Guidebook for Airport Terminal Restroom Planning and Design (2015)

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7 2.1 Drivers and Goals For the last five years, complaints to airports have been mounting. The most frequent comments from travelers are that the restrooms look filthy and dated, and there is always a line. Other comments include tiles are chipped and cracked; the grout is mop-water gray; and the toilet stalls are so small that passengers have to tango with their carry-ons to get the door closed, then use the bag to keep the door closed because the latch will not stay closed. It is time for a change—not just a restroom facelift, but something impactful that will help bring back to airports the luster of air travel. Updating restrooms has become complicated. The rules have changed. ADA, TSA, every organization has a finger in the process. This section will help airport managers, planners, and designers navigate the first step of any restroom project: planning. As with every capital improvement at an airport, there is a need that drives a project’s initiation. These drivers might include the following: • Change in airport vision/mission • Customer service complaints • A related project—new or renovation • Change in operation (e.g., increased passengers) • Security/safety issues • Building code/accessibility compliance • Sustainability master planning • Aesthetics (typically dated finishes) • Standardization • Failing materials/products Restroom projects are often incorporated into a larger renovation, expansion, or new building. Occasionally, however, an airport will decide to focus only on restrooms and bring them all to a consistent standard. Regardless, goals need to be developed to generate an architectural program. This document details types and sizes of spaces, quantity of each space and approximate locations, level of material quality, schedule, and budget. To get to this point, however, an assessment is required of the existing facility to understand the starting point. Two independent efforts are required to assess the airport’s existing restrooms. One is a physical survey of each restroom space to evaluate the current state of the restrooms by determining their age, condition, number of fixtures, critical dimensions, etc. This effort will document what the airport has. A parallel effort is undertaken to calculate what the airport needs. This effort looks at the airport’s passenger flow, which in turn quantifies how many fixtures are needed (and their C H A P T E R 2 Planning

8 Guidebook for Airport Terminal Restroom Planning and Design distribution throughout the airport) to accommodate the calculated passenger load. Comparing these quantities with the surveyed quantities will determine how many fixtures and restrooms locations will need to be added and/or relocated. Before either of these efforts is launched, however, a group of stakeholders needs to be assem- bled: the restroom team. 2.2 The Restroom Team There is one attribute every member of this group will need for the process to succeed— a sense of humor. Besides the inevitable bathroom jokes, the process of designing airport rest- rooms brings often-conflicting regulations, must-have lists, and goals. Team members need to be resilient and open to compromise, then support the final program while remaining vigilant for potential future improvements and refinements. From day one, the team should include every manager with a vested interest in the restroom’s planning, implementation, and maintenance. From within the airport, this should include representatives from the following groups: • Facilities/planning • Customer service • Carpentry • Heating, ventilating, and air conditioning (HVAC) • Plumbing • Electrical • Information systems • Cleaners • Airport police Consulting experts should include the following: • Aviation planners • Architects • Interior designers • Mechanical engineers • Electrical engineers • Technology systems designers Each individual on the team should be committed to the success of their airport’s restrooms. Ideally a core group of members would meet periodically after the project’s completion to assess customer service, maintenance, and operational issues and opportunities as these arise continually with changes in the travel market, general use/abuse of the restrooms, and innovations in products and services. A key aspect of members’ commitment is the broadening of their expertise. This involves an awareness of initiatives in restrooms at other airports as well as other public facilities, under- standing the range of products and systems while monitoring new developments through relation- ships with manufacturers, and participating in relevant professional and industry organizations and conferences. Eventually cost and schedule estimates of the design options will be needed, so one or more of the following (depending on the airport’s procurement requirements) also should be involved: • Cost estimator • Construction manager

Planning 9 • General contractor • Primary subcontractors 2.3 Existing Restroom Evaluation With the restroom team in place, the easiest task to initiate, but also the most time intensive, is determination of the existing state of the airport’s restrooms. This process involves going to each restroom and related space—janitor’s closets, pipe chases, and associated storage rooms— and documenting the existing conditions for the following: • Proximity to other airport functions • Signage • Surfaces • Hardware • Accessories • Amenities • Plumbing • HVAC • Power • Lighting • Technology • Accessibility A form for each of these categories is shown in Appendix B: Existing Restroom Evaluation Forms. Use the forms as a guide to create forms specific to the airport’s restroom features. Ideally a representative from each of the departments responsible for the management or maintenance of a form’s contents will conduct the survey. Forms should be updated over time as modifications are made to any space so there is always a current inventory. In addition to surveying the existing facility, it is suggested that the customer service data collection process is reviewed along with collected data from the last five years. The maintenance process should also be evaluated. 2.3.1 Customer Service Process An important means of understanding how well restrooms are operating and being received is to offer travelers a way to communicate their comments. This can be as simple as a rack with comment cards and a box to deposit them. Technologies, however, continue to provide more streamlined and sustainable methods. Numerous airports provide a number to text or twitter comments and new restrooms at Singapore’s Changi Airport provide a touch screen with a five-button scale, from happy (excellent) to sad (very poor), to rate the restroom experience. The data from these sources are typically collected by the airport’s customer service staff for monitoring. It is also beneficial to have digital format comments sent directly to the facilities groups so cleaners or maintenance crews can be immediately dispatched to take care of empty paper dispensers or clogged sinks. There are also airport industry surveys, typically conducted annually, that address customer service issues for restrooms among other aspects of the terminal. Airports Council International (ACI) Airport Service Quality (ASQ) is currently the most broadly used. If the airport does not implement some form of feedback collection, one or more of the previously mentioned options should be considered. When the need for changes to an airport’s restrooms are being contemplated, external feedback is invaluable to confirm customer service

