1

CHAPTER II
“Changi Airport serves more than 100 airlines flying to some 320
REVIEW OF RELATED LITERATURE
cities in about 80 countries and territories

worldwide. Each week, about 6,800 flights land or depart from

RELATED PROJECTS Changi, or about one every 90 seconds, with 55.4 million passengers

“Singapore Changi Airport or simply Changi Airport, is the passing through the airport in 2015. Changi Airport has three main

primary civilian airport for Singapore, and one of the largest passenger terminals, arranged in an elongated inverted 'U' shape.

transportation hubs in Southeast Asia.  The airport is located (“Singapore Changi airport,” 2017)

in Changi, at the eastern end of Singapore, approximately 17.2 THESE ARE THE FACILITIES THAT WILL SATISFY THE NEEDS

kilometres (10.7 mi) northeast from Marina Bay (downtown OF THE COSTUMERS:

Singapore), on a 13-square-kilometre (5.0 sq mi) site.”

 Airline lounges

 Baby Care Room

 Baggage storage

 Business centres

 Cactus Garden

 Children’s playground

Figure 1.1 Indoor landscaping, Changi Airport (Singapore)

Figure 1.0 Changi Airport, Singapore

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 Clinics and pharmacies  Phone booths

 Convenience stores  Piazza Garden

 Free-to-use rest areas  Porter service

 GST Refund  Post offices

 Ground Transport Desks  Prayer rooms

 Hair, Beauty and Spa  Sculptural Tree Garden

 Hotel Reservations counters  Shower & Spa Services

 Information and Customer Service counters  Smoking areas

 Interactive art  Special needs

 Internet connection  Swimming pool

 Lily Pad Garden  The Social Tree

 Local SIM card purchase  Transit hotels

 Lost and found  Water Lily Garden

 Money changers  Wheelchair rental

 Passenger meeting services Figure 1.2 Amenities, Changi Airport (Singapore)

 Pay-per-use lounges
 3

Ground Transportation Taxis are available at the taxi stands at the arrival halls of each

terminal. There is an additional airport surcharge for all trips

The Changi Airport Skytrain operates between Terminals 1, 2
originating from the airport. (
and 3, with a total of seven stations. The trains have separate cars for

air-side (transit) and land-side (public) passengers. ASSESMENT:

The airport is connected to the Mass Rapid Transit (MRT) Singapore Changi Airport for four (4) consecutive years,

network, with Changi Airport MRT station located underground have been the number one airport in the world when it comes to

between Terminal 2 and Terminal 3 and directly accessible from both facilities and amenities. They are able to provide the needs of the

terminals. A direct, one-train service to the downtown and western costumer. The Infrastructure, along with its amenities, functions very

parts of Singapore was initially in operation when the station opened well and they are properly maintained. They also focus on aesthetics.

on 8 February 2002. Natural ventilation and lighting are well provided. They also give

attention to green architecture.

Buses were one of the main methods of transport for

passengers and staff until the opening of Changi Airport station.

Services operated  in the basement level of the three main terminals,

making a loop starting from Terminal 3 to Terminals 1, and 2, and

back to their destination of origin.

 4

Figure 1.3: Hong Kong International Airport

Hong Kong International Airport is the main airport in Hong

Kong. It is located on

the island o f Chek Lap

Kok, which largely

comprises

land reclaim ed for the

construction of the airport

itself. 

The airport has been in commercial operation since 1998,

replacing the Kai Tak Airport. It is an important regional trans-

shipment centre, passenger hub and gateway for destinations

in Mainland China (with 45 destinations) and the rest of Asia.

 5

characterised by a lightweight roof canopy, kept free of service

installations; the use of natural lighting; and the integration beneath

Figure 1.4: Structural components of Chek Lap Kok, Hong Kong the main passenger concourse of all the technical equipment for

baggage handling, environmental services and transportation. With its

The detailed design for the airport terminal was awarded to a soaring spaces, bathed in daylight, the terminal building forms a

consortium led by Mott Connell (the Hong Kong office of UK spectacular gateway to the city. Whether arriving or departing, routes

consultant Mott MacDonald) with British Airports Authority as are legible and orientation is simple: you are aware of the land on one

specialist designers for airport related aspects, Foster and Partners side and the water on the other and you can see the aircraft.

as architects and Ove Arup as specialist structural designers for the Similarly, the vaulted roof provides a constant reference point as you

roof. Mott Connell were the designers for foundations, all other move to or from your aircraft. Departing passengers pass through the

structural components and the mechanical and electrical work. East Hall, the largest airport retail space in the world; if an airport on

Project architects were Foster and Partners. The sides of the this scale can be thought of as a city in microcosm then this is its

terminals, predominantly glass, were designed to break during high market square. (“Chek lap Kok airport | foster + partners,” n.d.)

speed winds, relieving pressure and allowing the terminal to withstand

ASSESMENT:
an intense typhoon. (“Hong Kong International Airport,” n.d.)
Hong Kong International Airport gives attention to the structural
The terminal building extends a concept pioneered at Stansted
integrity of the building. The airport was designed to endure both man
Airport - a model since adopted by airport planners worldwide. It is
 6

made/ natural forces for a long time. This will be a good example in
Figure 1.5 Detroit Metropolitan Wayne County Airport
creating the structural concept of the study.

Detroit Metropolitan Wayne County Airport or also

In 2007, Detroit Metropolitan Wayne County Airport (DTW) received a
called Detroit Metro Airport, Metro Airport locally, or simply DTW,
Voluntary Airport Low Emissions grant of nearly $5.1 million from the
is a major international airport in the United States covering 4,850
Federal Aviation Administration to reduce operational emissions at its
acres (1,960 ha) in Romulus, Michigan, a suburb of Detroit. It
new 824,000-square-foot North Terminal, one of the first
is Michigan's busiest airport, and one of the largest air transportation
airport complexes completely designed and constructed after 9/11.
hubs in the country.
The design cuts emissions largely by making it easier to connect to

aircraft without fuel-burning intermediaries. North Terminal has

hyrdrants that can fuel planes directly, to cut out the need to gas up a

fleet of fuel trucks, and units to deliver temperature-controlled air and

400-Hz electrical power units Detroit Metropolitan Wayne County

Airport to planes parked at boarding gates, decreasing the reliance

on diesel-powered portable ground power units. In addition, the

terminal's streamlined design allows taxiing planes to follow a more

efficient path from runway to gate.

 7

Detroit Metropolitan Wayne County Airport is a good example of

green architecture because they use technologies that reduces

carbon dioxide emissions.

