Terminal Design

1
 Planning and Design of the Terminal Area
Terminal Area
The terminal area is the major interface between the airfield and the rest of
the airport. It includes the facilities for
• passenger and baggage processing
• cargo handling
• airport maintenance, operations, and administration activities

Passenger Terminal System

The passenger terminal system is the major connection between the ground
access system and the aircraft. The purpose of this system is
• to provide the interface between the passenger airport access mode,
• to process the passenger for origination, termination, or continuation of
an air transportation trip,
• to convey the passenger and baggage to and from the aircraft
 Components of the Passenger Terminal
System
1. The access interface 3. The flight interface
• Parking • Concourse
• Curb • Departing Lounge
• Access Road • Passenger Boarding devices
• Service Road • Airlines operation space
• Pedestrian Walking • Security facilities
2. The processing system • Terminal service area
• Ticketing
• Lobby
• Circulation area
• check-in
• baggage claim
• Security
• Airport Administration
• Airport Service area
 The passenger terminal performs three
main functions:

1. Change of mode

2. Processing

3. Change of movement type

 Design Considerations
1. Development and sizing to accomplish the stated mission of
the airport with the parameters defined in the master plan.
2. Capability to meet the demands for the medium and long run
time frames.
3. Functional, practical, and financial feasibility.
4. Maximize the use of existing facilities
5. Achievement of a balanced flow between access, terminal and
airfield facilities during the peak hour.
6. Consideration of environmental sensitivity
7. Maintenance of the flexibility to meet future requirements
beyond the current planning horizon.
8. Capability to anticipate and implement significant
improvement in aviation technology.
 The Terminal Planning Process
The evolution and development of a terminal design is performed
in a series of integrated steps. These are:
1. Programming
2. Concept Development
3. Schematic Design
4. Design Development
 Programming
The programming phase defines the objectives and project
scopes including the rationale for the initiation of the study.

It includes:
• space requirement program
• tentative implementation schedule
• estimates of the anticipated level of capital investment
• operating, maintenance and administrative cost
 Concept Development
In Concept Development studies are undertaken to identify
the overall arrangement of building components, functional
relationship and the characteristics of terminal building.

Schematic Design
Schematic Design translates the concept and the functional
relationship into plan drawings which identify the overall
size, shape and location of spaces required for each function.
Detailed budget estimates are prepared in schematic design
so that comparisons may be made between the space
requirement and costs.
 Design Development
In design development, the size and character of the entire
project is determined and details plans of the specific design
and allocation of space within the complex are prepared.
This phase forms the basis for the preparation of
construction documents, bidding, construction and final
project implementation.
 Horizontal Distribution Concepts for
Passenger Terminals
a) Linear/Curvilinear
b) Pier
c) Satellite
d) Transporter/Remote
 Linear/Curvilinear
 Simplest & Most straight-forward.
 Simple organizational principles.
 Consists of a single passenger processing area.
 Primarily appropriate for low-activity airports.
 Direct relationship between curbside and the aircraft. (Short
walking distances)
 Centralized passenger processing.
 Pier
 Aircrafts are parked on both side of a concourse.
 Aircrafts are usually arranged around the axis of the pier in
a perpendicular.
 Passengers are usually processed at the simple terminal
location and then routed down a "pier" where aircraft are
parked in the "finger" slots or gates for boarding.
 This concept fully separates the passenger processing
functions from the concourse activities.
 Compare to linear, this concept type increases passenger
walking distances from the processing area.
 Pier
 Compact arrangements of aircrafts along the pier,
allow efficient servicing of the aircrafts, thus
lowering the operating costs for the airlines.
 Satellite
 It is completely surrounded by aircraft.
 Connected to the processing areas of the terminal via
underground, at-grade, or overhead connector.
 Parked in a nose-in arrangement around the satellite.
 Passenger processing is handled in a separate terminal
facility.
 It works well for heavy-activity airport with O&D and large
percentage of connecting passengers.
 Transporter/Remote
It provides a complete separation of passenger facilities from
those required to service and maintain the aircraft.
Aircraft and Aircrafts servicing functions are remotely
located from the terminal.
Passengers access the Aircrafts via the mobile lounges that
leave from the terminal gates, go directly to the aircraft.
The use of buses that drop off the passengers adjacent to
the Aircrafts on the apron.
Airplane taxiing time to and from the runway is decreased as
well as reduce the amount of aircraft engine noise around the
terminal.
 Combination
Due to increase in traffic or growth in aircraft size use of
new aircraft modification or expansion of facility may be
required or physical limitation of site may also cause a pure
conceptual form to be modified by addition or combination
of other concepts.
No. Terminal Advantages Disadvantages
Concept
 Economical to build
 Long walking distances
 Efficient use of land
1. Pier/Finger  Centralized resources, economies  Limited expansion capability
of scale (human,facilities,  Reduced aircraft circulation &
manoeuvrability
amenities)

