BACKGROUND AND DEVELOPMENT

TRANSPORTATION

Transportation has remained one of the most vital factors that influence the development of
a nation. The credibility of this statement has been proven over the centuries, that if one decides
to take a critical look at earlier civilizations, from the time of early Egyptian civilization to the
current civilized world, one will discover that many of the great feats achieved during these
civilizations would have been impossible without one form of transportation or the other.

By way of definition; transportation (or transport) is the movement of people, animals

and goods from one location to another. Modes of transport include air, rail, road, water,
cable, pipeline and space. The field can be divided into infrastructure, vehicles and operations.
Transportation is important since it enables trade between people, which in turn establishes
civilizations.

Transport infrastructure consists of the fixed installations necessary for transport,

including roads, railways, airways, waterways, canals and pipelines and terminals such
as airports, railway stations, bus stations, warehouses, trucking terminals, refueling depots
(including fueling docks and fuel stations) and seaports. Terminals may be used both for
interchange of passengers and cargo and for maintenance.
th
Air transportation has its origin in the 20 century. The superiority of air transport over the
rest can be attributed the reason behind its progressive growth and preference as the safest
modern mode of transportation.

AIRPORTS

Airports are large, complex, and generally highly profitable industrial enterprises. They are
part of a nation’s essential transportation infrastructure, which, besides providing thousands of
jobs at the airport itself, supports a much broader audience in social and economic terms. It has
been estimated that for every job at the airport, an additional one is created in the region. As
large industrial complexes, airports consist primarily of:

 Runways and taxiing areas

 Air traffic control buildings
 Aircraft maintenance buildings
 Passenger terminals and car parks
 Freight warehouses

An airport is like a total city devoted to dynamic movement. It comprises many varied
structures that facilitate passenger and cargo movement, maintenance, aircraft control, and
other structures that provide for auxiliary support functions. The very nature of an airport’s
complexity makes it necessary to isolate its segments for design purposes.
 A domestic airport only handles domestic flights – flights within the same country. Domestic
Airports do not have customs and immigration facilities and so cannot handles flights from a
foreign airport. These airports often have short runaways sufficient to handle short or medium
haul aircraft and regional air traffic. Security check or metal detectors are used in most countries,
but such checks were for domestic flights installed in many cases decades after checks for
international flights.

Airport Operations

All the movements and functions of the passengers, the cargo, and the airline employees to
and from an airport are regulated by a printed schedule. That is, the action that each
discipline will follow is begun on the basis of this schedule, and the passenger’s actions are
based on the printed timetable of the airline he has chosen to fly.

Relationship to Community

The very size of the airport affects the surrounding community. The careful planning of
buildings and site location afford the potential for improving the environment and
economics of a community. There are many problems of noise, air pollution, and ecological
balance that can be minimized or eliminated by proper site planning and building design.
There are many problems of noise, air pollution, and ecological balance that can be
minimized or eliminated by proper site planning and building design. The community is
affected by the working population of the airport, by the introduction of new industry, and
by the economic impact of same.
 DEFINITION OF TERMS

TERMINOLOGIES USED:

Amenities. That part of a terminal building housing convenience, service, and diversion
facilities for the passengers, tenants, and the public.

Average Peak Hour. The one-hour period of any peak day during which the highest
percentage of the day’s traffic is experienced.

Baggage Diverter. A mechanical device for transferring baggage from a moving conveyor
belt to a baggage claim counter in such manner that the baggage is evenly distributed
along the baggage counter.

Boarding Control Point. The point at which a passenger’s credentials are inspected to
assure that he is authorized to board a particular flight. This point is located in the vicinity of
the gate from which the flight will depart.

Boarding Passenger. Any originating or connecting passenger authorized to board a flight.

Connecting Passenger. A passenger who arrives on one flight only for the purpose of
transferring to another flight to reach his destination. These passengers are broken into two
categories: intraline and interline passengers.

Customs. This is an area under federal jurisdiction through which passengers arriving from
foreign countries are required by law to pass in order to make a declaration related to
baggage which is accompanying them.

Departure Room. An assembly area, including the boarding control point, located at a gate
position(s) for passengers pending availability from an arriving flight.

Deplaning. Any passenger, cargo, baggage, visitor, etc., which is related to the unloading
from an arriving flight.

Domestic Passengers. All passengers traveling in its country are considered as domestic.

Enplaning. Any passenger, cargo, baggage, visitor, etc., which is related to the boarding of
a departure flight.

Gate. A location to which aircraft are brought from the purpose of discharging and loading
passengers and their baggage.