Figure 1.6 DTW Airport at night

Airport officials estimate this energy-efficient infrastructure will

save DTW 418 tons of carbon monoxide, 409 tons of ozone

precursors, and plenty of nitrogen oxide, sulfur dioxide, volatile

organic compounds, and particulate matter over the equipment's 40-

year lifespan. (ArchDaily, 2011)

ASSESMENT:
 8

studies usually cover I 5, 10, and 20 years into the future. (Planning

and Design Considerations for Airport Terminal Building Development,”

1976)

2.2. TERMINAL SITING CONSIDERATIONS

2.2.1 Access to Transportation Network

The motor vehicle will remain the major mode of ground

transportation to and from the airport, other transit modes are

expected to assume an increasing role. The passenger terminal

2.1 AIRPORT MASTER PLANS should be located to the most direct/shortest routing to the access

Airport master plans contain considerable information useful to transportation system the population center generating the major

the terminal planner/designer. Typically, these plans will contain the source of passengers and freight. Adequate area and distance should

following data and analyses: an inventoryof relevant data pertainingto be provided between the transportation access network and the

the service area and existing airport facilities;activity forecasts; primary terminal building to accommodate the ultimate terminal

capacity analyses; estimates of facility requirements; environmental development and necessary future ground access systems and

studies; various plans on airport layout, land use, terminal area, and improvements.

intermodal surface access; etc. Planning horizons for master planning 2.2.2 Existing and Planned Facilities
 9

Existing and planned structures and utilities should be carefully desirable. There are a number of basic considerations which will

inventoriedand taken into account when planning new or expanded affect the ultimate terminal site selection. Some of the more important

terminal facilities. In some cases, existing facilities or utilities, which of these considerations include:

are not related to and are restrictive to terminal development, can be

2.2.3 Environmental Impacts
demolished, abandoned, or relocated to a more suitable area. In other
The location of a terminal facility or major expansionof an
instances, existing conditions may limit the number of possible
existingone may result in significant environmental impacts which
alternative terminal sites. In all cases, existing or planned locations of
must be analyzed and weighed, if capacity is increased by 25 percent
a FAA control tower, navigational aids, weather equipment, etc.,
or more, in considering alternative terminal sites.
should be analyzed to assure that terminal development will not

interfere with line-of-sight or other operational restrictions associated Runway Configuration. The runway configuration at an airport has a

with these facilities. significant impact on the location of the apron-terminal complex. The

terminal site should be located to minimize aircraft taxiing distances

and times and the number of active runway crossings required

Since most terminal development involves the expansion or
between parking aprons and runways. At airports with a single
modernization of an existing facility or terminal complex, its location
runway or very simple runway configuration (for instance, airports with
will more or less bc fixed. However, in the case of a new airport or
a primary plus crosswind runway or single set of parallel runways),
major airport redevelopment, a new terminal site may be necessary or
this may dictate locating the passenger terminal centrally with respect
 10

to th,e primary runway(s). At airports with more complex runway airside and landside) for orderly construction of succeeding

configurations, siting may require detailed analyses to determine stages.

runway use, predominant landing and takeoff directions, location and 4 FAA Geometric Design Standards. Terminal facilities require a

configuration of existing taxiways, and the most efficient taxiway location which will assure adequate distances from present and

routings. The runway configuration may also restrict ground access to future aircraft operational areas in order to satisfy FAA airport

certain areas of the airport and thus limit alternative terminal sites. geometric design standards. These standards include such

Figure l-l depicts the relationship between runway configurations, minimum separation distances as those between a runway

terminal locations, and ground access facilities centerline and aircraft parking aprons, buildings, and airport

property lines; and those between a taxiway centerline and

3 Expansion Potential. To assure the long-term success of an
fixed/movableobjects and other taxiways
airport terminal facility, potential expansion beyond forecast
5 Terrain. Topographical conditions should be considered in the
requirementsshould always be taken into consideration. In the
selection of a terminal building site. For instance, potential
planning stage, the terminal should be conceived in its ultimate
drainage problems can be reduced if the terrain lends itself to
form with reasonable allowance for growth and changes in
naturally carrying water away from the building. Developing the
operation beyond forecasted needs. Use of this principal in
terminal site on relatively flat land can prove economically 1
selecting a terminal site or expansion scheme will promote the
advantageous by reducing grading or quantities of fill. However,
provision of adequate space around the terminal (both on the
an existing terrain feature, such as a grade differential between
 11

the landsidc of the terminal and an aircraft parking apron, can be  Aircraft Service Areas--on or adjacent to an aircraft

incorporated into a multi-level terminal concept. parking position. They are used by airline

personnel/equipment for servicing aircraft and the

2.3 FUNCTIONAL RELATIONSHIPS AND TERMINAL CONCEPTS
staging of baggage, freight, and mail for loading and
MAJOR TERMINAL COMPONENTS
unloading of aircraft.

The terminal complex functions as an area of interchange  Taxilanes--reserved to provide taxiing aircraft with

between ground and air transportation modes. To accomplish this access to and from parking positions.

interchange, the following major components are required:  Service/Fire Lanes--identified rights-of-way on the

apron designated for aircraft ground service vehicles

and tire equipment.

2.3A. APRON

The apron comprises the area and facilities used for aircraft 2.3A.1 TERMINAL APRON AREAS

gate parking and aircraft support and servicing operations. It

Four primary considerations govern efficient apron arca design: the
includes the following sub-components:
movement and physical characteristics of the aircraft to be served;
 Aircraft Gate Parking Positions--used for parking
the maneuvering, staging, and location of ground service equipment
aircraft to enplane and deplane passengers. . The
and underground utilities; the dimensional relationships of parked
passenger boarding device is part of the gate

position.
 12

aircraft to the terminal building; and, the safety, security, and

operational practices related to apron control.

 Gate Type C. This gate type sclvcs Airplane Design

2.3A.2 TERMINAL APRON GATE TYPES. The terminal gate types Group IV aircraft with a fuselage lengthgreater Z/ZUII

used in this chapter relate to the wing spans and fusclagc lengths of 160 feet (49 m). The typical route structure is similar to

the aircraft which they accommodate. that for those aircraft using Gate Type B, although with

a higher passenger volume.

 Gate Type A. Tbc aircraft using this gate type arc those
 Gate Type D. Aircraft in Airplane Design Group V, wing
found in Airplane Design Group III, wing span between
span between 171 feet (52 m) and 213 feet (65 m), use
79 feet (24 m) and 118 feet (36 m). The route structures
this gate type. Thcsc aircraft operate on a long-range
of thcsc aircraft vary from short range/loW density to
route structure and carry a high volume of passengers.
medium range/ high density.

