A ZDREF FERDZ

LECTURE
BY
 GENERAL
DESIGN
CONSIDERATIONS
Aircraft

FLOW DIAGRAMS

Domestic Enplaning Pre-departure Lounge

Passenger Flow

Inspection

Airline Check-in Counters

Check-in (tickets and baggage)

Inspection

Curbside
 GENERAL
DESIGN
CONSIDERATIONS

FLOW DIAGRAMS Aircraft

Domestic Deplaning
Passenger Flow

Transit Passengers Baggage Claim Section

Waiting Area

Inspection

Curbside
 GENERAL
DESIGN
CONSIDERATIONS
Aircraft

FLOW DIAGRAMS
Transit Passengers Pre-Departure Area
International Waiting Area
Enplaning
Passenger Flow Immigration Check

Airline Check-in Counters

Check-in (tickets and baggage)

Security Check Detention

Health Check Quarantine

Curbside
 GENERAL
DESIGN
CONSIDERATIONS
Aircraft

FLOW DIAGRAMS

Health Check Quarantine

International Transit Passengers
Deplaning Waiting Area
Passenger Flow
Immigration Check

Baggage Claim Section

Customs Check

Curbside
GENERAL GENERAL DESIGN CONSIDERATIONS
DESIGN
CONSIDERATIONS Building Concepts and Typical Design Solutions for
Passenger Terminals:

The following are some the historic techniques that

have been utilized in the development of passenger
terminals:

1. Simple Concept = CONSOLIDATED PASSENGER

Linear Concept Terminal Design

2. Pier Concept = FINGER PASSENGER Terminal

Satellite Concept = SATELLITE PASSENGER
Terminal Design
3. Transporter Concept = MOBILE LOUNGE Terminal
Design
GENERAL
DESIGN
THE SIMPLE TERMINAL CONCEPT
CONSIDERATIONS
1. CONSOLIDATED This concept consists of a single common waiting and
PASSENGER
TERMINAL ticketing area with exits leading to the aircraft parking
CONCEPT apron, adaptable to airports with low airline activity, with
apron capacity of three to six commercial transport
aircrafts; normally consists of a single storey structure
with two to four gates where access to the aircraft is via a
walk across the apron. This concept can consider
possibility of expansion using linear or pier concepts.
GENERAL
DESIGN
THE LINEAR TERMINAL CONCEPT
CONSIDERATIONS
1. CONSOLIDATED In this concept, aircraft
PASSENGER
TERMINAL
are parked along the face
CONCEPT of the terminal building.
Concourses connect the
various terminal
functions with the
aircraft positions.
It offers ease of access
and relatively short
walking distances if Expansion may be accomplished
passengers are delivered by linear extension of an existing
to a point near gate structure or by developing two or
departure by vehicular more linear terminal units with
circulation systems. connectors .
GENERAL
THE CONSOLIDATED PASSENGER TERMINAL DESIGN
DESIGN
CONSIDERATIONS
1. CONSOLIDATED The CONSOLIDATED PASSENGER TERMINAL DESIGN
PASSENGER
TERMINAL
CONCEPT uses the technique that strings several airlines
CONCEPT to a consolidated single structure. This structure initially
provides a simple transfer stage for ground vehicles and
air vehicles.
AIRCRAFT

Airlines A B & C
TERMINAL BUILDING

CURBSIDE
GENERAL
THE CONSOLIDATED PASSENGER TERMINAL DESIGN
DESIGN
CONSIDERATIONS
1. CONSOLIDATED The epitome of this type of terminal which is considered
PASSENGER
TERMINAL
the most efficient in operation would be a simple airstrip
CONCEPT with no more that a few aircraft positions and occasional
aircraft scheduled.

The effective use of the CONSOLIDATED TERMINAL can

best be measured by convenience to passengers and
efficiency of operation for the airline. Major terminal
complexes invariably are multiples of this small,
consolidated group.
GENERAL
THE PIER TERMINAL CONCEPT
DESIGN
CONSIDERATIONS
2. The PIER and In this concept, the aircraft are
SATELLITE
PASSENGER
usually arranged around the
TERMINAL axis of the pier in a parallel or
DESIGN perpendicular fashion.
Each pier has a row of gates on
both sides, passenger right-of-
way runs along the pier axis for
both enplaning and deplaning
passengers.

