Airport Terminal Building Spaces & Circulation

Airport Terminal Building: Spaces And Circulation A

Dissertation Submitted to

Madhav Institute of Technology & Science, Gwalior, 474005 [An

autonomous Institute under RAJIV GANDHI PROUDYOGIKI VISHWAVIDYALAYA, Bhopal]

IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD OF DEGREE of

BACHELORS IN ARCHITECTURE Submitted By

Lisha Patel (0901AR161018) In supervision of Dr. S.S Jadon Professor & Head Ar. Richa Mishra, Dissertation Coordinator, Assistant Professor Ar. Versha Sinha Dissertation Co-Coordinator, Assistant Professor Department of Architecture and Planning MITS, Gwalior

DEPARTMENT OF ARCHITECTURE AND PLANNING MADHAV INSTITUTE OF TECHNOLOGY AND SCIENCE GWALIOR-474005 (M.P) 2019-2020

CONCLUSIONCONCLUSION

CANDIDATE’S DECLARATION I hereby certify that the Dissertation entitled Airport Terminal Building: Spaces And Circulation

which is being submitted in partial fulfillment of the requirement for the award Bachelors in Architecture, is a record of my own work at Madhav Institute of Technology & Science, Gwalior.

The matter presented in this Report has not been submitted elsewhere for the award of any other degree.

Date: Place: Gwalior

Signature of Student (Lisha Patel)

The candidate self declares that the academic work presented in this report has not been submitted elsewhere if found copied/any misconduct, student will be solely responsible for the same.

Department Seal with Date

Department of Architecture and Planning MITS, Gwalior

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ABSTRACT In the world of continuous increasing population, need of transportation is must for everyone.

However, civil aviation plays a very important role for this. Thus, to have future airport terminals more sustainable, flexible, fast and to make one with more passanger capacity designers need to study all the aspects required for it. Although, a good traveling experience comes from a good design which need proper understanding of paasenger needs without ignoring the necessity of spaces.

Also, a terminal building provides all the facilities like lounges, shopping, prayer area, play area, rest rooms, hold rooms etc which makes it different from others. And providing all the facilities with very high security measures and restricted paths makes it a tricky design and it is thus important too be studied thoroughly.

1 CONTENTS P a g e 3 | 59

CONCLUSIONCONCLUSION

CANDIDATE’S DECLARATION....................................................................................2 2

LIST OF FIGURES..................................................................................................6

1.INTRODUCTION........................................................................................................7 2.1

TERMINOLOGIES...........................................................................................8

2.2

AIM................................................................................................................11

2.3

OBJECTIVE...................................................................................................11

2.4

SCOPE...........................................................................................................11

2.5

LIMITATIONS................................................................................................11

2.6

METHODOLOGY..........................................................................................12

PRIMARY RESEARCH.............................................................................................12 3

4

HISTORY..............................................................................................................13 3.1

HISTORY OF AVIATION................................................................................13

3.2

HISTORY OF AVIATION IN INDIA................................................................15

Typologies.............................................................................................................17 4.1

On the basis of Runway Configurations.............................................................17

4.1.1

Single.......................................................................................................17

3.1.2.

Intersecting..............................................................................................17

4.1.2

Parallel.....................................................................................................17

4.1.3

Open –V...................................................................................................18

4.2

On the basis of airport typologies......................................................................18

4.2.1

Centralised system.....................................................................................18

4.2.2

De- centralised system...............................................................................19

4.2.3

Pier /finger system.....................................................................................19

4.2.4

Satellite system.........................................................................................20

4.2.5

Linear system............................................................................................20

4.2.6

Transporter system....................................................................................21

4.3

on the basis of connecting flights.......................................................................22

3.3.1. domestic.......................................................................................................22 4.3.1 4.4

international terminal.................................................................................22

on the basis of size and capacity........................................................................23

4.4.1

regional....................................................................................................23

4.4.2

national....................................................................................................23

4.4.3

international..............................................................................................23

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CONCLUSIONCONCLUSION

4.5

ON THE BASIS OF LEVELS..........................................................................23

4.5.1 5

................................................................................................................23

Terminal building...................................................................................................24 5.1

Principal function of terminal building...............................................................24

5.2

Terminal Facility Requirements.........................................................................24

6

5.2.1

Ticket/Check-in Lobby..............................................................................25

5.2.2

Passenger Screening..................................................................................29

5.2.3

Holdrooms................................................................................................31

5.2.4

Passenger Amenities..................................................................................33

5.2.5

International Arrivals Facilities—Federal Inspection Services.......................37

5.2.6

Public Spaces............................................................................................37

CIRCULATION.....................................................................................................39 6.1

Passenger........................................................................................................39

5.1.1. Origin and Destination...................................................................................39 5.1.2. Connecting....................................................................................................39 5.1.3. Domestic ( Arrival/ Departures)......................................................................39 5.1.4. International ( Arrival/ Departures...................................................................40 6.2

Visitors...........................................................................................................42

6.3

Employees.......................................................................................................42

7

NORMS................................................................................................................42 7.1

8

IATA...............................................................................................................42

CASE STUDY.......................................................................................................43 8.1

9

CHAATRAPATI SHIVAJI INTERNATIONAL AIRPORT (TERMINAL 2)..........43

ANALYSIS............................................................................................................51

10

CONCLUSION...................................................................................................56

11

Bibliography.......................................................................................................57

plagiarism report...........................................................................................................58

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CONCLUSIONCONCLUSION

2

LIST OF FIGURES

Figure 1 Zeppelins design 1850________________________________________________13 Figure 2 Invention of hot air balloon____________________________________________13 Figure 3 Orville Wright successfully makes a flight in a heavier-than-air_______________14 Figure 4 Otto Lilienthal, May 29, 1895__________________________________________14 Figure 5 Postage stamp 1948__________________________________________________15 Figure 6 Bhupinder Singh Maharaja of patiala____________________________________15 Figure 7 Sketch from competition, 1929__________________________________________16 Figure 8 TATA Airlines launched, 1932__________________________________________16 Figure 9 JRD Tata, Pilot Licence No. 1 by federation, 1929__________________________16 Figure 10 Single Runway_____________________________________________________17 Figure 11 Intersecting runway_________________________________________________17 Figure 12 Parallel runway____________________________________________________18 Figure 13 Open – V Runway___________________________________________________18 Figure 14 Satellite System____________________________________________________20 Figure 15 Transporter System_________________________________________________21 Figure 16 Main configuration of terminal according to size and capacity_______________23 Figure 17 Diagramatic sectional layouts of terminal buildings________________________23 Figure 18 Typical curbside bag check___________________________________________26 Figure 19 18 Typical linear ticket lobby__________________________________________26 Figure 20 Typical island ticket counter lobby_____________________________________28 Figure 21 Typical dimensions for queues and kiosk_________________________________28 Figure 22 Typical curbside ticket check in counter with take away conveyor and one load point_____________________________________________________________________29 Figure 23 Typical curbside ticket check in counter with take away conveyor_____________29 Figure 24 Typical curbside ticket check in counter with baggage carts_________________30 Figure 25 SSCP requirement configurations______________________________________32 Figure 26 Typical holdroom___________________________________________________33 Figure 27 Typical baggage claim units___________________________________________36 Figure 28 Sample airport restroom configuration__________________________________38 Figure 29 Oversized airport restroom stall_______________________________________38 Figure 30 Passenger flow diagram for domestic arrivals____________________________39 Figure 31 Passenger flow diagram for domestic departures__________________________39 Figure 32 Passenger flow diagram for domestic arrivals and departures________________40 Figure 33 International arriving and departing passenger flows______________________41 Figure 34 CSIA LEVEL 4 PLAN________________________________________________46 Figure 35 CSIA LEVEL 3 PLAN________________________________________________47 Figure 36 CSIA LEVEL 2 PLAN________________________________________________48 Figure 37 CSIA LEVEL 1 PLAN________________________________________________49 Figure 38 CSIA LEVEL 3 & 4 DETAILED PLANS_________________________________50 Figure 39 Passenger flow analysis for departures__________________________________51 Figure 40 Passenger flow analysis for arrivals____________________________________52

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1.INTRODUCTION

“An airport can be described as an “aerodrome for the arrival and departure of passengers and goods” and can be termed as the “gateways to continues”.