 Gate Type B. Airplane Design Group IV aircraft, wing GATE PARKING PROCEDURES. The parking procedures used by

span between 118 feet (36 m) and 171 feet (52 m), with the airlines at an airport have considerable effect on the sizing and

a fuselage length less llrrrrr 160 feet (49 m), use this spacing requirements for gate positions.

a. Taxi-in, Push-out/Power-out Parking. This is the most

common procedure used at high activity locations. It

involves the taxiing of arriving aircraft directly into gate

Figure 1.7 Terminal Apron Gate Types

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positions under their own power. Parking is generally nose-  Nose to Building Clearances. In the push-out/power-out

in and perpendicular to the building or pier finger. Departing configuration, the distance between the nose of an aircraft and

aircraft either self power-out or are towed/pushed out by the building may vary anywhere between 15 to 30 feet (4.5 to 9

tractor/tug to a clear apron area where they can safely m), or more. This dimension is dependent on the method of

proceed under their own power. push-out employed and whether the building is single or multi-

b. Taxi-in, Taxi-out Parking. This procedure is typically used level. A minimal 15 to 20 feet (4.5 to 6 m) clearance is practical

at lower activity airports. Although it is less costly either when a tug bencath the aircraft pulls the aircraft from the

operationally, it requires more apron area and permits less gate or when tug maneuvering space is available in front of the

gates per pier finger/building length. Aircraft taxi into and aircraft beneath the second level of a building. Larger nose-to-

away from gate positions under their own power. Parking is building dimensions are frequently required when a tug must

either parallel to the building/pier finger or at 30,45, or 60 operate in front of the aircraft (pushing out). The actual

degree angles. The choice is influenced by airline. dimension involved in each case depends on the aircraft nose

gear’s position relative to its nose, the tug length, and

2.3A.3 AIRCRAFT GATE CLEARANCES
associated maneuvering or parking requirements. For plamiing
The sizing and clearances required for the design of aircraft gate
purposes, 30 feet (9 m) should be used for gate type A; 20 feet
positions can vary considerably.
(6 m) for gate types B and C, and 15 feet (4.5 m) for gate type

D.
 14

 Nose to Tail Clearances. For taxi-in/out, in addition to rightsof-way for apron service vchiclc roads affect the minimum

separation for maneuvering, separation is required to spacing between parked aircraft and between pier fingers.

accommodate the adverse effects of jet blast. Clearances on

2.3A.5 APRON GRADIENTS
the order of up to 490 feet (149 m) for gate type D; 370 feet
For fueling, east of towing, and taxiing, apron gradients should
(113 m) for gate type C, and, 120 feet (37 m) for gate types A
be kept to the 1 minimum, consistent with local drainage
and B may need to bc established to account for a SO mph (80
rcquircments. The slope should not exceed 1.0 percent and should be
km/b) jet blast. Use of jet blast fcnccs and low break-away
directed away from the face of the terminal.
thrust operating procedures can considerably rcducc these

separations. 2.3A.6 AIRCRAFT PARKING GUIDANCE SYSTEMS.

 Aircraft Extremity to Building Clearances. A 20 feet (6 m) Aircraft parking guidance systems are usually a visual aid to
value is satisfactory, except that 45 feet \ (14 m) should be the pilot for final parking of aircraft in the gate position. These visual
provided for inboard pier gates. aids arc tither painted guidelines on the apron or mechanical or light-

2.3A.4 TAXILANES emitting guidance dcviccs mounted at cockpit height on the facing

structure.
Taxilnnesarc used on aprons by aircraft taxiingbetween

taxiways and gate positions. The required taxilaneobject free area 2.3A.7 LOADING BRIDGES

(QFA) widths (refer to AC 150/5300-13) and provision of dedicated

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At very low activity airports, pnsscngers usually board aircraft

using integral aircraft stairs or mobile passcngcr stairs. At more active

airports, the use of passenger loading bridges is quite common. Two

types of loading bridges arc illustrated in Figure 4-14. They are used

for boarding passengers from an upper level and have many possible

design variations. At some airports, loading bridges are employed to

load passengers from grade level by constructing a stairway or ramp

Figure 1.8 Sectional drawing od Pedestal Bridge
connection at the loading bridge entrance.Some characteristics of
The primary constraint in considering passenger boarding now
loading bridges which influence terminal design are discussed as
rates normally is one of three elements: the entrance doorway to the
follows:
loading bridge; the aircraft door; or the aircraft aisle width. If stairs are

used at the loading bridge cntrancc, a fourth constraint is added. The

width of the loading bridge usually is not a constraining factor.

 Aircraft door widths range from 32 inches (&I cm) to 42 inches

(107 cm). Their rcspcctivc flow rates are approximately 25

pnsscngcrs and 40 passengers per minute. A 36-inch (91 cm)

 16

entrance doorway / accommodates approximately 37 Most outdoor areas associated with the’ apron require some

passengers per minute. degree of illumination. Lighting levels should be of sufficient intensity

 Since aircraft aisle width can influence the flow rate of a to allow observation of a11 pedestrian activity. Mounted floodlights

loading bridge. Airline studies indicate a flow rate of 30 are the usual preferred method of lighting the apron area. They are

passengers per minute for a single-aisle aircraft. typically mounted at a height of 25 to 50 feet (8 to 15 m) with a

 A stairway at the loading bridge entrance reduces flow rates to maximum spacing of 200 feet (60 m). Floodlight location requires

approximately 20-25 passengers per minute, the same rate coordination with the specific type(s) of aircraft using the parking

achieved when integral aircraft or mobile stairs arc employed. position. Floodlights should be aimed and shielded to avoid glare to

A stairway or ramp not constructed within the terminal building pilots and air traffic controllers without reducing the required

should bc provided with an enclosure for weather protection. illumination in critical areas.

 The maximum ramp gradient to comply with Disabilities

requirements is 1:12.

 The length and type of loading bridge (fixed pcdcstal, apron

drive, or suspcndcd) arc functions of a number of variables.

2.3A.8 APRON AREA LIGHTING

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The connector consists of the structure(s) and/or facilities

normally located between the aircraft gate position and the main

terminal building. At low activity airports, i.e., less than approximately

200,000 annual enplaned passengers;this component is often

combined with’the terminal building component. It normally contains

the following elements:

 Concourse--a passageway for circulation between aircraft

Figure 1.9 General Lighting Requirements
gate parking positions and the main terminal building.
2.3A.9 BLAST FENCES
 Departure Lounge--an area for assembling and holding
Passenger and aircraft servicing facilities ground equipment
passengers prior to a flight departure. In some instances, it
should be located in areas not affected by aircraft engine blast. Blast
may be a mobile’lounge also used to transport passengers to a
fences are often used on terminal aprons to protect ground
parked aircraft.
equipment, personnel, buildings, or other .aircraft from aircraft blast,
 Security Inspection Station--a control point for passenger
particularly when aircraft taxi to and from gate parking positions.
and baggage inspection and controlling public access to

2.3B. CONNECTOR parked aircraft.