TERMINAL BUILDING
GENERAL
THE SATELLITE TERMINAL CONCEPT
DESIGN
CONSIDERATIONS
2. The PIER and This concept shows a
SATELLITE
PASSENGER
building surrounded by
TERMINAL aircraft, which is separate
DESIGN from the terminal building,
and is usually reached by
means of surface,
underground or above-
ground connectors.
The aircraft are normally
parked in radial or parallel
patterns around the
satellite which can have
common or separate TERMINAL BUILDING

departure lounges.
GENERAL
THE SATELLITE TERMINAL CONCEPT
DESIGN
CONSIDERATIONS
2. The PIER and Mechanical systems may be employed to ferry enplaning
SATELLITE
PASSENGER
and deplaning passengers and baggage between terminal
TERMINAL building and the satellite .
DESIGN
GENERAL
THE CONSOLIDATED FINGER and SATELLITE
DESIGN
CONSIDERATIONS PASSENGER TERMINAL DESIGN
2. The PIER and These two illustrations show the evolution of a finger
SATELLITE
PASSENGER
terminal and a satellite terminal arrangement as an
TERMINAL expansion of the concept of the Consolidated Terminal.
DESIGN

CONSOLIDATED FINGER CONSOLIDATED SATELLITE

GENERAL
THE CONSOLIDATED FINGER and SATELLITE
DESIGN
CONSIDERATIONS PASSENGER TERMINAL DESIGN
2. The PIER and However, the evolution of these two concepts has
SATELLITE introduced many varied problems with the single terminal
PASSENGER
TERMINAL related to ground transportation needs, access to the
DESIGN building, prolonged walking distances, grave limitations
on the aircraft apron, and the fact that all functional
requirements for the airlines are totally constrained
because of the physical arrangement.

Hence, an alternative concept was developed that

decentralized the terminals.
GENERAL
THE DECENTRALIZED FINGER and SATELLITE
DESIGN
CONSIDERATIONS PASSENGER TERMINAL DESIGN
2. The PIER and These next two illustrations show that decentralization
SATELLITE
PASSENGER
offers the possibility of lessening the constraint for the
TERMINAL individual airlines and allowing each airline to operate
DESIGN within its own building, but it also causes difficulties to
the public in terms of rapid communications for the
proper selection of a desired location.

Airline A Airline B Airline C Airline A Airline B Airline C

DECENTRALIZED FINGER DECENTRALIZED SATELLITE

GENERAL
THE DECENTRALIZED FINGER and SATELLITE
DESIGN
CONSIDERATIONS PASSENGER TERMINAL DESIGN
2. The PIER and The decentralization causes further problems of interline
SATELLITE
PASSENGER
transfers. While it also permits some advantages of more
TERMINAL aircraft apron space, it does involve great demands upon
DESIGN ground vehicle transportation, problems which may
possibly be solved by the use of a rapid transit system.

Airline A Airline B Airline C Airline A Airline B Airline C

DECENTRALIZED FINGER DECENTRALIZED SATELLITE

GENERAL
The preceding illustrations show schematically the design
DESIGN
CONSIDERATIONS concepts that are in use in present-day airports. They
also point out their own efficiencies and their specific
resultant problems, none of which are insurmountable.

It is apparent that these basic concepts take many varied

shapes and forms in present-day use and that
combinations of concepts are employed.

It is also apparent that substitute methods of ground

transportation are in use for movement within the terminal
area and for remote aircraft parking areas.

