Terminal Areas

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 Terminal Complex

Source: Landrum and Brown

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 Terminal area
Terminal area
Terminal
building
Major interface between ground access
system and aircraft of an airport
To provide a convenient facility from
ground transport to air transport, and
Vehicle Terminal vice versa
parking Apron
area area It includes the facilities for passenger and
baggage processing, cargo handling, and
airport maintenance, operations, and
administration activities.

Hangars

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 Airport Terminals in India

Terminal 3 (T3) – Indira Gandhi International Terminal 2 (T2) – Chhatrapati Shivaji International
Airport, Delhi Airport, Mumbai
Current Capacity: 70 million passengers Current Capacity: 45 million passengers
Terminals: 1A, 1B, 1C, 1D, 2, 3, 4, 5, & 6 Terminals: T1 & T2
Skytrax World Airport Awards 2015 -The Best World’s Best Airport at Airport Service Quality
Airport in Central Asia/India Awards 2017 by ACI
Airports Council International “Best Airport” Best Airport in India and Central Asia award at
award (2015 & 2017) the Skytrax 2016
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 Airport Terminals in India

Terminal 1 (T1) – Kempegowda International Terminal 2 (T2) – Chhatrapati Shivaji International

Airport, Bengaluru Airport, Mumbai
Current Capacity: 23 million passengers
Current Capacity: 20 million passengers
Terminals: Terminal 1, Terminal 2 (Cargo),
Terminals: T1 and T2
Terminal 3 (Arrivals), Terminal 4 (Departures)

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 Components of passenger terminal system
Access interface

Passenger transfers from access mode of travel to passenger

processing component
Circulation, parking, and curbside loading and unloading of
passengers takes place

Processing system
Passenger is processed in preparation for starting, ending, or
continuation of an air transportation trip.
Ticketing, baggage check-in, baggage claim, seat assignment,
federal inspection services, and security

Flight interface
Passenger transfers from the processing component to the
aircraft
Assembly, conveyance to and from the aircraft, and aircraft
loading and unloading
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 Functional role of terminal

Originating-Terminating role
Beginning or ending of trip, high level of passenger flow
Through role
Low percentage of originating flights, high percentage of through passengers
(remaining on the aircraft)
Transfer role
High percentage of passengers connecting between arriving and departing
flights

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 Terminal Layout

Airside building concourse level at Greater Pittsburgh International

Airport (http:// www.pitairport.com).

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 Terminal Layout

Passenger and baggage flow system at the

terminal

Delhi Indira Gandhi International Airport

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 Relation of Terminal Area to Runways

Provide shortest taxiing distances from the terminal area to the take-off ends of the runway
Shorten the taxiing distance for landing aircraft as much as practicable

Single runway Parallel runways

Terminal building is located centrally so that Terminal building is located between the two
taxiing distance remains equal regardless of runways
which end is used for take-off or landing

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 Relation of Terminal Area to Runways

Staggered parallel runway

Open V runways
One runway is exclusively used for landing Terminal building is located centrally.
and one for take-offs
Terminal building is placed near the take-
off ends

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 Relation of Terminal Area to Runways

Four parallel runway

In order to avoid interference from taxiing

aircrafts, it is desirable to reserve two runways
exclusively for landing and two for takeoffs.

The terminal area is centrally located between the

two pairs of runways.

The two outer runways are designated for landing

and the two runways adjacent to the terminal area
are used for departures.

The crossing of active runways by arriving

aircrafts is preferred to the crossing of active
runways by departing aircrafts by air traffic
control.
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 Site selection for terminal building

Runway Configuration
Minimum aircraft taxiing distances
Accessibility
Provide direct and shortest route to the access highway system
Expansion potential
Sufficient area for the first stage of building development with possibility of future
expansion
Terrain
Relatively flat land is economically advantageous
Environmental impacts
Favorable orientation with respect to the topography, prevailing wind, etc.
Proximity and easy installation of utilities

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 Terminal Design Concepts

Planning concepts

❑ Centralized system
❑ Decentralized system
❑ Centralized – Decentralized system

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 Terminal Concepts
Centralized system
Passengers, cargo and baggage are routed through
central location and then passed on to respective
gate location.
Walking distance to aircraft < 200m.
Common facilities for different gate positions.