 18

 Airline Operational Areas--areas set aside for airline  Airline Ticket Counters/Office Areas--areas required for

personnel, equipment, and servicing activities related to aircraft ticket transactions, baggage check-in, flight information, and

arrivals and departures. administrative backup.

 Passenger Amenities--areas normally provided in both the  Public Circulation Areas--areas for general circulation which

connector as well as the terminal components, particularly at include stairways, escalators, elevators, and corridors.

the busier airports with relatively long connectors. These  Terminal Services--facilities, both public and nonpublic,

amenities include rest rooms, snack bars, beverage lounges, which provide services incidental to aircraft flight operations.

and other concessions and passenger services. These facilities include rest rooms, restaurants and

 Building Maintenance and Utilities--areas often included in concessions, food preparation and storage areas, truck service

the connector component to provide terminal building docks, and miscellaneous storage.

maintenance and utilities.  Outbound Baggage Facility--a nonpublic area for sorting and

processing baggage for departing flights.

2.3C. MAIN TERMINAL BUILDING
 Intraline and Interline Baggage Facility--a nonpublic area for
The following elements comprise this component:
processing baggage transferred from one flight to another.

 Lobbies--public areas for passenger circulation, services, and  Inbound Baggage Facility-La nonpublic area for receiving

passenger/visitor waiting. baggage from an arriving flight and public areas for baggage

pickup by arriving passengers.

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 Federal Inspection Services--a control point for processing housing concession areas and other passenger services; and

passengers arriving on international flights. baggage claim.

 Airport Administration and Services--areas set aside for

 Ticketing Lobby sizing is a function of total length of airline
airport management, operations, and maintenance functions.
counter frontage; queuing space in front of counters; and,

2.3C.1 PUBLIC LOBBY AREAS additional space for lateral circulation to facilitate passenger

movements. Queuing space requires a minimum of 12 to

15 feet (4 to 5 m). Lobby depths in front of the ticket

counter range from 20 to 30 feet (12 to 15 m) for a ticket

Lobbies area serving 50 gates or more.

provide  Waiting Lobby.

public
Apart from providing for passenger and visitor circulation, a
circulation
centralized waiting area usually provides public seating and
and access
access to passenger amenities, including rest rooms, retail shops,
for carrying Figure 1.10 Gross Terminal Space Distribution
food service, etc. The sizing of a central waiting lobby is
out the following
influenced by the number, seating capacity, and location of
functions: passenger ticketing; passenger and visitor waiting;
individual gate waiting areas. If all gate areas have seating, the
 20

central waiting lobby may be sized to seat 15 to 25 percent of the Lobby lengths range from 50 to 75 feet (15 to 23 m)

design peak hour enplaning passengers plus visitors. However, if for each baggage claim device. For approximating

no gate seating areas are provided or planned, seating for 60 to lobby length and area, one claim device per 100 to

70 percent of design peak hour enplanements plus visitors should 125 feet (30 to 38 m) of baggage claim frontage

be provided. should be assumed.

 Baggage Claim Lobby 2.3C.2 AIRLINE TICKET COUNTER/OFFICES

o This lobby provides public circulation space for

The Airline Ticket Counter
access to baggage claim facilities and for egress
(ATO) area is the primary
from the claim area to the deplaning curb and
location for passengers to
ground transportation. Space required for the
complete ticket transactions
baggage claim facility is discussed in paragraph 75.
and check-in baggage. It
Allowance for public circulation and passenger
includes the airline counters,
amenities outside the claim area ranges from 15 to
space and/or conveyors for
20 feet (5 to 6 m) in depth at small hub airports,. 20 Figure 1.11 Airline Ticketing counter
handling
to 30 feet (6 to 9 m) at medium hubs, and 30 to 35
outbound baggage, counter agent service areas, and related
feet (9 to 11 m) at those airports serving large hubs.
 21

administrative/support offices. In almost all cases, ticket counter ticketing transaction and increases outbound baggage handling

areas are leased by an airline for its exclusive use. capability by providing additional belt conveyors.

 Ticket Counter Configurations. Three ticket counter

configurations are in general use. They include:

o Linear

Linear configuration is the most frequently used one (see

Figure 5-6). Multi-purpose positions indicated are those in

which the agent performs several functions such as ticketing,

baggage check-in, and the other services an airline may

consider appropriate. Figure 1.12 Flow-through counters

Island Counters. The island counter

o Flow-through Counters shown in Figure 5-8 combines some

features of the flowthrough and linear

Flow-through counters, as depicted in Figure 5-7, are used by
arrangements. The agent positions form a
some airlines, particularly at high-volume locations with a relatively
“U” around a single baggage conveyor belt
high percentage of “baggage only” transactions. This configuration
(or pair of belts) permitting
permits the passenger to check-in baggage before completing

Figure 1.13 island Counters

 22

The airline ticket counter/office provides space for a number of airline

support activities. These activities include: accounting and

safekeeping of receipts; agent supervision; communications;

information display equipment; and personnel areas for rest, personal

grooming, and training.

interchangeability between multipurpose

or specialized positions. As with

flowthrough counters, this configuration

has relatively limited application.

o Office Support

Figure 1.14 Space Requirements of Airline Ticket counter/Office

 23

2.3C.3 OUTBOUND BAGGAGE FACILITY Inclined belts, vertical lift devices, or chutes are used

with baggage rooms located on a different floor level from

Area where baggage is received by mechanical conveyor from
the AT0 counters. Chutes arc the least cxpcnsivc but lack
the ticket counters, online and offline connecting flights, and curb-side
the mcnns for controlling baggage ‘movement and increase
check-in. It is sorted and loaded into containers or carts for
the potcntinl for damaged bags. Inclined belts should not
subsequent delivery to aircraft. At low-volume airports, bags may be
exceed a 22-degree slope and are usually designed for 90
manually moved through a wall opening. Since outbound baggage
to 100 fpm (28 to 31 mpm) maximum. Vertical lift devices
area requirements are determined by individual airline policy, early
arc available with capacitiesof 18 to 45 bags per minute.
input from the airlines is essential. The minimum size for an outbound
Recirculating devices for sorting and loading baggage arc
baggage room is approximately 400 to 450 sq. ft. (37 to 42 m’) per
normally considered when the number of departures
airline.
processed concurrently excccdsthe practical capabilitiesof
 Belt conveyors
a raw belt and spill plate. Equipment types include belt

Represent the most commonly used mechanized conveyors utilizing straight and curved segments, flat-bed

component for baggage systems, operating at speeds of 80 to devices, or sloping-bed plates devices.

