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 ****************************************************************** ** This file contains an ASCII representation of the text of a ** ** GAO Product. ** ** ** ** No attempt has been made to display graphic images, although ** ** figure captions are reproduced. Tables are included, but ** ** may not resemble those in the printed version. ** ** ** ** Please see the PDF (Portable Document Format) file, when ** ** available, for a complete electronic file of the printed ** ** document's contents. ** ** ** ****************************************************************** 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 This is a work of the U.S. government and is not subject to copyright protection in the United States. It may be reproduced and distributed in its entirety without further permission from GAO. However, because this work may contain copyrighted images or other material, permission from the copyright holder may be necessary if you wish to reproduce this material separately. 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) GAO's Mission The Government Accountability Office, the audit, evaluation and investigative arm of Congress, exists to support Congress in meeting its constitutional responsibilities and to help improve the performance and accountability of the federal government for the American people. GAO examines the use of public funds; evaluates federal programs and policies; and provides analyses, recommendations, and other assistance to help Congress make informed oversight, policy, and funding decisions. 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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. ***