Kansas City International Airport Airport Terminal Advisory Group Airport Benchmarking February 11, 2014
Presentation Agenda 1. Overview of Findings 2. Definitions 3. Airport Benchmarking Caveats 4. Benchmark Airports - Criteria for Selecting Benchmark Airports - Selected Benchmark Airports 5. Airport Activity and Air Service Profiles 6. Airport Market Area/Demographic Profiles 7. Airport Terminal Building Characteristics 8. Airport Financial Characteristics 9. Airport Terminal Development Case Studies Before and After 10. MCI Takeaways 1
Overview of Findings MCI has attracted a diverse airline base and higher level of service relative to its peers MCI generates higher demand per capita and per household relative to its peers MCI has a higher utilization of its terminal relative to its peers MCI s airline costs are nearly 50% lower than the peer group average While MCI generates strong parking revenues, its generation of terminal concession revenues are the lowest among the peer group MCI s terminal facilities are unique - Other peer airports generally consist of a single central processing facility with parallel or radiating terminal concourses or piers There appears to be no correlation that higher airline costs result in higher fares; increased fares reflect nationwide air fare trends There are many common themes among the factors that have resulted in major terminal development programs at other airports, including among others, the need to: Replace aging facilities and terminal systems Expand security checkpoints and passenger check-in Improve passenger convenience and amenities Inefficient airline ticketing check-in and aircraft gate utilization Provide inline baggage systems Alleviate terminal curbside and roadway congestion 2
Definitions Enplaned Passengers (Enplanements): The total number of passengers boarding an aircraft Deplaned Passengers (Deplanements): The total number of passengers disembarking from an aircraft Total Passengers = Enplanements + Deplanements Origin & Destination Passengers (O&D): Passengers that begin or end their trip at the airport Connecting Passengers: Passengers that connect from one flight to another at an airport Average Gross Fare: Average gross air fare including revenue paid to the airline plus fees and taxes (i.e., ticket tax, security fees, PFCs, etc.) Average Net Fare: Average gross air fare minus fees and taxes (i.e., ticket tax, security fees, PFCs, etc.) Airline Cost per Enplanement (CPE): Total airline revenues (terminal rents, landing/apron fees, etc.) divided by total enplaned passengers 3
Airport Benchmarking Caveats If you ve seen one airport, you ve seen one airport No two airports are identical Each has unique characteristics including passenger market, runway configuration, terminal layout, age of terminal, etc. Comparing Apples and Oranges While benchmarking against other airports can uncover high level relationships, each airport s unique circumstances must also be considered The list of airports to compared may change depending on benchmark(s) under examination Benchmarking works best if you compare your airport to your airport over time However, even with time series benchmarking, all unique and uncontrollable circumstances must be carefully considered 4
Criteria for Selecting Benchmarking Airports MEDIUM HUB AIRPORTS* +/- 2 MILLION ENPLANEMENTS TO MCI OVER 70% O&D ENPLANEMENTS U.S. MAINLAND AIRPORTS *Enplanements between 0.25% - 1% of total U.S. enplanements (or 1.8M 7.3M) per FAA SELECTED BENCHMARK AIRPORTS 20 Medium Hub Airports 5
Selected Benchmark Airports MCI ranks 6 th among the selected benchmark airports in the number of annual passengers (2012) AIRPORT NAME (Listed Alphabetically) Austin-Bergstrom International Cincinnati/Northern Kentucky International Dallas Love Field General Mitchell International (Milwaukee) Indianapolis International John Wayne Airport-Orange County Kansas City International Lambert-St Louis International Louis Armstrong New Orleans International Metropolitan Oakland International Nashville International Norman Y. Mineta San Jose International Pittsburgh International Port Columbus International Portland International Raleigh-Durham International Sacramento International San Antonio International Southwest Florida International (Ft. Myers) William P Hobby (Houston) CODE AUS CVG DAL MKE IND SNA MCI STL MSY OAK BNA SJC PIT CMH PDX RDU SMF SAT RSW HOU 6
Benchmark Airport Terminal Buildings Kansas City Int l Austin-Bergstrom Int l Cincinnati/Northern Kentucky Int l Dallas Love Field General Mitchell Int l (Milwaukee) Indianapolis Int l John Wayne-Orange County Lambert-St Louis Int l Louis Armstrong New Orleans Int l Metropolitan Oakland Int l Nashville Int l Norman Y. Mineta San Jose Int l Raleigh-Durham Int l Sacramento Int l Pittsburgh Int l Port Columbus Int l San Antonio Int l Southwest Florida Int l (Ft. Myers) Portland Int l William P Hobby (Houston) 7
Section I AIRPORT ACTIVITY AND AIR SERVICE PROFILES 8
Overview of Airport Activity and Air Service Profiles MCI attracts a higher level of airline service than most of its peers and its air fares fall in the average range Sources: ACI-NA and Diio Mi. 9
