Airport Passenger Terminal Planning and Design, Volume 1: Guidebook (2010) / Chapter Skim
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Pages 34-79
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From page 34... ...
Airport passenger terminals cannot be planned effectively in isolation. Planners and designers must address and find solutions to an increasingly wide range of technical and operational challenges within the terminal building.
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From page 35... ...
with demand levels even at the busiest times. This topic is addressed more fully in Chapter IV, Forecasts.
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missed approach, and departure surfaces must be entirely clear of obstacles. Special use and restricted airspace may alter the air traffic patterns around a particular location and reduce the airspace available for aircraft operations.
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From page 37... ...
III.1.2.9 Wildlife Hazards The potential for any wildlife hazards, including the risk of bird strikes, should be evaluated when considering runway configurations. The propensity for wildlife hazards increases in areas located near bird sanctuaries, sanitary landfills, bodies of water (i.e., lakes, rivers, reservoirs)
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From page 38... ...
be serviced. Airports handling general aviation and business jet operations generally provide one or more fixed-base operator (FBO)
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From page 39... ...
with adequate land for future expansion needs. The actual land area will be based on the ATC level of activity and should be coordinated with the local FAA Regional Office.
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From page 40... ...
terminal. Likewise, a regional land use plan may also indicate if there are constraints to upgrading or constructing new interchanges near the airport.
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From page 41... ...
provide opportunities for relaxation, pedestrian connectivity, and healthy exercise for the communities living near the airport. If community land use plans include proposals for new or expanded recreational facilities that may be negatively affected by the terminal development, the issue should be tackled proactively to see if ways can be found to mitigate these effects.
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From page 42... ...
At large hub airports, particular priority is now being given to realizing the inherent revenue potential of property developed in immediate proximity to terminals that process millions of passengers a year. Generally the closer the property is to these passenger processing activities, the greater the potential for revenue generation from hotel, office, and high-end retail developments, as well as, convention centers and other similar land uses.
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From page 43... ...
tions representatives; local and state highway and transit officials; and private transportation providers who utilize airport facilities. Ground access transportation planning at airports occurs on both a regional and a local scale.
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From page 44... ...
The best way to discourage non-airport traffic is to ensure that the only destination for the airport entrance road is the airport terminals and the other airport facilities. One of the ways that this is typically done is by employing a loop roadway that serves the terminals, parking, and other facilities.
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From page 45... ...
Another consideration in planning for regional rail stations is flexibility. New station and track locations should be placed so as not to restrict future growth and flexibility of airport facilities.
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From page 46... ...
standard considerations. Each aspect heavily relies on the type and size (or number)
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From page 47... ...
elements needs to be located very close to the terminal, they will have a great impact on how the terminal is situated and how it functions. III.4.2.1 Intermodal Facilities Intermodal facilities include regional transit links to the airport (such as light rail or heavy rail)
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From page 48... ...
consideration each of these utility systems as each can have an effect on the planning and design process. Early in the planning of a new airport terminal or substantial terminal renovation, the site utilities should be assessed to ensure that sufficient capacity is available and that the planner is aware of the location of primary utility alignments.
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From page 49... ...
users such as airports. Typical substations transform from high to low or low to high voltage using transformers.
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From page 50... ...
While security concerns for the airport typically begin at the airport's perimeter boundary, this Guidebook will focus on the three primary areas of the terminal complex: • Airside security – Vehicle and pedestrian gates and portals – Planning for vehicle checkpoints – Apron areas • Terminal security – Terminal lobby issues – Employee screening – Baggage screening • Landside security – Access roadway and terminal curbside – Multi-modal and multi-terminal connections The topics of airside, terminal, and landside security are discussed in detail in Section V.1.5, Airside Security; Section VI.1.6, Terminal Security; and Section VII.7, Landside Security. III.6 Information Technology and Communications From a terminal building systems perspective, the information technology (IT)
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From page 51... ...
airport processing, visits to services and concessions, safety and security maintenance, and ultimate departure or connections. Terminal planning, from front door to departure gate, determines the essence of the passenger experience, but none of that is possible without an appropriately designed and configured IT network that functions as an integrated whole and can be readily adapted to a very rapidly evolving technology.
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From page 52... ...
To comply with the requirement to implement NEPA, the FAA promulgated Order 5050.4B (20) and Order 1050.1E (21)
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From page 53... ...
of a consultant if necessary. Most passenger terminal projects alone will not require an EIS, because they are typically constructed in areas on airports where similar activity is already taking place.
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From page 54... ...
– Consolidated remote rental car facilities – Free-flow traffic control at the departure and arrival curb areas -- grade-split curbfronts – Intermodal connections with public transportation systems – Use of "greener" fuels by airside vehicles and public and hotel buses • Airside gate initiatives – Installation of a hydrant fueling system – Electrifying of aircraft gates through the use of 400 Hz power systems • Construction/design initiatives – Fuel efficient and low-emission heating units – Energy-efficient building methods – Use of construction equipment that meets the applicable federal non-road emission standards (tier compliant) – Efficient construction phasing Hazardous Materials and Solid Waste.
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From page 55... ...
should occur. An airport should reduce its use of energy by using energy-efficient products such as compact fluorescent light bulbs, skylights, and other energy-efficient heating and cooling systems.
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From page 56... ...
the FAA at this point in the process is to accomplish two goals. The first is to inform the FAA of the project, to share the preliminary Purpose and Need and the anticipated timeframe, and to identify any areas of concern.
