Airport Passenger Terminal Planning and Design, Volume 1: Guidebook (2010) / Chapter Skim
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From page 138... ...
138 The planner of today's airport passenger terminals must address a wide range of differing needs. While the goals of functionality and flexibility remain paramount, the planner must also consider ways of creating a building layout and environment that supports the highest levels of passenger service and facilities in balance with the size of the building envelope and available budget.
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From page 139... ...
ments for the project. This chapter provides guidance in addressing the following categories of items involved when developing terminal building facilities: • Terminal planning and design considerations • Terminal concept development • Terminal facility requirements • Other building considerations VI.1 Terminal Planning and Design Considerations At the start of a terminal planning project, there are a number of key terminal planning considerations with ramifications for the terminal's ultimate design that should be explored and discussed with the airport terminal sponsor and key stakeholders.
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at airports are a limited resource. Each terminal planning project requires careful study and deliberation to maximize each opportunity and to successfully plan for changing airport demand and operational requirements.
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then consolidating demand for onward service at the hub. The services provided by airlines generally fall into three categories: • O&D service accommodates passengers who start or end their particular journey at the airport, whether a hub or spoke city.
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will identify if the terminal is expected to be operated primarily as a hub transfer terminal, O&D terminal, or commuter terminal. Each type of terminal tends to perform better in certain configurations than others.
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a very deep site. Multiple piers, on the other hand, tend to increase walking distances, create confusion in wayfinding between piers, and usually require a long site to accommodate efficient aircraft movements between piers.
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• Decreased turnaround times: The quick turnaround times mean less time between departing flights, which tends to generate a need for a slightly larger than normal holdroom for the aircraft type used because some passengers for the subsequent flight will begin showing up while departing passengers for the current flight are using the holdroom. The apron parking, equipment staging, baggage loading and unloading, and cleaning and fueling operations all need to be geared to supporting quick turnaround of the aircraft.
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developed a system in which Internet check-in passengers can check their bags at the airport 24 hours prior to their departure. Remote hotel check-in facilities accommodate both ticketing and checking in baggage.
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VI.1.2.2 Macro Contextual Balance In a similar manner to the terminal complex's component balance, the terminal mission and project must be assessed against the macro framework of the airport itself. This macro contextual balance should examine the terminal project in relation to the airport's role in the national and international air transportation network, applicable air traffic control system parameters, the traffic demand from the immediate region and neighboring communities, and regional and city transportation plans.
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considered inadequate. TC modeled its approach to define LOS on principles originally applied to traffic engineering, as well as work carried out by John Fruin a few years earlier for the bus and train terminals operated by the Port Authority of New York and New Jersey.
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C a time duration factor is added equating to a standard of 15 minutes duration during the [design hour]
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Although AACC (later ACI) and IATA jointly promoted the use of these LOS definitions and standards, they have been generally referred to as IATA standards because of their inclusion in the various editions of IATA's ADRM (3)
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Furthermore, terminal planning and LOS should reflect the specific operational characteristics of the terminal, and the volume of passengers and baggage to be handled. Managing terminal capacity and planning with LOS in mind are key issues in developing competitive airports, with long-term financial and operational implications.
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evaluate many types of future "what-if" scenarios, caution should always be used in selecting the underlying assumptions. Results can be only as accurate as the data used to develop the models.
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the convenience of the distance traveled will be influenced by the availability of appropriate mechanical aids such as moving walkways, escalators, elevators, and more sophisticated APM systems. These sorts of aids are becoming increasingly necessary as aircraft wingspans continue to increase and the distance between gates is extended further.
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September 11, 2001, passengers are valuing the ability to quickly move through the terminal as a primary factor in their determination of passenger convenience. VI.1.5 Flexibility The airport terminal is a modern building type that is particularly prone to obsolescence.
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the terminal's operation were compromised during this improvised expansion. The building's failure to address the needs of modern aviation led its owners to the dramatic decision to tear the building down in the mid-1990s.
