ADAMSON UNIVERSITY

900 San Marcelino St, Ermita, Manila,

COLLEGE OF ARCHITECTURE  

INTERNATIONAL AIRPORT
ARCHITECTURAL DESIGN 8

MEMBERS

AGUILAR LOIS-AN

DELOMBAR JOSHUA

REYES MYKA ANGELI

TABERNERO JAME RONALEI

40133

AR. CID ANTHONY LAIGO

LECTURER

MARCH 2023
TABLE OF CONTENTS
HISTORY AND DEVELOPMENT OF AIRPORT

Grassy fields served as the locations for the first airplane takeoffs and landings. Any
angle that offered a favorable wind direction would allow the plane to approach. The
dirt-only field, which did away with grass's drag, was a small improvement. Nevertheless,
these were only effective in dry environments. Subsequently, landings could be made on
concrete surfaces, regardless of the weather or time of day. The claim to be the "oldest
airport in the world" is disputed.

The Toussus-le-Noble airport in the vicinity of Paris, France, was built and has been in
use ever since. Only general aviation activity is handled at College Park Airport in Maryland,
which Wilbur Wright founded in 1909. Construction of landing fields was prompted by the
rise in aircraft traffic during World War I. Due to the need for aircraft to approach these from
specific directions, aids for controlling the approach and landing slope were developed.
Some of these military airfields developed civil infrastructure to handle passenger traffic
after the war. The airport at Paris-Le-Bourget at Le Bourget, close to Paris, was one of the
first such areas. In August 1919, Hounslow Heath Aerodrome became the first airport to
offer regularly scheduled, commercial flights abroad. But, in March 1920, Croydon Airport
shuttered and took its place.

In the later half of the 1920s, an airport's first lighting was installed, and approach
lighting was introduced in the 1930s. They pointed in the right direction and at the right
angle for descent. Under the International Civil Aviation Organization, these lights' colors
and flash rates were standardized (ICAO). The slope-line approach system was first
implemented in the 1940s. This was made up of two rows of lights that together formed a
funnel and showed where an aircraft was on the glideslope. Other lights indicated the wrong
height and direction.

After World War Two, airport architecture improved. Runways were positioned in
clusters around the terminal, while passenger buildings were constructed on an island. The
facilities' growth was made possible by this arrangement. The downside was that travelers
had to walk further to get to their flights. The addition of grooves to the surface of the
concrete enhanced the landing field. The purpose of these is to drain any excess rainfall that
might collect in front of the wheels of the landing aircraft. They run perpendicular to the
direction of the aircraft. The rise of jet aircraft during the 1960s led to a boom in airport
development. Runways were extended to 3,000 meters (9,800 ft). The fields were built with
reinforced concrete using a slip-form machine, which creates a continuous slab without
breaks along the length. The invention of jet bridge systems, which eliminated outdoor
passenger boarding, was also introduced to contemporary airport terminals in the early
1960s. During the 1970s, these systems were widely used throughout the country.
AIRPORT CATEGORIES

There are approximately 14,400 private-use (closed to the public) and 5,000
public-use (open to the public) airports, heliports, and seaplane bases. Approximately 3,300
of these public-use facilities are included in the National Plan of Integrated Airport Systems
(NPIAS). Airports or portions of airports included in the NPIAS may be considered for AIP
funding. An airport is defined in the law as any area of land or water used or intended for
landing or takeoff of aircraft including appurtenant area used or intended for airport
buildings, facilities, as well as rights of way together with the buildings and facilities. Special
types of facilities such as seaplane bases and heliports are included in the airport categories
listed below.

The law categorizes airports by type of activities, including commercial service, primary,
cargo service, reliever, and general aviation airports, as shown below:
DEFINITION OF AIRPORT CATEGORIES

1. Commercial Service Airports are publicly owned airports that have at least 2,500
passenger boardings each calendar year and receive scheduled passenger service.
Passenger boardings refer to revenue passenger boardings on an aircraft in service in
air commerce whether or not in scheduled service. The definition also includes
passengers who continue on an aircraft in international flight that stops at an airport
in any of the 50 States for a non-traffic purpose, such as refueling or aircraft
maintenance rather than passenger activity. Passenger boardings at airports that
receive scheduled passenger service are also referred to as Enplanements.
1. Nonprimary Commercial Service Airports are Commercial Service Airports
that have at least 2,500 and no more than 10,000 passenger boardings each
year.
2. Primary Airports are Commercial Service Airports that have more than
10,000 passenger boardings each year. Hub categories for Primary Airports
are defined as a percentage of total passenger boardings within the United
States in the most current calendar year ending before the start of the
current fiscal year. For example, calendar year 2014 data are used for fiscal
year 2016 since the fiscal year began 9 months after the end of that calendar
year. The table above depicts the formulae used for the definition of airport
categories based on statutory provisions cited within the table, including Hub
Type described in 49 USC 47102.
2. Cargo Service Airports are airports that, in addition to any other air transportation
services that may be available, are served by aircraft providing air transportation of
only cargo with a total annual landed weight of more than 100 million pounds.
"Landed weight" means the weight of aircraft transporting only cargo in intrastate,
interstate, and foreign air transportation. An airport may be both a commercial
service and a cargo service airport.
3. Reliever Airports are airports designated by the FAA to relieve congestion at
Commercial Service Airports and to provide improved general aviation access to the
overall community. These may be publicly or privately-owned.
4. General Aviation Airports are public-use airports that do not have scheduled service
or have less than 2,500 annual passenger boardings (49 USC 47102(8)).
Approximately 88 percent of airports included in the NPIAS are general aviation.
TYPES OF AIRPORT- TERMINAL CONFIGURATIONS

Linear

One of the most popular terminal designs is one with a linear

orientation, which enables multiple flights to board passengers
simultaneously (via jet bridges). A number of concourses
connected by underground corridors and internal transit
systems can be added to this concept to create piers or pier
extensions. The disadvantage of these systems is that
passengers and luggage must make lengthy lateral movements
between gates.