Airline Diversity MCI enjoys a diverse airline base relative to its peers. The largest of its 7 airlines, Southwest/AirTran, has a 47% share 10
Section II AIRPORT MARKET AREA/DEMOGRAPHIC PROFILES 11
Overview of Airport Market Area/Demographic Profiles Compared to its peers, MCI s market area ranks in the lower third in total population, purchasing power, and number of households However, MCI generates higher than average enplanements per capita, per $1 million of purchasing power, and per household Sources: Diio Mi and ACI-NA. 12
Nearby Regional Airports MCI benefits from the fact that its nearest competitor airport is nearly 3 hours driving time away 13
Section III AIRPORT TERMINAL BUILDING CHARACTERISTICS 14
Overview of Airport Terminal Building Characteristics MCI s total terminal space is in the lower third of its peers * As a result, its utilization of terminal space is high MCI falls in the middle of its peer group in available terminal gates and gate utilization * Note: MCI figures exclude Terminal A which was recently closed. The Airport is currently only using approximately 30 of the 40 available gates in Terminals B and C. Sources: Airport websites, ACI-NA, and FAA Form 127. 15
Enplanements per Square Feet Utilization of MCI s terminal space exceeds the peer group average * Former connecting hubs (green bars) Higher Utilization * Note: Excludes Terminal A which was recently closed. 16
Average Daily Aircraft Turns per Gate The airline s gate utilization at MCI falls below the peer group average * Higher Utilization * Note: MCI is currently only using 30 of the 40 available gates in Terminals B and C. Excludes Terminal A which was recently closed. 17
Airport Enplanements per Available Gate Enplaned passenger throughput per gate at MCI is average relative to peers * Higher Utilization * Note: MCI is currently only using 30 of the 40 available gates in Terminals B and C. Excludes Terminal A which was recently closed. 18
Section IV AIRPORT FINANCIAL CHARACTERISTICS 19
Overview of Airport Financial Characteristics MCI s airline costs (CPE) are the third lowest in its peer group CPE as a percentage of average air fare is below 3% (2.8%) MCI produces acceptable levels of nonairline revenues overall; however, it is dead last in generation of terminal concession revenues MCI s operating expenses per enplanement are just below the peer group average Sources: FAA Form 127 and Airport Official Statements. 20
Current (FY 2012) Airline Cost per Enplanement (CPE) Airlines operate at a significantly lower cost at MCI relative to peer airports Former connecting hubs (green bars) 21
Projected Future Airline Cost per Enplanement (CPE) When projected increases in CPE are considered, MCI holds its position Former connecting hubs (green bars) 22
Terminal Concession Revenues per Enplanement MCI s terminal concession revenues per enplanement are the lowest among the peer group 23
Section V AIRPORT TERMINAL DEVELOPMENT CASE STUDIES BEFORE AND AFTER 24
Indianapolis International Airport New midfield terminal with 2 concourses on greenfield site Opened November 2008 Cost - $1.1 Billion Total Terminal Space 1.2 million square feet Security screening - 2 security checkpoints and 22 screening lanes with inline EDS baggage screening Number of Gates - 40 initially, expandable to 44, including 2 international gates accommodating up to an A380 aircraft Dual-level roadway system for arrivals and departures New Air Traffic Control Tower Auto Parking 5,900 public spaces and 1,200 rental car spaces Old Terminal Source: Airport website. http://www.indianapolisairport.com/information_news/midfieldproject.aspx 25
Indianapolis International Airport - Continued Need For a New Terminal Old terminal site was constrained on both landside and airside, thereby limiting expansion capacity Old terminal space was constrained: Lobby width was too narrow Limited space for security checkpoints and x-ray equipment, resulting in improvised security checkpoints and long lines Limited concessions space and retail/food & beverage offerings Old terminal needed major rehabilitation of systems and equipment Location of new terminal in midfield (between two parallel runways) significantly improved the efficiency of aircraft taxiing and operations - saving airline fuel costs Source: Airport website. http://www.indianapolisairport.com/information_news/midfieldproject.aspx 26
Indianapolis International Airport - Continued What has actually happened? Enplanements have fallen since 2008 primarily due to a nationwide recession Airline CPE peaked at $11.35 in 2009, due in part to increased debt service and declining enplanements, but has since fallen Air Fares at the Airport have continued to increase since 2009 commensurate with nationwide trends 27
Sacramento International Airport New Terminal B Opened October 2011 Cost - $1.03 billion Total Terminal B Space 669,000 square feet (~1.2 million square feet total) Number of Gates - 19, expandable to 27 (in addition to 15 gates in Terminal A) Landside processing building (unsecured area) and airside concourse (secured area) connected by an elevated Automated People Mover Inline EDS baggage screening system Dual-level roadway system for arrivals and departures Source: Airport website: http://www.sacramento.aero/smf/about Old Terminal Area New Terminal Area Source: Turner Construction Company. 28