An airport terminal building provides passenger movement from ground transportation which includes all the facilities in it that allow them to disembark and board from an aircraft. Many activities take part within a terminal like passengers purchasing tickets, security checks, luggage transfer, building provides access to airplanes through gates through concourse concourse.

The increasing population demands for increase in connecting flights thus number of airports needs to be increased or airports are getting expanded contineously in present scenario.

For this, airports designers needs to design passenger terminals that provide good value and level-of-service efficiency that meet the criteria of many aspects of airport terminals, from security requirements and procedures to the needs of low cost carriers and concessionaires.

To solve issues but also to provide the flexibility to accommodate emerging trends and issues.

Airport passenger terminal planners and designers need up-to-date information on how to provide good value and efficiency to meet the needs of stakeholders and accommodate changing technologies, materials, regulations, and operational factors for both large and small airports.

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CONCLUSIONCONCLUSION

2.1

TERMINOLOGIES

 Aerodrome A defined area on land or water intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.  Apron A defined area on land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.  IATA International Air Transport Association. A global association of more then 200 airlines.  ICAO International Civil Aviation Organisation. A UN body for international civil aviation.  AAI Airport Authority Of India.  Runway A defined rectangular area on a land aerodome prepared for the landing and take off of aircraft.  Arrival Incoming flight.  Departure Outgoing flight.  Landing The moment when of landing aircraft wheels touches the ground.  Civil Aviation Any aircraft serving transportation purpose through air medium.  Airside Area under government or airport control providing access to aircraft, and prohibited to nontraveling public  Apron Paved area on airside where aircraft are parked  Arriving passenger

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A passenger arriving at terminal by air  Baggage The personal property of a passenger  Carousel Rotating baggage-claim device  Concessions Passenger amenities provided by retail, food services etc  Concourse Open space or hall in passenger terminal, used for circulation or waiting  Departing passenger A passenger departing from a terminal by air  Deplaning To disembark from an airplane  Domestic flight Flight within a single country not involving government control  Dwell time Time that a passenger spends in a terminal  Enplaning To board an airplane  Gate Point of passenger access to aircraft  Gate lounge Waiting area adjacent to gate  Inbound Baggage Inward bound baggage collecting area  International Flight A flight between two or more countries, and subject to government controls  Landside Area of airport terminal to which non-traveling public has access.  Moving Passenger Conveyor

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A transportation system for moving large numbers of people travelling distances too great on foot  Outbound Baggage Outward bound baggage  Pier A protruding extension to a terminal building giving access to aircraft gate  Satellite Building Building surrounded by aircraft gate positions, normally separate from terminal building  Screening Security checking by personal or electronic means of passengers, baggage, freight, and airport supplies  Terminal Building A building between landside and airside where passenger and baggage processing takes place  Transit Lounge Area set aside for passenger who has arrived by plane but is not terminating his travel there  Visitor Non-passenger and non-employee using terminal building  CBP Customs and border protection  LOS Level of service  TSA Transportation Security Administration  SSCP Security Screening Checkpoint

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2.2

AIM

To study airport terminal building spaces and analysing the spaces in relation to norms and case studies.

2.3 OBJECTIVE • To study evolution of aviation.

•

To study typologies of terminal on the basis of different aspects.

•

To study thoroughly norms and design standards.

•

To study different flow followed by arriving, departing, domestic and international passengers.

•

To study space requirements and facilities.

•

To understand circulation.

•

To study different case studies of Indian airports

2.4 SCOPE To provide all the data required to understand.how the aviation was invented starting from hot air balloon, its evolution, terminal building, activities take part in any terminal, their sequences, according to zones , arrival and departure concourses, crowd circulation and spaces required to have design more accessible terminal along with case studies with survey.

Concluding the idea to have a easy access to all the data from one place for ease of study.

2.5

LIMITATIONS • Research is limited only for terminal building of airport not air and land zone.

•

No construction techniques.

•

Limited to passenger circulation.

2.6 METHODOLOGY SECONDARY DATA re p a p h rs rc sa e sta n d ea rd sig sn

oo b s k r tic a le s

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PRIMARY RESEARCH

CASE STUDY OBSERVATION ANALYSIS SPACES & REQUIREMENTS PASSENGER CIRCULATION CONNECTIVITY

3

HISTORY

3.1 HISTORY OF AVIATION On June 4, 1783, French Joseph and Montgofier Brothers succeeded invented an object lighter than air which can fly. They made a ballon of 12m radius and 750 m3 volume fly 5000 m above the ground. Any object which can sustain their weight by displacing an equal weight of air is called lighter than air.

P a g e 14 | 59 Figure 1 Invention of hot air balloon

Figure 2 Zeppelins design 1850

CONCLUSIONCONCLUSION

In 1850s, first air service was generated by zeppelins and the two milestones of aviation generated by lighter than air craft, first controllable flight by an aircraft was succeeded by a non rigid airship.

In 1910, Zeppelin and its subsidiary Delang started carrying passengers on flights within Germany in and from 1929 to 1937 a unique transatlantic air service was provided, but their weakness against strong winds due to large body and use of easily burned gases like hidrogene and helium caused several accidents.

Concepts of modern airship vehicles are partly heavier than air and partly lighter than air.

They are used for STOL (short take off and landing) vehicles or some have VTOL ( vertical take off and landing) capability.

In 1890, first flight of heavier than aircraft was succeeded by Otto Litienthal (1848-1896).

The methods and techniques for flight of a heavier than aircraft were also determined by him so became the pioneer of aviation history had flown 50m with his gliders in 1890.

On December 17, 1903 Orville Wright’s first powered flight in a heavier than air aircraft was succeeded in North Caroline. This 120 ft flight was the first such statistic recorded in aviation history and bicycle repairer Wright Brothers' success was a real surprise in the aviation world.[ CITATION Rij15 \l 1033 ] In July 25, 1909, a French Engineer Bleriot had flown over the English Channel (la Manche).

Then for the construction of aircraft instead of wood and clothe aluminium started being used. By adding high power engine, aluminium body and wings, the time, speed and capacity of flights increased. Parallel to this growth, first flight begun between Hamburg-CopenhagenAmsterdam. On May 21, 1921, Chharles Lindberg became the first man who crossed atlantic ocean with his aircraft named ‘Spirit of St. Louis’. Between Newyork and Paris, he lased or 33h 39 min and travelled 5883km and then aircraft have begun as a saf and speedy transport for humans.

In 1930s, ground facilities for paassengers became important necessity and in 1925, first air station was built in Berlin.

After 1930, during 2nd world war, civil and military aviation had grown rapidly. And air transport is the newest, fastest, expensive mode of transportation now. By introduction of jets into arena airfields had turned to airports.

P a g e 15 | 59 Figure 4 Otto Lilienthal, May 29, 1895

Figure 3 Orville Wright successfully makes a flight in a heavier-than-air

CONCLUSIONCONCLUSION

3.2

HISTORY OF AVIATION IN INDIA

1910. For the first time in India, Bhupinder Singh, the young maharaja of Patiala bought an airplane in the year 1910. He has a lot of intrest in aviation. He has sent his chief engineer to Europe to first study and then buy three airplanes, which later that year came to Punjab.

1911. In February 18, when Henri Piquet flew a Humber biplane from Allahbad ( Prayagraj now) to Naini junction, around 6 miles brings out the birth of domestic aviation in India.

1927. in this year India was connected officially with the outside world for the first time through airway network. Britain’s Airways extends routes to India and finally a de Havilland Hercules, also it was the first domestic flight in India Karachi-Jodhpur-Delhi flies CairoBasra-Karachi-Jodhpur-Delhi route.

