completed in 2006. Further, the estimate assumed that they would
make changes for A380 parking at two terminal gates.
o Washington Dulles airport has not submitted any requests for
Modification of Standards for A380 operations as of March 1, 2006.
However, airport officials plan to submit a request for
Modification of Standards to FAA in the near future.
o All construction would be funded through airport bonds.
Appendix IV: Status of Modifications of Standards
Requested by Airports to Accommodate the A380
Table 19: Status of A380-Related Modifications of Standards Requests (as
of March 1, 2006)
Airports Request description FAA decision
Anchorage
1. Requested approval to Approved based on the
operate an A380 on Taxiway following conditions:
R. The taxiway does not
meet Design Group VI o FAA recommended future
taxiway object-free area of investigation of
193 feet between taxiway relocating the vehicle
connectors Q and T. The service road located in
current separation equals the 174-foot section to a
174 feet. 193-foot distance.
o A reconstructed
Taxiway R must be built
to Design Group VI
standards.
o Imposed a maximum
height restriction of 14
feet on vehicles using
the vehicle service road
along Taxiway R.
2. Requested approval for Approved based on the
an A380 runway operating following conditions:
plan regarding Runway 14/32
centerline to Parallel o Must post taxiway
Taxiway Y centerline signage to indicate
separation for A380 taxiing restricted taxiing
when any aircraft is on section.
approach. o The runway and taxiway
bridges and culverts on
the designated A380 route
must support A380 weight
loads.
o Construction of new
runway or parallel
taxiways must be built to
Design Group VI
standards.
Imposed taxiing
restrictions.
Dallas/Fort Worth
1. Requested approval to Disapproved: FAA Design
operate an A380 on Group VI standards require
200-foot-wide Runway 40-foot shoulders on each
18L/36R. The runway does side of the runway.
not meet Design Group VI
shoulder widths of 40 feet
on each side. Proposed
using the existing 25-foot
shoulders.
2. Requested approval to Disapproved: FAA Design
operate an A380 on Group VI standards require
100-foot-wide Taxiway F. 40-foot shoulders on each
The taxiway does not meet side of the taxiway.
Design Group VI shoulder
widths of 40 feet on each
side. Proposed using
existing 25-foot shoulders.
3. Requested approval to Disapproved: FAA Design
operate an A380 on Runway Group VI standards require a
18L/36R using the existing 400-foot length and a
runway blast pads on the 280-foot width.
runway ends.
Denver
1. Requested approval to Pending
operate an A380 on existing
75-foot-wide Taxiways AN,
B4, and F. The taxiways do
not meet Design Group VI
overall taxiway pavement
width of 180 feet. Proposed
modifying tangent sections
of the 35-foot-wide
shoulders according to
Engineering Brief 63.
2. Requested approval to Pending
operate an A380 on Taxiway
AN. The taxiway does not
meet Design Group VI
taxiway centerline to fixed
or moveable object
separation distance of 193
feet. Proposed using the
taxiway with a 167-foot
separation.
3. Requested approval to Pending
operate an A380 on Taxiway
B4. The taxiway does not
meet Design Group VI
taxiway centerline to fixed
or moveable object
separation distance of 193
feet. Proposed using the
taxiway with a 165-foot
separation.
4. Requested approval to Pending
operate an A380 on Taxiway
BS. The taxiway does not
meet Design Group VI
taxiway centerline to
taxiway centerline
separation of 324 feet.
Proposed using the taxiway
with a 267-foot separation
while under temporary
operating restrictions.
Indianapolis
1. Requested approval to Pending
operate an A380 on
150-foot-wide Runways
5L/23R and 5R/23L that do
not meet Design Group VI
overall runway and shoulder
width of 280 feet.
John F. Kennedy
(NY)
1. Requested approval to Approved on interim basis
operate an A380 on a under the condition that
75-foot-wide taxiway. The modifications are made to
taxiway does not meet adhere to guidance of
Design Group VI overall Engineering Brief 63.
taxiway pavement width of
180 feet. Proposed using
the taxiway with expanded
shoulders.