Gate Concourse. An extension from the main terminal building primarily intended to
provide protected access for passengers between the main terminal building and the gates.

Ground Transportation. The independently operated transportation vehicles scheduled for

passengers’ use between airports and the areas served thereby.

Interline Connecting(ion). A term used to describe passengers and baggage which arrive on
the flight of one airline and depart on another flight.

Intraline Connecting(ion). A term used to describe passengers and baggage which arrive on
the flight of one airline and depart on another flight of the same airline.
 In-transit Passenger. If an internationally bound aircraft stops at an airport for refueling or
discharge of passengers and a remaining number of passengers are to be detained in the
aircraft for another destination, the convenience of providing a totally segregated lounge
may be warranted for the continuing passengers.

Long-haul. A term used to define flights or traffic which travel over a relatively long distance
as opposed to those which travel over a shorter distance.

Originating Passenger. A passenger who is starting his trip.

Outbound Baggage Room. The area to which checked baggage of originating passengers
is delivered for sorting by flights prior to its being dispatched to the aircraft for loading.

Public Health Service. The function of the Public Health Service is to determine whether
arriving passenger will present a health hazard to the general population.

Ready Room. An area adjacent to the normal work areas in which personnel whose duties
are performed out-of-doors may assemble, be protected, and from which they may receive
their work assignments. These rooms should be concealed from public view.

Self-claim Baggage. A method under which passengers have direct access to terminating
baggage in a controlled area.

Short-haul. A term used to define flights on traffic which travel over a relatively short
distance as opposed to those which travel over a long distance.

Standby Passenger. A passenger not holding confirmed space but who is on hand at
departure time for space that might become available.

Terminating Passenger. A passenger who has arrived at his destination.

Through Passenger. A passenger who arrives and departs on the same flight.

Transfer Baggage Room. The area to which checked baggage of connecting passengers is
delivered for sorting by flights prior to its being dispatched to the aircraft for loading. This
may be combined with the outbound baggage room at some locations.

Unit Terminal. One of several functionally complete terminal areas (which may be in the
same or several buildings) each of which houses the activities of one or more airlines.

FUNCTIONAL AREAS:

AIRPORT TERMINAL

Passengers who may be carrying baggage should be offered such conveniences of design
as automated doors, sufficiently wide escalators, moving sidewalks, and similar devices. At all
times the analysis of traffic flow, volume of passengers, and direction of movement should be
carefully considered.

Telephone communication is a necessary and important element in the passenger terminal.

In some instances, this will require telephone communication center with bilingual
operators.
 Amenities must also be provided for the traveling public. These may include any of the
following list and such other items as may be determined by a particular locale:

Bank Drug Store Newsstand

Barber Shop Duty Free Shops Observation Deck

Camera Shop Employee Cafeteria Restaurants

Candy Store Gift or Flower Shop Rest room facilities

Car rental agencies Hotel Television Lounge

Cocktail lounge Money Exchange Teenage Lounge

AIRPORT CARGO FACILITIES

As the air cargo industry grows, the complex on the airport designed to handle air cargo
becomes a significant element in airport planning and design. These facilities must provide for
efficient transfer of air cargo between surface transportation and aircraft. For larger airports, the
complex may include a number of air cargo facilities or multiple-occupancy buildings.

AIR CARRIER CARGO BUILDINGS

An air carrier cargo building may be planned for single or multiple occupancy. The type of
occupancy will depend on the potential for air cargo industry growth in the community
being served and the volume of business generated by each of the airlines.

Truck Dock Facilities. There must be a sufficient number of truck stations to serve truckers,
air freight forwarders, and others for both incoming and outgoing shipments. In addition to
truck dock positions, consideration should be given to providing facilities for the
airport-to-airport customers who use other than trucks to deliver or pick up small
shipments.

Processing Area. Receiving, sorting, weighing, labeling, and building up of loads for
shipment are the major activities in the processing of freight from the truck to the aircraft.

Administrative Area, and Customer and Personnel Accommodations. Adequate

administrative space is necessary for efficient management of cargo operations.

Reception areas should be provided to handle customers.

Sales Offices may be required by some airlines. Space in the sales office should provide
for desks, files, and facilities for telecommunication.

Management and General Office space requirements are dependent upon variables
such as the type of operation, the amount and type of freight processed, and the
community being served.

Communications Center assist management in the efficient movement of freight.