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exacerbate the noise problem and can easily upset airport neighbors. Therefore, when preparing to undertake a terminal project, it should be recognized that noise will increase in the vicinity of vehicles and equipment involved in the construction process.
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Coastal Zone Management Act. The Coastal Zone Management Act was established to preserve, protect, develop, and restore the nation's coastal zones.
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From page 59... ...
sustainable initiatives; however, there are significant advantages to including such initiatives into a passenger terminal project. Sustainability projects can be implemented for many of the areas of concern that fall under NEPA, such as air quality and water quality.
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From page 60... ...
the size and subsequent cost of heating or cooling systems. Initial cost is further offset by reduced operating costs over the life of the building.
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From page 61... ...
• Research regional, state, and federal funding or incentive programs to increase the payback period of certain technologies and products. • Develop the potential scope for achievement of "green building" objectives in the initial phase of the planning including commissioning of the systems, daylight modeling, energy modeling, etc.
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From page 62... ...
• Review and edit product specifications, focusing on important environmental standards for the products selected (i.e., volatile organic compound limits, minimum levels of recycled content, prohibited compounds, etc.)
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From page 63... ...
the amount of heat absorption of constructed surfaces, yet also keep in mind that landscaping should be of types that are not wildlife attractants. High-albedo and vegetated roofs reduce the heat island effect, as well as maximize energy savings.
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From page 64... ...
Decrease or eliminate the need for permanent irrigation by incorporating xeriscaping and drought-tolerant species, as well as low- to no-mow grass species. The use of native and adaptive species also has significantly lower life-cycle costs when compared to conventional planting and landscaping because they require less fertilization and irrigation.
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From page 65... ...
plant can increase efficiency and decrease harmful emissions. When upgrading or adding to the central chiller plant, combined heat and power (CHP)
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From page 66... ...
of other products. VOCs are at the very least respiratory irritants; some have been found to cause cancer and VOC levels have been shown to be two to five times higher indoors than outdoors.
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Construction Indoor Air Quality Management Plan. The development of a Construction Indoor Air Quality Management Plan establishes that the project goals should include minimizing the detrimental impacts of construction activities on indoor air quality (IAQ)
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From page 68... ...
Pollution-reducing practices also help reduce the amount of global-warming and ozonedepleting compounds being released by airport terminal vehicles. Using low-emission/fuel-efficient, as well as alternative-fuel GSE will reduce emissions and save on fuel costs.
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From page 69... ...
adjacencies, and ancillary needs based on the specific market served by concessionaires serving the airport. As another example, an airport's business leader will have an understanding of the risks associated with tailoring terminal facilities to a specific new entrant.
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From page 70... ...
Also, the airport's business leader should bring value to evaluation of tradeoffs inherent in selection of current technological, security, environmental, and other solutions versus provision of broadly adaptable core systems. Similarly, the business leader should help assure that reasonable balances are reached between competing factors like the following (25)
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From page 71... ...
A further consideration is that any given airport sponsor will likely have a range of capital needs for its airport beyond the terminal -- most notably capital improvements that relate to airfield operations, automobile parking, rental car activities, and landside development. The affordability of the terminal project needs to be determined in the context of the overall affordability of the capital program for the airport.
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From page 72... ...
is more common for project revenues to provide repayment security; for example, the terminal development financing by a private entity for the International Air Terminal (Terminal 4) at JFK International Airport was arranged through debt secured solely by revenues anticipated from the completed terminal, net of operating and maintenance expenses, which included rent payable to the airport owner, the Port Authority of New York and New Jersey (24)
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From page 73... ...
most efficient timing to secure funds to meet local contracting regulations and project cash flow requirements. To a certain extent, short-term funding mechanisms, such as commercial paper, grant anticipation notes, or bond anticipation notes, can be used to "match up" funding availability with funding need.
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From page 74... ...
• By 2007, average sales per passenger enplanement at the country's 20 busiest airports had increased to $8.50 for these same product categories. III.9.3.3 Importance of Early Commercial Planning The planning of commercial concessions should begin at the very early stages of the terminal planning process for the following reasons: • Over a 20-year period, an airport that currently serves 10 million enplanements and has current sales of $9.00 per enplanement in news/gift, specialty retail, food/beverage, and duty-free activities may generate nearly $3 billion in total sales, and more than $390 million in concessionaire royalty payments to the airport operator.
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From page 75... ...
As part of the development of a new, midfield satellite concourse, airport planners had provided for three lower-level gate holdrooms: • The gate holdrooms were to be located immediately below a large commercial cluster at the center of the concourse. • In an effort to reduce concourse development costs, each holdroom was to be served by a single (down)
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From page 76... ...
III.9.3.6 Trends in Terminal Concessions General and Retail Trends. Airport concession programs continue to mature and gain increasing importance as a source of revenues for airports large and small.
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From page 77... ...
• Including a mix of recognized international brands and local brands allows the airport to maximize passenger satisfaction levels and to promote local operators and cuisine. – Being part of an airport's food and beverage concessions program (with international brands)
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From page 78... ...
Duty-free sales per international enplanement can, at select Asia–Pacific and Middle East airports, reach $50.00. Duty-free sales at U.S.
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From page 79... ...
– As such, terminal layout configurations that maximize the number of gate holdrooms close to commercial clusters will generate higher overall sales than will decentralized layouts. – Airside dwell times significantly affect commercial sales.
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