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was based on it being an O&D operation, marking the proximity of the car and the plane paramount. With the introduction of hubbing, when the terminal is a center for transferring passengers, the proximity of airplanes to each other became most important, rendering the premise for DFW nearly moot.
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types of traffic and assessing the impact on peak hour activity levels. Now that computer simulations of the performance of passenger buildings are becoming commonplace, this kind of analysis is more easily accomplished.
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The shared-use wing of the passenger building at Edmonton International Airport in Alberta, Canada, is a prime example of a shared-use, multi-function facility. It is designed to serve three distinct types of traffic for many airlines by using a system of corridors with access points that can be locked or opened to channel passengers as required.
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return, because venting through the roof is difficult. The cast-concrete long-span system at Dulles International Airport could expand laterally because of the careful placement of these mechanical and ventilating systems.
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coincide with nodal points in the circulation network and will forever constrain the optimal use of the areas, as well as other systems and services in those areas. Level changes are also very costly to modify.
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manage the passenger reservations, check-in, and boarding process in their own airline's IT network. Presently, approximately 400 airports worldwide dating back to 1984 have implemented some level of CUTE technology (39)
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Locations for loading and unloading passengers from buses should be as close as possible to the core of the terminal building and airside waiting area to limit distance required for passenger walking. The disadvantages of operating buses on the airport apron would include possible conflict between aircraft flows, buses on and around the apron, and increased passenger enplaning and deplaning times.
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operational activity, are found in Transportation Security Regulations (TSR) §1542, Airport Security (40)
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Problems at the TSA checkpoints can have a serious effect on the airport's operations, including the closing of a concourse after an incident or a screening failure at the checkpoint and the resulting need to re-screen thousands of passengers who had been cleared and must come out from the sterile area. Not only are such events costly to the airport and the air carriers, but they also leave the general public with considerably lowered confidence in the security operations at the airport.
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Checkpoint design for general passenger screening must adapt to the types of terminals and expected distribution of passenger loads; optimize efficient space; provide flexibility for meeting fluctuating load demands and emergency conditions; and consider equipment types, sizes, number, placement, spacing, power, IT, and communications requirements as well as adjacent spaces, seating areas, supervisory and staff areas, private screening areas, and more. These issues are outlined as follows: • General checkpoint design issues – Efficient space use for queuing, divestiture, secondary screening, and ADA requirements – Flexibility for meeting fluctuations in load demand, emergency conditions, and new regulations – Flexibility to accommodate changing TSA technology requirements -- larger, smaller, and/or procedural support – Coordination with HVAC, electric, lighting, IT, and communications infrastructure – Coordination with TSA for support space and IT requirements – Protection of Security Screening Checkpoint (SSCP)
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• Delayed egress equipment on emergency exit doors, to also reduce false alarms. • Turnstiles to address piggy-backing or tailgating, although they require extra space for installation and cannot identify attempts to gain access.
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high percentages of connecting passengers and significant volumes of domestic and international travelers. When planning and designing a terminal complex, a primary goal is to make traversing the facilities as intuitive as possible for every user.
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Signs may also include larger type fonts, which make it easier for visually impaired passengers who are not legally blind to more easily identify and read information. In addition, digital voice messaging systems should be provided to assist the passenger in acquiring up-to-the-minute arrival and departure flight information, which is displayed on the FIDS.
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VI.2 Terminal Concept Development The development of concepts for terminal facilities at airports is typically an iterative planning and design process involving the use of quantitative facility requirements combined with a thorough understanding of the operations of the airside, terminal building, and landside components to develop various future options for the airport terminal complex. While the specific objective may be slightly different for a greenfield terminal verses the expansion or redevelopment of an existing terminal complex, the majority of the steps in the process are virtually the same.
