Strategic Airport Management Programme

9-13 April 2007

Airport Planning and

Terminal Design

Major Terminal Design Considerations

Passenger Terminal
Configuration
Passenger
Passenger
Terminal
Terminal
Concepts
Concepts
Major Design
Considerations

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 Terminal Configuration
Centralised processing building connected by
people mover system to satellites
Satellite
Buildings

People mover system

Terminal

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9-13 April 2007

Denver International Airport

Satellite Buildings

People Mover System

Terminal Building

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Heathrow Airport Alternatives

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Terminal Configurations

Centralised passenger processing terminal

building with finger piers

Terminal

Finger Piers

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HONG KONG
INTERNATIONAL
AIRPORT

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SCHIPOL
INTERNATIONAL
AIRPORT

Terminal Building

Finger Piers

Finger Piers

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 CHANGI AIRPORT

Finger piers

Finger piers

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9-13 April 2007

Passenger Terminal Concepts

Easy orientation
Simplicity
Minimise walking distances
Basic Minimise level changes
Planning Minimise pax cross-
cross-flows
Criteria in Compatibility of facilities with
aircraft characteristics
Development Built-
Built-in flexibility to accommodate
of Passenger future changes in dynamic
industry
Terminals Traffic peaking characteristics
Transfer volume and connecting
times

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Passenger Terminal Concepts
1. Pier/Finger
2. Linear
5 Common
Terminal 3. Transporter
Concepts 4. Satellite
5. Compact Module
Unit Terminal
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9-13 April 2007

Passenger Terminal Concepts

1. Pier/Finger

P
Nashville Baltimore - Washington

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Passenger Terminal Concepts
1. Pier/Finger
Advantages Disadvantages
Centralized resources, Long walking distances
economies of scale (human,
facilities, amenities) Kerbside congestion
Facilitates pax management Limited expansion capability
Economical to build Reduced aircraft circulation &
Efficient use of land manoeuvrability
Limited compatibility of future
aircraft design development

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Passenger Terminal Concepts

2. Linear

P P

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Passenger Terminal Concepts
2. Linear
Advantages Disadvantages
Shortest walking distances Duplication of terminal
facilities/amenities
Clear orientation
Longer minimum connecting
Simple construction time
Adequate kerb length Longer walking distances for
Shorter close-out times transfer pax
Lower baggage systems costs Special logistics for handling
(conveying/sorting) using of transfer bags
decentralized system Less flexibility in terminal and
apron for future changes in
operations eg aircraft design,
airlines
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Passenger Terminal Concepts

3. Transporter

P
Dulles
International

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Passenger Terminal Concepts
3. Transporter
Advantages
Easy compatibility of terminal/
apron geometry and future
aircraft design development
Ease of aircraft manoeuvrability
Ease of expansion capability for
aircraft stands
Simple and smaller central
terminal
Cost savings
Strategic Airport Management Programme
9-13 April 2007
Disadvantages
Higher instances of pax delays
Early closed-out times
High capital, maintenance &
operating costs
Susceptible to industrial
disputes with vehicle drivers
Increased vehicular movements
on airside with aircraft
Kerbside congestion
Increased minimum connecting
times

Passenger Terminal Concepts

4. Satellite

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Passenger Terminal Concepts
4. Satellite
Advantages Disadvantages
Centralized resources (human, Requires high technology,
facilities and amenities) underground transportation
system
Facilitates pax management
High capital, maintenance &
Additional satellites can be operating cost
designed to accommodate future
aircraft design developments Kerbside congestion
Limited expansion capability
at main terminal
Increases minimum
connecting times
Early closed-out times

Strategic Airport Management Programme

9-13 April 2007

Passenger Terminal Concepts

5. Compact Module Unit Terminal

P P

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 Passenger Terminal Concepts
5. Compact Module Unit Terminal
Advantages Disadvantages
Short walking distances Multi-compact module units
Late closed-out times require pax and bag transfer
systems between terminals
Longer kerb length than
conventional central terminal Duplication of facilities,
higher operating costs
Capital investment is
commensurate with demand
Simple pax & baggage
transportation/sorting
systems within each module
Low baggage mishandling
potential

