ACFT EQUIP PROB MALFUNCTION CREATES A RAMP SAFETY SIT DURING RAMP OP ACFT PARKING PROC.

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LANDED AT EGE AT APPROX XA50Z. THIS WAS 1 HR LATE DUE TO WX DELAY. SHUT DOWN R ENG APCHING THE RAMP TURN IN. APCHING THE PARKING SPOT THE APU FAULTED AND SHUT DOWN. UNABLE TO RESET. STOPPED THE ACFT WHEN DIRECTED BY SIGNAL PERSON AND KEPT THE L ENG RUNNING FOR ELECTRICAL PWR. CONFIRMED WITH OPS THAT WE WOULD NEED TO KEEP AN ENG RUNNING FOR AIRSTART (ONLY 1 AIRCART AVAILABLE) AND THAT WE WOULD NEED TO RESTART THE R ENG. NEEDED TO SHUT DOWN THE L ENG FOR PAX EXIT. AFTER GIVING A SPINUP #2 VISUAL HAND SIGNAL TO THE SIGNAL PERSON WHO WAS STILL IN POS (NO HEADSET AVAILABLE) AND GETTING CLRNC FROM GND FOR AN ENG START UP; STARTED THE R ENG. THEN SHUT DOWN THE L ENG AND PAX DEPLANED. AFTER APPROX 5 MINS SHUT DOWN THE R ENG WHEN ASSURED THAT THEY INDEED HAD 2 AIRCARTS FOR SUBSEQUENT ENG STARTS. RAMP PERSONNEL APPARENTLY THOUGHT THAT JET BLAST POSED A SAFETY PROB. SUPPLEMENTAL INFORMATION FROM ACN 264788: THE COMPANY WAS THEN INFORMED THAT SINCE WE COULDN'T DEPLANE WITH THE L ENG RUNNING; WE WOULD HAVE TO START THE R ENG AND SHUT DOWN THE L. THE COMPANY APPROVED THIS AND GND WAS INFORMED OF IT AS WELL. THE PROB WITH THIS WHOLE SIT WAS AN EVIDENT LACK OF COM. OUR COMPANY WAS NOT AWARE OF THE FACT THAT THERE WERE 2 AIRCARTS AVAILABLE AND THAT IT WAS UNNECESSARY TO LEAVE AN ENG RUNNING. THE OTHER WAS THE FAILURE OF THE SVC PERSONNEL TO XMIT TO THE BAGGAGE HANDLERS THAT WE WERE STARTING THE R ENG. THIS RESULTING IN THE BAGGAGE HANDLERS BEING PLACED AT RISK BY BEING IN CLOSE PROX TO AN OPERATING ENG. IN RETROSPECT; I THINK WE SHOULD HAVE DELAYED STARTING UNTIL WE HAD A POSITIVE COM THAT ALL PERSONNEL WERE CLR.