1929. Through the Royal Aero Club, Aga Khan offers a prize of GBP500 for a solo flight

Figure 5 Postage stamp 1948 Figure 6 Bhupinder Singh Maharaja of patiala

completion competition within six weeks from starting date. Three contestants were there: Man Mohan Singh, an eager JRD Tata, Apsy Merwan Engineer (Chief of Indian Air Force later) and a graduating civil engineer from Bristol (learnt to fly in England).

All the three competitors started setting to fly light aeroplanes, single engine, without radio and simple instruments. Man Mohan Singh and Apsy Engineer moving after him started named their Gypsy Moth while singh named it Miss India. Both started from Croydon

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CONCLUSIONCONCLUSION

Airport, south London passing Paris, Rome, Naples, Tripoli, Sirle and from Gaza, eastward towards India. JRD Tata also in gypsy moth started his journey in reverse direction.

Figure 7 TATA Airlines launched, 1932

Figure 8 Sketch from competition, 1929

1930.Karachi on 12 May 1930, winning the historic air race Man Mohan Singh landed and won first prize, Engineer landed the very next day and occupied second rank but the story somehow flipped and engineer won the first rank due to some technicality and singh also accepted it.

Also, on February 10, India’s first pilot’s licence was awarded to JRD Tata, Pilot Licence No. 1 by federation. Aeronautique International Signed by Sir Victor Sasoon on behalf of Aero club of India and Burma.

1932. Indias first scheduled airline launched this year by JRD Tata, named Tata Airlines, also piloted the first flight from Karachi to Mumbai via Ahemdabad himself on a single engine Puss Moth. A former Royal Air Force pilot Nevill Vintcent and JRD’s collegue flies the plane via Bellary to Chennai thus completing the flight.

1933. In a year, Tata Airlines flies 160,000 miles, carries 155 passengers and 10.71 tonnes of mail. In next few years, Tata Airlines relies continuously on the mail contract with Government of India for its revenue.

Figure 9 JRD Tata, Pilot Licence No. 1 by federation, 1929

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CONCLUSIONCONCLUSION

4

TYPOLOGIES

4.1 ON THE BASIS OF RUNWAY CONFIGURATIONS They are of four type: Single, intersecting, parallel and open-V. These terms refer to runway orientation in relation to one another. Some airports may have variety of configuration based on these four mainly.

4.1.1 Single Single runways are only one runway which accommodate both landings and takeoffs. This can be seen mostly in small regional airports with light traffic. Single runway can handle upto 100 flights/hour (ideal condition) both bound and outbound. Aircraft takeoff and arrive in direction as shown in figure. This operating process takes less time as aircraft in either direction don’t have to wait to get clear runway.

3.1.2.

Intersecting

Intersecting runways consists of two or more Figure 10 Single Runway

Figure 11 Intersecting runway

runways crossing paths and shares ground. Often used in locations with strong winds or limited expansion space. In this case, if winds are not favourable for one runway, the other one is used and this way unconditioned wind direction and speed cannot affect runway traffic. It needs to be heavily monitored to avoid collisions at intersecting points. The given figure shows the directions for landings and takeoffs for better traffic control.

4.1.2 Parallel Parallel runways are more than one runways situated parallel to each other at a same angle. A basic parallel runway is shown in figure. Its capacity depends on number of runways and spacing between each of them. Distance between runways can be classified as intermediate (2500 to 4300 feet), far or close (between 700 and 2500 feet) to each other. Only one runway can be used at a time due to proximity in case of close parallel runways while for intermediate spacing runways each runway can operate at the same time but only if one is used to arrival and other for departure and if number is more than two they can be used alternatively for arrival and departures. The spacing between runways allows distance for a perpendicular taxiway between the runways. These ways in between runways will increase the runway capacity as smaller aircraft may not need the entire runway to land and can exit the runway sooner.

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CONCLUSIONCONCLUSION

4.1.3 Open –V Open-V runways are oriented in different directions without any interaction between them. If wind speed is strong in one direction then runway with appropriate wind direction will be used. Open-V can be classified as: Diverging : The runways with opposite operations starts at end of the V shape and moves towards each other. Diverging pattern is more efficient allows 180 flights/hour (ideal condition).

Converging : In this operations move towards the point at which runway makes V shape. This can allow upto 100 flights/hour (ideal condition) inbound and outbound.

Figure 13 Parallel runway

Figure 12 Open – V Runway

In terms of airport typologies, two different systems can be identified: firstly the centralised system and secondly the de-centralised system. The centralised system is usually an airport made up of only one terminal where everything is at a same place. The de-centralised system is made up of more than one terminal. Factors to consider when deciding which system is best include things such as airline presence at the airport, what type of passengers will use the airport (domestic/international), how flexible does the terminal need to be to accommodate the future needs of airline its size and type of terminal is the most economic.

4.2 ON THE BASIS OF AIRPORT TYPOLOGIES In terms of airport typologies, two different systems can be identified: firstly the centralised system and secondly the de-centralised system. The centralised system is airport with only one terminal when everything is "under one roof". The decentralised system is made up of more than one terminal. Factors to consider when deciding which system is best including things such as airline presence at the airport, what type of passengers will use the airport (domestic/international), how flexible does the terminal got to be to accommodate the longer term wants of airline and that size and kind of terminal is that the most economic.

4.2.1 Centralised system In this system all facilities for passenger departure/arrival and baggage transfer to and from the aircraft are in one location. This leads to a cost-optimised solution. The drawback is the

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CONCLUSIONCONCLUSION

size of the terminals required to handle the high number of aircraft will increase accordingly.

The increased size and high passenger number can leads to huge distances for passenger to cover.

4.2.2 De- centralised system This system allows the exact opposite of the centralised system. The distances to the aircraft are usually kept minimum however, due to baggage systems and other technologies being kept closer to the gate the cost of those system and personnel rises accordingly. Usually these types of airports are kept relatively small have more than one de-centralised terminals. The transfer between these terminals can also be time taking for passengers. Hence, the tendency nowadays is to create centralised terminals is increasing with the associated typologies.

4.2.3 Pier /finger system It is a centralised system with baggage and passenger facilities at one central location. With gates attached at either sides known as piers. Pier is a long finger attached to the main terminal building. This provides waiting areas for every aircraft, although in some special cases waiting areas can be combined into larger ones. The length of terminal and pier depends on aircraft and number of passengers expected at that particular airport. Airport can also have more than one pier attached to terminal building.

Advantages:  Centralised, all facilities are in one place which tends to be more efficient.  Extension of the piers is easily achieved.  Very economic, used space is kept to a minimum.

Disadvantages:  Long distances to the aircraft.

Some aircraft have to travel long distances to the runways.  Early check-in times.

4.2.4 Satellite system It is a centralised system with all baggage and passenger service facilities located in main terminal building. Satellite system is an economical solution which saves the total cost of equipment and personnel. The satellites are located at a distance from terminal and connected

P a g e 20 | 59 Figure 14 Satellite System

CONCLUSIONCONCLUSION

by under or above ground walkways or any other system. What satellites allow is the freedom of movement for aircraft in all directions thereby cutting the distance to the runways.

Advantages:  Centralised, all facilities are in one place which tends to be more efficient. Less transfer times to other aircraft if in same satellite.  Maximum flexibility for aircraft. Allows shorter distances between runways.

Disadvantages:  Early check-in times.  It will take long transfer time to other aircraft if in a different satellite.  With round satellites less ground servicing areas comes out.  Round satellites may have issues with new types of aircrafts.  Extension of satellites leads to disruptions in normal service.

4.2.5 Linear system The linear system is a decentralised system which spreads out all the passenger and baggage facilities. This leads to a system where there is much more infrastructure in the terminal than is actually needed in terms of machines and personnel. What it does allow is an extremely efficient and quick method of getting to the aircraft, via direct move turents. from the time of arrival by car or other methods.