Aircraft Space Control Center requirements are dependent upon the amount of freight
handling activity.
 Maintenance, Service, and Storage. In order to provide for an efficient operation,
equipment must be kept in good working order at all times. The functions of maintenance
and storage may be joined, or completely separated.

Utilities. Heating and ventilating requirements vary with the climate and the requirements of
the user. It may be possible to integrate systems with humidity and temperature control
required for handling special commodities. Electrical and lighting systems should be
adequate for the designed functions.

AIRPORT SERVICE EQUIPMENT BUILDINGS

The service equipment building must be sited in a location that will contribute to the
efficient operation and performance of equipment and personnel. Some maintenance
equipment, similar to construction equipment, will not require storage in a building. Also, some
types of equipment, if adequately serviced and maintained, will not require shelter at all.

OTHER FACILITIES OR BUILDINGS IN AN AIRPORT:

HANGAR AREA
A closed building structure to hold aircrafts or spacecrafts. Hangars are built of metal,
wood, and concrete. Hangars are used for protection from the weather, direct sunlight,
maintenance, repair, manufacture, assembly and storage of aircraft on airfields, aircraft carriers
and ships.
AIRCRAFT FIRE AND RESCUE STATIONS

The stations are located strategically on the airfield in order to achieve the response in
two minutes, not exceeding three minutes to reach the ends of the runaway and other aircraft
movement areas on receipt of an emergency call relating to an aircraft accident. Each station is
equipped with an identical fleet of rescue and fire fighting vehicles, which may include 2 Rapid
Intervention Vehicles, 2 Crash Fire Tenders (Major Foam Tender), 2 Hose Foam Carriers, 1
Jackless Snorkel and 1 Ambulance.

TYPES AND/OR CLASSIFICATIONS:

International Airport. An airport that offers customs and immigration facilities for passengers
travelling between countries. International airports are typically larger than domestic
airports and often feature longer runways and facilities to accommodate the heavier aircraft
commonly used for international and intercontinental travel. International airports often also
host domestic flights.

Domestic Airport. An airport that handles only domestic flights—flights within the same country.
Domestic airports do not have customs and immigration facilities and so cannot handle flights to
or from a foreign airport. These airports often have short runways sufficient to handle short or
medium haul aircraft and regional air traffic. Security check / metal detectors are used in most
countries, but such checks were for domestic flights installed in many cases decades after checks
for international flights.

Community Airport. means any location, either on land or water, which is used for the landing or
take-off of aircraft, which provides facilities for the shelter, supply or care of aircraft, or for
receiving or discharging passengers or cargo.
 DESIGN CONSIDERATIONS

GENERAL DESIGN CONSIDERATIONS

The selection of the appropriate combination of elements will be predicated upon the
carrier who will utilize them, the combination of carriers, the geographical site size and layout,
and the economic considerations related to the total system development. All these techniques
are constantly being unproved and updated.

Design Solutions for Passenger Terminals

It is well to examine many of the historic techniques that have been utilized in the
development of passenger terminals, as much can be gained therefrom.

Consolidated Passenger Terminal. This structure initially provides a simple transfer

stage for ground vehicles and air vehicles. The epitome of this and the most efficient in
operation would be a simple airstrip with no more than 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.

Satellite Terminal (Consolidated). Now the convenience to the passengers has been
questioned and the increased number of aircraft positions has been related as closely
as possible to the consolidated function. The evolution of these two concepts has
introduced many varied problems with the single terminal. The problems are related to
ground transportation needs, access to the building, prolonged walking distances,
grave limitations on the aircraft apron, and the fact that all functional requirements for
the airlines are totally constrained because of the physical arrangement.
Satellite Terminal (Decentralized). 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.

Drive to Gate. The success of this terminal approach is dependent upon a highly
sophisticated information system and a ground vehicle connection between gates or
related groups of gate locations.

Mobile Lounge. The mobile lounge system as a concept provides a consolidated

terminal with remote perking of aircraft, and this as a system can operate efficiently
and function properly as long as the gate lounges are operative (this precludes
allowing drivers of the lounges the right to strike against the operator of the airport). It
poses problems in ground control on the air side of the terminal building and requires
additional personnel for its total operation.
 Finger Terminals (Consolidated)

Finger Terminals (Decentralized)

AIRCRAFT PARKING SYSTEM

The placement of aircraft on the aircraft apron may be divided into two categories:
push-out operations and power-out operations. The architect should determine the general
technique that the airlines will utilize. The system they select will have a great effect on the
aircraft apron area as well as the passenger loading system that can be utilized. Power-out
operations will involve special design considerations with regard to the wall surfaces of terminal
buildings and they will require greater apron area. They will also call for blast protection in the
operational areas of the terminal. This method of operation will generally mean that fewer
ground personnel and less equipment are required. 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 does offer the advantage of requiring less
apron area. It also requires less square footage at the terminal building because of a reduced
linear length.
PASSENGER LOADING METHODS

The passenger is most vocal about the tech, unique that an airline uses for loading the
aircraft. He responds rapidly to climatic conditions and will inevitably express his distress to the
airport authority and the airline. Many systems have become 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. The
following chart illustrates some of these systems:

(a) From a single level terminal building the passengers walks across the apron to the
aircraft. This method is presently being employed by many airports in use today.