10 Guidebook for Airport Terminal Restroom Planning and Design issues. As the research team’s surveys of travelers and airport managers revealed, there is often a disconnect between the perceptions of the two groups. 2.3.2 Maintenance Process The survey of the existing restrooms provides an invaluable opportunity to interview mainte- nance crews to determine which products have not met expectations in terms of durability and ease of maintenance, and what procedures have proved to be inefficient or ineffective and should therefore be updated. What is the frequency and procedure for cleaning the restrooms? How do the trades monitor the need for repairs? Is there ample attic stock for quick fixes? Numerous airports, both large and small, do a periodic walk-around with clip boards in hand to mark down any fixture or surface that needs attention. The Los Angeles International Air- port (LAX) case study in Appendix C includes an example of the forms it uses for this purpose. Hartsfield–Jackson Atlanta International Airport (ATL) has a full-time cleaner assigned to each women’s restroom to wipe up spills and keep paper stocked. Having a full-time attendant who manages a small number of restrooms eliminates the need to shut down a restroom for basic upkeep. Yet another airport keeps a strike team poised to clean any restroom immediately after a surge. Regardless of the strategy, the key to an effective maintenance program is to have a restroom standard operating procedure (SOP) in place for all maintenance staff to reference. This helps ensure the expected level of quality control is maintained in areas of cleaning and repairs. The LAX case study in Appendix C includes its SOP for cleaning. SOPs should be reviewed annually to confirm that new products are included and that all customer service issues are being addressed. 2.4 Restroom Fixtures Needed An important consideration before delving into calculating the size, location, and quantities of restrooms is the concept of level of service (LOS). The original measure of LOS, as developed by the International Air Transport Association (IATA), was to measure passenger flow through an airport. It takes into account the capacities of areas such as check-in, security checkpoints, hold rooms, etc. ACRP Report 55: Passenger Level of Service and Spatial Planning for Airport Terminals provides an overview of how LOS is applied to airport planning. Restroom sizes and locations, however, are not specifically addressed. It is a subjective exercise to correlate LOS with airport restrooms and is outside the scope of this guidebook. Some guidelines can be suggested based on general assumptions. ACRP Report 25: Airport Passenger Terminal Planning and Design ventures into how passenger perception can influence LOS through the availability and cleanliness of restrooms. Building on that, it can be inferred that an airport striving for LOS A (excellent) versus LOS D (adequate) should provide well-appointed restrooms that provide most of the amenities recommended herein including adequate space for belongings and circulation, ample circulation space, accommodations for individuals with special needs, and highly maintained facilities. The planning principles described in this chapter might be equated with LOS B (high). The recommendation is a high level of customer service with room for improvement if an airport strives to provide the highest levels of customer service. In terms of capacity, this means increasing the number of fixtures calculated in the following pages and the frequency of restroom locations. To meet the projected passenger demand requirements, airport restroom sizes are typically calculated based on the portion of the terminal they serve. Airside, concourse, or secure (post- security) restrooms are calculated based on aircraft seat capacity. Landside, terminal, or non- secure (pre-security) restrooms are based on passenger peak hours and their expected visitors.

Planning 11 Keep in mind that landside and airside restrooms accommodate a different mix of users. While both are visited by travelers and airport employees, landside locations are also frequented by meeters and greeters as well as, in some airports, transportation chauffeurs. Generally speaking, outbound travelers tend to go through security before using the restroom to assess how much time they have before their flight. Likewise, inbound passengers tend to wait until they’ve landed to avoid the cramped aircraft restrooms. But then they need to go! Based on comments from the research team’s case studies and focus groups, the impact of these scenarios on terminal restrooms is that landside restrooms tend to get more abuse since they are used by a broader spectrum of the non-traveling public. Some comments suggested that these locations are more akin to subway station restrooms. While durability remains paramount, higher- end materials may not be as appreciated landside, thus allowing more of the overall budget to be diverted to the extra amenities of the airside restrooms described later in this chapter. The following sections describe the fixture count calculation process for airside and landside loads. Note that areas within the airport that are not greatly influenced by passenger flow can rely on building requirements to determine the fixture counts. 2.4.1 Airside Calculations Calculations for secure restroom locations are typically based on the types of aircraft serving the adjacent concourse. In order to provide reasonable walking distances from the gates, plan- ning standards use the US FAA equivalent aircraft (EQA) factor to convert an existing gate size to an EQA. 1 EQA ≈ 145 Seats (typical narrowbody aircraft) ACRP Report 25: Airport Passenger Terminal Planning and Design, Volume 1: Guidebook recom- mends providing one restroom module (one restroom for men and one for women) for every eight EQA. Depending on the fleet mix, this translates to one module centered on a reasonable number of gates (approximately four narrowbody gates on each side of a double-loaded concourse) where the farthest passenger’s walk equates to approximately 450 feet. Historical observations indicate deplaning (arriving) passengers produce the greatest demand for the concourse restroom locations. Because most passengers on short-haul domestic flights will wait to use the restroom facilities until arrival, it is important to provide adequate capacity to serve these arriving passengers. This is especially important where near simultaneous flights arriving on adjacent gates will produce a surge effect on the restrooms located nearby. Taking surges into account, the peak 20-minute arrival period of the peak arrival hour is a good indicator for calculating peak passenger capacity. Observations also indicate that arriving passengers typically use the first restroom location they pass between their arrival gate and baggage claim or a connecting gate. Passenger behaviors suggest this is true even if queues are present and another location may be only a short distance away (passengers are likely uncertain how far away the next restroom is located). Due to these passenger tendencies, a good planning rule, as stated in ACRP Report 25, is to provide fewer restroom locations but with larger capacities. It is also recommended that restroom modules be placed adjacent to major concession nodes within airside concourses. Today’s restrooms should be designed for at least an equal split between women’s and men’s fixtures (toilets/urinals) as the trend of increasing female travelers continues (refer to Appendix E: Survey Summaries and Appendix H: Bibliography). However, it is recommended to provide 25 to 50 percent more fixtures for women than for men due to longer utilization time