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Terminal Building Facilities 169 For these reasons the development process for terminal complex concepts typically starts by developing aircraft parking arrangements that will integrate appropriately with the airfield infrastructure, which in turn are predicated on the alignment of the airport's runways. The location and position of the terminal building itself is primarily dependent on its seamless integration with aircraft operations to the runways, and convenient passenger access to and from various forms of ground transportation.
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170 Airport Passenger Terminal Planning and Design The primary orientation of the terminal building has traditionally been set by establishing the most straightforward path to and from the ground transportation modes, through the terminal facilities, to and from the parked aircraft. This straightforward approach is still the most desirable terminal objective for passenger processing because it typically results in simplified passenger wayfinding and minimal walking distances, but now additional items need to be taken into consideration.
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facility requirement estimates, based on a preliminary analysis, are too low. Typically, terminal planning is an iterative process that allows for increasing levels of detail to improve facility requirement estimates and a higher definition of the terminal project with each iterative step.
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172 Airport Passenger Terminal Planning and Design • Increases gate flexibility and utilization: A single consolidated terminal that is appropriately designed to process both international and domestic arriving and departing aircraft and passengers, through the use of swing gates, eliminates the need to taxi or tow an internationally arriving aircraft to a different domestic departing gate. • Provides comparable level of service: Operating from the same terminal building typically provides a comparable set of facilities and LOS for the dominant carrier(s)
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Terminal Building Facilities 173 simple linear terminal. In this configuration, this concept type is primarily appropriate for low-activity O&D airports.
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174 Airport Passenger Terminal Planning and Design area. An example of a straight linear concept is the integrated terminal and concourse with its mezzanine APM system at McNamara Terminal of Detroit Metropolitan Wayne County (Detroit Metro)
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Terminal Building Facilities 175 Pier Concept. In the pier concept, aircraft are parked on both sides of a concourse that extends from the terminal.
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176 Airport Passenger Terminal Planning and Design Initial expansion of this concept is handled through enlarging the satellite building. Often the satellite building will be developed as a pier-type concourse, which can then be expanded by lengthening the pier at either end.
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Terminal Building Facilities 177 lounges approach is the use of buses that drop off the passengers adjacent to the aircraft on the apron. As originally conceived, the primary advantage of this concept was to provide ultimate flexibility for each of the airport elements to develop as needed.
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178 Airport Passenger Terminal Planning and Design advantage especially for business travelers and connecting passengers who may arrive close to the actual aircraft departure time. Additionally, the cost for operating and maintaining the transport vehicles is ongoing and a significant part of the airport's operating costs.
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Terminal Building Facilities 179 period traffic without bearing the cost of building additional facilities. This busing transport concept is sometimes used for regional/commuter operations.
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180 Airport Passenger Terminal Planning and Design For a terminal on one level, the elements of the processor are typically arranged so that departure functions are first on the curb followed by the arrival area, or the departure and arrival functions occur on opposite sides of the terminal with adjacent roadways for each. In either case passenger access to/from the concourse/gate area is through a limited series of monitored screening/exit points.
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Terminal Building Facilities 181 curb arrangement with departures on the upper level and the arrivals curb directly underneath in order to minimize passenger's vertical transitions with baggage. Passengers typically enter and exit the concourse through a screening checkpoint that is located on the upper level.
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From page 182... ...
182 Airport Passenger Terminal Planning and Design A multiple-APM system typically combines a number of individual spine systems that move passengers from the processor area to various concourse areas of the airport. Each system operates independently and is sized and scheduled to meet the needs of the concourse it serves.
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Terminal Building Facilities 183 The primary advantage to this type of system is that each of the elements of the terminal can be developed to meet their own particular needs at the most appropriate location on the airport, while not being limited by passenger walking distances. As the airport evolves, the elements too can evolve to meet the changing requirements.
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184 Airport Passenger Terminal Planning and Design VI.2.2.1 Passengers The basic sequence of processing functions for the enplaning and deplaning of passengers has remained fairly constant from the inception of air travel. One of the most recent and significant changes to the air travel experience occurred following the attacks of September 11, 2001.