2. Requested approval to Approved based on the
operate an A380 on Parallel following conditions:
Taxiways A and B, and P and
Q. The taxiways do not meet o FAA required Taxiway A
Design Group VI taxiway to be moved 16 feet
centerline to taxiway towards parallel Taxiway
centerline separation of B.
324 feet. Proposed using o Taxiway edge
the parallel taxiways with delineators reduced to 75
284-foot separations. feet.
o Must meet taxiway
centerline lighting
spacing requirement.
o Must post signage for
hold position for A380
bridge crossing and for
possible jet blast from
A380 on bridges.
o Construction of new
taxiways must be built to
Design Group VI
standards.
o A380 taxiing
prohibited on Taxiways B
and Q.
o Simultaneous taxiing
operations restricted on
parallel taxiways with
A380 and other aircraft
and must maintain a
47-foot wingtip
separation.
o No simultaneous
aircraft operations on
bridges when an A380
crosses either bridge.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
3. Requested approval to Approved based on the
operate an A380 on Taxiway following conditions:
A. The taxiway does not
meet Design Group VI o FAA recommended
taxiway centerline to fixed investigating the
or moveable object possibility of relocating
separation distance of 193 the restricted vehicle
feet. Proposed using service road away from
taxiways with 146-foot Taxiway A.
separations. o FAA required Taxiway A
to be moved 16 feet
towards parallel Taxiway
B.
o Must meet taxiway
centerline lighting
spacing requirement.
o Taxiway edge
delineators reduced to 75
feet.
o Must post signage of
possible jet blast from
an A380 on bridges.
o Construction of new
taxiways must be built to
Design Group VI
standards.
o Taxiway Q closed for
all A380 operations.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Imposed a maximum
height restriction of 14
feet on vehicles using
the restricted vehicle
service road.
4. Requested approval for Approved based on the
an A380 runway operating following conditions:
plan regarding the runway
centerline to parallel o Must post taxiway
taxiway centerline signage to indicate
separation for A380 taxiing restricted taxiing
when any aircraft is on section.
approach. o Construction of new
taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions.
5. Requested approval to Pending
operate an A380 on
150-foot-wide Runway 4L/22R
that does not meet Design
Group VI overall runway and
shoulder width of 280 feet.
Los Angeles
1. Requested approval to Approved based on the
operate an A380 on a following conditions:
taxiway that does not meet
Design Group VI taxiway o FAA recommended future
centerline to fixed or investigation of
moveable object separation relocating or narrowing
distance of 193 feet. vehicle service road.
Proposed using the taxiway o Required modification
with a 146.5-foot of several taxiways.
separation. o Construction of new
taxiways must be built to
Design Group VI
standards.
o Allowed 146.5-foot
separation from vehicle
service road.
o Required a 167-foot
minimum separation from
buildings on A380 taxiing
routes.
o Imposed a maximum
height restriction of 14
feet on vehicles using
the vehicle service road.
o A380 operations
prohibited on Taxiway Q
and highly restricted on
Taxilane L.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Recommended change in
proposed A380 taxiing
routes that cross active
runways to reduce runway
incursions.
o Must ensure hold lines
to designated arrival and
departure runways in
place.
2. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding the parallel
taxiway centerline to o Construction of new
taxiway centerline taxiways must be built to
separation. Design Group VI
standards.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft.
o A380 taxiing
prohibited on Taxiway Q.
3. Requested approval to Approved on interim basis
operate an A380 on a under the condition that
75-foot-wide taxiway that modifications adhere to
does not meet Design Group guidance of Engineering
VI overall taxiway pavement Brief 63.
width of 180 feet.