Strategic Airport Management Programme

9-13 April 2007

Changi Airport Terminal Concept

Hybrid Concept

Provide large
Provide large passengers
passengers processing
processingcapacity
capacity

Permit centralization
Permit centralization of
offacilities
facilities and
andamenities
amenities

Manpowersaving
Manpower savingin
in the
the centralization
centralization system
system

Facilitateflow
Facilitate flowand
andorientation
orientationof
of passengers
passengers

Reasonable check-
Reasonable check-in
check and close-
-in and close-out
close times
-out times
Higherlevel
Higher levelof
of service
service

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 Changi Airport Terminal 3
EXISTING RUNWAY 1
SOUTH PROPOSED RAPID
CROSS EXIT TAXIWAY
TAXIWAY RELOCATED
TAXIWAY LOCATION OF
MRT STATION
NEW PEOPLE
PROPOSED MOVER SYSTEMS
2ND SOUTH
CROSS
TAXIWAY
TERMINAL 3

TERMINAL 1
TERMINAL 2

NORTH NORTH
NEW PEOPLE CROSS 2 CROSS 1
MOVER SYSTEMS TAXIWAY TAXIWAY

RUNWAY 2

Strategic Airport Management Programme

9-13 April 2007

Major Considerations
Key for Management to first define its objectives
Type of airport operations: hub, point-
point-to-
to-
point, low cost, charters, general aviation
Demographics of pax:
pax:
international/domestic, business/tourists
Level of service
Establish key design criteria/parameters =
design brief: simplicity, clarity, efficiency,
minimum change in level, comfort, ambience,
architectural statement/icon, state-
state-of-
of-the-
the-art
technology, low operating costs
Prioritise design criteria/parameters

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 Major Considerations
What factors contribute towards a good terminal
building design?

Passenger Flow
Walking Distance
Level of service for passengers
Performance standards
Traffic peaking characteristics
Future growth
Sophisticated and costly airport systems
Ease of wayfinding
Processing times
Retail

Strategic Airport Management Programme

9-13 April 2007

Passenger Flow
Minimise level changes
Segregation of screened pax
DEPARTURES GATE LOUNGE

ARRIVALS CORRIDOR

TYPICAL PIER SECTION

DEPARTURES FLOW
ARRIVALS FLOW

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Passenger Flow

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Passenger Flow

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 Passenger Flow
CUSTOMS

TAXI
BAGGAGE RECLAIM
PICK-UP

IMMIGRATION

ARRIVALS

CARPARK

ARRIVALS FLOW

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9-13 April 2007

Walking Distance
A major quantifiable factor that
takes into account the psychology
of users and proportions of buildings
relative to human scale

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 Walking Distance

Aided and Unaided

walking distances

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Walking Distance
Industry norms for walking distances :

IATA : < 300m unaided

AdP : < 300m unaided;

< 900m with travellators

BAA : < 250m unaided;

< 650m with moving sidewalks

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 Level of Service for Pax

Capacity is a function of Level Of

Service

- A facility can operate at varying

degrees of congestion and delay
depending on level of service
intended

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9-13 April 2007

Level of Service for Pax

Established design norms :
IATAs Level of Service (LOS) Framework
IATA
consisting of six categories, ie.
ie. from LOS
A to F

LOS A LOS C LOS F

Excellent LOS, free Unacceptable LOS, cross

flow, no delays and flow, system breakdown
excellent level of and long delays and
comfort unacceptable level of
comfort

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 Level of Service for Pax

LOS A LOS C

LOS F

Strategic Airport Management Programme

9-13 April 2007

Level of Service for Pax

IATA Level of Service Space Standards for Airport

Passenger Terminals

Level of Service Standards (sq. m per

occupant)