12 Guidebook for Airport Terminal Restroom Planning and Design and because female travelers typically bring children into the restroom, as voiced in the focus groups, and do not have the advantage of the quick turn-around provided by urinals for men (refer to Appendix I: Airport Restroom of the Future). A valuable exercise is to conduct usage surveys, especially at restrooms known to have lines, to understand passenger loads unique to concourse configuration, airline practices at gates such as high turn frequency, etc. Results may suggest an even higher female to male ratio at some locations within the airport. Local building codes should always be consulted as well as airport authorities, who may mandate specific requirements. Keep in mind that building codes provide minimum requirements. To provide exceptional customer service, especially in larger hubs, code minimums have proven to be inadequate. A family restroom should also be included in each module to provide a space for individuals, companions, or families with special needs (refer to Chapter 3: Design). The following process can be used to determine the number of airside restroom modules and fixtures needed. 1. Determine EQA Factor Utilize Table 2-1 to determine the concourse EQA factor by multiplying the number of aircraft in each airplane design group (ADG) by the EQA Index. Sum all resulting EQA values to calculate the total EQA. Note: A general planning rule is to utilize the design aircraft for each gate. However it is important to understand wingtip adjacency conflicts, if any. Therefore, utilizing the largest aircraft able to use each gate, while producing no impacts to adjacent gates, will provide a good capacity estimate for the concourse. EXAMPLE: A concourse contains eight A320, two B757, and two B767. Therefore, based on Table 2-1: 8 (A320) × 1.0 8.0 2 (B757) × 1.3 2.6 2 (B767) × 1.9 3.8 Total EQA 14.4 2. Determine Number of Modules Divide the resulting EQA factor by eight. Generally rounding up will provide the appropri- ate number of locations. However, careful consideration to the concourse layout should be studied when determining the number of modules (e.g., single- vs. double-loaded concourses— see Figure 2-1). FAA AIRPLANE DESIGN GROUP (ADG) TYPICAL SEATS TYPICAL AIRCRAFT EQA INDEX I Small Regional 25 Metro 0.2 II Medium Regional 50 SF340/CRJ 0.4 III Large Regional 75 DHC8/E175 0.5 III Narrowbody 145 A320/B377/MD80 1.0 IIIa B757 (winglets) 185 B757 1.3 IV Widebody 280 B767/MD11 1.9 V Jumbo 400 B747,777,787/A330,340 2.8 VI Super Jumbo 525 A380/B747-8 3.6 Table 2-1. Equivalent aircraft index.

Planning 13 3. Determine Peak Passenger Capacity Peak passenger capacity (design passengers) is calculated using the following formula: Design Passengers 5 EQA (value from Step 1)  145 Seats (1.0 EQA)  90% (load factor) Note: Utilizing EQA seats will typically produce the greatest capacity scenario (all gates in use). However, this value should be compared and in some cases balanced against the design peak hour (typically calculated by the airport’s planning consultant) to gauge effects on total calculated fixtures. It may be appropriate to adjust EQA seat values based on the expected fleet mix in use for each given airport. For example, if the ADG III fleet mix expected to use the terminal is only 737-800 aircraft, seat capacity, depending on class configuration, can range from 160 to 185 seats. Load factor (LF) is based on latest industry planning standards and should be compared with factors unique to each airport. Now use the design passenger capacity to determine passenger demand: Peak 20-Minute Passenger Demand 5 Design Passengers  Peak 20-Minute % Note: The following peak 20-minute % values are recommended: • Concourses with hub activity = 60% • Concourses with origin and destination (O&D) activity = 50% In some cases an O&D airport’s passenger activity may exhibit peaks consistent with hub- type operations. Therefore, the above values should be used as guidelines. It is recommended that peaking characteristics unique to each airport be utilized (typically obtained from the airport’s master plan forecast data) and compared to these values. Last, calculate the design factor, which will be used to determine the required fixture count. Design Factor 5 Peak 20-Minute Passenger Demand  % Using Restrooms (utilization) Note: The general utilization rate planning standard = 50% to 60%. Double-Loaded Concourse 8 EQA 8 737-900W 1 Module Single-Loaded Concourse 8 EQA 8 737-900W 2 Modules Figure 2-1. Locations based on concourse type.

