Guidance for Planning, Design, and Operations of Airport Communications Centers (2018)

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82 Guidance for Planning, Design, and Operations of Airport Communications Centers organized to illustrate how the system operates, how its components interact, and the expected business benefit for each application in the environment. An ACC system architecture will com- prise several system components, including legacy systems and new systems that will work in concert to create a system in itself. A fully developed ACC system architecture will include all of the following: • The fundamental organization of the ACC system, as illustrated by the components con- tained, their relationships to each other and to the environment, and the functional require- ments governing their design and functionality. • A graphical representation of the ACC system, including a mapping of functionality onto existing and planned hardware and software components, how the software architecture and the hardware architecture interrelate, and the staff interaction with each of these components. • The relation of all system components to each of the airport organizations or functions that are functioning in the ACC. Often referred to as a “line-of-business” in the system architec- ture world, each aspect of airport management and operations should be included in the ACC system architecture. • A description of the design, function, and data of each component of the ACC. If a legacy system, the documentation should include the same information used when the component was initially acquired by the airport, focusing on those aspects of the component that have particular relevance to the mission of the ACC. • A description of the design and function of current hardware and software that supports the networking capabilities of the ACC, a description of long-range plans and priorities for future purchases, and a plan for upgrading and/or replacing dated equipment and software. • The most important, top-level, strategic decisions about the future structure of the ACC. Although small or even medium-sized airports may not develop a full-blown ACC system architecture, the components described above should be developed to the extent corresponding to the sophistication of the ACC. Upon initial review, developing an ACC system architecture may seem like considerable work; however, most airports will find that the building blocks of a usable ACC system archi- tecture have already been created. Using documentation developed during the acquisition of each ACC-bound legacy system is a good start. Network design, layout, and the physical layout have probably been developed by the airport’s IT department. The physical location of data centers and telecommunication rooms is well known and probably been graphically defined. The CONOPS provides the basis for the functionality to be contained in the ACC. All of these disparate artifacts combine to create a solid foundation for an ACC system architecture. 7.6 ACC Applications Virtually any applications existing in the airport in the current environment, as well as a host of new systems, are candidates to be included in the ACC. The systems chosen for placement in the ACC environment should reflect consideration of the following questions: • Foremost, does the application provide operational or critical communications necessary for the ACC to fulfill its mission? • Does the application have the functionality to integrate with other ACC systems efficiently and effectively? (Older applications, particularly those with proprietary software, may not be easily integrated with other ACC applications.)

ACC Technology 83 • Is the data contained within the legacy application of sufficient quality that, if incorporated into the ACC, it will provide ACC personnel with accurate, timely, and relevant information? • Is the application slated for replacement in the near future due to obsolescence? (If so, it may be better to conduct the replacement of the application specifically with the ACC in mind.) Various types of applications that should be considered for integration into the ACC system design (either wholly or tangentially) are discussed in the following subsections. 7.6.1 Airport Operations If the airport operator chooses to manage airport operations from the ACC, it will need sup- port applications to provide the information necessary to effectively control airport operations. The following systems are used in managing and operating the airport and are candidates for communicating directly to the ACC or providing the ACC an information feed: • Airport Operational Database (AODB). The Airport Operational Database (AODB) is the “Airport Information Center” and is the central database or repository for all operative sys- tems and provides all flight-related data accurately and efficiently in a real-time environment. The Airport Operational Database (AODB) is the “Airport Information Center” and is the central database or repository for all operative systems and provides all flight-related data accurately and efficiently in a real-time environment. The AODB is the primary repository of data related to flight operations and the airport systems that support airport operations. An AODB is created from many sources. The AODB acts as a data warehouse, storing and disseminating data from many of the airport’s applications, and provides the focal point for integration of applications throughout the airport environment. If the airport operator has decided to use its ACC for airport operations, the AODB probably will be at the heart of the overall ACC system architecture. • Resource Management System (RMS). A resource management system is the primary tool for managing an airport’s most important resources and is the focal point for managing an airport’s operation. The RMS provides for the management of non-mobile resources such as airline ticket counters, gates, and baggage assets, as well as kiosks operating in both common use self-service (CUSS) mode and dedicate-use mode. RMS is a primary component of an airport’s common use system and enables airport per- sonnel to handle routine tasks effectively and efficiently. In most cases, RMS is directly con- nected to the airport operational database (AODB). • Gate Management System (GMS). A GMS is the primary manager of gates and assigns and allocates passenger and freight flights to specific gates, assigns catering for remote stands, and assigns jetways, gate lounges, buses, and other services. Gates can be common use (shared) or dedicated (assigned to one airline). Depending on the functionality of the ACC, a GMS may be a core application for consideration as part of the ACC’s technology foundation. • Ticket Counter Management System. When not handled by an RMS, an airport may have a separate management system that assigns ticket counters to airlines. • Baggage Carousel Management System. This system may be included as a sub-module in the RMS or as a standalone application, depending on the airport’s technology environment. It assigns baggage carousels to airlines for their incoming flights. • Common Use Passenger Processing Systems (CUPPS). CUPPS is an internationally recog- nized software application that allows for the provisioning of a shared airport operational platform supporting all resident airlines on a single set of common devices. This includes workstations, boarding pass and ticket printers (ATB), bag tag printers, boarding gate readers, and other devices that may be shared by airlines. CUPPS allows flexibility in the allocation of airport resources (e.g., ticket counters and gates) to individual airlines. CUPPS may also