However, no matter what combination of systems is

designed, to reach a desired solution, it must be tested
and checked for the specific requirements of any given
airport for its present use and for its future growth.
 THE AIRLINE REQUIREMENTS
AIRLINE
REQUIREMENTS
It is important to carefully ascertain from the individual
carriers their specific needs. This information should be
correlated to the year of operations, the anticipated level of
passenger and cargo, operational growth, the potential of
changing route structure, and an initial and future
projected flight schedule, Table 1 lists the basic data
information that is required from the airlines. There are
many additional technical information items which are not
listed here, but the designer will determine these by
inference .
AIRLINE
REQUIREMENTS
Each airline demands a distinctive visual character that
will make it readily identifiable to the public. All too
frequently the architect tends to dismiss this requirement.
The careful integration of individual airline identification in
a total building design will assist the passenger. An airline
will retain many professional consultants in attempting to
carry a corporate image system-wide, and it will spend
considerable sums of money in order to achieve this.
 THE AIRCRAFT PARKING SYSTEMS
AIRCRAFT
PARKING SYSTEMS
The general technique of placement of aircraft on the
aircraft apron greatly affects the apron area as well as the
passenger loading system and this is divided into two
categories:
push-out operations and power-out operations

a. Power-out operations involve special design

requirements for blast protection on the wall
surfaces of terminal buildings and they require
greater apron area. The advantage of this method of
operation is that fewer ground personnel and
equipment are required.
AIRCRAFT
PARKING SYSTEMS
b. The push-out operation requires the use of expensive
tractors and personnel to move the aircraft out of its
gate position before it powers away from the terminal
area. The push-out operation offers the advantage of
requiring less apron area and less square footage of
terminal building because of a reduced linear length.
 PASSENGER LOADING SYSTEMS
PASSENGER
LOADING SYSTEMS
Many systems are available for passenger enplaning and
deplaning depending upon the volumes of passengers,
the economic considerations, and the general climatic
conditions of the community. Any combination of
systems is available as illustrated below :
a. Single-level loading: From one-storey terminal to
aircraft. This is still being practiced in many small
airports today.
PASSENGER
LOADING SYSTEMS
b. Two-level loading: From 2nd floor of terminal,
passengers walk down a flight of stairs, walk across
the apron to the aircraft. This system makes room for
future use of jetways.
PASSENGER
LOADING SYSTEMS
c. Rotating Jetway: This method employs a jetway that
rotates into position and has the capability of
telescoping to accomplish the interface with aircrafts
of different sill height.
 GATE LOUNGE CONCEPT
GATE LOUNGE
CONCEPT
The concept and functions of
the gate lounge are basically
standard throughout the airline
industry. The basic functional
requirements are a ticket
counter with all its commu-
nication equipment, a secure or
semi-secure seating area with
sufficient seating capacity to
handle the passengers, flight
identification, last-minute
baggage, and the circulation
pattern which separates the
deplaning passenger from the
enplaning passenger.
GATE LOUNGE
CONCEPT
However, each airline’s
requirements will vary in
accordance with its operation
procedures and level of activity.
Listed below are average sizes
for gate lounges as required by
each type of aircraft.
GATE LOUNGE
CONCEPT
These sizes are Gate Lounge Sizes
approximate and should
Aircraft Type Area Sq.M.
be used for preliminary
planning only. Some of 1. B-747 558
the airlines prefer, for 2. L-1011 372
3. DC-10 372
the wide-bodied aircraft, 4. B2702 372
a separate ticket counter 5. DC-8 326
for the processing of 6. B-707 326
first-class passengers, 7. B-737 186
and in some cases a 8. B-727 186
separate seating area is 9. DC-9 140
required.
 BAGGAGE HANDLING SYSTEMS
BAGGAGE
HANDLING
SYSTEMS The need for a baggage handling system is obvious, but
the system techniques, sophistication of equipment, and
the desired cost level for a system are extremely difficult
to evaluate. It is important to analyze baggage trends and
flows.
a. For example, the businessman traveler will carry on
one suitcase which will fit below an airline seat and a
garment bag or reasonable dimension which can be
hung in a wardrobe on the aircraft. Thus he
bypasses the baggage system. It is not unusual for
the volume of businessmen at a given airport to
reach a 30 percent level, and it can be anticipated
that at least 80 percent of these businessmen will not
require any baggage check-in system.
BAGGAGE
HANDLING
SYSTEMS b. What about the transfer- or transit- baggage which
bypasses the check-in and claim part of the system.
The volume of transfer passengers can vary from 10 to
45 percent of the total passenger load, depending on
the airport location.