14 Guidebook for Airport Terminal Restroom Planning and Design 4. Determine Total Number of Men’s and Women’s Fixtures Since the quantity of women’s fixtures can fluctuate, with a suggested minimum being equal to men’s fixtures but potentially increasing based on the airport’s customer service philosophy, the men’s fixture count is used for base calculations. The men’s recommended fixture count is determined as follows: Men’s Fixtures 5 Design Factor (from above)  Male %  13 (peak 20-minute male passengers per fixture ratio) Note: When the passenger gender mix is unknown, assume a 50%/50% ratio. The peak 20-minute male passenger ratio is based on previous factors (load factor, gender split, peak 20-minute percentage, utilization percentage) and includes an average 1.5-minute male and 2-minute female dwell time at a fixture. The women’s recommended fixture count is determined as follows: Women’s Fixtures 5 Male Fixtures  Female Increase Factor Note: Table 2-2 illustrates the resulting male/female ratios for typical female increase factors. Finally the number of fixtures per module (determined in Step 2) is calculated. Each module is equivalent to a typical restroom set. Fixtures/Module 5 Total Fixtures  Total # of Locations Table 2-3 lists typical male fixture ranges for EQA factors categorized by O&D or hub-type facilities, passenger utilization rates, and peak 20-minute percentage factors. Female increase factors can be utilized with this table to calculate the number of female fixtures. Important: A fixture count of six per gender is the minimum recommendation to use for any facility type. For non-hub facilities or concourses with limited activity, the fixture count should be com- pared against local building codes. FEMALE INCREASE FACTOR FEMALE/MALE FIXTURE % RATIO 1.25 (25%) 56%/44% 1.50 (50%) 60%/40% 2.00 (100%) 67%/33% Table 2-2. Female increase factors for fixtures. Pax Utilization Peak 20 min % 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 TOTAL MALE FIXTURES BY EQA O&D Hub 50% 60% 50% 60% EQ A 33% to 50% 33% to 50% 60%+ 60%+ 6 13-20 12-18 11-17 11-16 10-15 9-14 8-12 7-11 7-10 6-9 6-7 6 6 6 6 6-7 6-9 7-10 8-12 9-13 10-15 11-16 12-18 13-19 14-21 15-22 16-24 6 6-8 7-10 9-12 10-14 12-16 13-18 16-21 18-24 19-26 15-20 16-22 18-24 6-7 7-9 9-12 11-14 12-16 14-19 21-28 23-31 25-33 26-35 28-3824-31 19-25 21-27 22-29 Table 2-3. Total number of male fixtures per EQA based on 50%/50% gender mix, 1.5-minute dwell (male), 2.0-minute dwell (female), 90% LF. Minimum six male fixtures for all airport classifications. Number of fixtures rounded.

Planning 15 2.4.2 Landside Calculations Landside restrooms are typically located within the major terminal areas such as check-in, baggage claim, and concessions areas. Calculations are based on the total peak-hour O&D passenger demand (PHP) and the visitors of those passengers. One approach, as stated in ACRP Report 25, is to provide one fixture per gender for every 100 individuals; however, this factor is only one approach because many variables such as the terminal layout can influence this factor. Local building codes should be consulted as well as airport authorities who may mandate specific requirements. Visitor ratios are typically provided with airport survey data, compiled by the airport or its planning consultant, and should be used to calculate the total visitor demand when available. However, if this information is unknown, an increase factor of 20 percent for well-wishers (WW) and 30 percent for meeters and greeters (M&G) is a typical industry-wide planning standard. For terminal facilities with enplaning/deplaning passenger processing functions (such as check-in/baggage claim, respectively) on separate levels, utilizing the associated visitor ratios with their respective passenger processing functions is appropriate: WW + enplaning passengers and M&G + deplaning passengers For terminal facilities with both check-in and baggage claim functions on a single level, a visitor ratio, comprising the average of the WW and M&G ratios, may be more appropriate. 1. Determine Design Passenger Demand Multi-level Facility: Check-in: Design Demand 5 Total Enplaning (departing) Peak-Hour O&D Passengers  WW Ratio (e.g., 1.20) Baggage Claim: Design Demand 5 Total Deplaning (arriving) Peak-Hour O&D Passengers  M&G Ratio (e.g., 1.30) Single-Level Facility: Design Demand 5 Total O&D (enplaning/deplaning) Peak-Hour Passengers  Visitor Ratio (e.g., 1.25) 2. Determine Number of Fixtures Once the quantity of fixtures for males is determined, use the female increase factor used in the airside calculations. Total Male Fixtures 5 Design Demand  Ratio Note: Ratio = 1 fixture per 70 PHP for first 400 passengers + 1 fixture per 200 PHP in excess of 400 passengers Total Women Fixtures 5 Total Male Fixtures  Female Increase Factor Fixtures per location per level should then be distributed. One method is to distribute the required fixtures in direct proportion to each existing location’s percentage of the total terminal fixture count (for a single-level facility) or each level’s total fixture count (for a multi-level facility).

16 Guidebook for Airport Terminal Restroom Planning and Design However, this should be studied carefully as some locations may exhibit lines during peak passenger demand. As a result a higher percentage distribution for those areas may be required. For terminals with integrated multi-modal ground transportation centers (GTCs)—such as taxi, limousine, rail—a ground access or curb-front survey would provide valuable passenger modal splits. This information could then be used to identify the appropriate passenger demand for those enplaning passengers that are dropped off at the curb thereby reducing the actual demand placed on the restroom facilities located in the check-in hall. Enplaning passengers utilizing the GTC, depending on location, should have access to restroom facilities prior to arriving in the check-in hall. Restrooms should be located in proximity to the major passenger processing functions such as check-in, baggage claim, security screening, meeter/greeter areas, GTC locations, and major landside concessions nodes. Locations should also be visible from the major passenger flows. 2.5 Prototypes Whether for new construction or renovation, prototypes provide building blocks that allow the airport’s restroom team to develop a master plan for locating public restroom modules throughout an airport terminal over a specific period of time. In the preceding process of evaluat- ing the airport’s restroom needs, the planning formulas provided the number of fixtures needed to accommodate the anticipated passenger demand. How do those numbers translate into actual physical space requirements? In traditional airport planning, restroom blocks were assigned a square footage based on broad planning formulas and rules of thumb. Also by tradition, restrooms have been near the bottom of the priority list. Thus, a 1,500-square-foot rectangle would likely be stretched or compressed to fit the odd-sized spaces leftover from the primary terminal planning exercise. As airport designers and managers routinely discover in their renovations, these spaces rarely function well with today’s toilet stall or circulation space requirements. The result is cramped restrooms spaces that have inconvenient columns, impractical utility chases, etc. Sections 2.5.2 and 2.5.3 provide not just a base square footage for two prototype restroom plans, but also appropriate dimensions to efficiently streamline the planning process. Through case studies and professional experience, the research team has observed that nearly all public airport restrooms are based on one of two layout plans—the room plan (Section 2.5.2), which has the sink and toilet areas distinctly separated, or the galley plan (Section 2.5.3), which lines up toilets and urinals on one side of the circulation aisle and sinks on the other. Both are relatively equal in size, though each has particular advantages and disadvantages that will be highlighted in the coming pages. These two prototypes work for any size hub or O&D airport and can be modified to accommodate any airport’s unique terminal layouts though space proportions may dictate one prototype plan over the other. It is not uncommon for a restroom team to develop two or three basic prototype variations for their airport. Sections 2.5.2 and 2.5.3 show the basic plan layout of the room and galley prototypes, respectively, with three-dimensional images to illustrate how the proposed components might appear in practice. To enable complete understanding of the space requirements of the restroom components, Section 2.5.1 studies each of the following spatial components to provide recommended sizing and configurations: • Entry area • Sink area