150 fpm (25 to 46 mpm) over short distances, and providing

transport capacities of 26 to 50 bags per minute. Some noteworthy building design features in the

outbound baggage area arc provided below

 24

with wide-body aircraft, although a 10 foot (3 m)

(1) Aisles at least 3 feet (1 m) wide are usually required clearance is often recommended.

around baggage sorting device and between pairs of (6) Since aidinc tugs/tractors have internal combustion

carts parked at right angles (unless carts only open on engines, local code regulations and Federal standards

one side). for mechanicalventilation of enclosed areas should

(2) Traffic lanes for cart trains normally require 10 feet (3 m) receive attention early in the planning/designprocess.

with provisions for a 21 foot (6.5 m) outside radius at

Trends in future outbound baggage handling systems
turns. Variations are such that airlines should bc
include
consulted.
(1) Computerized automated systems with hourly
(3) Vehicular door locations relative to the apron or
throughputsto 3,OOO bags per hour. Sorting error,
restrictions in the number of such doors may
other than human error, is expected to be reduced to 1
necessitate additional space to manually maneuvercarts
percent. Baggage is sorted by barcode tags read by a
or dollies.
laser scanner.
(4) Column spacingsarc partjcularlycritical and should be
(2) Large underground baggage handling facilities. These
reviewedwith airlines early in the planningstage.
fabilities will usually be located under aprons areas in
(5) Minimum clear heights of 8 to 8.5 feet (2.4 to 2.6 m) are

required by most airlines for containerson dollies for use

 25

order to provide the very large space needed by the These include:

baggage handling facility.

(1) Boarding Gate Station;

2.3C. 4 PUBLIC CORRIDORS (2) Holding Arcn Station: and

Corridors are provided for public circulationbetwcen aircraft (3) Sterile Concourse Station
boarding gates and various lobbies and other
2.3C. 6 DEPARTURE LOUNGES
areas within the terminal building. The effective corridor design width

is the total width less obstacles (e.g., telephones, wastebaskets,

benches, protruding displays, etc.) with a minimum clcaranceof

approximately2 feet (0.6 m) on each side. A capacity of 330 to 494

persons per minute for a corridor with a 20 foot (6 m) cffcctivc design

width, for a pcdcstrian occupancy width of 2.5 *- feet (.76 m)

2.3C. 5 SECURITY INSPECTION STATIONS.

There are three types of passenger inspection stations,

depending on the location of the station in relation to the aircraft

boarding arca.
 26

The departure lounge is the waiting or holding area for passengers and visitors have access to checked baggage displayed

passengers immediately prior to boarding an aircraft. for identification and claiming.

Figure 1.16 Inbound baggage handling

Figure 1.15 Departure Lounge Area Space Requirements

2.3C.7 BAGGAGE CLAIM FACILITIES

Inbound baggage handling requires both public and nonpublic

building areas. The public space (claiming area) is that in which

 27

Airline operations areas are those areas occupied by airline

personnel for performing the functions related to aircraft handling at

the gate. The following areas are most commonly required:

(1) Cabin Service or Commissary - an area for the storage of

immediate need items for providing service to the aircraft

cabin.

(2) Cabin Service and Ramp Service Personnel - an area for

Figure 1.17 Theoretical Bagstorage training facilities and a ready/lunch room

The simple shelf or counter is merely a shelf or counter provided in a (3) Aircraft Line Maintenance - for supplies, tools, storage,
public area on which baggage from an arriving aircraft is placed for personnel, etc.
passenger identificalion and retrieval. Width of the shelf is generally (4) Office.Area - for managerial personnel and clerks.
30 to 36 inches (75 to 90 cm). Passengers merely move laterally (5) Flight Operations Facilities - includes a message center,
along the shelf until their baggage is located and claimed. area for meteorological data and flight ‘U plans, and flight

2.3C.8 AIRLINE OPERATIONS AREAS operations personnel.

(6) Flight Crew and Flight Attendant Facilities - includes an

area for resting, toilet facilities, and personal grooming

area.
 28

(7) Secure Area Storage - for items requiring secure storage The following building and concessionaire services are

because of either the value or fragility of the items. provided at airport terminals as appropriate for the size and activity of

(8) Volatile Storage - fdr items requiring extra precautionary the airport.

storage due to instability in handling and storage.

2.3D. AIRPORT ACCESS SYSTEM

The area required for airline operations may be estimated for planning This component is composed of the functional elements which
purposes on the basis of 500 square feet (46.5 m’) per equivalent enable ground ingress and egress to and from the airport terminal
peak hour aircraft departure. facility. They include the following:

2.3C.9 FOOD AND BEVERAGE SERVICES  Curb--platforms and curb areas (including median strips)

These services include snack bars, coffee shops, restaurants, which provide passengers and visitors with vehicle loading

and bar lounges. The basic service offered at small airports is the and unloading areas adjacent to the terminal.

coffee shop, although separate restaurants at some smaller city  Pedestrian Walkways--designated lanes and walkways for

airports can be successfil, depending on the community and crossing airport roads, including tunnels and bridges which

restaurant management. provide access between auto parking areas and the

terminal.
2.3C.9 CONCESSIONAIRE AND BUILDING SERVICES.
 Auto Parking--areas providing short-term and long-term

parking for passengers, visitors, employees, and car rental.