4. Requested approval for Approved based on the
an A380 runway operating following conditions:
plan regarding the runway
centerline to parallel o Runways 7L/25R and
taxiway centerline 6R/24L would not be used
separation for A380 taxiing for A380 operations.
when any aircraft is on o Must post taxiway
approach. signage to indicate
restricted taxiing
section.
o Runway and taxiway
bridges and culverts on
designated A380 route
must support A380 weight
loads.
o Construction of new
runway/parallel taxiways
must be built to Design
Group VI standards.
o Imposed taxiing
restrictions.
5. Requested approval to Approved on interim basis
operate an A380 on a under the condition that
150-foot-wide runway that modifications adhere to
does not meet Design Group guidance of Engineering
VI runway width of 200 Brief 65.
feet.
Memphis
1. Requested approval to Approved on interim basis
operate an A380 on a under the condition that
75-foot-wide taxiway. The modifications adhere to
taxiway does not meet guidance of Engineering
Design Group VI overall Brief 63.
taxiway pavement width of
180 feet. Proposed
expanding the shoulders.
2. Requested approval to Approved based on the
operate an A380 on Taxiway following conditions:
A. The taxiway does not
meet Design Group VI o FAA recommended future
taxiway object free area of investigation of
193 feet due to the relocating or narrowing
adjacent vehicle service vehicle service road.
road located 163 feet from o Construction of new
it. taxiways must be built to
Design Group VI
standards.
o Allowed 163-foot
separation from vehicle
service road.
o Required a 167-foot
minimum separation from
buildings on A380 taxiing
routes.
o All other A380 taxiing
routes must maintain
Design Group VI
separation.
o Imposed a maximum
height restriction of 14
feet on vehicles using
the vehicle service road.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
3. Requested approval to Approved based on the
operate an A380 on taxiway following conditions:
sections that do not meet
Design Group VI taxiway o FAA required
edge safety margin. implementation of A380
Inspection and
Maintenance Plan for
those taxiway sections.
o Use of dual taxiway
centerline markings not
approved.
o Construction of new
taxiways for Design Group
VI aircraft operations
must be built to Design
Group VI standards.
4. Requested approval for Approved based on the
A380 runway operating plan following conditions:
regarding the runway
centerline to parallel o Parallel Runway
taxiway centerline 18R/36L would not be used
separation for A380 taxiing for A380 operations.
when any aircraft is on o Must post taxiway
approach. signage to indicate
restricted taxiing
section.
o Runway and taxiway
bridges and culverts on
designated A380 route
must support A380F weight
loads.
o Construction of new
runway and parallel
taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions.
5. Requested approval to Disapproved: FAA Design
operate an A380 on a Group VI standards require
150-foot-wide runway. The 40-foot shoulders on each
runway does not meet Design side of the runway and a
Group VI runway width of 280-foot width.
200 feet. Proposed using
the runway with o Modifications must
adaptations. adhere to guidance under
Engineering Brief 65.
Miami
1. Requested approval to Disapproved: FAA Design
operate an A380 on Group VI standards require
150-foot-wide Runway 9/27 40-foot shoulders on each
that does not meet Design side of the runway.
Group VI runway width of
200 feet. o Modifications must
adhere to guidance under
Engineering Brief 65.
2. Requested approval to Disapproved: FAA Design
operate an A380 on Group VI standards require
200-foot-wide Runway 9/27. 40-foot shoulders on each
The runway does not meet side of the runway.
Design Group VI shoulder
width of 40 feet on each o Modifications must
side. Proposed using the adhere to guidance under
existing 25-foot shoulders. Engineering Brief 65.
3. Requested approval to Disapproved: FAA Design
operate an A380 on Group VI standards require
200-foot-wide Runway 40-foot shoulders on each
8R/26L. The runway does not side of the runway.
meet Design Group VI
shoulder width of 40 feet o Modifications must
on each side. Proposed adhere to guidance under
using the existing 35-foot Engineering Brief 65.
shoulders.
4. Requested approval to Disapproved: FAA Design
operate an A380 using Group VI standards require a
existing 250-foot-wide 400-foot length and a
Runway 9/27 blast pads on 280-foot width.
one of the runway ends.