Therefore, the selection of the desired system will require

a complete understanding of what percentage of the
passengers utilizes the terminal facilities for the
particular airport.
BAGGAGE
HANDLING
SYSTEMS Based on international standards, the present-day
averages of baggage that is handled by the airlines range
from 1.6 to 1.9 bags per passenger. These vary
depending upon the airport and the airline for the type of
route structure that exists.
For example, the longer the stage length, the greater the
probability that passengers will take several pieces of
luggage.
Therefore, an airline which has a route structure built
basically of long stage lengths will handle a much greater
number of bags than an airline with a route structure
based upon short stage lengths.
BAGGAGE
HANDLING
SYSTEMS However, local cultural experience will dictate that one
arriving Filipino traveler carries, at an average, 1 large
suitcase and 1 large Balikbayan box in addition to 1
carry-on suitcase and a hand-bag or a knapsack.
The provision of space for a baggage handling system
requires a complete understanding of each airline
operation and the relationships of all the airlines
combined.
This understanding should encompass the percentage of
baggage per passenger for originating, terminating, and
transfer (both interline and intraline). It also should be
related to the time schedule and the peak conditions.
BAGGAGE
HANDLING
SYSTEMS
A check-in system can be serviced by a simple conveyor
or a gravity chute.
For large terminal facilities where there can be many
check-in points and more than one baggage makeup
space, a system can comprise fully automated cars or
pallets that move bags to many destinations.
This type of sophisticated system is costly and, in order
to justify its use, it should be considered as a total
system of all baggage movement, from aircraft to
passenger and from passenger to aircraft.
BAGGAGE
HANDLING
SYSTEMS The selection of the correct baggage system must also
be correlated to the reverse flow of baggage from aircraft
to baggage claim.
The baggage claim system, by its very nature, produces
an acute problem of baggage handling when a peaking
condition occurs when several flights arrive within the
same time frame.
In contrast, originating passengers will generally arrive at
the airport over an extended period of time, therefore
dispersing the handling of baggage over the same time
period.
BAGGAGE
HANDLING
SYSTEMS As larger aircrafts such as the 747, are used in greater
numbers, the peaking conditions increase and
decentralization of the baggage claim system becomes
more desirable for passenger convenience and
elimination of congestion.
Baggage claim devices can involve many different
shapes, forms and methods of mechanical and manual
handling.
Alternative manual handling must be provided for all
automatic systems in case of power shutdown .
BAGGAGE
HANDLING
SYSTEMS The interface between aircraft and the claim area is still
generally accomplished by towing the baggage to the
terminal building, where a manual operation accomplishes
the placement of the baggage on the claiming device.

Baggage rooms must be designed to provide sufficient

ventilation if gasoline powered tractors are used. Sprinkler
protection must be provided and careful fire cut-off must be
made between the terminal proper and baggage areas.
Doors leading from the baggage room to the outside should
be automated and must use rapid-acting equipment.
However, it is important to provide on all doors safety edges
which will prevent closure should an obstacle be in the way.
 GENERAL
DESIGN
CONSIDERATIONS

FLOW DIAGRAMS Transfer to

Aircraft
International
Enplaning Short Term Long Term
Baggage Flow Hold Hold
Baggage
Staging

Airline Check-in Counters

Check-in (tickets and baggage)

Security Check

Curbside
 AREA CONSIDERATIONS FOR BAGGAGE SYSTEMS
BAGGAGE
HANDLING
SYSTEMS ENPLANING BAGGAGES
As indicated in the flow diagram, baggage may be
received from two possible sources:

• Counter Check-in
This coincides with the usual ticket counter in the main
terminal area. It is customary to provide mechanization
from an area directly in the back of the ticket counter to
the central baggage room .
Baggage
Staging

AIRLINE COUNTERS
Check-in (tickets and baggage)
BAGGAGE
HANDLING
SYSTEMS ENPLANING BAGGAGES
• Gate Check-in
In small quantities, bags or
suitcases mistakenly believed
by many passengers as
acceptable for stowage in
passenger cabin of the aircraft,
are received at the gate.