Tampa International Airport

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 Terminal Concepts
Decentralized system
Passenger facilities are arranged in smaller units and are
repeated in one or more buildings
Each unit has one or more aircraft gate positions
System is uneconomical if gate positions required by an
airline are > 6

Shanghai Pudong International Airport

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 Terminal Concepts

Passenger
Terminal
Concepts

Horizontal Vertical
distribution distribution

Compact
Pier finger Satellite Linear Transporter module unit Combinations
terminal

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 Terminal Concepts: Horizontal Distribution
Pier Finger

It consists of a central passenger and baggage

processing facility and an interface with aircraft
along piers extending from the main terminal area

Each pier has a row of aircraft gate positions on

both sides, with a passenger concourse along the
axis, which serves as departures lounge and
circulation space for both enplaning and
deplaning passengers

In case two or more piers are employed,

maneuvering space for aircraft as one or two
taxilanes between two piers should be provided

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 Terminal Concepts: Horizontal Distribution
Pier/Finger

Calgary International Airport LaGuardia Airport

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 Terminal Concepts: Horizontal Distribution
Linear

Horizontally long building with expansion capability to either side by means of finger type
concourses

Straight or in another geometrical form

Consists of a common waiting and
ticketing area with exits leading to
aircraft parking apron
Adaptable to airports with low airline
activity, providing close-in parking for
three to six commercial aircrafts
Aircrafts are parked at the face of the
terminal

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 Terminal Concepts: Horizontal Distribution

Linear

Darwin Airport, Australia Terminal 2, Munich Airport

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 Terminal Concepts: Horizontal Distribution
Satellite Concept

The satellite consists of a building surrounded by

aircrafts, which is separated from the terminal and is
usually reached by a surface, underground or above
ground connector

It provides simple maneuvering and taxiing patterns

for aircrafts

It can have separate or common departure lounges

Mechanical systems are employed to transport

passengers and baggage between the terminal and the
satellite

It requires more apron area than other arrangements

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 Terminal Concepts: Horizontal Distribution
Satellite Concept

Tampa International Airport, Florida

Paris-Charles de Gaulle terminal 1

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 Terminal Concepts: Horizontal Distribution
Transporter system

Aircraft and aircraft servicing operations are remotely

located from the terminal
The connection to the terminal is provided by vehicular
transport
It provides flexibility of providing additional aircraft
parking positions, to accommodate increase in
schedules or aircraft size
Good concept for small to medium size airports (<10
million enplanements)

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 Terminal Concepts: Horizontal Distribution
Transporter system

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 Terminal Concepts: Horizontal Distribution
Compact Module Unit Terminal Concept

Provides facilities for small, medium and large

airports
Transition of passengers and baggage from landside
to airside (and vice-versa) is directed through a
compact facility, providing shortest possible distance
from car park to the aircraft
A special variation of the linear concept

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 Terminal Concepts: Horizontal Distribution
Compact Module Unit Terminal Concept

Kansas City International Airport

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 Terminal Concepts: Horizontal Distribution
Compact Module Unit Terminal Concept

Dallas fort-Worth International Airport

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 Terminal Concepts: Horizontal Distribution
Concept Combinations

This may be required either due to

changing traffic conditions,

change in conception,
requirements of varying passenger activities,
growth of aircraft size or
a new combination of aircraft types or
physical limitations of the site

Advantageous in conditions where modification of the original concept is costly

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 Terminal Concepts: Horizontal Distribution

Washington Dulles Airport

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 Terminal Concepts: Horizontal Distribution
Concept Combinations

O'Hare International Airport, Chicago

Linear, Satellite and Pier Concept

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 Terminal Concepts: Horizontal Distribution
Concept Combinations

Melbourne Airport Pier and Satellite Concept

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 Terminal Concepts: Vertical Distribution
Vertical distribution
One floor terminals
One and a half floor terminals
Two floor terminals

The distribution of primary processing activities in a passenger terminal among several levels
is mainly done to separate the flow of arriving and departing passengers

The numbers of levels depend up on

The volume of passengers
Type of traffic i.e. domestic and international
The availability of land for expansion in the immediate vicinity
Commuter passengers being processed
Terminal Area Master Plan
Horizontal Processing Concept chosen

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 Terminal Concepts: Vertical Distribution
Planning Concepts: Single level system

The Single level system is generally suitable for low passenger volumes and is
economical

Processing of passengers and baggage is done at the level of apron

Separation between arriving and departing passenger flows is achieved
horizontally
Administrative and amenities may be provided on second level
Stairs are normally used to load passengers onto the aircraft

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 Terminal Concepts: Vertical Distribution
Planning Concepts: Single level system

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 Terminal Concepts: Vertical Distribution
Planning Concepts: Single level system