Planning 17 • Baby diaper changing area • Toilet stall • Wheelchair-accessible stall • Urinal area • Family room • Plumbing chase • Janitor’s closet/storage Section 2.5.5 presents additional diagrams that indicate locations of the following restroom elements: • Spatial components • Amenities • Signage • Accessories • HVAC • Lighting • Power • Technology 2.5.1 Spatial Components Entry Area The entry, as with other circulation within the restroom, needs to accommodate two-way traffic for passengers with luggage, in wheelchairs, pushing strollers, etc. A clear width of six feet six inches is a reasonable minimum. Seven feet is preferred. Avoid locating anything in the entry corridor that will cause a bottleneck such as information signs and drinking fountains. Designers should ensure that there are no sightlines into the restroom from the external public spaces, paying special attention to reflective surfaces and materials. Sink Area The most functional arrangement of sinks is a pair separated by a drying station that consists of a paper towel dispenser, a hand dryer (if used), and a trash receptacle. This locates each sink position next to a place to dry, thus eliminating dripping water across the floor to a remote sta- tion. While a drying station may be flanked by a sink on each side, drying time is comparably shorter than washing so conflicts should be minimal. It is desirable to have a shelf behind the sink to place belongings while washing and drying. The shelf should be slightly higher than the sink top to remain dry but no higher than the bottom of the mirror, which ANSI A117.1-2003 requires to be 40 inches from the floor to the reflective surface. The depth should be 8 to 12 inches deep for purses, bags, hats, folders, etc. Traditionally, sinks and sink tops have been approximately 24 inches deep. This seems to be a standard based on residential kitchen counters and commercial break room millwork that uses up valuable floor space without benefit. If a shelf is provided, as recommended previously, a reach beyond the 24-inch sink depth is not possible for persons with mobility impairments. Even reaching a faucet with this sink depth can be difficult for children much less travelers with impaired reach. Child-steps have become more common, especially in older restrooms where the typical counter is 36 inches high and 24 inches deep. Typical child-steps are fold-down models, which while well-intentioned, make those sink positions non-accessible and the floor-bolted mounting creates a cleaning obstacle.

18 Guidebook for Airport Terminal Restroom Planning and Design ANSI A117.1-2003 requires that in restrooms with six or more sinks, at least one sink is to have an “enhanced reach range.” This means that the point where controls or sensors for water and soap are activated cannot be more than 11 inches back from the front edge of the counter and/or sink. The recommended sink depth to accommodate these requirements is 20 inches from the face of the raised shelf. The drying station should have a paper towel dispenser and trash receptacle. For the time being, paper towels will always be needed to wipe chocolate off a child’s (or adult’s!) face, clean up spills, etc. Hand dryers are an optional add-on, though their desirability is currently in question (see sidebar). If used, hand dryers should also be located next to the sink. This presents a design challenge in that these three components vie for the same space. The recent innovation of pro- viding the hand dryer on the sink, either as part of the faucet or as a stand-alone device alongside the faucet and soap dispenser, is a promising trend in that it simplifies the dispenser–hand dryer–trash configuration. If trash is collected in containers hidden from view, allow space for access to empty the trash. While it may seem desirable to empty trash from the pipe chase, the cleaners do not favor this since it requires entry into another space, which reduces their efficiency. Baby Diaper Changing Area The changing table should be located in a private corner of the restroom, out of the primary circulation path if possible. Locating the changing table in the entry area is to be avoided so the person changing the infant is not on display and people entering the restroom are not greeted with an unpleasant sensory experience. Also the changing table should not be located in the accessible stall as the use of the changing table would preclude use of the toilet and vice versa. Future codes appear poised to not allow this arrangement. It is recommended that the changing station have its own sink or be within easy reach. Toilet Stall With an in-swinging stall door, travelers have to maneuver around their carry-on, the open door, and the toilet to enter the stall and operate the door. While out-swinging stall doors allow the possibility of stall doors being opened into passersby, their benefits outweigh this hazard by Paper Towels vs. Hand Dryers A clear outcome from the focus groups and surveys (see Appendixes D and E) is that people are not enamored with hand dryers: they are loud, especially in a restroom with several, and can have issues with bacteria and dripping water; some users are reluctant to insert their hands into a narrow slot; they are awkward to reach for the mobility impaired and have been known to seize hearing-aids at certain frequencies leaving the user “deaf” for several minutes afterwards. Research mentioned in Appendix H also questions the “green” advantage of hand dryers over paper towels. A current trend is the development of a variety of hand dryer styles with lower sound levels, more open hand access, easier maintenance, and other features that are attempting to address customer concerns. Clearly this is a technology in transition. Whether hand dryers are at a stage of development that meets customer and maintenance needs is something the restroom team will have to decide.