 29

 Access Roads--vehicular roadways providing access to some cases, to segregate different types of

the terminal curb, public and employee parking, and to the ground transportation vehicles.

community roadway/highway system.  Generally, the curb area is divided functionally

 Service Roads--public and nonpublic roadways and fire into enplaning and deplaning curbs. It is

lanes providing access to various subelements of the separated physically, either horizontally at each

terminal and other airport facilities, such as air freight, fuel end of the terminal building or vertically by means

tank stands, postal facility, and the like. of structural vehicular ramps (see paragraph

36c).
2.3D.1 TERMINAL CURB AREAS
 With a one level operation, the deplaning curb is
Curb areas are required at terminals for loading and unloading
located at the far end of the terminal with respect
of passengers and their baggage.
to approaching vehicular traffic. In the case of
 Sidewalk Platforms. Sidewalk platforms are located vertical separation, deplaning is on the lower
immediately adjacent to curb/maneuvering lanes and terminal level.
building entrances and exits to provide passenger walkways
 At most terminals, specific curb areas are
and safety areas for loading and unloading of vehicles.
designated for buses, limousines, courtesy cars,
 At high activity airports, traffic curb islands are and taxi queues.
often provided to increase the curb area and, in
 30

Curbside Baggage Check-in. Curbside baggage check-in permits  Parking Lot Entrances and Exits. Parking lot entrances and

baggage to be checked directly to the appropriate airline flight. exits can easily become points of congestion. This congestion

can be minimized by providing appropriate ticket dispensing

 Terminal Entryways
and fee collection facilities and queuing lnncs to reduce vehicle
Terminal entrances should be located at enplaning curb areas and
intcrfcrcnce with access roads and parking lot circulation.
open directly into airline ticket counter lobbies. Similarly, terminal exits
 Public Transportation and Rental Car Areas. Parking
should be located in close proximity to baggage claim facilities and
facilities arti also required for the short-term parking of taxis,
open to deplaning curbs.
vans, limousines, busts, and for rental car ready and storage

 Pedestrian Crossings and Walkways lots. Discussions should be held with the various scrvicc

Pedestrian crossings and walkways from terminal curbs to island operators to establish parking requirements.

platforms and parking facilities should be well marked. 2.3D.3 AIRPORT ROADS

 Primary airport access roads provide access to the airport

2.3D.2 PUBLIC PARKING FACILITIES from the neighboring community road system. A capacity per

lane of 700 to 800 vehicles per- hour should be provided for at-
 Short-Term Versus Long-Term Parking. The gencrally
grade interrupted flow conditions.
accepted definition for short-term parking -- is anything less

than three hours.

 31

 Terminal area access roads service airport passengers,  Service roads are divided into two user categories - general

visitors, and employees and connect primary airport access and restricted.

roads with terminal buildings and,parking facilities. o General-use service roads are used for the delivery

of goods, services, air cargo, flight kitchen . supplies,

Traffic
and the like.
 Terminal frontage roads distribute vehicles directly to
o Restricted-use service roads and traffic lanes are
terminal buildings. Sincei considerable merging from
limited to such traffic as maintenance, tire and
through lanes to and from the .curbfront occurs ,on these
rescue, fuel, baggage, freight, and aircraft service
roadways, at least i’.vo lanes should be provided adjacent
vehicles.
to the curb. The inside lane, sized at 8 feet (2.4 m),
o The recommended hourly lane capacity is 600 to
provides terminal curbfrontage and the 12 foot (3.6 m)
1,200 vehicles. Since a major portion of the road
outside lane serves through traffic and maneuvering to the
traffic is from trucks, the lower value should be used
terminal curbfrontage. While planned capacity for the
in preliminary design. The typical vehicle speed is 15
outside lane should be 300 vehicles per hour, the inside
to 20 miles (25 to 33’ km) per hour and frequent curb
lane is considered to have no throughput capacity.
cuts are required for access to airport service
Additional 12 foot (3.6 m) through lanes should be provided
facilities. Usually, these roads are two-way in nature
at a rate of 600 vehicles per lane per hour.
with 12 foot (3.6 m) lane widths
 32

2.4 FUNCTIONAL RELATIONSHIPS OF TERMINAL efficiency, facility investment, and aesthetics. The physical and

COMPONENTS psychological comfort characteristics of the terminal area should

afford the passenger an orderly and convenient progress from.an

Activities within the terminal building can be categorized
automobile or public transportation through the terminal to the aircraft
primarily into three functional areas: processing and servicing
and vice versa.
passengers; handling and processing of belly cargo (including

passenger baggage); and, aircraft servicing. Consequently, a good 2.6 TERMINAL BUILDING CONCEPTS

terminal design necessitates a layout in which the various

A terminal building design can be categorized as one of five basic
components are located in a sequence or pattern which coincides
concepts or a variation or combination of them. The connector is the
with the natural movement and services each requires, and those
single element that distinguishes between the various concepts, since
activities and operations which are functionally dependent on each
it is different in each case. Terminal building concepts are categorized
other. Such a .design will minimize passenger walking distances,
in the following manner:
airline servicing and processing times, and congestion caused by the
 Simple Terminal Concept
intermingling of nonrelated activities.

The simple terminal consists of a single common waiting and

2.5 OBJECTIVES IN SELECTING TERMINAL CONCEPTS
ticketing area with exits leading to the aircraft parking apron. It is
The objective of the terminal area plan should be to achieve an
suitable at airports with low airline activity with an apron providing
acceptable balance between passenger convenience, operating
 33

close-in parking for three to six commercial transport aircraft. A simple delivered to a point near gate departure by vehicular circulation

terminal normally consists of a single level structure with two to four systems. Expansion may be accomplished by linear extension of

gates with access to aircraft by walking across the aircraft parking an existing structure or by developing two or more linear-terminal

apron. The layout of the simple terminal should take into account the units with connectors.

possibility of pier or linear extensions for terminal expansion.

 Linear Concept

In the

linear

concept

(Figure 3-3),

aircraft are

Figure 1.18 Teminal Building concept, Linear Concept parked along

the face of

the terminal building. Concourses connect the various terminal

functions with the aircraft gate positions. This concept offers ease

of access and relatively short walking distances if passengers are

 34

a. Pier Concept. The pier concept (Figure 3-4) provides b. around the axis of the pier in a parallel or perpendicular

interface with aircraft along piers extending from the main parked relationship. Each pier has a row of aircraft gate

terminal area. In the pier concept, aircraft are usually positions on both sides, with the passenger right-of-way or

concourse running along the axis of the pier and serving as

the circulation space for enplaning and deplaning

passengers. Access to the terminal area is at the base of

the connector (pier). If two or more piers are used, spacing

for aircraft maneuvering between the piers by means of an

apron taxilane( as discussed in paragraph 46, is required.

arranged

Figure 1.19 Pier Concept Figure 1.20 Pier concept

 35

c. Satellite Concept. The satellite concept (Figure 3-5) d. from a common area, mechanical systems may be

consists of a building, employed to transport passengers and baggage between

surrounded by aircraft, the terminal and satellite.

which is separated from e. Transporter Concept. Aircraft and aircraft-servicing

the terminal and usually functions in the transporter concept are remotely located

reached by a surface, from the terminal. The connection to the terminal is

Figure 1.21 Satellite Concept
underground, or above- provided by vehicular transport. The advantages of the

grade connector. Aircraft are normally parked in radial or transporter concept include flexibility in providing additional

parallel positions around the satellite. The satellite can have aircraft parking positions to accommodate increases in

common or separate departure lounges. Since enplaning schedules; ease and speed in maneuvering aircraft in and

and deplaning of aircraft are accomplished out of parking positions under their own power; separation

of aircraft servicing activities from the terminal; and reduced

walking distances for passengers. Transporters may also

be used in establishing remote gates for charter flights. The

disadvantages mainly relate to the initial, operational, and

maintenance costs associated with the transporter vehicles,

Figure 1.21 Satellite concept section
 36

although the increased transfer times required in changing

airplanes can also be detrimental to airport efficiency.