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Terminal Building Facilities 185 Only ticketed passengers with a current boarding pass and appropriately badged personnel are allowed to proceed past the SSCP. All visitors are currently prohibited from proceeding through the SSCP unless they are escorted by appropriately badged personnel.
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186 Airport Passenger Terminal Planning and Design entering the departure hall, passengers can check in at their respective airline ticketing areas before proceeding to the security checkpoint. Passengers who have checked in remotely, either at an offsite location or by Internet, can go directly to bag drop locations and then to the security checkpoint.
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Terminal Building Facilities 187 then directed toward the baggage claim area via concourse signage through the one-way security doors and on to the arrivals hall, where they can claim their baggage and reunite with family and friends. From the arrivals hall, passengers can proceed toward services such as transportation and hotel/accommodation counters, tourist information centers, rail connections, and parking facilities.
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188 Airport Passenger Terminal Planning and Design the passenger loading bridge(s) may lead into a "swing gate" vestibule space, which can be used by domestic arrival and departing flights as well as international departure flights during non-peak international arrival times by controlling the door access to the sterile corridor area.
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Terminal Building Facilities 189 Well-Wishers. The well-wishers of departing passengers accompany them to the departure hall in the ticketing lobby.
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190 Airport Passenger Terminal Planning and Design International (Arrival/Departures)
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VI.3 Terminal Facility Requirements The development of a detailed schedule of terminal facilities requirements (the terminal program) is the cornerstone of the process of planning a new, expanded, or renovated passenger terminal.
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airline staff how well the present facilities are functioning, and then compute the quantitative requirements for current levels of activity. Comparing these to existing facilities is a form of calibration to see if the planning factors and/or models yield a demand consistent with current levels of facility utilization.
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Terminal Building Facilities 193 VI.3.1.1 Dynamic Factors Influencing Queuing and Level of Service Passenger Arrival Patterns. Simply knowing how many passengers arrive in a planning period is not sufficient to determine the expected queue, accumulation, or LOS.
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194 Airport Passenger Terminal Planning and Design 10FT / 3M typical 15-25FT / 4.5-7.5M Passenger Queue 10FT / 3M recommended; 8FT / 2.4M minimum ATO Counter Active Check-In Zone Circulation Source: Hirsh Associates Figure VI-17. Typical linear ticket lobby.
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Terminal Building Facilities 195 deliver it to an originating input conveyor for loading into the baggage system. A self-tagging station can also be a stand-alone device that only scans the passenger's boarding pass and prints out the number of previously approved bag tags for application.
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planned. Flexibility in configuration and design is especially important for this evolving passenger processing function.
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Terminal Building Facilities 197 However, if a simple arrival distribution is applied, the results are quite different. For the arrival distribution shown in Figure VI-19, the passengers are assumed to arrive as follows: • 25% in the period 60 to 45 minutes before flight close-out (same as uniform)
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198 Airport Passenger Terminal Planning and Design use facility)
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Terminal Building Facilities 199 ratio of staffed positions to kiosks can then be varied depending on the current utilization of kiosks at the airport and the trends in kiosk use identified. An advantage of using a design hour to ECP ratio is that it requires less detailed data than the 30-minute service model.
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200 Airport Passenger Terminal Planning and Design In many international terminals, where bags are heavier, powered take-back belts (typically 24 inches wide) for each agent are used.
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Terminal Building Facilities 201 Cross-Circulation Zone. A cross-circulation zone is needed behind the passenger queue.
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202 Airport Passenger Terminal Planning and Design VI.3.2.8 Curbside Check-in Dimensions Curbside baggage check-in is popular at many airports. The dimensions for these facilities are similar to that of typical check-in counters.
