12

TERMINALS
(AIRPORTS AND BUS TERMINAL)
AIRPORT TERMINAL
AIRPORT PASSENGER TERMINALS
KEY POINTS:
• This building type is subject to constant evolution and change
• Terminals are now more like shopping
• Intermodality between all forms of transport is a critical
consideration
• Safety and security are now key components of terminal and
interchange design

Security
In the case of air travel in particular but also in principle for longdistance
rail and sea travel, the checking of passengers and their possessions
requires the installation and manning of suitable equipment and the
strategic location of the check point in order to both ensure that no
passengers evade or avoid the checking procedure and that the procedure
is carried out in the most efficient manner.

Border controls
Quite apart from security considerations, many terminals occur at
national borders and therefore are the point of entry to or exit from
sovereign areas. Accordingly, customs and immigration controls
need to be conducted.

Large public areas

Places of assembly of large numbers of people require special
consideration of means of escape in case of fire as well as the
normal controls on the standard of building construction.
AIRPORT PASSENGER TERMINALS
Other factors to be considered are:

• Aircraft movements: number of arrivals and departures per hour, aircraft sizes,
number of stands for each size or range of sizes, passenger load factors

• Baggage quantities: number of pieces per passenger, by class of travel and

traffic (international/domestic)

• Visitors: number of accompanying visitors with departing and arriving

passengers by class of traffic (international/domestic)

• Employees: number and proportion for airport, airline, concessionaire, control

authorities, etc. and proportion of males and females

• Landside transport: number of passengers visitors and employees arriving by

private vehicles (note ratio of owner-drivers), by public transport (note ratios by
bus, coach, hire car, taxi, train,
etc.)
Type of traffic

• International: international terminals involve customs and

immigration procedures.

• Domestic: domestic terminals do not. They can therefore be simpler buildings.

However, increasing need for passenger and baggage security has caused the grouping
of facilities and channelling of passengers, and has reduced the distinction between
the two types.
 AIRPORT PASSENGER TERMINALS
INBOUND CUSTOMS GENERAL SECURITY
CLEARANCE CONSIDERATIONS

Factors for consideration : • planning for security should be

a priority in the design on any
Security : customs officers are transportation facility; designing
increasingly on the lookout for a terminal or other transport-
narcotics, weapons and explosive related building without
devices rather than contraband. considering security could
result in costly retrofits.
Government controls : offices and
search rooms will be required. • it is worth bearing in mind that
one of the most effective ways
of ensuring security is the
Quantities to be assessed : alertness of staff and
passengers.
Hourly passenger flows :
include landslide transfers • one of the most vulnerable
areas of an airport terminal is
Processing rate : allows two the landside zone where many
minutes per passenger hundreds of people are
searched dropped off and gather with
large items of luggage.
AIRPORT PASSENGER TERMINALS
Spatial arrangements for domestic terminal

Aircraft

Pre-departure Lounge

Inspection
Airline Check-in Counters

Check-in (tickets and baggage)

Inspection

Curbside
AIRPORT PASSENGER TERMINALS
Spatial arrangements for domestic terminal

Aircraft

Transit Baggage Claim Section

Passengers
Waiting Area

Inspection

Curbside
AIRPORT PASSENGER TERMINALS
Spatial arrangements for international terminal

Aircraft

Transit Pre-Departure Area

Passengers
Waiting Area
Immigration Check
Airline Check-in
Counters
Check-in (tickets and baggage)

Security Detention

Health Check Quarantine

Curbside
AIRPORT PASSENGER TERMINALS
Spatial arrangements for international terminal

Aircraft

Health Check Quarantine

Transit Passengers
Waiting Area
Immigration Check

Baggage Claim
Section

Customs Check

Curbside
 AIRPORT PASSENGER TERMINALS

General spatial arrangements

Building Concepts and Typical Design Solutions for

Passenger Terminals:

The following are some the historic techniques that have been
utilized in the development of passenger terminals:

1. Simple Concept = CONSOLIDATED PASSENGER

Linear Concept Terminal Design

2. Pier Concept = FINGER PASSENGER Terminal

Satellite Concept = SATELLITE PASSENGER Terminal Design

3. Transporter Concept = MOBILE LOUNGE Terminal Design

AIRPORT PASSENGER TERMINALS
THE SIMPLE TERMINAL CONCEPT

This concept consists of a single common waiting and ticketing area with exits
leading to the aircraft parking apron, adaptable to airports with low airline
activity, with apron capacity of three to six commercial transport aircrafts;
normally consists of a single storey structure with two to four gates where
access to the aircraft is via a walk across the apron. This concept can consider
possibility of expansion using linear or pier concepts.