Advantages:  Smaller distances for passengers.  Expansion becomes easy, it has no impact on already built areas.  Lower costs for baggage sorting and screening due to decentralised system.

Disadvantages:  Longer distances for transit passengers.  Higher initial cost for many of the same passenger and  baggage systems.  Many types of the same concessions need to be multiplied throughout the terminal

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CONCLUSIONCONCLUSION

4.2.6 Transporter system It is a centralised system with all passenger and baggage facilities located centrally in main terminal building. This system is different from others is the fact there are no gates where aircraft park. All aircraft park remotely on the apron and are also serviced there. Passengers wait in holding areas in the main terminal building and are moved to the aircraft over the apron via busses. This system would usually be used in only very remote locations for a few aircraft or in combination with other systems to boost overall capacity of the airport.

Advantages: • Short distances to cover.

• Easy to orient inside terminal.

• No jet-bridges to aircraft.

• Aircraft can manoeuvre easily and by themselves.

Figure 15 Transporter System

  

Disadvantages High transfer times for passengers.

Extra cost for more ground personnel and vehicles.

Large distances for baggage carts.

4.3 ON THE BASIS OF CONNECTING FLIGHTS On the basis of connecting flights terminal can be of two types: 3.3.1. domestic The terminal which handle traffic of flights connecting within a country are called domestic terminals 4.3.1 international terminal.

The terminal which connects flights from different countries are international.

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CONCLUSIONCONCLUSION

4.4

ON THE BASIS OF SIZE AND CAPACITY

4.4.1

regional

4.4.2

national

4.4.3

international

Figure 16 Main configuration of terminal according to size and capacity

4.5

ON THE BASIS OF LEVELS

4.5.1

Figure 17 Diagramatic sectional layouts of terminal buildings

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CONCLUSIONCONCLUSION

5 5.1    

TERMINAL BUILDING PRINCIPAL FUNCTION OF TERMINAL BUILDING Changes passenger’s transport mode from plane to car, bus etc.

Processes passengers for ticket checking and other activities.

Provides services for business conference, shopping, eating etc.

Groups passengers for air transportation.

A terminal is a complex building form which accommodates many different types of functions within its envelope so it has to provide high level of control. Mainly, there are two areas: Public (e.g. departure lounge) and private (e.g. offices) and also unsecure and secure areas. To control all the activities in a sequence public movement needs to be control. Airport in general and terminal in particular is one of the most intense area in security purpose controlling all the segregations for ticket and non-ticket holding people, arriving and departing people, staff and passengers etc. this can be done by movement control, physical and physiological controls, cctv cameras and spot checks of passengers and staff. Therefore, Architecture is a question for space and also helping to control it.

The security management also underpins in section and plan of an airport. Different levels of the building are used for different passenger flows like arrival, departure and transit. This allows easy baggage handling and processing. Changing levels is important in current and upcoming designs also it increases difficulty for passengers with differently abled conditions.

To make this floor to floor movement of passengers enjoyable and more easy for all makes the escalators, lifts major visual elements in interior of a typical terminal.

5.2 TERMINAL FACILITY REQUIREMENTS Developing of a detailed schedule of terminal facilities requirements (the terminal program) is the main part of the process of planning a new, expanded, or renovated passenger terminal.

Unless the planning team understands how much space of each type is required to meet targeted levels of activity and desired levels of service, a terminal plan cannot realistically be defined. The program doesn’t refer to any specific terminal concept or any particular gate configuration. The programming process can also run parallel with the development of terminal concepts, which may be constrained by the terminal site and/or existing facilities. As the program is developed, especially the number and mix of gates, the terminal concept can be refined and then used to better define certain elements of the program.

Terminal facilities are a function of the specific characteristics of the airport they serve. Each airport and each terminal has its own distinct peaking characteristics due to variations in the following: • Airline schedules • Proportion of business and leisure travel • Number of long- and short-haul flights • Mix of mainline jets and regional/commuter aircraft

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CONCLUSIONCONCLUSION

• Proportion of originating/terminating passenger activity vs. transfer passenger

activity

• International passenger or domestic passenger use 5.2.1 Ticket/Check-in Lobby The departures process begins at the ticket, or check-in counter of the terminal. This area has been referred to as the airport ticket office (ATO) counter. ATO also has a strong functional relationship between the ticket counter and the administrative offices that support the daily operation of the ticketing and check-in process. It makes many processes easy to have the offices and counters in a contiguous location with a staff only connection which is separate from direct public access. With the increasing use of automated, self-service, and remote check-in systems the ATO counters and the terminal check-in lobby has changed and continues to evolve.

5.2.1.1 Types of Check-in Facilities Staffed Check-in Counters. Many legacy carriers, depending on the location of the airport, maintain a certain service level for their customers by requiring staffed counters. These staff members may be divided among dedicated international, first/business class, elite level frequent flyers, and coach domestic ticket counters. Some international carriers may require ticket purchasing positions either at the Airline Ticket Office (ATO) counter or remotely.

Figure depicts a typical lobby configuration.

Self-Service Check-in Kiosks. Self-service devices are commonly referred to as kiosks and are typically the size of an automated teller machine. Depending on the airline, self-service devices can be designed as stand-alone units that print passenger boarding passes and receipts, and allow the passenger to make changes in their reservations. These types of kiosks can be located away from the ATO counter in the check-in lobby, or distributed throughout the terminal. Because this type of kiosk is not staffed, bag tags usually cannot be printed.

When kiosks are located in the ATO counter, counter stations are typically configured in pairs with a bag well weight scale between pairs. This configuration allows for bag acceptance and bag tag printing by agents who can staff multiple counter station positions.

Bag Drop Counters. If passengers checking in remotely have baggage to check and the Figure 18 18 Typical linear ticket lobby

airline does not allow self-tagging, bag drop counters are typically required. These may be similar to regular ATO counter-located self-service kiosks, but dedicated to the bag drop function.

P a g e 25 | 59 Figure 19 Typical curbside bag check

CONCLUSIONCONCLUSION

Self-Tagging Stations. Self-tagging stations can incorporate bag tag printers as well as boarding pass printers into self-service kiosks. Passengers then apply the bag tag to their luggage and 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. These stations require some minimal staffing support to handle customer issues.

Curbside Check-in. Most airports provide for curbside check-in. Typically curbside checkins are equipped with conveyor belts located at the check-in podiums for direct input of bags into the outbound baggage system. At smaller airports (or for airlines who do not wish to pay for conveyors), checked bags may be placed on carts and taken into the check-in lobby to be transferred to the ATO counter bag conveyor. Curbside conveyors must either be capable of locking down or include a security door on the conveyor system that separates the public from the nonpublic side of the facility. These areas can require localized heating or cooling depending on the airport’s location or preference. The number of curbside inputs usually depends on the airport’s operation, type of airlines served, type of outbound baggage system, and location of baggage system relative to airline ticket counters. Allowing for curbside check-in can improve the LOS for customers and increases the volume of passengers serviced without increasing the size of ticket lobbies. Figure depicts a typical curbside check-in layout.

4.2.1.2. Typical Dimensions In many international terminals, where bags are heavier, powered take-back belts (typically 24 inches wide) for each agent are used and  

the overall depth of this configuration is typically 12 to 15 feet including a parallel baggage conveyor the average width per agent varies from 6 to 7 feet depending on counter design. Figure 18 depicts a typical island ticket counter lobby,this configuration has also been required by some larger domestic airlines [ CITATION Air10 \l 1033 ].

4.2.1.3. Ticket Lobby Dimensions The ticket lobby includes ATO counter passenger queuing area and cross circulation at the main entrance of the terminal building. Self-service kiosks can also be located within the passenger queuing area.

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CONCLUSIONCONCLUSION

Active Check-in Zone. In front of the counter is space for the passengers who are being checked in and for circulation to and from the check-in positions,this space is recommended to be 10 feet deep, with 8 feet as a minimum[ CITATION Air10 \l 1033 ].