(b) From a two-level terminal building the passengers walk down a flight of stairs and then
across the apron to the aircraft. This is an intermediate phase in use, where the future
development would employ the use of jetways.

(c) This method shows a jetway which rotates into position and has the capability of
telescoping to accomplish the interface between aircraft of different sill height. This
diagram demonstrates a power-in, pushout gate position.

(d) This is the same as method (c) above, however, it differs only in that this diagram
demonstrates a power-in, power-out gate position.
 (e) This diagram demonstrates a fixed jet way of short length and with a small amount of
telescoping capability. This jet was also having the capability of making some
adjustments in sill height. The gate position can only be a power-in, push-out
condition.

(f) This method, which is used in some present-day airports, consists of a train. of carts
designed to carry passengers or it may consist of the use of buses to deliver the
passengers to a remote aircraft parking position. The terminal building can be either
one--level or two-level. structure.

(g) This method is known as the Mobile-lounge and consists of an elaborately furnished bus
with a scissor lift end a telescoping front to achieve tire interface between both the
aircraft and the terminal building. The aircraft is parked at a remote position from the
terminal building.

(h) The two main corridors are fixed in their location, however, the four short jetways nave
telescoping capability in order to achieve the interface with the aircraft. The gate
position requires a power-in, power-out condition.
 (i) This method is also u9ed for the wide-bodied aircraft and will accept all three aircraft as
listed above. It is bared "on the concept of a fixed corridor for access to the front two
passenger doors and a cantilevered jet way over the wing to reach the back door. Here
again, the gate position requires a power-in, push-out condition.

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 communication
equipment, a secure or semi secure seating area with sufficient seating capacity to handle the
passengers, flight identification, last-minute baggage drop, and circulation pattern which
separates the deplaning passenger from the enplaning passenger.

BAGGAGE HANDLING SYSTEM

The need for a baggage handling system is obvious, but the system techniques,
sophistication of equipment, and the desired cost level for a system are extremely difficult to
evaluate. Examination of trends becomes important in the baggage analysis. Currently the
businessman traveler will carry on one suitcase which will fit below an airline seat and a garment
bag of reasonable dimension which can be hung in a wardrobe on the aircraft. Thus, he
bypasses the baggage system. There is also all the transfer baggage which can bypass the
check-in and claim part of the system.

A baggage check-in system can incorporate check-in points at a central ticketing counter,
at the gate lounge, at the curbside, and in a parking lot. The parking lot or curbside check-in
provides the greatest amount of convenience for the passenger and allows for quick acceptance
of the baggage. This means that the rest of the public space in the terminal area will not be
congested by baggage, taking floor space while waiting to be checked in. The curbside check-in
isolates the major portion of the baggage handling with sky cap personnel and not with airline
agents.

A check-in system can be serviced by a simple conveyor or a gravity chute. For large
terminal facilities where there can be many check-in points and more than one baggage
makeup space, a system can comprise fully automated cars or pallets that move bags to many
destinations. This type of sophisticated system is costly and, in order to justify its use, it should be
considered as a total system of all baggage movement, from aircraft to passenger and from
passenger to aircraft.
TERMINAL AREA CONCEPTS

The following terminal concepts should be considered in the development of the terminal area
plan.

Simple Terminal Concept. The simple terminal consists of a single common waiting and
ticketing area with exits leading to the aircraft parking apron. It is adaptable to airports with
low airline activity which will usually have an apron providing close-in parking for three to six
commercial transport aircraft. A simple terminal will normally consist of a single-level
structure with two to four gates where access to aircraft is afforded by a walk across the
aircraft parking apron. The layout of the simple terminal should take into account the
possibility of pier or linear extensions for terminal expansion.