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Terminal Building Facilities 203 The curb depth is also influenced by the presence of vehicle barricades that may be required at some airports for blast protection considerations unrelated to passenger processing. VI.3.3 Passenger Screening Security screening requirements are subject to TSA regulations and the level of security may be changed by TSA security directive if unusual levels of threat are perceived.
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204 Airport Passenger Terminal Planning and Design of the width of the checkpoint. This configuration is typically referred to as the "2 to 1" combination and is currently considered the preferable configuration.
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Terminal Building Facilities 205 quantities of electronics. Although the number of passengers processed was comparable to other peak days, the average wait time increased to 1 hour from the typical 20 minutes as a result of increased trace utilization and reduced processing speed.
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206 Airport Passenger Terminal Planning and Design for each unit, the throughput capacity of the security facility is 1,120 passengers per hour. In the base case, the queue at the end of the hour will be 200, having peaked at 250 passengers.
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Terminal Building Facilities 207 physical constraints do not allow a typical line of inspection lanes. Additional width may be associated with ADA accessible lanes.
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208 Airport Passenger Terminal Planning and Design VI.3.4.1 Estimating Demand Holdroom sizing is typically based on the average seating capacity of the largest aircraft expected to use each gate or group of gates. Holdrooms are typically sized for LOS C with some airports choosing to provide a higher LOS.
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Terminal Building Facilities 209 VI.3.4.2 Other Functions In addition to passenger seating and departure processing, some airports and airlines have added other amenities to holdrooms. These amenities have included work counters or desks, laptop/cell phone recharging areas, and play areas for children.
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Boarding/Deplaning Corridor. The corridor should provide as direct a path as possible from the loading bridge to the main concourse corridor.
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Terminal Building Facilities 211 Although most concessions are associated with departing passengers, some are related to arriving passengers: • Ground transportation concessions mostly consist of rental car counters but can also include commercial ground transportation services counters. At some airports, staffed rental car counters have been removed from the terminal and replaced by telephone banks.
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productive while traveling through the airport. The recharging stations are most conveniently located in waiting areas and holdrooms of the terminal.
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Terminal Building Facilities 213 Utilizing only the design hour demand, it is difficult to assess the impact of these various factors. For instance, a design hour demand of 600 passengers could consist of 3 flights of 200 passengers or 12 flights of 50 passengers.
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214 Airport Passenger Terminal Planning and Design The factors contributing to estimating the size of a claim unit for an individual flight are the same as for the total demand, except that aircraft seating capacity and design hour load factor substitute for the peak 20-minute deplaned passenger volume. The Baggage Claim model estimates the number of passengers within the active claim area by calculating the number of traveling parties, taking one member to actively claim bags and then adding in a percentage of the "extra" passengers who may accompany the active claimer at the claim unit.
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Terminal Building Facilities 215 VI.3.7.2 Typical Dimensions The baggage claim area consists of the baggage claim units, active retrieval and peripheral waiting/circulation zones around the claim units, additional passenger circulation, and baggage off-load area (baggage handling systems are described in additional detail in Section VI.4.1)
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216 Airport Passenger Terminal Planning and Design maintain and are generally preferred if the baggage off-load area is on the same level as the claim area. Bags are loaded on the secure side, pass though fire/security shutters (which are closed when the claim unit is not in use)
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Terminal Building Facilities 217 claim unit (peripheral area)
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218 Airport Passenger Terminal Planning and Design Source: Airport Technical Design Standards -- Passenger Processing Facilities, U.S. Customs & Border Protection, Washington D.C., August 2006, pg.
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Terminal Building Facilities 219 Source: Airport Technical Design Standards -- Passenger Processing Facilities, U.S. Customs & Border Protection, Washington D.C., August 2006, pg.
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220 Airport Passenger Terminal Planning and Design Source: Airport Technical Design Standards -- Passenger Processing Facilities, U.S. Customs & Border Protection, Washington D.C., August 2006, pg.