Passenger Queuing Area. The total amount of passenger queuing area is ultimately determined by the number of passengers expected to be in the queue and the width of the ticket lobby (number of check-in positions).  

15 feet is typically the minimum depth for passenger queuing and is adequate for lower activity terminals Medium and higher activity terminals typically require 20 to 25 feet for queuing, respectively[ CITATION Air10 \l 1033 ].

Queues may be a combination of single queues (one per check-in position) or multi-server serpentine queues.  



The minimum width of a queue is recommended to be 4.5 to 5.0 feet {at terminals with larger checked bags, heavy use of bag carts, and/or larger traveling parties, wider queues are appropriate} Queue ropes should be spaced to provide more space at turns, with 5 feet as the minimum and 6 feet recommended when bag carts are used, Figure 21 depicts typical queue dimensions[ CITATION Air10 \l 1033 ] .

For stand-alone kiosks, 8 feet for the passengers and circulation is recommended Figure 21 depicts kiosk area dimensions as well[ CITATION Air10 \l 1033 ].

Cross-Circulation Zone. A cross-circulation zone is to be provided behind the passenger queue. This zone should be free of obstructions and separate from seating areas, FIDS, advertising displays, and/or entrance vestibules.

Width of this zone is recommended to be a minimum of 10 feet at lower activity terminals, increasing to 20 feet at higher activity terminals[ CITATION Air10 \l 1033 ].

Total Dimensions. The combination of these three functions results in the following typical dimensions for the depth of the ticket lobby: • Low-activity terminals—35 feet • Medium-activity terminals—45 feet • High-activity domestic terminals (minimum)—55 feet • High-activity international terminals—50 to 70 feet • Seating areas, entrance vestibules, and other functions would be in addition to these and typically add a minimum of 5 feet to the overall depth of most lobbies [ CITATION Air10 \l 1033 ].

P a g e 27 | 59 Figure 20 Typical island ticket counter lobby

Figure 21 Typical dimensions for queues and kiosk

CONCLUSIONCONCLUSION

5.2.1.2 Curbside Check-in Dimensions Curbside baggage check-in is popular at many airports. The dimensions for these counters are similar to that of typical check-in counters. Figure 23 illustrates a two-position check-in podium with a bag belt to the side.

•

•

•

•

This configuration minimizes the depth of the podium (8 feet) and depth can also be limited by locating the bag conveyor within the terminal front wall to allow a more conventional counter configuration, Figures 22 illustrate other typical curbside check-in configurations Passenger queuing and cross circulation space is recommended to be a minimum of 12 feet, with greater depth for higher activity terminals where there may be more circulation along the curb edge, It is normally anticipated that queues will form parallel to the curb rather than toward the vehicle lanes.

This results in a 30-foot recommended minimum depth[ CITATION Air10 \l 1033 ].

The curb depth is also depends on presence of vehicle barricades that may be required at some airports for blast protection considerations unrelated to passenger processing.

P a g e 28 | 59 Figure 22 Typical curbside ticket check in counter with take away conveyor

Figure 23 Typical curbside ticket check in counter with take away conveyor and one load point

CONCLUSIONCONCLUSION

5.2.2 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.

Processing rates for SSCPs have been observed to vary signiďŹ cantly at different sized airports, with rates ranging from approximately 100 passengers/hour/lane to over 200 passengers/hour/lane. A lane contains typically an X-ray unit for carry-on bags, plus a walkthrough metal detector (WTMD). Based on current TSA procedures that require passengers to remove computers and some other electronics from passenger bags, to remove their shoes, and so forth, the X-ray unit determines the capacity of the SSCP. Some airports have installed

Figure 24 Typical curbside ticket check in counter with baggage carts

a combination of two X-ray units

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CONCLUSIONCONCLUSION

paired with a single WTMD for better TSA staff utilization, which also results in a reduction 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.

4.2.2.1. Typical Dimensions A standard SSCP contains four major components: • X-ray unit for carry-on bags • WTMD • A search area for passengers after WTMD • ETD for checking bags Additional equipment that has been installed in some airports includes whole body image technology, a separate X-ray unit for shoes, booths for TSA supervisors and law enforcement officers, and other equipment currently undergoing testing. The TSA’s ultimate goal is to speed up passenger processing by having fewer pieces of equipment and better capabilities.

However, it is also likely that checkpoints will become larger and slower, before they reduce in size and become faster.

Typical configuration with one X-ray unit for each WTMD varies from approximately 27 to 31 feet wide for a pair of lanes, depending on the type of baggage X-ray unit used. If a “2 to 1” configuration of two X-rays for one WTMD has been installed, a slightly narrower footprint of approximately 22 to 29 feet can be assumed. Non-standard configurations are also used when physical constraints do not allow a typical line of inspection lanes. Additional width may be associated with ADA accessible lanes.

The length of the SSCP varies depending on a number of factors but is primarily related to the length of the tables placed before the X-ray unit for passengers to unpack electronic items, take off jackets and shoes, and remove metal objects from pockets. Similarly, the length of roller beds and/or tables, and seats after the SSCP for passengers to put clothing back on and repack bags, can vary. Airports are experimenting with these functions, and standards for these tables are evolving. The length for an SSCP can vary from 57 to 68 feet.

The variability in both SSCP width and length is a function of the type of baggage X-ray unit, the type of passenger holding and/or wanding stations, and other screening equipment.

It is recommended for planners to coordinate TSA on current equipment and procedures at the time of design. However, flexibility to reconfigure SSCPs should always be a goal in case of future changes in equipment and/or procedures.

The size of the passenger queue area before the inspection lanes will be determined by the number of passengers anticipated to be in the queue at peak times. Serpentine queues are recommended. The width of the queue lines is recommended to be a minimum of 4 feet, with 5 feet preferable, if possible, to allow travelling parties to stand next to each other.

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CONCLUSIONCONCLUSION

5.2.3 Holdrooms Holdrooms or departure lounges are provided at each gate or group of gates. A typical holdroom contains seating and standing areas for passengers, an airline agent check-in podium to handle passenger service issues (such as standby seat assignments), space for a boarding/deplaning queue, space for circulation within the holdroom, and other amenities that the airport or airline may wish to provide.

These factors determine the total seating/standing lounge area of the holdroom.

Area for the gate check-in podium(s) and its queue(s) should be added to the passenger seating area. The gate podium provides facilities for airline agents to check passengers in, change seat assignments, and provide other passenger services.

For the passenger seating area and check-in area, a boarding/deplaning corridor should be added to the lounge area which effectively acts as an extension of the loading bridge door.

For gates with multiple loading bridges, each bridge should have a separate boarding corridor. Similarly, if a holdroom serves multiple gates, each gate should typically have its own boarding/deplaning corridor. Depending on the conďŹ guration of the holdroom.

Holdrooms are recommended to be paired or grouped to allow greater flexibility of use.

Grouping makes it is possible to reduce the total amount of holdroom space at many airports.

One rule of thumb is to reduce the holdroom seating area by 5% for each gate in a common group. The amount of area reduction (for the passenger seating/standing area only) should be related to differences in departure times for flights of adjacent gates, the estimated passenger arrival time distribution at the holdroom, and boarding time prior to departure. Thus, a reduction in seating area might not be recommended when there are expected to be nearsimultaneous departures. Examples would include a connecting hub airport, and some spoke airports, when all of the carriers schedule departures at the same time. If departure times are typically well spaced, the area reduction may be greater than the rule of thumb.

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. Providing these amenities can take varying amounts of space and must be planned on a case-by-case basis.

The Holdrooms spreadsheet model allows the user to vary all of the parameters as well as consider consolidated holdrooms serving multiple gates.