Pier Concept. The pier concept has an interface with aircraft along piers extending from the
main terminal area. In the pier concept, aircraft are usually arranged around the axis of the
pier in a parallel or perpendicular parked relationship. Each pier has a row of aircraft gate
positions on both sides, with the passenger right of-way or concourse running along the
axis of the pier which serves 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 employed, the spacing between the two piers must provide for maneuvering of
aircraft on one or two apron taxi lanes.

Satellite Concept. The satellite concept consists of a building, surrounded by aircraft, which
is separated from the terminal and is usually reached by means of a surface, underground,
or above-grade connector. The aircraft are normally parked in radial or parallel positions
around the satellite, which can have common or separate departure lounges. Since
enplaning and deplaning of the aircraft are accomplished from a common area, mechanical
systems may be employed to carry passengers and baggage between the terminal and
satellite.
Linear Concept. In the linear concept, aircraft are 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
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 connecters.
 Transporter Concept. Aircraft and aircraft servicing functions in the transporter concept are
remotely located from the terminal. The connection to the terminal is provided by vehicular
transport for enplaning and deplaning passengers. The characteristics of the transporter
concept include flexibility in providing additional aircraft parking positions to accommodate
increases in schedules for aircraft size, capability to maneuver an aircraft in and out of a
parking position under its own power, separation of aircraft servicing activities from the
terminal, and reduced walking distances for the passenger.

PARKING REQUIREMENTS

The revenue that is collected from the public parking areas of an airport is one of the
airport authority's largest sources of income. Therefore, the architect must devote attention
to the different types of parking and how they function as well as to the amount of parking
required as based upon the accrual rate (turnover rate). The different types of parking are
short-term (metered parking), medium-term (one or two days), long-term parking, valet
parking, and rent-a-car parking. Each parking area will require a separate system for
collecting revenues in an economical and rapid manner. This should be accomplished
without requiring policing.
AIRPORT CARGO FACILITIES

The general location of the cargo complex having been established, a number of other
factors should also be studied prior to adoption of a siting plan. The arrangement of buildings
and associated support facilities is important to satisfactory end efficient use, and it also affects
future expansion of individual buildings. Important in this regard is consideration of spacing of
buildings for access, vehicular circulation, and fire and safety clearances. Vehicular access and
roadways, and parking areas are discussed in detail in the paragraphs that follow. Proper
orientation of buildings, with respect to these factors and the prevailing winds, is essential to the
functional operation of the buildings. Economical design dictates the need for balance of
requirements for paved areas with other considerations discussed heretofore. Good drainage,
consistent with driveway, parking, and pedestrian access requirements, is a necessary design
consideration. Noise is a consideration which must not be overlooked. Acoustical control can be
achieved through proper landscape planting for sound absorption.
AIRPORT SERVICE EQUIPMENT BUILDINGS

The location of the operational activity having been established and the preliminary design
concept of the building selected, a number of other factors should be studied prior to adoption
of a siting plan. The arrangement of buildings and associated support facilities is important to
satisfactory and efficient use, and it also affects future extensibility of the equipment building to
accommodate additional garage stalls. Important in this regard is consideration of spacing of
buildings for access, vehicular circulation, and fire and safety clearances. The proper orientation
of the building, with respect to these factors and the prevailing winds, is essential to the
functional operation of the building. In any climate, an attempt should be made to orient the
building so that the large door openings will be least exposed to prevailing winds.

AIRCRAFT FIRE AND RESCUE STATION

 DESIGN PLANNING GUIDELINES

NATIONAL BUILDING CODE OF THE PHILIPPINES (PD 1096)

Division G-5
(Medium Industrial, for aircraft facilities)
PRINCIPLE
1. HANGARS
2. Manufacture and assembly plants of aircraft engine
3. Repairs and testing shops for aircraft engines and parts

ACCESSORY
Customary support facilities for industries such as housing, community, utilities and services

CONDITIONAL
Building/structure with lesser negative environment impact

DETERMINING THE BUILDING HIEGHT LIMIT

In accordance with the Standards and Recommended Practices (SARP) of the International Civil
Aviation Organization (ICAO) where the Philippines is a member state and of Administrative
Order No. 5 (Civil Air Regulation) of the Air Transportation Office (ATO), the following rules and
regulations shall govern the construction of buildings/structures within the 24.00 kilometer
radius of aerodromes where turbo-jet aircraft operate and within the 10.00 kilometer radius of
aerodromes where no turbo-jet aircraft operate. (Figs. VII.4. through VII.8.)

The height of buildings/structures within this area shall be limited by an imaginary line
with slope of 2% or 1:50 for aerodromes where turbo-jet aircraft operate and 2.5% or
1:40 for aerodromes where no turbo-jet aircraft operate from the inner edge reckoned
from the surface of the runway. The dimensions of the isosceles trapezoidal are as
shown on Table VII.3. hereafter.