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Terminal Building Facilities 221 VI.3.8.1 Sterile Corridor System Arriving international passengers must be kept separate from other passengers, visitors, or unauthorized airline employees until they have cleared all FIS inspections. Therefore, a separate corridor system from the aircraft gate to primary inspection is required.
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222 Airport Passenger Terminal Planning and Design The standard double inspector "piggyback" booth is approximately 14 feet deep and, with the passenger standing areas on either side, 11 feet 6 inches wide. The CBP requires a 7-foot minimum distance from the booths to the holding line for waiting passengers.
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Terminal Building Facilities 223 VI.3.8.4 CBP Secondary Inspection and Processing The CBP is planning to institute a new unified secondary inspection procedure that will affect the configuration of FIS facilities. Under previous procedures, passport, visa, and other documentation concerns were handled in a secondary inspection area immediately adjacent to the primary (immigration)
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local airport conditions may result in different requirements and evolving CBP procedures may change support space requirements; therefore, planners need to work with the CBP at an early stage of planning. A number of support spaces are related to CBP staffing, which must be considered on both a shift and total staffing basis.
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Terminal Building Facilities 225 mix approaches 50% female. In heavily business-dominated airport markets, with a typically lower female population, an even fixture ratio will provide a good LOS.
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226 Airport Passenger Terminal Planning and Design another person who assists the disabled person. Although these companion care facilities are not very large (typically 70 to 100 square feet)
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Terminal Building Facilities 227 example, if an airport is in a destination city for most of its passengers, the number of well-wishers would probably be low. If most of the concessions are also in the secure area of the terminal, there would be a low demand for seating in the check-in lobby or non-secure areas for departing passengers.
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Source: Hirsh Associates Figure VI-37. Maintaining effective circulation width.
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Terminal Building Facilities 229 single or double loaded. Exit and service stairs to the apron level should be included in the secure circulation area.
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230 Airport Passenger Terminal Planning and Design Edge sterile corridors are typically 8 to 10 feet wide (clear width)
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Terminal Building Facilities 231 space at the exit from escalators (or moving walks) so that passengers do not "back-up" on an escalator, which is a safety hazard.
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232 Airport Passenger Terminal Planning and Design traffic pressure. Utilization of 75% may be realized; however, under normal use, 60% capacity is a more realistic utilization and is recommended for planning and design.
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Terminal Building Facilities 233 LOS. An APM is basically an automated, driverless train in which individual vehicles or trains operate at frequent intervals on dedicated guideways.
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234 Airport Passenger Terminal Planning and Design International terminals served by foreign flag carriers may have special office or counter requirements for ticket sales. As with domestic airlines, the number of passengers purchasing or changing tickets at the terminal has been decreasing through the use of on-line ticketing.
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Terminal Building Facilities 235 ing policies. A planning-level program area for operations can be based on the number of gates (as expressed in EQA)
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236 Airport Passenger Terminal Planning and Design potential for aircraft to simultaneously push back into the same taxilane area, a ramp control tower is typically required. This tower can be staffed by either the airport's operations department or an airline if it controls a large proportion of gates.
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Terminal Building Facilities 237 The size of the baggage make-up area will vary depending on the type of make-up units (index belts, recirculating make-up units, sort piers, etc.) and whether the systems are exclusive or common use.
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The program area should typically provide adequate space for the off-loading of a baggage train of four carts or single-container dollies when handling larger flights. This required space will result in an area of 2,000 to 2,200 square feet per off-load area.
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Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-44. EDS units in lobby before ticket counters.
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• Mini in-line systems have a single (or possibly two) EDS unit(s)
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Terminal Building Facilities 241 Most newer terminals allocate space to utilities in the range of 10% to 12% of functional areas if the terminal has its own heating/cooling plant, but many terminals are outside of this range. The existing percentage should be calculated and adjusted for expansions based on the adequacy of existing facilities.