Sacramento International Airport - Continued Source: Airport Improvement Magazine. Need For a New Terminal Aging infrastructure old Terminal B was 44 years old Existing mechanical and electrical systems had reached their useful life and needed replacement Old Terminal B could not meet projected future demand Narrow entrances on the upper concourse were too small for new TSA security checkpoint requirements 29
Sacramento International Airport - Continued What has actually happened? Enplanements have fallen since 2008 primarily due to a nationwide recession Airline CPE increased to $15.74 in 2012, due in part to increased debt service and declining enplanements Air Fares at the Airport have continued to increase since 2009 commensurate with nationwide trends 30
Raleigh Durham International Airport New Terminal 2 Opened January 2011 Cost - $570 million Total Terminal 2 Space 920,000 square feet (~1.1 million square feet total) Number of Gates - 36, including 3 international gates (in addition to 9 gates in Terminal 1) Common use check-in equipment to improve facility utilization Improved terminal concessions with 40 shops and restaurants Security screening - 10 checkpoint lanes, a fully automated inline EDS baggage screening system, and Federal Inspection Services (FIS) for international passengers Dual-level roadway system for arrivals and departures Demolition of old Terminal C Old American Terminal C Source: Raleigh Durham International Airport 31
Raleigh Durham International Airport - Continued Source: Fentress Architects Source: Raleigh Durham International Airport Need for a New Terminal Old terminal was functioning well above its designed capacity Old terminal was originally designed and optimized to function as American s connecting hub in 1985 Pre-security areas (ticketing and baggage claim) were undersized and over capacity to serve non-connecting passenger traffic Heating, electrical and utility systems were over 20 years old Inefficient airline ticketing check-in and aircraft gate utilization Source: Fentress Architects 32
Raleigh Durham International Airport What has actually happened? Enplanements have fallen since 2008 primarily due to a nationwide recession Airline CPE increased to $6.53 in 2012, due in part to increased debt service and declining enplanements Air Fares at the Airport have continued to increase since 2009 commensurate with nationwide trends 33
Louis Armstrong New Orleans International Airport Proposed new terminal on greenfield site Anticipated opening - 2018 Estimated Cost - $826 million, plus another $85 million for exit ramps on Interstate 10 Total Terminal Space - 650,000 square feet Two terminal concourses with consolidated security checkpoints and airline ticket counters Number of Gates 30 initially, expandable to 43 Auto Parking - 2,000 spaces New on-airport hotel PROPOSED NEW AIRPORT TERMINAL Source: Airport website: http://flymsy.com/press-room/mayor-landrieu-aviation-boardunveil-conceptual-design-for-new-world-class-airport-terminal-complex?&sort= Source: Need For a New Terminal Aging infrastructure Portions of terminal are over 50 years old Existing mechanical and electrical systems have reached their useful life and need replacement Inefficient passenger and baggage processing: Multiple security checkpoints and long passenger wait times Baggage screening is done manually through EDS machines located at multiple ticket counters Terminal concessions are not balanced between secured and nonsecured areas. Passenger choices are also limited due to multiple security checkpoints Vehicle access and level of service is poor during peak traffic periods Direct connection to I-10 is not possible 34
Dallas Love Field New Terminal Facts New terminal being rebuilt on existing terminal site Anticipated opening In phases starting in late 2012; complete in Fall 2014 Cost - $505 million Total Terminal Space 825,000 square feet Single terminal concourse with consolidated security checkpoints and airline ticket counters Number of Gates - 20 Source: Airport website: http://www.lovefieldmodernizationprogram.com Need For a New Terminal The old terminal had outlived its useful life All mechanical and electrical systems were in need of replacement Old terminal was dark and confining Southwest wanted a new terminal in place when the Wright Amendment expires (Oct. 2014) 35
Dallas Love Field - Continued Old Terminal Source: Hensel Phelps Construction Co. 36
Section VI MCI TAKE-AWAYS 37
MCI Takeaways from Benchmarking Analysis MCI has attracted a diverse airline base and offers more nonstop flights than its peers (at average fare levels) When compared to other markets served by a single airport, MCI generates higher demand per capita and per household MCI utilizes its terminal space more fully than its peers, which is in part a function of having less available space within the terminals MCI s airline costs are nearly 50% lower than the peer group average, which suggests it can undertake major capital projects in the future without pushing airline CPEs to unreasonable levels While MCI generates strong parking revenues, it falls short in its generation of terminal concession revenues (nearly 60% lower than the peer group average); largely a function of MCI s terminal layout 38