Table VII.3. Dimensions of Isosceles Trapezoid

No new buildings/structures shall be allowed within the runway strip.

A height clearance certificate shall be first secured from the Air Transportation Office (ATO)
before a building permit may be issued for the construction of buildings/structures located:

a. Within 4.00 kilometer radius of the runway ends of an aerodrome regardless of height;
b. From 4.00 kilometer to 24.00 kilometer radius of the runway ends of an aerodrome
where turbo-jet aircraft operate and exceeding 45.00 meters in height above the
elevation of the runway; and
c. From 4.00 kilometer to 10.00 kilometer radius of the runway ends of an aerodrome
where no turbo-jet aircraft operate and exceeding 45.00 meters in height above the
elevation of the runway.

APPROACH / DEPARTURE SURFACE

Annotation.Plan adjustments are necessary for airports with parallel runways and for runways
with taxiways.
 APPROACH / DEPARTURE SURFACE

Annotation. Section adjustments may still be necessary for airports with parallel runways and for
runways with taxiways.
 ALLOWABLE CONDITIONS (BUILDABLE) WITHIN APPROACH-DEPARTURE ZONES

Parking Slot, Parking Area and Loading/Unloading Space Requirements

a. The parking slot, parking area and loading/unloading space requirements listed
hereafter are generally the minimum off-street cum on-site requirements for specific
uses/occupancies for buildings/structures, i.e., all to be located outside of the road
right-of-way (RROW).
b. The size of an average automobile (car) parking slot must be computed at 2.50 meters
by 5.00 meters for perpendicular or diagonal parking and at 2.15 meters by 6.00 meters
for parallel parking. A standard truck or bus parking/loading slot must be computed at a
minimum of 3.60 meters by 12.00 meters. An articulated truck slot must be computed
at a minimum of 3.60 meters by 18.00 meters which should be sufficient to
accommodate a 12.00 meters container van or bulk carrier and a long/hooded prime
mover. A jeepney or shuttle parking/loading/unloading slot must be computed at a
minimum of 3.00 meters by 9.00 meters. The parking slots shall be drawn to scale and
the total number of which shall be indicated on the plans and specified whether or not
parking accommodations are attendant-managed.
c. The parking space ratings listed below are minimum off-street/off-RROW cum on-site
requirements for specific uses/occupancies for buildings/structures, i.e., all to be located
outside of the road right-of-way (RROW):

Minimum Required Parking Slot, Parking Area and Loading Space Requirements:

One (1) car slot for every 1,000.00 sq. meters of gross floor area and one (1) bus slot for every
one hundred (100) workers; if number of workers exceed two hundred (200), provide one (1)
off-RROW (or off-street) passenger loading space that can accommodate two (2) queued
jeepney/shuttle slots; provide at least one (1) loading slot for articulated truck or vehicle (a
12.00 meter long container van plus 6.00 meters length for a long/ hooded prime mover)
and one (1) loading slot for a standard truck for every 5,000.00 sq. meters of GFA; and
provide truck maneuvering area outside of the RROW (within property or lot lines only).
SPECIAL CONSIDERATIONS

PROVSIONS FOR THE HANDICAPPED

There are a significant and increasing number of handicapped travelers that by law must be
provided with adequate accommodations in the design and construction of transportation
facilities in which Federal funds are utilized.

ENERGY CONSERVATION

The airport terminal requires higher energy consumption than most public buildings. This is
due primarily to its generally unprotected location and exposure to weather extremes, to the
heat loss or gain resulting from the movement of people and baggage through the building,
and to its 24-hour-a-day operation. The architect/engineer should pay particular attention to
energy conservation early in the planning of a terminal building in order to reduce dependence
on irreplaceable and increasingly costly fossil fuels. If a terminal addition is being planned,
existing mechanical systems should be analyzed for methods in which they could become more
energy efficient. Solar architecture can be incorporated in new or existing buildings to replace or
supplement conventional heating systems. Active and/or passive systems can utilize the sun's
energy to considerably reduce energy usage in buildings for space heating.

NOISE ATTENUATION

Aircraft engines generate sound that is transferred to -- the - terminal building and
becomes a problem when it causes discomfort or interferes with communication. Tolerance is
affected by the frequency of the noise and length of exposure to it. The
medium-to-high-frequency noise, often produced by jet aircraft, will cause a greater disruptive
effect on speech and hearing than a low-frequency tone of the same intensity. Noise problems
usually occur during the starting of the jet engines and the initial taxiing away from the terminal.
While it is not practical to plan for costly noise control measures, terminal construction should be
solid and of dense materials, and workmanship should be first class to avoid most problems.