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242 Airport Passenger Terminal Planning and Design required. Typically, there is space for an LEO at the SSCP, but depending on the size of the LEO presence at an airport and any additional duties (such as traffic enforcement)
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Terminal Building Facilities 243 multiple locations throughout the building, their structural surroundings, their lack of windows, and the added convenience of toilets/urinals and water supply. Other areas include stairwells, elevator cores, and mechanical rooms.
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244 Airport Passenger Terminal Planning and Design VI.4 Other Facility Considerations VI.4.1 Baggage Handling Systems When planning a new passenger terminal, it is extremely important to plan a BHS that will appropriately meet the needs of the terminal and its passengers. The size (volume of passengers)
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Terminal Building Facilities 245 course of the day. This volume in turn can be used to size the input, and checked baggage screening and baggage make-up system requirements.
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05 10 15 20 5: 00 A M 6: 00 A M 7: 00 A M 8: 00 A M 9: 00 A M 10 :0 0 A M 11 :0 0 A M 12 :0 0 P M 1: 00 P M 2: 00 P M 3: 00 P M 4: 00 P M 5: 00 P M 6: 00 P M 7: 00 P M 8: 00 P M 9: 00 P M 10 :0 0 P M 11 :0 0 P M Time of Day Fl ig ht s p er H o ur Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-46. Inbound flights by hour.
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Terminal Building Facilities 247 LOS with dedicated check-in facilities for a preferred corporate account, or first class and business customers. Budget of the Owner.
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248 Airport Passenger Terminal Planning and Design This subcontracting could affect the decision of the preferred type of outbound BHS to be designed: either a manual or automated sortation system. When a third-party vendor is involved, comprehensive reporting capabilities for measuring the BHS performance usually becomes part of the standard operating procedures.
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Terminal Building Facilities 249 delivery for non-conveyable items like bikes, surfboards, etc., to the secured non-public side of the bagroom. Group Check-in.
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250 Airport Passenger Terminal Planning and Design that the airlines do not have an economical method of handling or storing these bags within the outbound baggage system. The EBSS is typically located separate from the outbound baggage system and will feed bags back to the BHS for sortation and delivery as depicted in Figures VI-50 and VI-51.
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Terminal Building Facilities 251 Source: Star Systems, LLC -- A subsidiary of Five Star Airport Figure VI-51. Typical EBSS with single mainline conveyor and one load point.
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252 Airport Passenger Terminal Planning and Design • Decentralized sortation (localized to gates) : A decentralized baggage sortation system sorts the bags at two or more locations, or the actual flight sortation is performed at or near the individual airplane gates as depicted in Figure VI-53.
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Terminal Building Facilities 253 Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-53. Decentralized sortation baggage handling system.
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254 Airport Passenger Terminal Planning and Design Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-55. Universal encoding console.
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Terminal Building Facilities 255 INBOUND BELT DRIVE AISLE EMPTY CART AND CONTAINER STAGING DRIVE AISLE B Y PA S S L A N E , T Y P B Y PA S S L A N E , T Y P 1FT 6IN / 0.5M TYP.
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256 Airport Passenger Terminal Planning and Design • Human–machine interface graphics: Human–machine interface graphics contain the current status of the operation of the BHS, such as bag jams, conveyor time-outs, and emergency-stopped conveyors. These graphics assist with the rapid resolution of an issue within the BHS.
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Terminal Building Facilities 257 3FT / 0.9M CLEARANCE 1FT 8IN / 0.5M UTILITIES 1FT 5IN / 0.4M 3FT / 0.9M CLEARANCE 4FT 5IN / 1.3M 1FT 5IN / 0.4M 4FTx4FTx3/8IN / 0.1Mx0.1Mx0.01M 7FT 6IN / 2.3M 18FT / 5.5M HRS ANGLE SUPPORT BAGGAGE CART FLOOR CEILING / BOTTOM OF BUILDING STRUCTURE M IN IM U M C LE A R A N C E F O R TU G & B A G G A G E C A R TS M IN IM U M C LE A R A N C E O F FL O O R T O C E IL IN G Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-59. Minimum clearances with double-stacked conveyor and tug drive aisle.