 Shortest walking distances  Duplication of terminal facilities/

 Simple construction amenities
2. Linear  Lower baggage systems costs  Longer walking distances for transfer
(conveying/sorting) using pax
decentralized system  Longer minimum connecting time

 Requires high technology,

 Centralized resources (human, underground transportation system
3. Satellite facilities and amenities)  High capital, maintenance & operating
 Facilitates pax management cost
 Increases minimum connecting times
 Ease of aircraft maneuverability
 Ease of expansion capability for  Higher instances of pax delays
4. Transporter aircraft stands  High capital, maintenance & operating
 Simple and smaller central costs
terminal  Increased minimum connecting times
 Cost savings
 Vertical Distribution Concept
The passenger terminal are distributed among several levels
to separate the flow of arriving and departing passengers.
The decision on the number of levels a terminal facility
should depends upon the volume of passenger and the
availability of land for expansion in the immediate vicinity.
It may also be influenced by types of traffic.
 Airport Terminal Facilities at TIA
• Nepal Tourism Board • Self Check-In Service
Information Counter • Information Desk
• Parking • Baggage Wrapping Services
• Free Wifi • Banking Facilities
• Press Room • Baggage Help Desk
• Post Office • Restaurants and Cafeteria
• Cargo Facilities • Medical Services
• CIP Lounge • Foreign Exchange
• Trolley Services • Pre-Paid Taxi
• Hotel Reservation Info Counter
• Senior Citizen & Breast Feeding
Room
• Charging Hub
• Police Help Desk
 The apron gate system
The apron provides the connection between the terminal
buildings and the airfields. It includes:
• aircraft parking area called ramp
• aircraft circulation
• Taxiing area for access to these ramps

• The size of the apron gate are dependent on 4 factors:

• Number of aircraft gates
• Size of the gates
• The maneuvering area required for aircraft at gate
• Aircraft parking layout in gate area
 Number of aircraft gates
The number of gates required depends upon the number of
aircrafts to be handled during the design hours and on the
amount of time each aircraft occupies the gate.

The amount of time the aircraft occupies a gate is referred to

as gate occupancy time. It depends on
• Size of aircraft
• Type of operation (Through or turn around flight)
 Size of gate
The size of gate depends not only on the size of the aircraft
but also on the type of parking used.

Aircraft parking type

Aircraft parking types refers to the manner in which the
aircrafts is positioned with respect to the terminal building
and to the manner in which aircraft maneuver in and out of
the parking position.
Types:
• Nose in parking • Angled nose out parking
• Angled nose in parking • Parallel Parking
1. Nose-In Parking:
In this configuration the aircraft is parked perpendicular to the building
line with the nose as close to the building as permissible. The aircraft
maneuvers into the parking position under its own power. In order to
leave the gate, the aircraft has to be towed out a sufficient distance to
allow it to proceed under its own power.

The advantages of this configuration are that

• it requires the smallest gate area for a given aircraft
• causes lower noise levels as there is no powered turning movement
near the terminal building
• sends no jet blast toward the building
• facilitates passenger loading as the nose is near the building.

Its disadvantages include the need for towing equipment

2. Angled Nose-In Parking
This configuration is similar to the nose-in configuration except that
the aircraft is not parked perpendicular to the building.

The configuration has the advantage of

• allowing the aircraft to maneuver in and out of the gate under its
own power.

However, it requires a larger gate area than the nose-in configuration

and causes a higher noise level.
3. Angled Nose-Out Parking
In this configuration the aircraft is parked with its nose pointing away
from the terminal building.

Like the angled nose-in configuration, it has the advantage of

• allowing aircraft to maneuver in and out of gate positions without
towing.
• It does require a larger gate area than the nose-in position, but less
than the angled nose-in.

A disadvantage of this configuration is that the breakaway jet blast

and noise are pointed toward the building when the aircraft starts its
taxiing maneuver
4. Parallel Parking
This configuration is the easiest to achieve from the aircraft
maneuvering standpoint.

In this case noise and jet blast are minimized, as there are no sharp
turning maneuvers required.

It does require, however, a larger gate position area, particularly

along the terminal building frontage.

It is evident that no one parking type can be considered

ideal. For any planning situation, all the advantages and
disadvantages of the different systems have to be
evaluated, taking into consideration the preference of the
airline that will be using the gates.
 Apron Layout
This refers to the manner in which the apron is arranged
around the terminal building. The apron layout depends
directly on the way the aircraft gate positions are grouped
around the buildings and on the circulation and taxiing
patterns dictated by the relative locations of the terminal
buildings and the airfield system. Aircraft are grouped
adjacent to the terminal building in a variety of ways
depending on the horizontal terminal concept used. These
groupings are referred to as parking systems and are
classified as the frontal or linear system, the finger or pier
system, the satellite system, and the open apron or
transporter system.
 Apron Layout

a) Linear/Curvilinear
b) Pier
c) Satellite
d) Transporter/Remote