MAINTENANCE CONSIDERATIONS

The architect/engineer, in planning an airport terminal facility, should be conscious of this in

order to avoid design features that require costly and time-consuming building repair
maintenance. For example, terminals with large expansions of glass may be pleasing
aesthetically but require frequent and costly cleaning and repairs Use of carpeting can be both
pleasing to the eye and safe and may be easier to maintain than a resilient tile flooring which
requires frequent waxing.

SYMBOL SIGNS

The symbol on the airport sign should always be oriented towards the route leading
towards the airport. The standard size of an airport sign is 900 mm x 900 mm. The airport sign is
a guide sign (a subcategory of off-road services signs) and has white lettering on a green
background. The size of the lettering in the airport name should be 80 to 150 mm and should
use ClearviewHwy 3-W font, unless it’s placed on a multi-lane highway where 5-W font is used.
Longer names may use ClearviewHwy 2-W font.
AIRPORT SECURITY CONSIDERATIONS

The architect/engineer should contact airport management and the FAA for interpreting
these regulations and establishing security planning requirements. In addition to the discussion
of passenger security screening and security measures described in previous paragraphs of this
circular, the following material points out other aspects of this important consideration.

Access to the Air Operations Area (AOA). Includes requirements for securing the AOA to
deter and prevent access by unauthorized persons and vehicles. The AOA is described as
that portion of the airport designed and used for landing, taking off, or surface
maneuvering of airplanes. Provisions must be made to prevent unauthorized access into
the AOA, including access from a terminal building. This can be accomplished by installing
security fencing, gates, or doors separating the secured AOA from the unsecured public
area. Vehicles using service roads that provide access to the AOA must pass through
controlled gates. Passengers are permitted access to the AOA only after undergoing
passenger screening. Obviously, it is important in the design of the terminal building to limit
the number and provide for the control of the doors, gates, passageways, conveyor belts,
jetways, stairwells, etc., that provide direct or indirect access to the AOA.

Observation Decks. An effective barrier is needed on decks to deter and prevent

unauthorized access from them to the aircraft parked on the apron and to deter persons
from hurling dangerous objects at an airplane from the observation deck.

Coin-operated Locker Security. Lockers provide a valuable and desired service to the
traveling public. Obviously, from a security view, the best location for coin-operated lockers
is within a sterile concourse; however, this is not always possible. If lockers cannot be
located within a secured area, the FAA recommends the location in those public areas
where an explosion would cause the least amount of injuries and damage. Consideration
should be given to their location in the building and the material used. The construction of
blast-proof barriers for protection purposes may be advisable.

Curbside Check-in Facilities. Curbside check-in facilities are used infrequently at nonhub
airports. However, if such procedures are employed, facilities for the safe and secure
storage of baggage tags are required. This prevents the baggage tags from being stolen
and utilized to introduce bombs or incendiary devices aboard aircraft.

ENVIRONMENTAL IMPACT ANALYSIS

An environmental assessment may be required for a terminal building facility at a nonhub

location. Guidance on this determination and subsequent requirements are discussed below.

Requirement for Environmental Assessment. Policies and Procedures for Considering

Environmental Impacts, current edition, requires the preparation of an environmental
assessment for the following projects:

1. Major new construction or expansion of passenger handling or parking facilities

proposed to be accomplished with federal funding.
2. Any terminal development that involves federal funding and will have a significant
impact on the environment or is highly controversial.
3. Land acquisition associated with the above items plus land acquisition which
causes relocation of residential or business activities.
 Environmental Factors to be considered. For any of the above proposed projects, the
airport sponsor must prepare and submit to the FAA an environmental assessment
exploring potential environmental consequences.

Other Environment Requirements. Many states and local governments now have
environmental laws and regulations. It is especially advantageous to the airport sponsor or
the consultant to spend the time early in the project development on coordination with
local, state, and Federal officials concerned with environmental issues. This early
coordination can help to clear up questions and issues, assist in the identification of impacts,
trigger advance planning of mitigation measures, and inform interested parties of the
proposed project.