THE LINEAR TERMINAL CONCEPT

In this concept, aircraft are
parked along the face of the
terminal building.
Concourses connect the various
terminal functions with the
aircraft positions.
It offers ease of access and
relatively short walking
distances if passengers are
delivered to a point near gate
departure by vehicular
circulation systems.
Expansion may be accomplished by linear extension of an existing structure
or by developing two or more linear terminal units with connectors .
 AIRPORT PASSENGER TERMINALS
THE CONSOLIDATED PASSENGER TERMINAL DESIGN
The CONSOLIDATED PASSENGER TERMINAL DESIGN CONCEPT uses
the technique that strings several airlines to a consolidated single
structure. This structure initially provides a simple transfer stage for
ground vehicles and air vehicles.

The epitome of this type of terminal which is considered the most

efficient in operation would be a simple airstrip with no more that a few
aircraft positions and occasional aircraft scheduled.
The effective use of the CONSOLIDATED TERMINAL can best be measured
by convenience to passengers and efficiency of operation for the airline.
Major terminal complexes invariably are multiples of this small,
consolidated group.
AIRCRAFT

Airlines A B & C
TERMINAL BUILDING

CURBSIDE
AIRPORT PASSENGER TERMINALS
THE PIER TERMINAL CONCEPT

In this concept, the aircraft are

usually arranged around the axis
of the pier in a parallel or
perpendicular fashion.

Each pier has a row of gates on

both sides, passenger right-of-
way runs along the pier axis for
both enplaning and deplaning
passengers.

TERMINAL BUILDING
AIRPORT PASSENGER TERMINALS

THE SATELLITE TERMINAL CONCEPT

This concept shows a building

surrounded by aircraft, which is
separate from the terminal
building, and is usually reached
by means of surface,
underground or above-ground
connectors.

The aircraft are normally parked

in radial or parallel patterns
around the satellite which can
have common or separate
departure lounges.

TERMINAL BUILDING
AIRPORT PASSENGER TERMINALS

THE CONSOLIDATED FINGER and SATELLITE PASSENGER

TERMINAL DESIGN
These two illustrations show the evolution of a finger terminal and a
satellite terminal arrangement as an expansion of the concept of the
Consolidated Terminal.

CONSOLIDATED FINGER CONSOLIDATED SATELLITE

AIRPORT PASSENGER TERMINALS

THE DECENTRALIZED FINGER and SATELLITE

PASSENGER TERMINAL DESIGN

These next two illustrations show that decentralization

offers the possibility of lessening the constraint for the
individual airlines and allowing each airline to operate within its
own building, but it also causes difficulties to the public in
terms of rapid communications for the proper selection of a
desired location.

Airline A Airline B Airline C Airline A Airline B Airline C

DECENTRALIZED FINGER DECENTRALIZED SATELLITE

AIRPORT PASSENGER TERMINALS

THE DECENTRALIZED FINGER and SATELLITE

PASSENGER TERMINAL DESIGN
The decentralization causes further problems of interline
transfers. While it also permits some advantages of more aircraft
apron space, it does involve great demands upon ground vehicle
transportation, problems which may possibly be solved by the
use of a rapid transit system.

Airline A Airline B Airline C Airline A Airline B Airline C

DECENTRALIZED FINGER DECENTRALIZED SATELLITE

AIRPORT PASSENGER TERMINALS
THE AIRLINE REQUIREMENTS
It is important to carefully ascertain from the individual carriers their specific
needs. This information should be correlated to the year of operations, the
anticipated level of passenger and cargo, operational growth, the potential of
changing route structure, and an initial and future projected flight schedule, Table
1 lists the basic data information that is required from the airlines. There are
many additional technical information items which are not listed here, but the
designer will determine these by inference .

Each airline demands a distinctive visual character that will make it readily
identifiable to the public. All too frequently the architect tends to dismiss this
requirement. The careful integration of individual airline identification in a total
building design will assist the passenger. An airline will retain many professional
consultants in attempting to carry a corporate image system-wide, and it will
spend considerable sums of money in order to achieve this.