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258 Airport Passenger Terminal Planning and Design • BHS spare parts room: Conveyor equipment parts require replacement from time to time. Spare parts are kept on site to reduce the down time of the BHS.
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Terminal Building Facilities 259 36IN / 0.9M 36IN / 0.9M 36IN / 0.9M 36IN / 0.9M 36IN / 0.9M 84IN H x 40IN W x 19IN D / 2.1M H x 1.0M W x 0.5M D 84IN H x 78IN W x 19IN D / 2.1M H x 2.0M W x 0.5M D 84IN H x 118IN W x 19IN D / 2.1M H x 3.0M W x 0.5M D 84IN H x 157IN W x 19IN D / 2.1M H x 4.0M W x 0.5M D 84IN H x 197IN W x 19IN D / 2.1M H x 5.0M W x 0.5M D Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-61. Typical MCP dimensions (20 drives/bay)
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260 Airport Passenger Terminal Planning and Design Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-62. Typical flat plate claim unit for inbound baggage -- "U" configuration.
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Terminal Building Facilities 261 Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-63. Typical flat plate claim unit for inbound baggage -- "T" configuration.
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262 Airport Passenger Terminal Planning and Design Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-64. Typical transport conveyor to slope bed claim unit with conveyor feed from above.
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Terminal Building Facilities 263 Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-65. Side view of feeds for slope bed claim unit.
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264 Airport Passenger Terminal Planning and Design Source: Star Systems, LLC -- A subsidiary of Five Star Airport Alliance Figure VI-66. Inbound oversized baggage slide claim unit in a single-level terminal.
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Terminal Building Facilities 265 event video frames, the application of video analytics, and other variable factors. Bandwidth requirements also depend on network architecture, e.g., performing compression and video analytics at the edge of the network will conserve network bandwidth but will affect network management and device maintenance.
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266 Airport Passenger Terminal Planning and Design mission-critical functions including security systems, which must, by definition, remain fully available when an incident occurs. Space requirements for UPS are important design issues, but more critical are such details as the amount of power supplied (KVA ratings)
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Terminal Building Facilities 267 Although this list is not exhaustive, it does demonstrate the impact that technology has on implementing a wide range of functions, including airport common-use policies and programs, communications, administrative functions, security, and more. For additional information on common-use facilities, please refer to ACRP Synthesis 8 (39)
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268 Airport Passenger Terminal Planning and Design be modular so they can be adapted to new or changing uses in different parts of the airport (passenger halls, retail areas, etc.) and controllable by zone according to the messaging function being performed.
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Terminal Building Facilities 269 Airlines will typically provide automated interfaces to support the downloading of schedules, schedule changes, and near real-time updates of estimated arrival/departure information. Many of these interfaces will use short-haul modems connected over telephone lines to airline host reservation servers.
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270 Airport Passenger Terminal Planning and Design is one of several applications on the network, IT policies for availability and downtime should be reviewed against security requirements, including zero downtime for critical functions. The following steps provide guidelines for approaching the fundamental tasks of the design process: • Specify performance parameters so that user applications can normally be accessed fully and quickly, without data loss or slow response times.
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Terminal Building Facilities 271 ment software. Together, these elements enable voice, data, and video communication transmission for airport-owned and tenant services in the terminal to other facilities on the airport and to facilities external to the airport.
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272 Airport Passenger Terminal Planning and Design It may be appropriate to consider HVAC system backup. Most terminals are fed from a central electrical plant, either remotely or on site.
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Terminal Building Facilities 273 VI.5 Additional Considerations VI.5.1 Building Systems Building systems, although often overlooked during the planning phase, are some of the most expensive components of a terminal complex. The number and complexity of systems poses a spatial challenge for the terminal designer and a scheduling challenge for the program manager.
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where multiple feeds exist. A minimum of two power distributions (busses)
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Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.