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• • docks, as well as building space. Rates are established to meet break-even needs. f. Aviation Fuel. Fees charged to aviation fuel handling concessionaires should be established to cover the costs of fuel storage areas and associated pumping, piping, and hydrant systems. g. Hangars. Rentals are usually based on a rate per square foot and should cover investments in associated aircraft apron space and hangar related employee parking. Hangar office space should be charged on a similar basis and should cover office related employee parking. h. Commercial Facilities. Airport office buildings, industrial facilities, and hotels are usually operated on a lessee -management basis with revenues obtained from rentals on a square foot basis. The facilities are often financed by private capital. Reve- nues in excess of the break-even need should be allo- cated to the break-even need of the airport as a whole. i. Other Usable Areas. Various uses of ground space for activities such as gasoline stations, service facilities for rental car operators, and bus and limousine operators usually obtain revenues on a flat rate basis. Those facilities are often financed by private capital. Revenues in excess of the break-even need should be allocated to the break-even need of the airport as a whole. 88. Final Analysis of Economic Feasibility. After analysis of the break-even needs for individual components of the master plan has been made, eco- nomic feasibility should be analyzed on an overall basis. The goal of overall analysis is to determine if revenues will equal or exceed the break-even need. This determination requires an evaluation of the scope and phasing of the plan itself in terms of the users requirements and their ability to make the financial commitment necessary to support the costs of the program. If this review indicates that revenues will be insufficient, revisions in the scheduling or scope of proposed master plan developments may have to be made, or recovery revenues rates for airport cost areas may require adjustment. These factors should be ad- justed until the feasibility of the master plan is estab- lished, that is to say, airport revenues, as may be supplemented by Federal, State, or Local subsidies, will match capital investment throughout the master plan forecast period. When the economic feasibility of improvements proposed in the master plan has been established, capital budget and a program for financing those improvements should be developed as prescribed in Chapter 13. 73