CONCEPT EVALUATION. Particularly at high activity’locations, a

thorough analysis of the type of terminal concept to be utilized at an

airport should be conducted before a final decision is made. Initial

evaluation efforts should narrow the choices down to two or more The first two concepts offer an additional alternative of utilizing
alternative schemes before development of preliminary layouts and multiple terminal units or a larger centralized terminal to
drawings. The final choice should be made only after indepth accommodate the entire traffic load. At transfer airports, a multiple
analyses are completed.Some of the principal factors which should be unit terminal or transporter concept may be inappropriate. This is due
considered in the overall evaluation of alternatives are discussed in to inefficiencies resulting from transferring passengers and baggage
following paragraphs between aircraft (e.g., transporter) or between airlines (e.g., multiple

Airport Design Activity Levels unit terminal).

When the activity level exceeds one million annual enplaned  Passenger Walking Distances

passengers, pier, satellite, and transporter concepts are applicable.

Figure 1.23 Matrix of Concepts related to Airport

Site
 37

In evaluating alternate terminal concepts and building designs, (2) With an annual enplanement level between one million and

major consideration should be directed toward keeping passenger three million, a mix of larger aircraft, including wide-body

walking distances to a minimum. aircraft, will operate from the apron-terminal complex.

Average gate widths will range from 150 to 180 feet (45 to
(1) A passenger activity level up to one million annual
55 m). As a result, a unit of six to eight gates will reach an
enplanements represents approximately a six to eight gate
overall apron ’ length of 1,000 to 1,500 feet (300 to 450 m).
simple or linear terminal, normally, serving an aircraft mix
The overall walking distances will become even greater if
up to B-727 size, and requires an average overall gate
aircraft are parked in a continuous single line, nose to tail.
width of 110 to 130 feet (33 to 40 m). Aircraft park in front of
The common area will become individualized and walking
the terminal, usually in a taxi-in/power-out operating mode.
distances and the distance between the terminal units will
The terminal itself provides the common areas for the main
increase. Other concepts, such as the pier, satellite, and
functions, such as ticket counters, waiting space with
transporter, will become more appropriate for reducing
concessions, and baggage-claim areas. The total overall
walking distances.
length is approximately 700 to 1,000 feet (210 to 300 m).
 Airline Station Characteristics
This means that the walking distance from the general

areas in the terminal to the farthest gate is not more than The characteristics of the route structure of the airlines serving the

350 to 500 feet (105 to 150 m). airport can be important factors influencing the selection of a terminal

concept (e.g., transfer versus originating, domestic versus

 38

international, scheduled versus nonscheduled, etc.). Other factors The potential for the growth of the airport requires considerable

include the size and type of aircraft used, aircraft ground and attention by the planner in choosing a terminal plan. Growth potential

turnaround times, airline equipment and policies, and the like. includes physical growth and airline growth. Airline growth takes into

account future aircraft sizes, potential for increased flights, service

 Physical Characteristics
equipment, and the introduction of new airlines.
The terminal concept selection is influenced by the physical
2.7 SPACE ALLOCATIONS
characteristics of the terminal site such as the available area for

expansion, existing facilities, terrain, airport layout, and access road The terminal building area is comprised of both usable and

systems unusable space. Unusable space involves those areas required for

building columns and exterior and interior walls, about 5 percent of

 Climatic Condition
the total gross area. The usable space can be classified into the two
Extreme weather conditions of heat and cold, precipitation, wind,
broad categories of rentable and nonrentable space. Usually, 50 to 55
etc., can influence the selection of a terminal concept to provide
percent is allocated to rentable space and 45 to 50 percent to non-
optimum sheltering of passengers, baggage, and aircraft servicing
rentable space.
areas.
2.8 ENERGY CONSERVATION
 Growth Potential
Airport terminals require higher energy consumption than most

public buildings; This is primarily due to their generally unprotected

 39

locations, the high heat loss/gain resulting from the movement of 2.9 PLANNING STUDIES

people and baggage through the building, and their usual 24 hours a
Ground access facilities--including access roads and
day operation.
interchanges, transit links, parking facilities, staging arcas for taxis

 Building design should incorporate vcstibulc automatic doors and other public transport scrviccs, and the terminal curb--arc

and wind shields, as appropriate, at building cntranccs, generally addressed as a major element of overall airport master

loading/unloading arcas, and, openings for baggage conveyors planning or terminal building design .The assumptions about demand

and carts. that guide access system decisions must bc consistent with those

 The use of large window arcs should bc limited, particularly at used for airport master planning and terminal building design.

localities which arc subject to temperature extremes.

 Adequate controls for heating, cooling, and lighting to permit

MISCELLANEOUS DESIGN CONSIDERATIONS
varying the USC of thcsc systems and the implcmcntation of

cncrgy conservation measures should bc provided. Access to Air Operations Area

 The potential and cost/benefits for designing and installing an

The Air Operations Area (AOA), as per FAR Part 107, is that portion
active or passive solar system for heating and/or cooling the
of an airport designed and used for landing, taking off, or surface
building should bc analyzed. Such systems can be used
maneuvering of airplanes. Airport operators have the responsibility to
effectively to provide primary or supplemental heating/cooling

and thereby reduce operational costs.

 40

secure this area and prevent access by unauthorized persons and forming part of the perimeter. It is suggested that a 10 to 20 feet (3 to

vehicles. 6 m) wide cleared area be provided adjacent to and immediately

outside of the perimeter fencing. Gates should be constructed with

. Doors. Doors leading from unsecured areas of the terminal to the
materials of comparable strength and durability and open to an angle
AOA which are not under the visual control of authorized personnel
of at least 90 degrees. Hinges should be such as to preclude
are required to be locked or equipped with alarms signalling
unauthorized removal.
unauthorized use. Fire codes usually permit the locking of emergency

exits provided they contain panic knockout devices. SEISMIC SAFETY. Airport terminal buildings should be structurally

designed to appropriate seismic standards.