THE AIRCRAFT PARKING SYSTEMS

The general technique of placement of aircraft on the aircraft apron greatly
affects the apron area as well as the passenger loading system and this is
divided into two categories:
push-out operations and power-out operations
a. Power-out operations involve special design requirements for blast
protection on the wall surfaces of terminal buildings and they require
greater apron area. The advantage of this method of operation is that
fewer ground personnel and equipment are required.
AIRPORT PASSENGER TERMINALS
THE AIRLINE REQUIREMENTS
b. The push-out operation requires the use of expensive tractors and
personnel to move the aircraft out of its gate position before it powers
away from the terminal area. The push-out operation offers the
advantage of requiring less apron area and less square footage of
terminal building because of a reduced linear length.

PASSENGER LOADING SYSTEMS

Many systems are available for passenger enplaning and deplaning depending
upon the volumes of passengers, the economic considerations, and the general
climatic conditions of the community. Any combination of systems is available
as illustrated below :
a. Single-level loading: From one-storey terminal to aircraft. This is still being
practiced in many small airports today.
b. Two-level loading: From 2nd floor of terminal, passengers walk down a
flight of stairs, walk across the apron to the aircraft. This system makes
room for future use of jetways.
AIRPORT PASSENGER TERMINALS

c. Rotating Jetway: This method employs a jetway that

rotates into position and has the capability of telescoping to
accomplish the interface with aircrafts of different sill
height.
 AIRPORT PASSENGER TERMINALS

GATE LOUNGE CONCEPT

The concept and functions of

the gate lounge are basically
standard throughout the airline
industry. The basic functional
requirements are a ticket
counter with all its commu-
nication equipment, a secure or
semi-secure seating area with
sufficient seating capacity to
handle the passengers, flight
identification, last-minute
baggage, and the circulation
pattern which separates the
deplaning passenger from the
enplaning passenger.
AIRPORT PASSENGER TERMINALS
BAGGAGE HANDLING SYSTEMS

Transfer
to Aircraft

Short Long Term

Term Hold Hold
Baggage
Staging

Airline Check-in
Counters
Check-in (tickets and baggage)

Security Check

Curbside
Baggage carousel

9150

4570

9150
6100 Moving

13420
Moving 920
conveyor conveyor
6100

Baggage carts
9150

Circular carousal Racetrack

1140 6100
10680
4570

13720
Moving

17680
6100 Static roller
conveyor
6100

section

Powered roller
section

Linear track
Oval carousel
AIRPORT PASSENGER TERMINALS

AREA CONSIDERATIONS FOR BAGGAGE SYSTEMS

ENPLANING BAGGAGES
As indicated in the flow diagram, baggage may be received from two
possible sources:

• Counter Check-in
This coincides with the usual ticket counter in the main terminal
area. It is customary to provide mechanization from an area directly
in the back of the ticket counter to the central baggage room .

Baggage
Staging

AIRLINE COUNTERS
Check-in (tickets and baggage)
AIRPORT PASSENGER TERMINALS

ENPLANING BAGGAGES
• Gate Check-in
In small quantities, bags or
suitcases mistakenly
believed by many
passengers as acceptable
for stowage in passenger
cabin of the aircraft, are
received at the gate.

Gates to Aircraft
AIRPORT PASSENGER TERMINALS
Flow of baggage

Aircraft

Transfer
from Aircraft

Short Term Long Term

Hold Hold
Baggage
Staging

Carousels
A B C D E F G H

CUSTOMS INSPECTION

Curbside
AIRPORT PASSENGER TERMINALS
OTHER DESIGN CONSIDERATIONS
1. SECURITY SYSTEMS
2. MEDICAL AND FIRST AID CENTERS
3. NURSERY ROOMS AND BREASTFEEDING STATIONS
4. CONVENIENT ACCESS SYSTEMS including automated
doors, sufficiently wide escalators, moving sidewalks, and
other similar devices.
5. INTERNATIONAL LANGUAGE SYSTEMS using glyphs in lieu of bilingual messages.
6. TELEPHONE COMMUNICATION CENTER with
interpreter services.
7. AMENITIES such as:
a. Bank, Money Exchange, Automated Teller
b. Business Center, Internet Centers, Fax Facilities
c. Camera Shop, Photo Developing, Instant Photo shops
d. Car-Rental Agencies
e. Cocktail Lounge
f. Drug Store, Mini-Grocery Store, Newsstand
g. Duty Free Shops
h. Food Shops, Cafeteria, Employee Cafeteria
i. Hotel Information Center
j. Passenger Assistance Counter
k. Rental Lockers Area
l. Rest Rooms with Diaper Changing Facilities
m. Smoking Rooms
n. Souvenir Shops, Gift/Pasalubong Shops, Flower Shops
o. Telephone Booths, Paging Counters
p. Television Lounges
q. Travel Insurance Office
r. VIP Lounge
8. INTERNAL COMMUNICATIONS SYSTEM between airlines, operating authority and
police security.
AIRPORT PASSENGER TERMINALS
PARKING CONCEPTS
Most airport parking facilities are developed for its revenue-generating function.
Therefore, attention must be given to the different types of parking and how
they function as well as the amount of parking required based on rate of turn-
over .
TYPES OF PARKING:
1. Short-term (metered) Parking
2. Medium-Term (one or two days) Parking
3. Long-term Parking
4. Valet Parking
5. Car-Rental Parking