Gates to Aircraft
 GENERAL
DESIGN
CONSIDERATIONS
Aircraft

FLOW DIAGRAMS Transfer from

Aircraft
International
Deplaning Short Term Long Term
Baggage Flow Hold Hold
Baggage
Staging

Carousels
A B C D E F G H

CUSTOMS INSPECTION

Curbside
BAGGAGE
HANDLING
SYSTEMS DEPLANING BAGGAGES

For baggage claim areas, a simple square meter

calculation cannot be used to determine the desired area.
The basic terminal building concept influences the
baggage claim design where, in a consolidated terminal,
claim areas may be shared by all airlines, while in a
decentralized terminal concept, each airline may require
more than one claim area for each traffic level, i.e.
international arrivals, domestic arrivals, etc.
BAGGAGE
HANDLING
SYSTEMS DEPLANING BAGGAGES

In order to size a baggage claim area, the following

information are required:
1. the number of passengers and the amount of baggage
that will be claimed within the peak condition.
2. the type of claiming device and its physical size, capacity
and its linear meter frontage
3. the desired type of operation
4. the degree of security required by the airline or the
authority
For international arrivals, additional space should be
provided for queuing of passengers between the claim
device and customs inspection counter.
 OTHER DESIGN CONSIDERATIONS
OTHER
DESIGN
CONSIDERATIONS 1. SECURITY SYSTEMS
2. MEDICAL AND FIRST AID CENTERS
3. NURSERY ROOMS AND BREASTFEEDING STATIONS
4. CONVENIENT ACCESS SYSTEMS including
automated
doors, sufficiently wide escalators, moving
sidewalks, and
other similar devices.
5. INTERNATIONAL LANGUAGE SYSTEMS using
glyphs in lieu of bilingual messages.
6. TELEPHONE COMMUNICATION CENTER with
interpreter services.
OTHER
DESIGN
CONSIDERATIONS 7. AMENITIES such as:

a. Bank, Money Exchange, Automated Teller

b. Business Center, Internet Centers, Fax Facilities
c. Camera Shop, Photo Developing, Instant Photo
shops
d. Car-Rental Agencies
e. Cocktail Lounge
f. Drug Store, Mini-Grocery Store, Newsstand
OTHER
DESIGN
CONSIDERATIONS g. Duty Free Shops
h. Food Shops, Cafeteria, Employee Cafeteria
i. Hotel Information Center
j. Passenger Assistance Counter
k. Rental Lockers Area
l. Rest Rooms with Diaper Changing Facilities
m. Smoking Rooms
n. Souvenir Shops, Gift/Pasalubong Shops, Flower
Shops
o. Telephone Booths, Paging Counters
p. Television Lounges
q. Travel Insurance Office
r. VIP Lounge
OTHER
DESIGN
CONSIDERATIONS 8. INTERNAL COMMUNICATIONS SYSTEM between
airlines, operating authority and police security.
 PARKING CONCEPTS
PARKING
CONCEPTS
Most airport parking facilities are developed for its
revenue-generating function. Therefore, attention must
be given to the different types of parking and how they
function as well as the amount of parking required based
on rate of turn-over .
PARKING
CONCEPTS
TYPES OF PARKING:
1. Short-term (metered) Parking
2. Medium-Term (one or two days) Parking
3. Long-term Parking
4. Valet Parking
5. Car-Rental Parking
 INFORMATION SYSTEMS
INFORMATION
SYSTEMS
Public information systems used to be just an afterthought
of the prime airline information system, with little
consideration devoted to the demands of the public for
accurate travel information. Telephone communication
between the interested party and the airline was the only
recourse for getting informed about flight delays or
schedules.
Nowadays, the best available media are the giant electronic
billboards, dynamic alpha numeric display boards, and the
simplest is the use of computer monitors dispersed
throughout the terminal building, announcing flight
information in real time. Public address systems and CCTV
systems are important for last-minute announcements and
most especially for emergency calls.