5. Requested approval to Disapproved: FAA Design
operate an A380 using Group VI standards require a
existing 270-foot-wide 400-foot length and a
Runway 8R/26L blast pads on 280-foot width.
one of the runway ends.
6. Requested approval to Approved on interim basis
operate an A380 on under the condition to
75-foot-wide Taxiway S that adhere to guidance of
does not meet Design Group Engineering Brief 63.
VI overall taxiway pavement
width of 180 feet. o Any underground
structures and utilities,
taxiway culverts, and
taxiway bridges must
support A380 weight
loads.
7. Requested approval to Approved on interim basis
operate an A380 on under the condition to
75-foot-wide Taxiway P that adhere to guidance of
does not meet Design Group Engineering Brief 63.
VI overall taxiway pavement
width of 180 feet. o Any underground
structures and utilities,
taxiway culverts, and
taxiway bridges must
support A380 weight
loads.
o The service road
tunnel under the taxiway
must also support A380
weight loads or be
rerouted to other
taxiways.
8. Requested approval to Approved on interim basis
operate an A380 on under the condition to
75-foot-wide Taxiway N that adhere to guidance of
does not meet Design Group Engineering Brief 63.
VI overall taxiway pavement
width of 180 feet. o Any underground
structures and utilities,
taxiway culverts, and
taxiway bridges must
support A380 weight
loads.
9. Requested approval to Approved on interim basis
operate an A380 on under the condition to
75-foot-wide Taxiway Z that adhere to guidance of
does not meet Design Group Engineering Brief 63.
VI overall taxiway pavement
width of 180 feet. o Any underground
structures and utilities,
taxiway culverts, and
taxiway bridges must
support A380 weight
loads.
10. Requested approval to Approved on interim basis
operate an A380 on under the condition to
75-foot-wide Taxiway JJ adhere to guidance of
that does not meet Design Engineering Brief 63.
Group VI overall taxiway
pavement width of 180 feet. o Any underground
structures and utilities,
taxiway culverts, and
taxiway bridges must
support A380 weight
loads.
11. Requested approval to Approved on interim basis
operate an A380 on under the condition to
75-foot-wide Taxiway K that adhere to guidance of
does not meet Design Group Engineering Brief 63.
VI overall taxiway pavement
width of 180 feet. o Any underground
structures and utilities,
taxiway culverts, and
taxiway bridges must
support A380 weight
loads.
12. Requested approval to Approved based on the
operate an A380 on existing following conditions:
taxiway connectors and
fillets on Taxiway S that o If repeated excursions
do not meet Design Group VI occur on existing
safety margin of 20 feet. fillets, fillets must be
retrofitted to Design
Group VI standards and
any damaged taxiway
shoulders corrected after
each excursion.
o Reconstruction of new
taxiway connectors must
be built to Design Group
VI standards.
o Must inform air
traffic control of
substandard connectors
and A380 pilots to apply
oversteer.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
13. Requested approval to Approved based on the
operate an A380 on existing following conditions:
taxiway connectors and
fillets on Taxiways S and T o If repeated excursions
that do not meet Design occur on existing
Group VI safety margin of fillets, fillets must be
20 feet. retrofitted to Design
Group VI standards and
any damaged taxiway
shoulders corrected.
o Taxiway safety edge
margins must be
increased.
o Reconstruction of new
taxiway connectors must
be built to Design Group
VI standards.
o Must inform air
traffic control of
substandard connectors
and A380 pilots to apply
oversteer.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
14. Requested approval to Approved based on the
operate an A380 on existing following conditions:
taxiway connectors and
fillets on Taxiway N that o If repeated excursions
do not meet Design Group VI occur on existing
safety margin of 20 feet. fillets, fillets must be
retrofitted to Design
Group VI standards and
any damaged taxiway
shoulders corrected.
o Reconstruction of new
taxiway connectors must
be built to Design Group
VI standards.
o Must inform air
traffic control of
substandard connectors
and A380 pilots to apply
oversteer.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Taxiway safety edge
margins must be
increased.