INFORMATION SYSTEMS
Public information systems used to be just an afterthought of the prime airline
information system, with little consideration devoted to the demands of the
public for accurate travel information. Telephone communication between the
interested party and the airline was the only recourse for getting informed
about flight delays or schedules.

Nowadays, the best available media are the giant electronic billboards,
dynamic alpha numeric display boards, and the simplest is the use of
computer monitors dispersed throughout the terminal building, announcing
flight information in real time. Public address systems and CCTV systems are
important for last-minute announcements and most especially for emergency
calls.
BUS TERMINAL
BUS TERMINALS
Definition:

A bus station is an area away from the general flow of road vehicles, which enables
buses and coaches, to set down and pick up passengers in safety and comfort. The
best locations are near shopping centers or other transport terminals .

Factors affecting size of station

Apart from the physical site constraints, station size is governed by

the following:

• Number of bays to be incorporated (the term bay is used in bus stations instead
of bus stop), determined by the number of services operated from the station; and
by how practical it is, related to the timetable, to use each bay for a number of
service routes.

• Vehicle approaches to the bays. The choice of manoeuvre will be influenced by

the size and shape of the available site, the bus operators’ present and anticipated
needs, and in particular the preference of their staff. Some will accept the saw-
tooth arrangement while others prefer the drive-through. The required area of the
site is further increased by the need for lay-over. This is when vehicles are parked
after setting down passengers, but which are not immediately required to collect
more passengers.
BUS TERMINALS
Facilities for passengers
-these will depend entirely upon anticipated intensity of use and existing
amenities. If, for example, there are already public toilets, a bus and coach
information centre and cafe´s nearby, then these will not be required on the station
concourse.

However, waiting room facilities may be required with someone on hand to give
information and supervision. In more comprehensive schemes consider:

• Waiting room
• Buffet
• Public toilets
• Kiosks
• Enquiry and booking
• Left luggage
• Lost property.

Baggage handling transport: double container dolly

BUS TERMINALS
Size of different buses

Single-decker bus

Articulated bus
BUS TERMINALS
Design considerations

Rigid 12m vehicle turning through 90

Rigid 12m vehicle turning through 180

BUS TERMINALS
Design considerations

17m articulated vehicle

turning through 180

A lay-by with one bus stop, assuming normal urban speed of

approach. The transition length of 16.2m is the minimum for
a 12m rigid vehicle.
BUS TERMINALS
Parking arrangements

a) Shunting, where a vehicle only sets down passengers on the concourse

before moving off to park pick up more passengers. This avoids waiting to
occupy a pre-determined bay, and reduces effective journey time

b) Drive-through bays are fixed positions for setting down and/or collecting
passengers. They are in a line, so a vehicle often has to approach its bay
between two stationary vehicles. In practice it is often necessary to to have
isolated islands for additional bays, with the inevitable conflict
between passenger and vehicle circulation
BUS TERMINALS
Parking arrangements

c ‘Saw-tooth’ layouts have fixed bay positions for setting down and/or collecting
passengers with the profile of the concourse made into an echelon or saw-tooth
pattern. In theory the angle of pitch between the vehicle front and the axis of the
concourse can be anything from 1° to 90°; in practice it lies between 20° and 50°.

Vehicle maneuvers
used in approaching
parking bays
BUS TERMINALS
Parking arrangements

Passenger safety
and control are
particularly
important
when detailing
saw-tooth bays

Coach park for random

arrival and departure of
vehicles. The larger bay size
(4 m) is necessary if coach
parties enter and leave the
coaches in the park
BUS TERMINALS
Parking arrangements

Bus garaging layout

for where the buses
are parked
in a pre-determined
order to get the
maximum number of
buses in the available
space, subject to the
fire officer’s
limitations
BUS TERMINALS Pedestrian
crossing
Sample layout

Bus company
offices & passenger
facilities

Main passenger Passenger

concourse island
concourse

To railway station via

new sopping
precinct & pedestrian
bridge

To town shopping
center

Pedestrian crossing
END