Security Fencing. Security fencing can vary in design, height, and

type, depending on local security needs. Generally, it is

recommended that the fencing be, as a minimum, No. 10 gauge,

FIXED UTILITIES. Figure 4-17 depicts the most common fixed
galvanized steel, chain link fabric installed to a height of 8 feet (2.5
utilities located at aircraft parking positions; namely, fueling and
m), and topped with a three strand (12 gauge) barbed wire overhang.
power systems. Optimum locations are shown for most aircraft in the
The latter should have a minimum 6-inch (15 cm) separation between
U.S. air carrier fleet. Descriptions and uses of several of the more
strands and extend outward at a 45 degree angle from the horizontal.
common fixed utilities are as follows:
Fence posts should be installed at no greater than IO-foot (3 m)
 Fueling. The advantages of underground fueling systems are
intervals and be located within 2 inches (5 cm) of any wall or structure
the reduction in the amount and size of ground equipment and
 41

corresponding decrease in ramp congestion with large structure, arc already supplied with potable water. Provided

numbers of aircraft during the design hour. Primarily, a shift that capacitiesarc adequate, this supply may be tapped and

from fuel trucks to an underground system is justified on a cost linked to the aircraft with a hose-reel cart.

versus volume basis. A further development of a pure  Ground Power. Providing a fixed ground power unit for cnch

underground system for each aircraft position is a common gate position may be desirable. Recently, the approach has

hydrant fueling point in proximity to several aircraft. In such a been simply to provide a ground power source with the loading

system, hydrant fueling trucks are used instead of large- bridge (aprondrive or fixed pedestal). This eliminates additional

capacity tankers. In both cases, however, trucks are required. ramp congestion (cables, etc.) or more costly underground

With underground fueling, fuel is pumped from a central tank installations. Power requirements for each aircraft position vary

farm to a pit. The hydrant truck then connects a hose to the pit and should be justified on an individual airline basis.

and into the aircraft. The maximum allowable fuel-truck hose  Air Start. Pressurized air is required for aircraft without an

lengths vary between 30 and 50 feet (9 and 15 m), Aircraft auxiliary power unit (API-J). Although it is the least commonly

Fuel Storage, Handling, and Dispensing, provides additional available fixed utility, it can be permanently installed in a

relevant guidance. manner similar to other utility systems. In actual practice

 Water. The lied water supply at each gate position is usually however, truck-mounted units are by far the most commonly

an easily ndaptcd fixed utility. Most existing terminal used to provide this service. The air requirements for various

configurations, whcrc aircraft park next to the building

 42

aircraft range from 120 to 270 lb/mitt. (54.5 to 122.7 kg/min) at required number of gates determined by the procedures discussed

40 psi (275.8 kPa). in paragraphs 25 through 27, an approximation of gross terminal

 Air Conditiming. An option exists for airlines to elect to area can be made.

introduce fixed air-conditioning units on the apron. However,

APU-supplied air conditioning and centrally furnished low

pressure preconditioned air are most commonly used.

TERMINAL BUILDING SPACE AND FACILITY GUIDELINES

GROSS TERMINAL BUILDING AREA ESTIMATES

a. Gross Terminal Area Per Gate. The relationship between

annual enplaned passengers and gross terminal area per gate for

a IO-year and 20-year forecast is approximated in Figures 5-l and

Figure 1.24 Gross Terminal Area Per Gate: Long Range Planning
5-2, respectively. The profile of the curves is based on predicted

growth in seats per aircraft for each forecast period; specifically,

the growth in predicted aircraft mix during the peak hour of the Redevelopment of LaGuardia Airport, USA

average day of the peak month of the design year. With a 10 or 20 The existing facilities at LaGuardia Airport have become

year forecast of annual enplanements and an approximate outdated and are not sufficient to handle the crowd due to the
 43

increasing passenger traffic. Terminal B was opened in 1964 with a frontage lengths. On the airside, the existing gates, which were

design capacity of eight million passengers a year, and currently designed for shorter and narrow-bodied aircraft, are not able to

handles approximately 14 million passengers. accommodate the future fleet, resulting in inefficient parking positions

and numerous tow-in positions.

Multiple areas within the terminal, including the ticketing area,

hold rooms and passage screening, have space constraints, which Since these shortcomings couldn't be fixed by just renovating

delays passenger processing. the existing building, a total redevelopment of the terminal was

proposed that would transform the airport into a single, unified main

terminal with expanded transportation access, increased aircraft

parking space and best-in-class passenger facilities.

The design enables improved airline circulation and gate

flexibility leading to reduced delays. The terminal interiors will be

made easy for the passengers to navigate, facilitating efficient

movement. Additional space will be provided for security check-in to

Figure 1.25 La Guardia Airport, USA
reduce waiting times as the passengers pass through mandatory
The
security screening.
landside area of the terminal also faces congestion at both arrival and

departure levels due to less number of traffic lanes and shorter

 44

The terminal will also house a variety of food, retail and Stansted Airport is at the centre of a booming catchment, and

beverage concessions that reflect regional and national offerings and since it was acquired by MAG in February 2013 has entered into a

spacious waiting areas with enhanced seating capacity. period of unprecedented growth – exceeding the throughput of its

2006 peak and once again becoming the UK’s fastest growing airport.
The project aims for LEED Gold certification for sustainable
Monthly traffic in December grew by 18.5% to over 1.56 million –
design and will have enough natural light at all levels. It will be
almost 250,000 more passengers than in the same month in 2013,
designed to meet all governmental or industry guidelines for
and a level of growth that Chairman of the UK Airports Commission
environment-friendly and sustainable buildings and in accordance
Howard Davies predicted it would take until 2020 to achieve. Now in
with the Port Authority's sustainable building guidelines.
the slipstream of this growth, Stansted Airport is in a position to
The project will also see the construction of a new 3,000-space
broaden its carrier base, and continue to develop its facilities to
parking garage and a roadway network, which will ease congestion at
further meet the needs of its airlines and passengers.
Figure 1.26 A proposed interior of Stansted Airport
the airport. Further, additional space will be created for the
Harrison explained that when MAG took control of the airport
construction of taxiways as the terminal building will be moved close
two years ago the terminal was suffering from a lack of investment,
to Grand Central Parkway. (“Terminal B redevelopment, LaGuardia

airport,” n.d.)
but that Norman Foster’s original building design had been created

with the future in mind, allowing for the asset’s continued expansion

and providing the opportunity to create a more efficient and flexible

Redevelopment of Stansted Airport
 45

asset that can adapt to the needs of the evolving industry. “The

transformation of Stansted is well underway,” he said. (Airport, 2015)

ASSESSMENT:
With these airport redevelopment and expansion-related

projects, these will be helpful for the proponents to be able to identify,

address and provide architectural solutions regarding the NAIA

redevelopment and expansion.