15. Requested approval to Approved based on the
operate an A380 on existing following conditions:
taxiway connectors and
fillets on Taxiways Y and Z o If repeated excursions
that do not meet Design occur on existing
Group VI safety margin of fillets, fillets must be
20 feet. retrofitted to Design
Group VI standards and
any damaged taxiway
shoulders corrected.
o Reconstruction of new
taxiway connectors must
be built to Design Group
VI standards.
o Must inform air
traffic control of
substandard connectors
and A380 pilots to apply
oversteer.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
16. Requested approval to Approved based on the
operate an A380 on existing following conditions:
taxiway connectors and
fillets on Taxiway K7 that o If repeated excursions
do not meet Design Group VI occur on existing
safety margin of 20 feet. fillets, fillets must be
retrofitted to Design
Group VI standards and
any damaged taxiway
shoulders corrected.
o Taxiway safety edge
margins must be
increased.
o Reconstruction of new
taxiway connectors must
be built to Design Group
VI standards.
o Must inform air
traffic control of
substandard connectors
and A380 pilots to apply
oversteer.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
17. Requested approval for Approved based on the
an A380 runway operating following conditions:
plan regarding Runway 9/27
centerline to parallel o Must post taxiway
Taxiway Q centerline signage to indicate
separation for A380 taxiing restricted taxiing
when any aircraft is on section.
approach. o Runway and taxiway
bridges and culverts on
designated A380 route
must support A380 weight
loads.
o Construction of new
runway and parallel
taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions.
18. Requested approval for Approved based on the
an A380 runway operating following conditions:
plan regarding Runway 9/27
centerline to parallel o Must post taxiway
Taxiway T centerline signage to indicate
separation for A380 taxiing restricted taxiing
when any aircraft is on section.
approach. o Runway and taxiway
bridges and culverts on
designated A380 route
must support A380 weight
loads.
o Construction of new
runway and parallel
taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions.
o Must implement special
hold line procedure for
A380.
o Restricted use on
Taxiway T for Design
Group V aircraft while
A380 uses Runway 9/27.
19. Requested approval for Approved based on the
an A380 runway operating following conditions:
plan regarding Runway
8R/26L centerline to o Must post taxiway
parallel Taxiway M signage to indicate
centerline separation for restricted taxiing
A380 taxiing when any section.
aircraft is on approach. o Runway and taxiway
bridges and culverts on
designated A380 route
must support A380 weight
loads.
o Construction of new
runway and parallel
taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions.
20. Requested approval for Approved based on the
A380 runway operating plan following conditions:
regarding Runway 8R/26L
centerline to parallel o Must post taxiway
Taxiway L centerline signage to indicate
separation for A380 taxiing restricted taxiing
when any aircraft is on section.
approach. o Runway and taxiway
bridges and culverts on
designated A380 route
must support A380 weight
loads.
o Construction of new
runway/parallel taxiways
must be built to Design
Group VI standards.
o Imposed taxiing
restrictions.
21. Requested approval for Approved based on the
A380 runway operating plan following conditions:
regarding Runway 8L/26R
centerline to parallel o Must post taxiway
Taxiway K centerline signage to indicate
separation for A380 taxiing restricted taxiing
when any aircraft is on section.
approach. o Runway and taxiway
bridges and culverts on
designated A380 route
must support A380 weight
loads.
o Construction of new
runway/parallel taxiways
must be built to Design
Group VI standards.
o Imposed taxiing
restrictions.
o Must implement special
hold line procedure for
A380.
22. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding parallel Taxiway
Q centerline to Taxiway P o Construction of new
centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
237-foot separation.
o A380 taxiing limited
to Taxiway P and
prohibited on Taxiway Q.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
23. Requested approval for Approved based on the
A380 operating plan following conditions:
regarding parallel Taxiway
S centerline to Taxiway T o Construction of new
centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
300-foot separation.
o A380 taxiing limited
to Taxiway S and
prohibited on Taxiway T.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
24. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding parallel Taxiway
Q centerline to Taxiway P o Construction of new
centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
300-foot separation.
o A380 taxiing limited
to Taxiway P and
prohibited on Taxiway Q.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
25. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding parallel Taxiway
M centerline to Taxiway N o Construction of new
centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
300-foot separation.
o A380 taxiing limited
to Taxiway N and
prohibited on Taxiway M.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
26. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding parallel Taxiway
N centerline to Taxilane o Construction of new
MD11 centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
245-foot separation.
o A380 taxiing limited
to Taxiway N and
prohibited on Taxiway
MD11.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
27. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding parallel Taxiway
Y centerline to Taxiway HH o Construction of new
centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
300-foot separation.
o A380 taxiing limited
to Taxiway Y and
prohibited on Taxiway HH.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
28. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding parallel Taxiway
Y centerline to Taxiway W o Construction of new
centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
300-foot separation.
o A380 taxiing limited
to Taxiway Y and
prohibited on Taxiway W.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
29. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding parallel Taxiway
JJ centerline to Taxiway HH o Construction of new
centerline separation. taxiways must be built to
Design Group VI
standards.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft
to maintain existing
300-foot separation.
o A380 taxiing limited
to Taxiway JJ and
prohibited on Taxiway HH.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Required a 167-foot
minimum separation from
building area to Taxiway
JJ.
30. Requested approval to Approved based on the
operate an A380 on Taxiway following conditions:
S. The taxiway does not
meet Design Group VI o FAA recommended future
taxiway centerline to fixed investigation of
or moveable object relocating vehicle
separation distance of 193 service road.
feet. Proposed using the o Reconstruction of
taxiway with a 170-foot Taxiway S must be built
separation. to Design Group VI
standards.
o Allowed 170-foot
separation from vehicle
service road.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Imposed a maximum
height restriction of 14
feet on vehicles using
the vehicle service road.
31. Requested approval to Disapproved
operate an A380 on Taxiway
P. The taxiway does not
meet Design Group VI
taxiway centerline to fixed
or moveable object
separation distance of 193
feet. Proposed using the
taxiway with a 137-foot
separation.
32. Requested approval to Approved based on the
operate an A380 on Taxiway following conditions:
K. The taxiway does not
meet Design Group VI o FAA recommended future
taxiway centerline to fixed investigation of
or moveable object relocating the vehicle
separation distance of 193 service road.
feet. Proposed using the o Reconstruction of
taxiway with a 160-foot Taxiway K must be built
separation. to Design Group VI
standards.
o Allowed 160-foot
separation from vehicle
service road.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Imposed a maximum
height restriction of 14
feet on vehicles using
the vehicle service road.
Ontario
1. Requested approval to Pending
operate an A380 on Taxiways
N and S. The taxiways do
not meet Design Group VI
taxiway centerline to fixed
or moveable object
separation distance of 193
feet. Proposed using the
taxiways with 160-foot
separation.
2. Requested approval for Pending
an A380 runway operating
plan regarding Runway
8L/26R centerline to
Parallel Taxiway N
centerline separation and
Runway 8R/26L centerline to
Parallel Taxiway S
centerline separation.
3. Requested approval to Pending
operate an A380 on
150-foot-wide Runway 8L/26R
with modified 65-foot
shoulders that would meet
Design Group VI overall
runway pavement width of
280 feet.
4. Requested approval to Pending
operate an A380 on
150-foot-wide Runway 8R/26L
with 50-foot shoulders that
does not meet Design Group
VI overall runway pavement
width of 280 feet.
5. Requested approval to Pending
operate an A380 on
75-foot-wide Taxiways N, S,
W, B, U, R, and D with
52.5-foot shoulders that
would meet Design Group VI
overall taxiway pavement
width of 180 feet.