MCI Takeaways from Benchmarking Analysis MCI s terminal facilities are unique Other peer airports generally consist of a single central processing facility with parallel or radiating terminal concourses or piers At airports that have recently undertaken major terminal development programs: Average airline CPE has generally risen to a total of $10 to $18 per enplanement There appears to be no correlation between airline costs and fares; increased fares reflect nationwide air fare trends, not increased airport costs Common themes among airports that have recently undertaken major terminal development programs, include: Aging facilities and terminal systems (40 to 50 years old) Inadequate terminal capacity that led to overcrowding and poor passenger amenities Existing terminal expansion possibilities constrained by airside and landside geometries Insufficient number of security checkpoints with inadequate space and long passenger processing times Inadequate space for inline baggage Explosive Detection System (EDS) machines Inefficient airline ticketing check-in and aircraft gate utilization Desire to expand terminal concessions to enhance passenger offerings and increase concession revenue Congestion on the terminal curbside and roadway and need for dual level roadway/curbs New terminal location improved airfield operating efficiency and aircraft taxiing 39
APPENDIX 40
Section I Appendix Charts AIRPORT ACTIVITY AND AIR SERVICE PROFILES 41
Daily Nonstop Flights MCI falls slightly above average with 152 daily nonstop flights 42
Total Nonstop Destinations MCI serves 41 domestic markets and 4 international markets with nonstop service (for the month of January 2014) 43
Origin & Destination vs. Connecting Passengers Approximately 8% of MCI s passengers connect to other flights 44
Average Gross One-Way Fares MCI s average gross fare falls just below the peer group average 45
Section II Appendix Charts AIRPORT MARKET AREA/DEMOGRAPHIC PROFILES 46
Total Market Area Population MCI s total population within a 60-mile radius is lower than the peer group average Airports that serve large markets with more than one commercial service airport (green bars) 47
Total Purchasing Power Total purchasing Power within a 60-mile radius of MCI is lower than the peer group average Airports that serve large markets with more than one commercial service airport (green bars) 48
Total Households The total number of households within a 60-mile radius of MCI is lower than the peer group average Airports that serve large markets with more than one commercial service airport (green bars) 49
Airport Enplanements per Capita MCI s passenger enplanements per capita are higher than the peer group average Airports that serve large markets with more than one commercial service airport (green bars) 50
Airport Enplanements per $1 Million of Purchasing Power MCI s passenger enplanements per $1 Million of Purchasing Power is higher than the peer group average Airports that serve large markets with more than one commercial service airport (green bars) 51
Airport Enplanements per Household MCI s passenger enplanements per household are higher than the peer group average Airports that serve large markets with more than one commercial service airport (green bars) 52
Section III Appendix Charts AIRPORT TERMINAL BUILDING CHARACTERISTICS 53
Gross Terminal Square Footage MCI s has less gross terminal space than the peer group average* Former connecting hubs (green bars) * Note: Excludes Terminal A which was recently closed. 54
Total Available Gates MCI has more available gates than the peer group average * * Note: MCI is currently only using 30 of the 40 available gates in Terminals B and C. Excludes Terminal A which was recently closed. 55
Section IV Appendix Charts AIRPORT FINANCIAL CHARACTERISTICS 56
Current Airport CPE as Percentage of Gross One-Way Fares MCI s airline CPE as a percentage of its average gross one-way fare falls below the peer group average 57
Nonairline Revenues per Enplanement MCI s nonairline revenues per enplanement are above the peer group average (nonairline revenues include parking, terminal concessions, rental car, other airport tenants, etc.) 58
Operating Expenses per Enplanement MCI s operating expenses per enplanement are lower than the peer group average 59
Section V Appendix Charts AIRPORT TERMINAL DEVELOPMENT CASE STUDIES BEFORE AND AFTER 60
Southwest Florida International Airport (Ft. Myers) New midfield terminal with 3 concourses (expandable to 5) on greenfield site Opened September 2005 Cost - $438 million Total Terminal Space 798,000 square feet Security Screening - 3 checkpoints with inline EDS baggage screening Number of Gates - 28 (including 2 Int l gates), expandable to 65 gates (on 5 concourses) Dual-level roadway system for arrivals and departures Auto Parking 11,250 Spaces Old terminal Source: Lee County Port Authority 61