Normally restricted to small scale operations under

5mppa
Simple and easy to implement (low cost)
Good for passenger orientation
Passenger flows can be easily controlled (separation
inside the terminal)

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 Terminal Concepts: Vertical Distribution
Planning Concepts: 1 1/2 system

Provides a single level curbside (arriving and departing passengers processed

at grade)
Two level terminal building
Departure lounges on the second level
Vehicular access occur at the upper level to facilitate the interface with the
processing system

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 Terminal Concepts: Vertical Distribution
Planning Concepts: 1 ½ floor terminal

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 Terminal Concepts: Vertical Distribution
Planning Concepts: Two level system

Two levels are used to separate the arriving and departing passengers

Departing passenger processing occur on the upper level and arriving

passenger processing including baggage claim occurs at the apron level.
Airline operations and baggage handling activities also occur at the lower
level.
Vehicular access and parking can occur on both levels, one for arrivals and
other for departures

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 Terminal Concepts: Vertical Distribution

Planning Concepts: Two level system

Good for separating arriving and departing

flows inside the airport terminal
Provides increased curb space

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 Terminal Concepts: Vertical Distribution
Planning Concepts

Further variations may be made depending up on the conditions

E.g. third level may be provided for international passengers, intra-airport transportation
systems, or with provision for integrated structural parking or under-ground mass-transit access.

Multilevel passenger processing system—structural parking adjacent to terminal (Hamburg Airport Authority)
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 Chhatrapati Shivaji Airport Terminal-Mumbai

Ground floor plan First floor plan

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 Chhatrapati Shivaji Airport Terminal-Mumbai

Second floor plan Third floor plan

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 Space Requirement

Terminal building usable space comprises of ~95% of its gross area

Rentable space ~55%

Non rentable space ~ Remainder (45%)

Airports handling over 2,50,000 annual passengers

25 sq.m of gross terminal building area/design peak hour - domestic passengers

30 sq.m of gross terminal building area/design peak hour - international passengers

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 Space Requirement
Passenger type traffic
Different passengers place different demands on the facilities in terms of space
Passengers volume could be categorized into
Domestic/international, Scheduled/charter, Transfer/transit, Business/leisure

Individual facility area

Movement of various passengers through the terminal identifies level of usage placed on various
facilities in peak hour
Based on number of passengers processed, areas can be computed so that reasonable level of
service (LOS) can be achieved.

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 Space Requirement
Individual facility area
Adequate
LOS is defined as a qualitative and
quantitative measurement of comfort
experienced by passengers using the
airport passenger terminal facility. Excellent
LOS is traditionally rated on a scale of A
through F, excellent to unacceptable.
High Inadequate

IATA Level of Service C or better should be attained Good

Unacceptable

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 Space Requirements (FAA)

Space design standards at domestic terminal Space design standards at international terminal
Domestic Terminal Space required per International Additional Space
space facility 100TPHP (100 sqm) Terminal facilities requirement per
Ticket lobby 0.95 100TPHP (100 sqm)

Airline Operational 4.57 Public health 1.42

Baggage claim 0.95 Immigration 0.95

Waiting rooms 1.70 Customs 3.14

Eating facilities 1.52 Agriculture 0.19

Kitchen and storage 1.52 Visitor waiting 1.42

rooms
Other concessions 0.48
Circulation, 7.12
Toilets 0.28 baggage, assembly,
Circulation 11.05 utilities, walls
partitions
Total 23.02
Total 14.24

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 Hangars

These are enclosures for housing and

repairing of aircrafts
Steel framework with galvanized iron
sheets are provided
Space is provided for machine shops and
stores for spare parts
Size depends on size of aircraft and
turning radius
Number of hangars depends on peak hour
intensity and demand from airlines

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 Types of storage and service hangars
Nose hangar Tee-hangar or T-hangar
Provided for large-sized aircraft Provided for small-sized aircraft
Economical Encloses the aircraft fully

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 Aprons and Aircraft Parking

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 Apron

Paved area adjacent and in front of terminal building

and hangars
Used for loading, unloading, fueling, minor
servicing or checkup, parking of aircraft

It is also known as ‘Loading Apron’

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 Aircraft Parking

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 Aircraft Parking
Nose-in parking

Aircraft maneuvers into the parking space under its own power and is towed out of position

Advantages Disadvantages
Lower noise level (no power use in turning) Requires tractor for push-out operation

Front passenger loading Push-out requires time and skilled operator

Smallest gate area required (minimal apron area) Problem of using rear door
No jet blast towards terminal building