Curvilinear

Similar to linear terminals, but with a curved architectural shape,

curvilinear terminals were employed.

Pier

A pier layout includes a single, constrained structure with

boarding and ticketing at one end and parking for aircraft on
both sides of the terminal. This layout enables the airport to
accommodate a high number of aircraft, but it can lead to
far-reaching distances between check-in and the boarding gate.

Councourse

Concourses are the structures that offer access to the aircraft

(through gates). However, depending on how the airport is set
up, the phrases "terminal" and "concourse" can occasionally be
used interchangeably.

Satellite

The satellite concept features a detachable, circular terminal

with space for parking aircraft all the way around the structure.
The main terminal and satellite terminal are connected by a
shuttle or pedestrian tunnel, respectively.
The World's Top 10 Airports of 2022, voted for by airport customers from across the world
during the 2021-2022 World Airport Survey. View the Top 10 Airport Ratings 2022

Doha Hamad
Hamad International Airport is the international
airport for Doha, the capital city of Qatar. The
airport has been described as the most
architecturally significant terminal complex in the
world, as well as being the most luxurious. It is the
hub airport for Qatar Airways

Tokyo Haneda
Tokyo Haneda International Airport is one of the
world’s busiest airports, and is Japan’s busiest
airport being located less than 30 minutes south of
central Tokyo. The airport has three terminals:
Terminal 1, Terminal 2 and the international
Terminal 3.

Singapore Changi
Singapore Changi Airport is one of the busiest
passenger hubs for south east Asia, and is
renowned for its unrivalled passenger experiences.

Tokyo Narita
Tokyo Narita Airport is an international airport
serving the Greater Tokyo Area of Japan. Narita
serves as the international hub for Japan Airlines
and All Nippon Airways.
Seoul Incheon
Incheon International Airport is the largest airport
in South Korea and one of the busiest airports in
the world. It is a former winner of the Airport of the
Year title at the World Airport Awards.

Paris CDG
Paris Charles de Gaulle Airport is the largest
international airport in France. The Airport serves
as the principal hub for Air France. Opened in 1974,
it is named after statesman Charles de Gaulle.

Munich
Munich Airport is the second busiest airport in
Germany and the secondary hub for Lufthansa
German Airlines. With over 150 retail stores and
some 50 places where you can eat and drink, it’s
like a city centre, offering travelers and visitors
plenty to see and do.

Istanbul
Istanbul Airport is the main international airport
serving Istanbul, Turkey, and is the primary hub of
Turkish Airlines. The airport currently has one
terminal in service for domestic and international
flights.
Zurich
Zurich Airport the busiest airport in Switzerland,
and is the primary hub of Swiss International Air
Lines, and is located 12 km from downtown Zurich.

Kansai
Kansai International Airport opened in 1994, and
has become an important international hub for
Japan, providing one of the largest networks for
both domestic and international routes with 24
hour operations.

BAGGAGE CLAIM SYSTEMS

1. Diverter - in this system the baggage is placed on a conveyor at one end. A diverter moves
back and forth along the conveyor and disperses the baggage onto the claiming device.

2. Carousel - a conveyor, from underneath or from above, delivers the baggage to a rotating
carousel.
3. Race Track - a conveyor from underneath or from above, delivers the baggage to a
continuously circulating conveyor, the length of which will depend upon the terminal layout.

4. Pod - the baggage pod is removed from the aircraft and delivered to the claim area. The
passengers remove their baggage from the pod.

5. Amoeba - this system is an extension of the race track system. The only difference being that
the baggage is manually loaded directly onto the conveyor by an attendant behind a wall and
out of view from the passengers.
 6. Automated - this system consists of carts that are operated by a computer system. The
passenger inserts his claim ticket into a call box at a desired location, the cart then delivers
the baggage at that location.

CUSTOMS AND IMMIGRATION

The term "immigration" refers to people who move from one nation to another. Based on
the airport, it may also be referred to as "border control" or "passport control". Customs is
concerned further with baggage the individuals are bringing.

Terminal Occupancy Time

On the surface, this significant difference between the two categories of passengers appears
to be of little concern; once a passenger is in the terminal, no matter how long they are there, they
will demand roughly the same amount of room for identical facilities. However, there may be rivalry
among passengers from various aircraft for the available space if the length of the stay is such that
other planes arrive or depart during this time. So, the crucial design component is the interaction
between the flight schedule and terminal occupancy.

Domestic travelers experienced less of a difference in average terminal occupancy between

enplaning and deplaning passengers than did travelers from other countries. Although there was a
considerable variance depending on the kind of flight, the average wait time for international
enplaning passengers was 55 minutes. In contrast to 48 minutes for scheduled passengers, the
average terminal occupancy for charter travelers was 62 minutes. The time difference between
charter and scheduled getting off the plane passengers were comparable (5.5 and 8 minutes,
respectively).