Southwest Florida International Airport (Ft. Myers) - Continued Need For a New Terminal By 2004, at 5 million passengers the old terminal had exceeded its design capacity (3 million passengers) Old terminal was too narrow and could not be expanded due to airside and landside constraints Lack of dual taxilanes inhibited aircraft flow and required push back of aircraft from gates Existing single-level roadway system and curb frontage was routinely congested Existing parking spaces were often full, requiring auto parking on grass areas Old terminal location was not ideally suited for long-term efficiency of aircraft operations Source: Lee County Port Authority 62
Southwest Florida International Airport (Ft. Myers) - Continued What has actually happened? Enplanements have fallen since 2008 primarily due to a nationwide recession Airline CPE increased to $7.29 in 2006 due to increased debt service but has since remained relatively stable Air Fares at the Airport have continued to increase since 2009 commensurate with nationwide trends 63
San Jose International Airport Terminal Area Improvement Program New Terminal B/North Concourse & Renovated Terminal A Opened June 2010 Cost - $1.3 billion Total Terminal Space 943,757 square feet Number of Gates - 28, expandable to 40 Inline EDS baggage screening system in both terminals Expansion of security checkpoints and terminal concessions in Terminal A Single-level split roadway system for arrivals and departures 3,000 space consolidated rental car facility Roadway and terminal access improvements Demolition of old Terminal C Terminal C (Demolished) Source: Airport website: http://www.flysanjose.com/fl/about.php 64
San Jose International Airport Continued Source: Hensel Phelps Construction Co. Source: Fentress Architects Need For a New Terminal Aging infrastructure at Terminal C Originally built in 1965 Terminal C only allowed for ground loading of aircraft Terminal A was inefficient and inadequate in size, resulting in long security checkpoint lines and inefficient airline ticket counter queuing Underperforming terminal concessions due to limited space and expansion capabilities Outdated technology and insufficient passenger amenities Congested and complicated terminal roadway system Old Rental car facilities were at capacity with no room for expansion 65
San Jose International Airport Continued What has actually happened? Enplanements have fallen since 2008 primarily due to the nationwide recession Airline CPE increased to $12.29 in 2012, due in part to increased debt service and declining enplanements Air Fares at the Airport have continued to increase since 2009 commensurate with nationwide trends 66
John Wayne Airport (Orange County) New Terminal C Opened November 2011 Cost - $543.1 million Total Terminal C Space 282,000 square feet (730,505 square feet total) Number of Gates - 20, including 2 international gates Common use terminal equipment Inline EDS baggage system Expanded Remain Over Night (RON) aircraft parking apron Five-level parking garage, with 2,000+ spaces Expanded terminal concessions Dual-level roadway system for arrivals and departures New central utility plant Source: Airport website. www.ocair.com Source: Airport website. www.ocair.com 67
John Wayne Airport (Orange County) Source: Parsons Source: Parsons Need For a New Terminal Old terminal was functioning well above its designed capacity Passenger demand was not balanced between the two existing terminals Existing terminal concessions space was undersized Utilization of old terminal check-in counters, aircraft gates, and boarding processes was unbalanced and inefficient for both passengers and air carriers Old terminal did not have capability to process international passengers 68
John Wayne Airport (Orange County) What has actually happened? Enplanements have fallen since 2007 primarily due to a nationwide recession Airline CPE increased modestly to $9.71 in 2012, due in part to increased debt service and declining enplanements Air Fares at the Airport have continued to increase since 2009 commensurate with nationwide trends 69
Nashville International Airport Terminal building renovations 2006-2011 Completed: Summer 2011 Cost Phase I: $46 million Phase II: $34.5 million Total Terminal Space 882,000 square feet Phase I - Updated and expanded food & beverage services, flight information systems, and created a new consolidated security checkpoint with 12 lanes (completed in 2009) Phase II - Expansion of the ticketing and check-in areas, expansion and renovation of bathrooms, and renovation of the baggage claim and an in-line explosive detection system (EDS) (completed in 2011) Number of Gates 46 gates Source: Airport website. www.flynashville.com Need For Terminal Renovations Consolidation of dual security checkpoints into one central checkpoint allowed for more efficient operations, expanded security area, and space for new concessions New Inline EDS machines allowed for additional space in airline ticket counter space Expanded terminal concessions increased terminal concession offerings and revenue Expanded bathrooms in secured areas increased passenger convenience Source: Airport website. www.flynashville.com 70