Orlando
1. Requested approval to Approved based on the
operate an A380 on Parallel following conditions:
Taxiways E and F. The
taxiways do not meet Design o FAA required ramp
Group VI taxiway centerline taxiways and taxilanes at
to taxiway centerline Airside Terminal Four and
separation of 324 feet. at future South Terminal
Proposed using the taxiways must be in accordance to
with a 300-foot separation. Design Group VI
standards.
o Construction of new
taxiways must be built to
Design Group VI
standards.
o Taxiing speed
restricted on A380 when
any aircraft smaller than
an A380 is taxiing on a
parallel taxiway.
o A380 taxiing limited
to Taxiway F and not on
Taxiway E.
o Air traffic control
must implement A380
operational plan to limit
A380 to those runways and
taxiways.
2. Requested approval to Approved on interim basis
operate an A380 on under the condition to
75-foot-wide Taxiways B, adhere to guidance of
B1, B10, and C. The Engineering Brief 63.
taxiways do not meet Design
Group VI total taxiway o Taxiway F bridge must
pavement widths of 180 support A380 weight
feet. Proposed expanding loads.
the shoulders on the o Taxiway fillet designs
taxiways. must be in accordance
with Design Group VI
standards.
o Any underground
structures and utilities,
taxiway culverts, and
taxiway bridges must
support A380 weight
loads.
o Taxiways E, J, Y, and
Z and shoulders must be
reconstructed to Design
Group VI standards.
San Francisco
1. Requested approval for Approved based on the
an A380 runway operating following conditions:
plan regarding the runway
centerline to parallel o Runways 1L/19R and
taxiway centerline 10R/28L would not be used
separation for A380 taxiing for A380 operations.
when any aircraft is on o Must post taxiway
approach. signage to indicate
restricted taxiing
section.
o Construction of new
runway/parallel taxiways
must be built to Design
Group VI standards.
o Imposed taxiing
restrictions.
2. Requested approval to Approved on interim basis
operate an A380 on under the condition that
75-foot-wide taxiways that modifications adhere to
do not meet Design Group VI guidance of Engineering
overall taxiway pavement Brief 63.
width of 180 feet.
3. Requested approval for Approved based on the
an A380 operating plan following conditions:
regarding the parallel
taxiway centerline to o Construction of new
taxiway centerline taxiways must be built to
separation. Design Group VI
standards.
o Required Taxiway A to
be moved 13.5 feet and
relocate the vehicle
service road 10 feet
towards the boarding
area.
o Required Taxiway M to
be moved 42.5 feet and
relocate the vehicle
service road 54.5 feet
towards the Remote
Aircraft Parking area.
o Imposed taxiing
restrictions with taxiing
A380 and other aircraft.
o A380 taxiing
prohibited on Taxiway A.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
4. Requested approval to Approved based on the
operate an A380 on taxiway following conditions:
that does not meet Design
Group VI taxiway centerline o Allowed 146.5-foot
to fixed or moveable object separation from vehicle
separation distance of 193 service road.
feet. Proposed using the o FAA recommended future
taxiway with a 146.5-foot investigation of
separation. relocating vehicle
service road.
o Construction of new
taxiways must be built to
Design Group VI
standards.
o A380 taxiing speed
restricted to a maximum
of 15 miles per hour.
o Imposed a maximum
height restriction of 14
feet on vehicles using
the vehicle service road.
o Must ensure hold lines
to designated arrival and
departure runways are in
place.
o Required a section of
the vehicle service road
next to Taxiway C moved
11.5 feet to achieve
146.5-foot separation.
o Imposed a 400-foot
clearance on vehicles
using vehicle service
road during A380 taxiing.
o Required vehicle
service road to be
realigned 60.5 feet to
maintain the 146.5-foot
separation.
Source: GAO summary of information provided by airports and FAA.