A B C D E F
Check-in queue area 1.8 1.6 1.4 1.2 1.0 -
Wait/circulate 2.7 2.3 1.9 1.5 1.0 -
Hold room 1.4 1.2 1.0 0.8 0.6 -
Bag claim area 2.0 1.8 1.6 1.4 1.2 -
(excluding claim device)
Government inspection 1.4 1.2 1.0 0.8 0.6
-

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 Performance Standards
Translate expectations of service standards
into quantifiable measures, differs from
airport to airport
Processing speed
- check-
check-in process
- immigration/customs clearance
- pax and baggage security
screening
- baggage delivery
Functionality standards
- Minimum connecting time
Availability
- Key operating systems eg flight
monitor, escalators, trolleys etc
Strategic Airport Management Programme
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Traffic Peaking Characteristics

Pax Peaky
Peaky
Traffic Peaks Pattern
Flat
Flat
Pattern

Valleys

Time
0 3 6Strategic
9Airport12 15Programme
18 21 24 (Hour)
Management
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Future Growth - Expandability
Over or premature investment?
Support modular expansion?
Flexibility and constraints?
Lead time needed to add capacity?
Disruptions to existing operations?

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9-13 April 2007

Future Growth

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Operating Costs - Maintenance

People mover
system

Baggage handling
and sorting
system

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Ease of Wayfinding

Complex or convoluted paths?

No clear line of sight to facilities?
Poor accessibility to commercial areas?
Multiple decision points?
Back-
Back-tracking?

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Ease of Wayfinding

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Ease of Wayfinding

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 Facilitating Processes
Centralised or decentralised?
decentralised?
Required number of units for each facility?
Accommodating changes in processing
methodology?
Use of technology vs resources?
Reliability and redundancy?

Strategic Airport Management Programme

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Retail
Airside or landside?
Prime location vs operational needs?
Increase dwell time vs efficiency?
Creativity vs clarity?
$$ Returns?

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 Is there a practical limit
to how large a
terminal building can be?

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Seoul Inchon
Kansai Airport
27mppa
Shanghai Pudong
30mppa
20mppa
ASIA 42mppa
42mppa
21mppa
Suvarnabhumi Airport

30mppa Chek Lap Kok

30mppa

25mppa

21mppa (T1)
23mppa (T2)
Sepang Airport Guangzhou Baiyun
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Changi Airport

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 Heathrow T5
Schipol

32mppa

30mppa 30mppa

EUROPE

Strategic Airport Management Programme

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Optimal Geometry
Centralised terminal with finger piers

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 Strategic Airport Management Programme
9-13 April 2007

Establishing Optimal Size

Optimal Number of Piers = Gates
[Reference: Bandara & Wirasinghe 1992]

For 6 piers,
Number of Gates = 32 to 42

Use of
Planning Norms

20 to 25 million pax a year

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 Check walking
distances for
departing
Travellators passenger
travelling to the
nearest and
furthest gate

CHECK-
CHECK-IN
ISLAND

KERBSIDE
Check walking
distances for
departing passenger
travelling from
kerbside to the
furthest check-
Strategic Airport Management Programme
check-in
9-13 April 2007 island

Check walking
distances for
Travellators transfer
passenger
travelling
between the
furthest gates

CHECK-
CHECK-IN
ISLAND

KERBSIDE

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 Table 1 : Unaided Walking Distances
20 mppa 22 mppa 25 mppa
Kerbside to
195 m 205 m 235 m
furthest check-
check-in island
Furthest check-
check-in 265 m 275 m 300 m
island to nearest gate
Table 2 : Aided Walking Distances
20 mppa 22 mppa 25 mppa
Furthest check-
check-in island 495 m 515 m 550 m
to furthest gate
Furthest gate to gate 790 m 840 m 1,000 m
distance

Strategic Airport Management Programme

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Optimal Terminal Size

Based on current technology, it

appears that a centralised passenger
terminal building with six finger piers
handling 25 million passengers per is
the optimum size

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