P a g e 31 | 59 Figure 25 SSCP requirement configurations

CONCLUSIONCONCLUSION

5.2.3.1 Typical Dimensions Seating Areas and Holdroom Depth. Figure 26 illustrates a typical holdroom in a linear configuration along a concourse. The depth of the holdroom should be a minimum of 25 feet to allow some flexibility in seating arrangements. However, a 30-foot depth is recommended for most terminals to increase this flexibility and to allow circulation between seating and the loading bridge boarding corridor. For holdrooms serving multiple gates located in a “corner” or at the end of a concourse, additional depth is recommended.

Seating configurations are driven by LOS factors discussed above, as well as the overall proportions of the holdroom. The distance between rows of seats is recommended to be a minimum of 5 feet to allow free movement of passengers when seats are occupied. The separation can be increased for higher levels of service and/or when large numbers of carryon bags are expected.

GatePodiums.

• • •

A typical two-position gate podium is 8 to10 feet wide The depth of the podium counter and back wall is typically 8 feet but can be deeper if storage or other equipment is housed in the back wall.

An area should be provided in front of the podium to contain the queue within the holdroom and not block the adjacent corridor,a 15-foot depth is generally adequate[ CITATION Air10 \l 1033 ].

Boarding/Deplaning Corridor. The corridor should have a direct path from the loading bridge to the main concourse corridor. A minimum 6-foot width is recommended for deplaning.

Figure 25 shows the check-in podium queue and the internal circulation aisles supplement the boarding/deplaning corridor for enplaning activity.

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CONCLUSIONCONCLUSION

Holdroom layouts should be designed to minimize cross-flows (e.g., queuing of departing passengers for information should not interfere with routing of arriving passengers). Airline or ground handler staffing and operational decisions (such as how passengers are called for boarding) can also affect queuing and resulting LOS.

Figure 26 Typical holdroom

5.2.4

Passenger Amenities

Passenger amenities include the following services • Airport information centers, counters, and kiosks: In the increasingly competitive world of air travel, airports are using every marketing and public relations tool available to build a positive customer service image and make a favorable impression on travelers and visitors as they pass through their facilities The range of services offered at such information centers might include flight, airport, and city information; directions; lost and found; local phone calls; in-terminal paging services; valet and ground transportation coordination; etc.

• Wi-Fi: Many airports have added free Wi-Fi high-speed Internet access as an amenity for travelers. Some offer Wi-Fi access throughout the entire airport, while others may limit access to specified areas of the terminal complex or waiting areas. Also many lounges offer their own free or fee-based Wi-Fi access.

• Computer recharging stations: The convenience of charging a computer or a phone at the airport adds to LOS. These services offer passengers a way to stay connected and remain productive while traveling through the airport. The recharging stations are most conveniently located in waiting areas and holdrooms of the terminal.

• Wheelchair storage: Airlines provide escorts and wheelchairs to passengers transferring between flights if they request wheelchair assistance. All elevators, concessions, and restrooms in the terminal building must accommodate wheelchair users to meet ADA requirements. Wheelchair storage should be located to minimize the average amount of time needed to reach any gate in a single concourse.

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CONCLUSIONCONCLUSION

• Electric passenger carts: Electric carts (typically referred to as golf carts) are used at many larger airports to supplement wheelchairs, especially when long distances are involved and an APM system is not used. These carts can range in capacity from 3 to 10 passengers, with larger carts at major connecting hubs.

• Passenger luggage carts or trolleys: provided free as a passenger service or for a fee, the following factors should be considered when planning the terminal: – Location and distance: The further a passenger needs to move his checked baggage, and the more bags there are, the more likely a passenger will want to use a cart. Thus, typically parking garages will generate more demand than curbside locations for departing passengers, and international baggage claims will generate more than domestic baggage claims.

5.2.4.1.1 Baggage Claim Baggage claim facilities are required for both domestic and international passengers.

Baggage claim planning is one of the most complex areas of terminal design. It is necessary to consider both the passenger flow and the baggage flow and predict their interface in order to adequately size the facility.

Domestic baggage claim requirements are based on the following: • Design hour deplaned terminating passengers • Concentration of passengers arriving within a 20-minute of time period • Percentage of passengers checking bags • Average traveling party size, bearing in mind that not all members of a traveling party (especially families with children) will actually stand at the claim unit, but rather one member will claim the bags with others waiting in the peripheral area • Checked baggage per passenger ratios, which is less of a factor for domestic baggage claims, because bags typically do not accumulate waiting for passengers to claim them 5.2.4.2 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 5.2.4.2.1 Baggage Claim Unit Types There are three basic types of claim units: flat plate, sloped bed, and simple claim shelves.

Figure depicts typical flat plate and sloped bed baggage claim units.

Flat Plate. Flat plate units can be designed in various configurations, with “L,” “T,” “U,” and variations on these most common. Because they are direct feed, flat plate units are simpler to 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), and are claimed by passengers in the (typically) non-secure baggage claim lobby. Unclaimed bags will circulate back through the loading area. The minimum outside radius is typically 5 feet, which results in a 10-foot-wide unit. It

P a g e 34 | 59 Figure 27 Typical baggage claim units

CONCLUSIONCONCLUSION

is recommended that the ratio of clear length of the “arms” to the width of the unit be no greater than 1.5:1. This ratio will limit deep, narrow bays, which can cause passenger congestion.

Sloped Bed. Sloped bed units (carousels) are almost always configured as ovals. Sloped bed units are fed from one or two conveyors, with larger international terminals typically preferring two conveyors due to the time required to deliver the larger number of bags.

Conveyors can be located on different floor levels, or from some distance, and may feed the claim unit from either above or below.

The minimum width of these units is 18 to 20 feet, depending on the manufacturer, but is often wider due to the location of structures and the feed conveyors. Sloped bed units can also be configured to allow flow-through passenger circulation, which may be advantageous in some terminal configurations, especially for larger claim units. Although sloped bed units have more baggage storage capacity, the effective amount of this capacity is often less than expected unless airline/airport personnel manually reposition bags to optimize bag capacity.

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CONCLUSIONCONCLUSION

Simple Claim Shelves. Simple claim shelves can be used at aorports with very low-activity.

Claim shelves are typically 3- to 4-foot-wide, sloping stainless steel shelves. They are loaded directly from the baggage carts through roll-up doors. As compared to mechanical claim units, the passenger moves along the claim shelf looking for his/her bag, which can cause congestion and confusion when large numbers of passengers are claiming bags. Typically, claim shelves do not exceed 35 to 45 feet in length (three baggage carts) and are most commonly used for oversized baggage.

5.2.5 International Arrivals Facilities—Federal Inspection Services After primary inspection and baggage claim, Secondary passenger and baggage inspection is based on more selective procedures using computer-based lists of passengers, roving agents, designations of “high-risk” and “low-risk” flights, and other selection techniques.

4.2.6.1. 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. The corridors should be sized for single-direction passenger flow. Depending on the distance from gate to primary inspection, moving walkways or APMs may be appropriate. Because departing passengers can use the same gates as international arrivals, control doors and monitoring of the corridor system is required to prevent mixing of arriving and departing passengers.

5.2.6 Public Spaces Public spaces include most of the non-revenue-producing areas of the terminal including queuing areas, seating and waiting areas, restrooms, and circulation corridors 5.2.6.1.1 Restrooms Public restrooms should be provided in the main terminal locations like ticketing, baggage claim, and central concession areas and the concourses. Observations of passenger activity indicate that deplaning passengers are the principal demand driver for concourse restrooms.

Short-haul flights will also generally produce a greater demand for restrooms on arrival than long-haul flights. It has also been observed that most passengers will use the first restroom they pass between their arrival gate and either the baggage claim or a connecting gate, even if it is crowded and there is another restroom a short distance away. Thus, to reduce queues, it is better to have a smaller number of higher capacity restrooms than a greater number of relatively smaller restrooms.

Restrooms should have at least as many fixtures for women as for men. A restroom fixture is a toilet or a urinal. Sinks are in addition and not included in a restroom’s fixture count. In some jurisdictions, new building codes for public buildings are mandating 25% to 50% more fixtures for women than for men. These higher ratios are appropriate for airports when the passenger gender 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. However, if the gender mix is not known, it should be assumed to be 50%/50%.