Note: FAA decided to remove the 15-mile-per-hour taxiing speed restriction
for the A380 that was imposed under the conditions of Engineering Brief
63. The decision will be effective in May 2006.
$0.0
Appendix V: Comments by Airbus Appendix V: Comments by Airbus
Appendix VI: A Appendix VI: GAO Contact and Staff Acknowledgments
GAO Contact
Gerald Dillingham, Ph.D., (202) 512-2834
Staff Acknowledgments
In addition to the person named above, Glen Trochelman, Assistant
Director; Carolyn Boyce, Richard Calhoon, Nikki Clowers, Vashun Cole,
Colin Fallon, and Frank Taliaferro made key contributions to this report.
(540103)
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Highlights of GAO-06-571, a report to Chairman, Subcommittee on Aviation,
Committee on Transportation and Infrastructure
May 2006
COMMERCIAL AVIATION
Costs and Major Factors Influencing Infrastructure Changes at U.S.
Airports to Accommodate the New A380 Aircraft
Airbus S.A.S (Airbus), a European aircraft manufacturer, introduced a new
aircraft, the A380 that will be the largest passenger aircraft in the
world with expected delivery to its first customers in late 2006. The A380
has a double deck and is expected to seat between 555 and 853 passengers.
The A380 is much larger than its competitors with a wingspan of 262 feet,
a tail fin about 80 feet high, and a maximum takeoff weight of over 1.2
million pounds. A freight version of the A380 is scheduled for delivery in
2008.
Because of the size of the A380, U.S. airports have to make changes to
accommodate the aircraft. This may include widening runways and taxiways,
or restructuring gate areas to accommodate the additional passengers. This
report examines (1) the costs and nature of the changes U.S. airports are
making to their infrastructure to accommodate the A380, (2) the funding
sources being used to finance these changes, and (3) the major factors
influencing the changes being made.
The Federal Aviation Administration (FAA) and Airbus provided technical
comments on the report. Airbus also commented on the 18 airports' cost
estimates of the changes being made for the A380 and estimated $720
million for these changes. Based on the costs airports reported initially
and our subsequent reconfirmation efforts, we did not change the cost
estimates provided by the airports.
The 18 U.S. airports that GAOidentified as making changes to accommodate
the Airbus A380 estimated that they would spend about $927 million in
completed, ongoing, or planned infrastructure projects. About 83 percent
of the costs reported were identified for runway or taxiway projects. The
remaining costs were for changes at gates, terminals, or support services.
Some airports noted that if FAA changed the current runway requirements
for accommodating the A380, their plans and estimates would change. For
example, if FAA allows the aircraft to operate on 150-foot-wide runways
under certain conditions, this would reduce costs at most airports.
However, if FAA decided that more stringent standards should apply, at
least half of the airports could face costs in excess of those reported.
Airport officials reported using several sources to finance the
infrastructure changes. About 50 percent of the costs would be financed
though federal grants under the Airport Improvement Program, they said.
Passenger facility charges were identified as the source of financing for
about 21 percent of the costs, with 29 percent from airport revenues,
bonds, and other sources.
FAA's design standards and market considerations have been two major
factors influencing the A380 changes at airports. For example, airports
generally based their plans and estimates on either FAA standards that
require 200-foot-wide runways and 100-foot-wide taxiways for this size
aircraft or FAA's interim guidance. The guidance allows the conversion of
existing 150-foot-wide runways to 200 feet by adding 25 feet of reduced
strength pavement to each side and extending the shoulders and allows use
of 75-foot taxiways by widening shoulders and adding center lights.
Airports are also making changes based on the market they serve. For
example, Los Angeles, Miami, New York, and San Francisco are major gateway
airports that had little choice but to make changes to receive the A380 if
they were to maintain their competitive status. Other airports have been
approached with plans for future A380 passenger or freight service and
weighed the costs of making infrastructure changes against the potential
impact on their business. Still others have not been approached for A380
service but are making changes to accommodate it so that they can market
their availability for this aircraft and potentially increase their
international market presence.
The Airbus A380 in Flight
*** End of document. ***