Planning 19 providing a clear space for individuals to maneuver themselves and their belongings with the door in any position. Having the resting position of stall doors be a position that is a few inches open allows users to readily see if the stall is occupied. Such a practice would eliminate the need for “occupied/vacant” indicators, many of which are problematic because they use the colors red and green, respectively, which prohibits those who are color-blind from deciphering the indicator. With the growth of our aging population, it is recommended that every typical stall is set up as an ambulatory stall (Figure 2-2). The International Building Code requires that, in any restroom with six or more toilets/urinals (both prototypes herein fall under this requirement), one shall be an ambulatory stall in addition to the required wheelchair-accessible compartment. An ambulatory stall has grab bars on both sides to provide assistance for those with impaired mobility such as the elderly, someone with a broken leg, stroke victims, etc. It is also recommended that a vertical grab bar, similar to that required in the accessible stall, be provided on both sides to help a person pull themselves up or ease themselves down. ANSI A117.1 requires an ambulatory stall to have a clear width of three feet and clear length of five feet. With an extra foot in length for a carry-on, this is a perfect size for airport stalls. In addition, this is the same depth as the accessible stall (see Figure 2-3), which simplifies restroom layouts. Wheelchair-Accessible Stall The International Building Code requires every public restroom to have a wheelchair-accessible compartment. This compartment requires a space large enough for a person in a wheelchair to turn completely around, typically a five-foot-diameter circle. The code has allowances for overlap 6 0 3 0 CL E A R BAG Figure 2-2. Typical (ambulatory) stall layout. 6 0 5 0 CL E AR DRY SINK Figure 2-3. Wheelchair-accessible stall layout.

20 Guidebook for Airport Terminal Restroom Planning and Design with fixtures (but usually not doors) and some jurisdictions have a modification if there is an open gap below the stall partition versus a partition to the floor. The prototype shows a sink area within the wheelchair-accessible stall. In the prevalent arrangement where the person has to leave the accessible stall to wash and dry their hands, the wheelchair user has to touch their wheels and the door hardware on the way. This creates a potentially humiliating experience that is unhygienic both for the user and future occupants of the stall. Urinal Area Security and privacy are a primary consideration for urinals. It is recommended to provide a three-feet-wide space at the urinal to match the width of the recommended toilet stall to provide a common fixture module for laying out restrooms. More important, it provides floor space for travelers’ carry-ons so they are to the side rather than behind the person (Figure 2-4). For wall-hung urinal screens, the maximum depth recommended by partition manufacturers is 18 inches. However, a minimum 24-inch depth is recommended to keep carry-ons within users’ peripheral view. Deeper is better. End support pilasters that match the stall pilasters should be provided to support this depth. The height of the urinal screen should match the height of the stall side panels, both for aesthetic continuity and additional privacy. Family Room The family room is similar in layout to the wheelchair-accessible stall except that a divider is placed between the toilet and sink area. This provides privacy for the person using the toilet if traveling with a companion, children, etc. (See “room” and “galley” prototypes in Sections 2.5.2 and 2.5.3). There should also be space for baby diaper changing. As indicated previously, the changing area should be located adjacent to the sink and paper towels. Providing a fold-down child seat is an option appreciated by those traveling with energetic toddlers, especially if sightlines are blocked for privacy. Plumbing Chase For a plumbing chase to be usable, it needs to be at least wide enough for a person to comfortably move around and work. It is recommended that the chase (and access door) is wide enough to wheel in the plumber’s tool cart after the installation of the pipes. The TSA does not permit tools to be left unsupervised in public areas. With narrow plumbing chases, additional maintenance staff is required to unproductively watch the tools while another works within the chase. Larger chases should be considered when piping is on both sides. Organize piping and conduits in the chase as tight to walls as possible. Access to pipe chases should be from public corridors or concourses so that maintenance staff of the opposite gender of the restroom does not encounter an awkward situation. Janitor’s Closet/Storage A janitor’s closet should provide space for a mop sink, hose bibb, and related tools. This is also a good location for soap reservoirs if this type of soap dispensing system is utilized. Some airports provide a central storage space for paper stock and cleaning supplies. In larger airports the travel distance can become inefficient so verify with the cleaning managers their preference and the size and quantity of shelving required for storage if located within the restroom block. If janitorial and storage functions are co-located, verify also with the plumbing and cleaning managers if there is a need to provide a segregated and locked space for each trade. This is typically done with chain-link fencing. BAG 3 0 CL EA R 2 0 Figure 2-4. Typical urinal layout.

Planning 21 2.5.2 Room Prototype The room prototype layout separates the toilet and washing functions into “rooms” (see Figure 2-5). It requires a little more space than the galley prototype (Section 2.5.3) but tends to feel less congested because occupants are not traversing the main circulation path when moving between the toilets and sinks. For this reason, this prototype is preferred over the galley plan whenever feasible. This layout expands easily by adding opposing pairs of stalls and sink pairs. Another feature of this layout is the potential for a “grooming” area that greets travelers as they turn into the restroom proper from the entry (Figures 2-6 through 2-8). This buffer adds a welcoming, hospitable feel to the space and works well for people who just need to quickly wash their hands. Other options for this space are an art wall or another sink grouping. A baby diaper changing table is discouraged here as noted previously. Variations of the room prototype are used at ATL, Dallas/Fort Worth International Airport (DFW), Long Beach Airport (LGB), and Jackson Hole Airport (JAC) as discussed in Appendix C: Case Studies. 38 6 6 6 4 0 6 6 7 6 6 6 50 6 5 0 6 6 4 0 Figure 2-5. Room prototype layout—1,950 square feet (approximately 160 square feet per fixture).

22 Guidebook for Airport Terminal Restroom Planning and Design Figure 2-6. Room prototype—view toward entry. Figure 2-7. Room prototype—view toward grooming area. Figure 2-8. Room prototype—view toward entry.