Airport restrooms should be designed with more space than restrooms in typical commercial or public buildings because of the amount of carry-on baggage typically associated with

P a g e 36 | 59 Figure 28 Sample airport restroom configuration

CONCLUSIONCONCLUSION

airline passengers. For example, toilet stalls are recommended to be wider and deep enough to allow a passenger to close the door while keeping his/her carry-on bags in the stall.

Shelves for smaller bags are recommended over urinals and sinks. More oor area is required for carry-on bags near sinks and urinals to avoid congestion and tripping hazards. Figure depicts an oversized restroom stall.

Figure 29 Oversized airport restroom stall

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CONCLUSIONCONCLUSION

6

CIRCULATION

For a good terminal design most important part is to have proper circulation of different groups involved. These groups typically involves passengers, visitors, employees, baggage, and deliveries.

6.1 PASSENGER The following diagrams represents a very simplified passenger processing function for domestic terminal within three primary components: airside, landside and terminal. Figure 1 shows domestic departures and while figure 2 shows domestic arrivals.

5.1.1. Origin and Destination. O & D passengers are those who begin or end their trip at a Figure 31 Passenger flow diagram for domestic arrivals

Figure 30 Passenger flow diagram for domestic departures

particular airport.

5.1.2. Connecting. Those passengers who change their aircraft in between origin & destination. Almost in all the cases connecting passengers who connect to another flight are not screened at connecting airport. They just deplane at connecting airport (at a secure point i.e. behind the screening locations) and then without having screening process again they just proceed to the gates of their next flight.

5.1.3. Domestic ( Arrival/ Departures). The domestic departing passengers enter the departure hall or lobby accessible by car or from parking facilities or through access road system. Upon entering the departure hall, passengers can check in at their respective airline ticketing areas before proceeding to the security checkpoint. At security, all passengers and

P a g e 38 | 59

CONCLUSIONCONCLUSION

their bags are examined. After security, passengers can shop, eat and when flight is called they can proceed to holdrooms to board aircraft or they can directly board if already there in holdroom.

The Arriving domestic passengers disembark the aircraft and enter the terminal building on departure level or ground level depending on the type of terminal configuration and concourse operations. Then directed towards baggage claim area via concourse through one way security door and on to the arrival hall, where they can claim their bags and reunite with their family and friends. From arrivals halls, passengers can proceed to parking facility, rail connectors, hotels or rental facilities if available.

Figure 32 Passenger flow diagram for domestic arrivals and departures

5.1.4. International ( Arrival/ Departures). For departing international passengers, the flow is same as departing passengers flow mentioned above. For some cases, depending upon the airport, departing international passenger may enter an international terminal building separate from domestic terminal building. Arriving international passengers disembark aircraft and proceed to the sterile corridor system to the immigration hall and then passengers are directed towards the baggage claim area. After claiming bags, passengers then directed

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CONCLUSIONCONCLUSION

towards exit control points leading to arrivals hall or CBP primary processing area. Most passengers then proceed to the meet/greet lobby or, for connecting passengers, a transfer baggage re-check area.

Arriving passengers after identified by CBP officers are guided for additional screening at primary processing or at the exit control point for secondary individual screening. These areas may include baggage or agricultural product screening and passport/visa concerns.

After secondary processing is done, cleared passengers are directed towards meet / greet lobby and baggage transfer area. This lobby includes hotel or accommodation counters, maybe tourist information centres in some places. These service counters can be shared by both domestic and international passengers if CBP area is within the main terminal and in some cases international and

domestic buildings can be different.CBP area is within the main terminal and in some cases Figure 33 International arriving and departing passenger flows

international and domestic buildings can be different.

6.2 VISITORS The meeters/greeters of passengers enter the arrivals hall, which is accessible either by car, through the access road system, or by foot, from the parking facilities. The meeters/greeters

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CONCLUSIONCONCLUSION

are bound to the meeter/greeter area in the arrivals hall where they meet their arriving passengers and then depart with them.

The well-wishers of departing passengers accompany them to the departure hall in the ticketing lobby. Generally, they enter the terminal with the departing passenger and can accompany them before security checkpoint.

6.3 EMPLOYEES Employees are categorized, from a security perspective, as those who work at the airport and have an operational need for access to various security-related areas. They may be employed by the airport, airlines, concessionaires, the CBP, the TSA, other governmental agencies, or other tenants of airport facilities. Their ability to move around and perform their jobs typically depends on the type and location of their work, and the related permissions designated by the airport on their access badge. These permissions typically provide and/or limit access to security-related areas such as the Airline Operations Areas (AOA), sterile areas, and secured areas, each of which is specifically defined in each individual Airport Security Program and are generally the non-public areas beyond TSA security screening. In some airports dedicated “employee-only” lanes near the checkpoint or in designated operational areas can accommodate limited types of access.

7 7.1

NORMS IATA

[ CITATION IAT95 \l 1033 ]

ACTIVITY Waiting and circulation

SITUATION

Level of service standard [LOS] A B C D E F

Moving about freely 2.7

2.3

1.9

1.5

1.6

1.4

bag claim area [outside claim device]

Moving with bags

2.0

1.8

Check in queues

Queued with bags

1.8

1.6

1.4

Hold room: government inspection area

Queued, without bags

1.4

1.2

1.0

1.0

Less

1.2

Less

1.2

1.0

Less

0.8

0.6

Les s

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CONCLUSIONCONCLUSION

8

CASE STUDY

8.1 CHAATRAPATI SHIVAJI INTERNATIONAL AIRPORT (TERMINAL 2) Inspired by the dancing peacock, India’s national bird, terminal 2 seems unique, pictorial and resplendent icon of modern infrastructure.  Chhatrapati Shivaji International Airport is second busiest airport in South Asia and was ranked 48th busiest airport in world  Gateway- Mumbai.  The airport handles 1/5th of the India’s Air Traffic.  Constructed by joint venture of AAI(Airports authority of India) and GVK.  Design: Inspired by India’s National bird, ‘The Peacock’  India’s first and most advanced ‘Vertical Passenger Terminal’  World’s longest glass wall structure spanning up to 11,000 square meters  Terminal size: 40 million passengers per annum  Total area : Spanning over Four Hundred Thousand square meters  Architects – SOM  Project Year – 2014  The newly constructed terminal is able to operate 100 more planes in a day  Doubling the capacity of the flyers to 45 millions  Column shafts were 3M x 4M x 8M.  Standard coffers are 2.8M x 2.7M  It IS spread over 297,194 sq ft across three levels and had a seating capacity of about 900 passengers.  The design of T2 combines international and domestic passenger services under one roof. The highly flexible planning will ultimately accommodate About 50 million passengers per year while operating 24 hours daily  168 nos. of Economy Check-in Counters, 20 nos. of VIP/CIP Check-in Counters, 8nos. of International to International Transfer desks and 19 nos. of Recheck-in counters Around 6.4 kms of Conveyor belts are used for transporting baggage  The Head House Roof (HHR) has 28 major skylights, consisting of an intricate combination of 272 pieces of glass (sourced from China) built on a steel framework At 500 sq. m. each, these are the largest skylights ever built in Asia. Along with the major skylights there are 244 minor skylights, with a size of 140 sq. m. each. The entire layout of 272 skylights covers over 30000sq. m, resembling a diamond studded jewel in the HHR. The total length of the terminal's external facade is 2.92 km.

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CONCLUSIONCONCLUSION

The new Terminal T2 (T2) is a state-of-the-art 439,000 sq.meter integrated terminal - served by all international airlines, and (increasingly) by domestic flights. 

Level 1 - Transport (prepaid taxis, car rentals, and hotel reservations).