MINIMUM DIMENSIONS:
 HANEDA INTERNATIONAL AIRPORT
INTERNATIONAL CASE STUDY

Tokyo International Airport, commonly known as Haneda Airport, Tokyo Haneda Airport,
and Haneda International Airport, is one of the two primary airports that serve the Greater
Tokyo Area, and is the primary base of Japan's two major domestic airlines, Japan
Airlines (Terminal 1) and All Nippon Airways (Terminal 2), as well as Air Do, Skymark
Airlines, Solaseed Air, and StarFlyer. It is located in Ōta, Tokyo, 14 kilometres (8.7 mi) south
of Tokyo Station.

Haneda was the primary international airport serving Tokyo until 1978; from 1978 to 2010,
Haneda handled almost all domestic flights to and from Tokyo as well as "scheduled charter"
flights to a small number of major cities in East Asia, while Narita International Airport handled
the vast majority of international flights. In 2010, a dedicated international terminal was opened
at Haneda in conjunction with the completion of a fourth runway, allowing long-haul flights
during night-time hours. Haneda opened up to long-haul service during the daytime in March
2014, with carriers offering nonstop service to 25 cities in 17 countries.

Haneda handled 84,956,964 passengers in 2017; by passenger throughput, it was the

third-busiest airport in Asia and the fourth-busiest in the world, after Hartsfield–Jackson Atlanta
International Airport, Beijing Capital International Airport (Asia's busiest), and Dubai
International Airport. It is able to handle 90 million passengers per year following its expansion in
2010. With Haneda and Narita combined Tokyo has the third-busiest city airport system in the
world, after London and New York City.
 LAGUINDINGAN AIRPORT
LOCAL CASE STUDY

Laguindingan Airport, officially the Laguindingan International Airport, is the main

airport that serves the cities of Cagayan de Oro and Iligan, as well as the provinces
of Misamis Oriental and Lanao del Norte in Northern Mindanao, Philippines. It is
classified as a Principal Domestic Airport Class 1 by the Civil Aviation Authority of the
Philippines (CAAP), a body of the Department of Transportation (DOT) responsible for
implementing policies on civil aviation to assure safe, economic and efficient air travel,
and the handling of operations at airports (except major international ones).

The airport sits on a 4.17 square kilometers (1.61 sq mi) site in Barangay
Moog, Laguindingan, and is 46 kilometers (29 mi) from Cagayan de Oro and 57
kilometers (35 mi) from Iligan. It opened on June 15, 2013 and replaced Lumbia
Airport in Barangay Lumbia, Cagayan de Oro. Lumbia Airport now serves as a military
air base for the Philippine Air Force.
 GODOFREDO P. RAMOS AIRPORT
LOCAL CASE STUDY

Godofredo P. Ramos Airport, also known as Caticlan Airport and recently, Boracay Airport by its
developer Transaire, is an airport serving the general area of the municipality of Malay, located
in the province of Aklan in the Philippines. It is one of the two gateways to Boracay, one of the
Philippines' best-known tourist destinations. The airport is classified as a Class 2 Principal airport
by the Civil Aviation Authority of the Philippines.

The airport is the seventh-busiest airport in the Philippines and the third-busiest in the Western
Visayas region, serving 761,961 passengers in 2008.

Since November 8, 2002, the airport has been named after the late Godofredo P. Ramos, a
former member of Congress and a native of Malay. However, the name Caticlan Airport derives
from its location in Barangay Caticlan in the municipality of Malay.
 REFERENCES

https://www.panynj.gov/business-opportunities/pdf/panynj-terminal-planning-guidelines.pdf

https://www.faa.gov/documentLibrary/media/Advisory_Circular/150_5360_9.pdf

https://www.nap.edu/read/22964/chapter/4#36

https://www.faa.gov/documentLibrary/media/Advisory_Circular/150_5360_13.PDF

http://www.aci.aero/media/aci/file/aci_priorities/safety/aci_policies_and_recommended_practice
s_seventh_edition_5.pdf

https://www.grossarchive.com/project/3499/DOMESTIC-AIRPORT-TERMINAL-BUILDING--CAS
E-STUDY-MAKURDI-AIRPORT-TERMINAL-BUILDING,-MARKURDI,-BENUE-STATE.html

http://scholarworks.rit.edu/cgi/viewcontent.cgi?article=1179&context=theses

https://www.ukessays.com/essays/commerce/theoretical-and-conceptual-framework-of-airline
s-commerce-essay.php

https://www.researchgate.net/publication/266507804_Flexible_Airport_Terminal_Design_Towar
ds_a_Framework

Time Savers for Building Types 2nd Edition by Joseph De Chiara

National Building Code of the Philippines (PD 1096)

www.wikipedia.com