Planning 23 2.5.3 Galley Prototype The “galley” layout is a more efficient plan, spatially (Figures 2-9 through 2-11). The toilets and urinals stretch along one side of the circulation space and the sinks line the other. A set of men’s and women’s restrooms can share a single plumbing chase. As the restroom expands to more than two sink groups and a baby diaper changing table group, the width of circulation space should be increased to seven feet six inches to accommodate the extra traffic. The accessible stall and changing table remain on the shorter, quieter end of the restroom in expanded versions. 27 6 6 6 6’ -6 ” 6 6 5 60 6 0 6 6 Figure 2-9. Galley prototype layout—1,650 square feet (approximately 138 square feet per fixture). Figure 2-10. Galley prototype—view toward entry.

24 Guidebook for Airport Terminal Restroom Planning and Design Figure 2-11. Galley prototype—view toward grooming area. Figure 2-12. Basic galley prototype. Figure 2-13. Basic room prototype. One drawback with this type of layout is that entry is directly into the stalls and urinals. This condition can be remedied by eliminating two or three stalls and creating a blank wall for art or grooming alcove similar to the room prototype. This enhancement requires more floor area, however, using slightly more floor area than the preferred room prototype. Variations of the galley prototype are used at LAX, Minneapolis–Saint Paul International Airport (MSP), Sacramento International Airport (SMF), John Wayne Airport (SNA), Blue Grass Airport (LEX), and Duluth International Airport (DLH) as discussed in Appendix C: Case Studies. 2.5.4 Prototype Expansion The room and galley prototypes in Figures 2-12 and 2-13 are shown with the preferred minimum restroom size and gender mix of six fixtures per gender determined in Section 2.4. Figures 2-14 and 2-15 show how both prototypes can expand for larger fixture counts. The dashed stalls and sinks show the recommended expansion grouping to keep the fixtures/sink balance. The recommended mix is two stalls or urinals for each sink station.

Planning 25 Many airports have a column bay spacing of approximately 30 × 30 feet so a typical concourse might be three bays wide. This limits expansion outward. However, a variation of the prototype might expand the restroom along the concourse length. Alternatively, a larger restroom block might have a pair of women’s and men’s restrooms grouped together. This arrangement facilitates cleaning by closing down only half a gender’s restroom in a given location. The drawback is that if both gender sets are open it may be unclear if one is full. This can lead to customer frustration. A technology that monitors and indicates stall occupancy with an electronic sign at the restroom entry would alleviate this. 2.5.5 Restroom Elements The placement of the following restroom elements needs careful consideration to maximize their effectiveness by providing travelers what they need in intuitive locations: • Spatial components from Section 2.5.1 • Amenities • Signage • Accessories • HVAC • Lighting • Power • Technology Figures 2-16 through 2-24 diagram the recommended placement for each of these elements as well as provide considerations unique to the components. The diagrams are based on the room prototype. However, the placement would apply similarly to the galley prototype as well. 2.6 Master Planning With the count of existing restroom fixtures and locations in hand along with the required counts and locations calculated in the previous section for both current passenger loads and future projections, a master plan can be developed. The master plan document is an effective Figure 2-14. Expanded galley prototype. Figure 2-15. Expanded room prototype.

Entry Sink Area Changing Area Toilet Stall Accessible Stall Urinal Area Chase Storage Figure 2-16. Spatial components arrangement. CIRCULATION TENANT Co-locate common-use items, like a flight information display system (FIDS) and automated external defibrillator (AED), with restrooms to create an amenity and information hub. Items can be grouped together or separated depending on wall/space availability on both sides of the circulation area. Tenant space might be used for a holdroom, retail, office spaces, etc. Vending Power / Charging Station Waiting Drinking Fountain FIDS AED / Fire Extinguisher / Emergency Phone Figure 2-17. External amenity locations.

Planning 27 Shelf Changing Table Grooming / Make-up Storage Shelves Figure 2-18. Internal amenity locations. as a wayfinding icon to reduce determine if supplementary overhead or blade signs are required. Restroom block should serve terminal signage clutter. Analyze each location to Wayfinding ADA Health Department (Hand Washing) Figure 2-19. Signage locations.

28 Guidebook for Airport Terminal Restroom Planning and Design Mirror Toilet Paper / Disposal Seat Paper Dispenser Paper Towels / Trash Biohazard Disposal Sanitary Products Vendor Utility Shelf / Rack Provide recessed accessories wherever possible to reduce surfaces requiring cleaning, to minimize potential corners to bump into, and to streamline restroom appearance. Figure 2-20. Accessory locations. exhaust vents above toilets will draw out air supplied from low odors. ductwork. Air Supply (Low) Exhaust (High) Supplying warm air from vents under sinks helps to dry wet floors quickly. Locating vents and quickly pull out Note: Providing supply air under sinks requires a thicker wall to accommodate insulated Figure 2-21. HVAC locations.

Planning 29 Lighted Panels Recessed Downlight Mirror Light Utility Light Motion Detector Wall lights provide even ambient light and minimize fixture clutter on ceilings. Side- lighting at mirrors illuminates faces without shadows. A downlight in each stall eliminates shadows from light panels behind occupants. Lighting at restroom exterior should complement lighting concept of the surrounding public space. Figure 2-22. Lighting locations. Duplex Receptacle A receptacle at each sink allows use of a shaver or hair dryer. Provide central receptacle for cleaning equipment. Coordinate power requirements in chase and storage spaces with equipment and airport needs. Figure 2-23. Power locations.