84 Guidance for Planning, Design, and Operations of Airport Communications Centers include IP telephony configuration for the user airlines and may extend to visual display units and other airline signage systems. With CUPPS, virtually all of an airport’s interactions with an airline can be managed centrally from the ACC. • Security Checkpoint Monitoring Applications. An increasingly valuable application to have in the ACC is security checkpoint monitoring. Using technologies such as Wi-Fi, Bluetooth, video analytics, and even social media (or a combination of any of the four), an ACC can have direct surveillance on checkpoint status, especially during peak periods when lines can grow to be unmanageable. The application also provides a way to help manage other airport assets affected by passenger throughput. 7.6.2 Baggage Handling Systems It is not likely that baggage handling will be coordinated out of an ACC; however, there may be instances when it is important to have an information feed from the central baggage handling console to the ACC for ACC personnel to have firsthand familiarity with ongoing issues. 7.6.3 Flight Operations Several systems could provide useful communication to the ACC including the following: • Visual Docking Guidance System (VDGS). Where the VDGS is integrated with the airport CUPPS or AODB, it will provide valuable data to the ACC. The VDGS provides pilots with aircraft parking assistance, which is crucial in climates where weather affects flight arrivals. • Daily Operations Log and Emergency Checklists. This system, typically used by an airport duty officer for managing airport operations, includes access to emergency checklists in the event of a ground, air, or other operational incident. This system can be automated in situ- ational awareness management software (see below). For an ACC with substantial operational control, this system will be a critical component of the ACC’s architecture. • Runway Monitoring and Surface Movement Systems. This application monitors aircraft and vehicle movement. Depending on the ACC functionality, it is useful for ACC personnel to be aware of all movement on an airfield. Where these systems are used, special video output screens should be set up so that movements can easily be monitored. • Noise Monitoring System. This application provides flight path data along with a measure- ment of aircraft noise along its path. If an ACC receives inquiries from the public regarding noise, this is valuable information to have in order to provide an immediate response. • Weather Monitoring and Forecasting Systems. These applications provide all of the weather information needed by an ACC to understand the current weather conditions, as well as projecting potential operational problems as a result of weather conditions. For example, an ACC with responsibility for de-icing operations will have better insight into the potential for planning the use of de-icing bays and de-icing trucks. • Runway Surface Monitoring Systems. Such systems can direct personnel to deal with foreign object debris or, through sensors embedded in the runway, determine the presence of ice or standing water—all of which may affect airport operations. 7.6.4 Landside Operations Although landside operations encompass various activities away from flight operations, they can greatly affect or be affected by what is happening on the airfield. For those ACCs engaged in not only acting as a communication node, but also using the information gathered to make airport management decisions, the following systems will be of use to ACC personnel:

ACC Technology 85 • Parking Systems. Although it is unlikely that an ACC will manage a parking operation, having insight about parking availability, lane control issues (e.g., backups on entry or departure), and other parking-related functions may be of use to ACC personnel. If the airport has a specific Parking Space Management System (PSMS), a direct feed to the ACC could be beneficial. • Surface Vehicle Monitoring System (SVMS). Similar to airfield operations, it may be useful for ACC personnel to have situational awareness of airport vehicles landside. A direct feed from the SVMS could be valuable in high traffic or emergency situations. 7.6.5 Airport Communication Systems The most critical airport communications are those systems whose primary functions are delivering communications throughout the airport environment. These systems may reside on the airport’s IP network or, in the case of analog telephone systems, on external resources provided by local carriers. Especially for the former, airport management must properly plan for the load of these systems on its network because they can easily saturate a weak network, especially when emergency communications rise to a level far greater than with normal opera- tions. Although these systems are not considered specifically ACC systems, because they are used throughout the airport, they are of vital importance to the ACC and the ACC system architecture must provide special consideration for the ACC to ensure that proper resources are available at all times during normal, as well as irregular operations and emergency situations. • Email. Email is a critical communication tool for airport operations. Though its timeliness may be debatable, it remains an essential tool. Although the ACC is no different than any other node in the email infrastructure, the airport may want to establish some general email addresses for various ACC functions or the ACC that can be used as repositories for email whose desti- nation is a function and not a person. • Trunked Radio, Land Mobile Radio. The ACC will likely need direct access to any radio sys- tem being operated in the airport and should have its own console. Trunked radio systems, typically operating in the 800-MHz band, enable dispatchers to communicate orally with the field units and for field units to communicate orally with other field units over portable and mobile radios. To support an ACC, additional radio dispatch consoles will be required. The new consoles should support radio communications on the airport trunked radio system, as well as various mutual-aid channels to support regional interoperability. • Automated Configuration Management Tool. An automated configuration management tool should be used as part of the radio configuration. This tool should track changes to the system architecture, including new or removed equipment and updated software. Complex user groups can be set up for a single user to monitor and communicate with multiple user groups to satisfy specific operational parameters. The airport’s radio system may also be part of a larger city, county, or state system. This is an essential communication tool, particularly during emergency situations that extend outside the boundaries of the airport. • VoIP. In technical terms, VoIP technology treats a voice call as a data transmission. The net- work sees a “packet” of voice in the same way as data and transmits it over a LAN instead of through a traditional private branch exchange (PBX) analog phone system. When a call is sent to a location internal to the LAN, it stays under the control of the data network. When a call is sent to an external location (off the LAN), the call is routed to an outside line or trunk. Using the full capability of a VoIP can greatly enhance internal and external ACC communications. Too often, VoIP is installed and the users receive little or no training. It is good to train all ACC personnel so that they can take advantage of all functionality. • Centrex and Private Branch Exchange Phones (PBX). Although most airports have implemented VoIP (which provides voice transmission over a data network), the airport