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 Aircraft Parking
Nose-out parking

Aircraft maneuvers out of the parking space under

its own power

Higher noise level

Rear door passenger loading
Jet blast towards terminal building
Problem of using front door
Less power required while maneuvering
loaded aircraft out of gate position

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 Aircraft Parking
Angled Nose-in parking

Aircraft maneuvers into and out of the parking space under its own power

Advantages Disadvantages
Front passenger loading Requires larger apron area than nose-in
configuration
No jet blast towards terminal building
Relatively severe engine blast and noise is
directed at terminal

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 Aircraft Parking
Angled Nose-out parking

Aircraft maneuvers into and out of the parking space under its own power

Advantages Disadvantages
Rear door passenger loading Requires larger apron area than angled nose-
in configuration
No requirement for tractor and so less power
requirement Jet blast towards terminal building
Breakaway engine blast and noise are directed
at terminal

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 Aircraft Parking
Parallel parking

Aircraft maneuvers into and out of the parking space under its own power

Advantages Disadvantages
Easiest maneuvering for aircraft Requires largest apron area for a
to taxi in/out given aircraft
Medium noise level
Front and Rear door passenger Limits aircraft servicing activity at
loading neighbouring stand when aircraft taxi
in and out
Jet blast towards other aircraft
(adjacent gate position)

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 Types of Aprons

Terminal
Terminal

General
General
aviation Cargo
aviation Cargo
Aprons
Aprons

Service and
Service Parking
hangerand Parking
hanger
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 Types of Aprons

1. Terminal apron

Area designed for aircraft maneuvering and

parking that is adjacent to passenger terminal
facilities

Passengers board the aircraft from terminal

apron

Apron arrangements are directly inter-related

with the passenger terminal concept

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 Types of Aprons
1. Terminal apron

Simple Linear
• Parked either angled nose-in or • Can be parked in an angled, nose-
nose-out for self taxi-in or taxi- in or parallel parking configuration
out
• Nose-in parking affords relatively
easy and simple maneuvering

Simple concept Linear concept and its variations

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 Types of Aprons
1. Terminal apron

Pier concept of parking

‘Y’ and ‘T’ type pier parking

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 Types of Aprons
1. Terminal apron

Satellite Open-apron
• Depending upon shape • Parked away form the
of satellite, aircrafts are terminal
parked in radial,
parallel or some other • Close to the runway
configuration and remote from other
structures
Satellite concept

Open-apron (transport) concept

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 Types of Aprons

2. Cargo Terminal apron

Aircrafts that carry only freight and mail may be

provided a separate cargo apron adjacent to
cargo terminal building.

Usually located close to the cargo terminal

building, but if amount of air cargo is relatively
small, cargo apron is located close to the
passenger terminal apron just to minimize travel
distance and enhance connectivity

Cargo aircrafts are normally parked either

parallel or nose-in

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 Types of Aprons

3. Parking apron

Parking apron is the apron where aircrafts can be parked for a specific period of time.

It may be used for light periodic servicing and maintenance.

Parking aprons are located as close to the terminal apron as possible.

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 Types of Aprons

4. Service and Maintenance apron

An airport serving as the base of an airline

requires a maintenance terminal including
hanger, storage, workshop and apron.

Located at a fairly remote area from the

passenger apron

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 Types of Aprons
5. General aviation apron

General aviation aircrafts, used for business or private flying which requires several categories
of aprons to support different general aviation activities.

General aviation terminal and its aprons, should be located as to minimize conflict with the
scheduled aircraft operation

Innsbruck Airport, Western Austria

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 Types of Aprons

5.1. Transient apron

The aprons used for temporary parking of aircrafts is

known as transient aprons.

As access to fueling, servicing and ground

transportation.

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 Types of Aprons

5.2. Base aircraft apron (tie downs)

Aircraft tie down is taken to minimize the

possibility of movement of a parked, non-
hangared aircraft due to high winds or
propeller wash/jet-efflux from taxiing aircraft.

Tie down is normally applicable only to

smaller aircraft unless extreme conditions are
expected.