30 Guidebook for Airport Terminal Restroom Planning and Design communication tool for a variety of audiences from airport executives and authorities to the public. It is a living document that is expected to be modified over the years as air travel is an ever changing industry. At minimum, the document should be updated with the completion of every restroom project. Otherwise, following the updating schedule of the overall airport master plan is good practice. Although not a requirement, airport master plans are typically updated every five to ten years or as needs warrant. 2.6.1 Catchment Zones An important relationship to understand when developing a master plan is the zone each restroom serves. Figure 2-25 shows the exterior catchment zone that each restroom location, represented by a red star, serves. The exterior zones consist of the number of gates for each location. This relates directly to the airside calculations in Section 2.4.1. These zones will likely change in ten years or more as the fleet mix changes or the concourse is modified. Both of these scenarios would be known from the airport’s master plan and the restroom locations should be planned to ultimately serve the projected conditions. The interior catchment zones are equally important to delineate. It is more complex because other amenities are added to the mix such as stores, food courts, rental car desks, etc. Interior zones occur on both the airside and landside as seen in Figure 2-26. In this example, the zones and corresponding restrooms are given a number. Zones served by multiple restrooms use a letter suffix to indicate this. Because some areas of airports have convoluted passenger flows, periods of on-site observation may be required to see which restrooms travelers typically go to from these points. Here too, restroom locations should be planned with an eye toward future zones. 2.6.2 Master Plan For renovations, a useful master plan superimposes the proposed restroom locations over the existing restroom distribution. Figure 2-27 shows a page from an airport-wide master plan document. In the center it lists the existing, required, and proposed fixture counts for the entire concourse. Thermal People-Counter RMS FIDS helps accommodate the FAA requirement for visual paging and allows a waiting companion to check flight status and potentially other airport information. A thermal people-counter tracks number of people entering and exiting restroom. Data can be sent to cleaners to alert when use- threshold has been reached. See Section 3.3.9 for information on the restroom management system (RMS). FIDS Figure 2-24. Technology locations.

Planning 31 Figure 2-25. Exterior catchment zones. Red stars represent restroom locations. Figure 2-26. Interior catchment zones. Restroom sets shown as red blocks.

32 Guidebook for Airport Terminal Restroom Planning and Design For this section of the concourse, the plan shows a dashed black box around the existing rest- room locations along with the room numbers, which ties in to the evaluation forms described in Section 2.3 of this guidebook. The red circles indicate the proposed restroom locations with the fixture counts in red. Most of the locations are renovations, but there is one new location and one that is being eliminated. The plan also shows the proposed timing of the restroom projects in this area. This part of the concourse is relatively new so the restroom work is about five years into the future. The document also captures particular issues of interest for the airport, including locations that typically have long lines (there is one here) and the frequency of cleaning throughout the day. Compared to other areas of the airport, this number is high so this is a comparatively busy concourse. The airport has concerns about restrooms located over electrical and communication rooms in the event of leaks in the restrooms. This plan indicates the location of these spaces on the level below. The restroom team at this airport developed the concept of creating an information hub at each restroom so travelers will learn over time that certain amenities are co-located. One aspect of this hub is the multi-user flight information display system (MUFIDS), which persons can peruse while waiting for traveling companion(s) using the restrooms. This plan shows where existing MUFIDSs are located that would ultimately be relocated to new restroom locations. One planning strategy to consider when the number of women’s fixtures is greater than the men’s is to locate the family room in front of the men’s restroom to balance out the two sides. Also consider, for larger restroom blocks, dividing the restroom into two halves so one-half can be closed down at a time. This eliminates losing an entire gender’s restroom in an area. Note that it is difficult for maintenance staff to shut down one side of the restroom without actually entering the restroom. This can be an issue if staff is of the opposite gender. L C C-22 C-22 CLEA 6/DA EGEND: LONG LINE ELEC/COM MUFIDS O N C O U 75 79 C-2415 C-2421 C-2425 MEN - 4 WOMEN - 8 NINGS: Y, 1/NIGHT S M BELOW R S E C FA EXIST FIXT REQU FIXT SET PROPO FIXT SET - M A I N MILY - 2 ING: URES – 141 IRED: URES – 67 S – 9 SED: URES – 72 S – 8 + 2 FAM L E V E L - M I D C-2581 C-2585 C-2664 C-2668 C-2678 WOME MEN – FAMIL SCHEDUL WOMEN – MEN – 2 FAMILY - N – 4 2 Y - 1 E: 2020-21 4 1 Figure 2-27. Partial concourse master plan.

Planning 33 2.7 Renovation Versus New An important consideration in the master planning process is to evaluate the pros and cons of renovating a restroom versus relocating it, or building new. The last option is easy. If a new concourse or terminal is planned, the restrooms will obviously be constructed with it. The benefit of new construction is that there is no disruption to existing restrooms or the adjacent spaces. There is also more planning freedom so the restrooms can meet most, if not all, of the restroom team’s design criteria. If new restrooms are constructed, consideration should be given to bringing existing restrooms up to the same or a similar standard. This provides consistency throughout the airport, which is important for travelers from a wayfinding and LOS perspective and for maintenance by keeping attic stock to a minimum. Renovating an existing restroom is by far the easiest option, especially if it simply involves updating fixtures and/or materials. Phased renovation can occur over time to minimize disruption. Note that the cost of the extended construction period should be analyzed as piecemeal construc- tion can cost considerably more than a more aggressive schedule that renovates more restroom sets at a time. Sometimes, however, there are bigger issues that a simple renovation cannot fix. Perhaps the restroom would be more effective farther down the concourse or the space is too small in its current location for the number of fixtures required to accommodate increased deplanements. Relocating a restroom is a logistical puzzle that everyone on the restroom team has to be involved in solving. The biggest considerations are as follows: • How long will construction take? • What utility shutdowns will be required and for how long? • Can the existing restroom remain operational until the new location is complete? • What spaces will be affected at the new location? Will the overall project cover the cost of modifications to the affected spaces? If the affected spaces are that of a tenant, will this affect the tenant’s lease?