Level 2 - Arrivals



Level 3 - Domestic Departures



Level 4 - International Departures T2 with four levels is able to handle 40M passengers annually and houses T2 is home to India's largest public art presentation - a 3 km, multi-level Art Wall with skylights illuminating over 5,000 pieces of artwork & artefacts from India. It is arguably India's largest public art initiative, divided into two sections:e newly integrated T2 covers an area of 4.4 million sq.feet, with 60 departure check-in counters and 80 arrival immigration counters, able to handle 40 million passengers annually. The wall 'running like a central curvilinear spine' is presenting India's plural cultural legacy, traditions and contemporary art, also serves to direct & control passenger circulation through the terminal. The Arrivals corridor presents the city as a 'layered narrative, unfolding to the arriving passenger page-by-page'.

T2 offers public transport to the City via suburban railway, the Metro, buses, taxis and auto rickshaws. T2 offers under one roof premium stores, ample food & drink choices and is designed to have all international, domestic, cargo, ground handling, security, & concessions, From the access road, the lanes split at the entrance - with room for wide drop-off curbs protected from rain & sun by the terminal's overhead roof. T2 also offers a great seafood restaurant - the 'Mahsh Lunch Home - in great ambience, located at international departures' verandah.

Level 4 of T2 is the check-in level for all T2 flights - domestic & international. It has common check-in facilities, houses the international departure gates and international security & immigration, international departures retail concessions, duty-free stores & F&B. A 15-meter high glass wall opens up to the airy and huge check-in hall with over 200 checkin counters and 30 mega-columns supporting the long-span roof. After checin there are 60 emigration counters, 124 security checkpoints, 41 travellators, and multiple excalators & elevators leading to the boarding area, & 52 boarding bridges.

- International departing passengers will pass the Retail Hub, while - domestic passengers will proceed to level 3 (along palm & waterfall gardens) to the domestic Retail Hub. Both Retail Hubs are at the junction of the concourses and terminal core, and are close to the respective departure gates A, B & C (totalling 52).

NOTE: Air India & Vistara use check-in counters on level 3: (a) Air India: G1-14 for international, H1-14 for domestic flights; (b) Vistara: C1-6. (c) While Jet Airways is now in T2, its check-in counters are still listed for T1B, 45-80 (check with Vistara).

Level 3 of T2 is the domestic retail & departure level - reached from level 4 after check-in - housing the domestic Retail Hub and leading to domestic gates - houses security check for domestic passengers, domestic retail concessions, F& B, & domestic departure gates

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CONCLUSIONCONCLUSION

(curently for Air India (Express & Regional), GO Air, Indigo, Jet Airway, Spice Jet & Vistara.

Level 2 is the Arrivals level which includes the arrivals corridor, duty-free, Customs, & Immigration with 72 counters, 10 fully-automatic baggage carousels, 72 immigration counters, and Arrivals forecourt.

Level 1 is the ground transportation level housing the baggage handling system, a ground transportation lobby, ground services & the Arrivals bus gate lounges.

P a g e 44 | 59 Figure 34 CSIA LEVEL 4 PLAN

CONCLUSIONCONCLUSION

Figure 35 CSIA LEVEL 3 PLAN

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CONCLUSIONCONCLUSION

Figure 36 CSIA LEVEL 2 PLAN

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CONCLUSIONCONCLUSION

Figure 37 CSIA LEVEL 1 PLAN

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Figure 38 CSIA LEVEL 3 & 4 DETAILED PLANS

9

ANALYSIS

Figure 39 Passenger flow analysis for departures

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Figure 40 Passenger flow analysis for arrivals

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8.1 LEVEL 4

Space

Area/pax (sqm)

Activitiy areas

Connectivity

IATA

CSI A

FROM

TO

Check in passengers coming from road system into terminal building for departure

1.9

1.5

Entry gates, 200check- in counters, baggage drop points information kiosk

kerb side departure [8 gates], MLCP level 10

security check in

Security check people are screend through airport security into area where exit gates to aircraft are located.

1.4

1.5

124 security check check in, points, priority lane

Immigration check It is a place at an airport where government officials check the legal documents of people entering that country

1.4

LEVEL 4

1.

5

80 immigration counters

GVK lounge,imm igration counters,

security screening

internationa l departure concourse[7 gates], coonectivity to level 3,elevator to lauge on level 3 Retail, F&B, F&B Seating, Seating, Promo Site,Passenger Services, Childrens area, Smoking Areas.

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8.2 LEVEL 3 domestic retail & departure level - reached from level 4 after check-in - housing the domestic Retail Hub and leading to domestic gates - houses security check for domestic passengers, domestic retail concessions & domestic departure gates 32.

Retail, F&B, F&B Seating, Seating, Promo Site,Passenger Services, Childrens area, Smoking Areas.

Departure lounge place where passengers wait before they get into their planes. 

GVK Lounge: for first class and business class passengers. It's located on Level 3 and 4 of Terminal 2. Facilities include concierge, business center, library, spa and shower, smoking zone, food, and beverages.



CIP Lounge: for "Commercially Important Passengers", as determined by the airlines. It's located on Level 3 and 4 of Terminal 2. Luxury seating, wireless Internet, and reading materials are provided.



Loyalty Lounge: for holders of eligible MasterCard, Visa, Priority Pass, Airport Angle, Lounge Key, Diners and Amex cards. Paid access to the lounge is also available. It's located on Level 3 of Terminal 2. Facilities include a buffet, unlimited alcoholic beverages, reading materials, and wireless Internet.



Pranaam Lounge: a less glamorous option for everyday passengers who wish to avail of lounge facilities. Buffet, non alcoholic beverages, wireless Internet, baby care room, luggage storage, reading materials are provided.



Transit hotel at Level 1 of Terminal 2.

Holdrooms After security, passengers can shop, eat and when flight is called they can proceed to wait in holdrooms or to board aircraft. [2.5 Sqm per pax]

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8.3 LEVEL 2

Space

Area/pax (sqm)

Activitiy areas

IA CSI T A A Arrival Arriving passengers disembark the aircraft and enter the terminal building on departure level or ground level depending on the type of terminal configuration and concourse operations Immigration check It is a place at an airport where government officials check the legal documents of people entering that country Baggage claim The area in an airport where arriving passengers collect luggage that has been transported in the hold of the aircraft.

Customs airports and harbours have designated customs areas, sometimes covering the whole facility and including extensive storage warehouses.

Connectivity FROM

TO

1.

4

1.

3

Immigration with 72 counters, Arrivals forecourt.

kerb side departure [8 gates], MLCP level10

Level four departure floor,immigration counters, security for transfer passengers, transfer counters for international flights.

1.

4

1.

5

70 immigration counters

Arival concourse

Baggage claim

1.

6

1.

6

10 fullyautomatic baggage carousels.

immigration check counters

customs

1.

6

1.

6

8 custom counters

from level 2

level 4 departure floor,to level 1

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10 CONCLUSION This study provides a standard data and information of airport terminal building for any designer who needs to study about it. To design any terminal it is important to study its all dimensions thoroughly and understand them practically.

Also, the case study and analysis given is justifying all the theoretical data provided in study.

The main points a designer can get from this study are: • • • •

Terminologies related to airport Spaces, their function and idea of its dimensions Passenger types and their circulation What happens with baggage in an airport

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11 BIBLIOGRAPHY

1 Airport Passenger Terminal Planning and Design. 2010.

Chen, Long-Wen. “Airport Design.” Thesis.Rochester Institute of Technology 1999: 64.

Harrison, Anna. “Principles of Experience Design for Airport Terminals.” 2015.

Horonjeff, Robert. Planning and Design of Airports. n.d.

—. Planning and Design of Airports. fifth. 1976.

IATA. 1995.

Neufert, Ernst. Architect's data. Third edition. Germany: Bauwelt- Verlag, 1970.

Neufville, Richard de. Airport Systems: Planning,design and management . 2013. second.

Pickard. The Architect's Handbook. USA, 2005.

Planning and design of Airports. 2006.

Rijan. “issuu.” 2015.

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