Open areas used for aircraft tie-down may be

paved, unpaved or turfed depending on aircraft
size, local weather and soil conditions

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 Aprons

Size of apron depends on

Number of gate positions

Size of gate positions

Arrangement of gate positions around

terminal building

System of aircraft parking

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 Number of gate positions

Number of gate positions

Gate position is defined as an area allocated for loading and parking of each type of
aircraft

The numbers of gate positions to be provided are controlled by

Peak hour aircraft movements

Gate occupancy time

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 Number of gate positions: Peak hour movements

Number of gate positions

Peak hour aircraft movements

These are the number of aircrafts to be handled during the design hour
For balanced airport design, this volume should not exceed the runway
capacity
This design volume (aircrafts per hour) has to be weighted depending upon
the ratio of number of arrivals and departures
If arrivals and departures are assumed to be equal then this weighted factor
will be 0.5.

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 Number of gate positions: Gate occupancy time

Number of gate positions

Gate occupancy time : Amount of time an aircraft occupies a gate.

This time includes
Aircraft parking time
Loading and unloading of passengers
Aircraft servicing
Preparation of flight

This is also known as ‘Ramp Time’

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 Number of gate positions: Gate occupancy time

Number of gate positions

Gate occupancy time depends on

Aircraft type, i.e., size and characteristics

Number of enplaning and deplaning passengers
Amount of baggage
Cabin cleaning and refueling time
Efficiency of apron personnel
Type of operation - through or turnaround flight

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 Number of gate positions: Estimation
Number of gate positions

Number of Gates (‘Thumb rule’)

1 (Total runway capacity in aircraft/hr)

=
2 60/(Average occupancy time in minutes)

The assumption is that arrivals and departures are same

Various models for finding number of gate positions are:

❖ Horonjeff model (US)
❖ Piper model (Germany)
❖ Snow and Partners model (UK)
❖ Loughborough Model (UK)
❖ Hart Model (US)

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 Number of gate positions: Estimation
Number of gate positions

Horonjeff model (US)

𝑣𝑡
𝑁 =
𝑢
v = Design hour volume for arrivals or departures (aircrafts/hr)
t = Weighted mean gate occupancy time (hours)
u = Utilization factor;
Recommended value is 0.6 to 0.8 depending upon the exclusive or mutual use of
gates by aircraft types

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 Number of gate positions: Estimation
Number of gate positions

Piper model (Germany)

𝑁 = 𝑚𝑞𝑡
m = Design hour volume for arrivals and departures (aircrafts/hr)
q = proportion of arrivals
t = mean gate occupancy time

Snow and Partners Model (UK)

𝑁 = 1.1𝑚
m = Design hour volume for arrivals and departures (aircrafts/hr)

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 Number of gate positions: Estimation
Number of gate positions

Loughborough Model (UK)

𝑁 = 𝑣𝑡

v = Design hour volume for arrivals or departures (aircrafts/hr)

t = weighted mean gate occupancy time (hour)
= 0.9 for domestic;
= 1.1 for short-haul international;
= 3.8 for long-haul international

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 Number of gate positions: Estimation
Number of gate positions

Hart Model (United States)

𝑚
𝑁 =
2𝑟
m = total number of peak hour traffic movements
r = movement factor
= 0.9-1.1 for originating or terminating; 1.2-1.4 for transfer; 1.5-2 for through

Stafford developed expression for future number of gates

= (n’ - 2) (future passenger demand / present passenger demand) + 2
where,
n’ = existing number of gate positions

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 Number of gate positions-Example
Example 1

An airport serves 20 aircraft movements during peak hour. The average gate occupancy
of aircraft served is 30 minutes. Compute number of gate positions to be provided at the
airport. Also calculate number of gates to be provided if the annual air passenger
demand increases by 70%.

Number of Gates (‘Thumb rule’)

1 (Total runway capacity in aircraft/hr) 20

=2 = 0.5 ∗ 2 = 5gates
60/(Average occupancy time in minutes)

Future number of gates=(n’ - 2) (future passenger demand / present passenger demand) + 2

= (5-2)*1.7 + 2 = 7.1 ~ 8 gates

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 Number of gate positions-Example
Example 2

Following information on a major airport is available

International peak hour volume = 8aircrafts/hour, directional split=50/50 Occupancy time= 1hour
Domestic peak hour volume=40 aircrafts/hour, directional split=60/40,Occupancy time=30mins

Gates are of exclusive use of the two types of services. Compute the total number of gates to be
provided at the airport

𝑣𝑡
Horonjeff model 𝑁 =
𝑢

Peak hour volume Directional split Design hour volume N

aircrafts/hr aircrafts/hour
International 8 50/50 8* 50/100 =4 4*1/0.6 ~ 7gates
Domestic 40 60/40 40*60/100 =24 24*0.5/0.6 ~ 20 gates
Total = 27 gates
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