International Airport Research Paper

ATENEO DE DAVAO UNIVERSITY
College of Arts and Sciences
Engineering and Architecture Division
BS Architecture 4D / TTH 7:40-2:10 / W303
SUBMITTED TO:
Arch. Cherry Rose T. Aquino
Architectural Design 7
SUBMITTED BY:
Javier, Jansen Ceasar V.
Soguilon, Ayrah Koseth H.
June 28, 2018

TABLE OF CONTENTS
I. Space Requirements 1
II. Definitions of Terms and Spaces 2
III. Latest Trends and Innovations 12
IV. Architectural Solutions 39
V. Design Concept 69
VI. Design Philosophy 76
VII. Ocular Inspection 77
VIII. Space Matrices 121
IX. Bubble Diagram 122
X. Evolution of Forms 125
XI. Architectural Programming 125

A PROPOSED DAVAO INTERNATIONAL AIRPORT 1
I. SPACE REQUIREMENTS
I.1 Land Side Facilities
I.1.1 Pedestrian Facilities
I.1.2 Public Transportation Facilities
I.1.3 Parking Facilities
I.1.4 Entry & Exit Roadways
I.1.5 Airport Cargo Facility
I.2 Air Side Facilities
I.2.1 Runway
I.2.2 Apron, Aircraft Parking, Gate Positions
I.2.3 Aircraft Parking & Gate Positions
I.2.4 Hangar & Maintenance Operations
I.2.5 Control Tower
I.3 Terminal Building
I.3.1 Public Lobby
I.3.2 Check-In Facilities/ Central Ticketing Facilities
I.3.3 Security & Border Checkpoints
I.3.4 Baggage Handling System/ Baggage Claim Facilities
I.3.5 Gate Lounge/ Departure Lounge
I.3.6 Administrative Offices
I.3.7 Amenities Area
I.3.7.1 Food & Beverage Services
I.3.7.2 Concessionaire & Building Services

II. DEFINITIONS OF TERMS AND SPACES

II.1 Access Control - A system, method, or procedure to restrict and control access to
areas of the airport.
II.2 Access Point - Any means of entry into a controlled security area, typically
consisting of an electronic card reader, monitor contacts and/or latches, with access
points wired to an access control system. Some access points may be physically
controlled by guards, with or without a supporting electronic installation.
II.3 Advisory Circular (AC) - A publication issued externally by the FM providing non-
mandatory, non-regulation-based guidance and information on aviation topics of current
interest and/or concern to the industry.
II.4 Air Carrier - Generally accepted as being airlines operating larger aircraft of more
than 90 seats, as distinct from commuter or regional airlines.
II.5 Air Quality Conformity - A process that ensures federal funding. Conformity
approval goes to transportation activities that are consistent with air quality goals. This
process applies to both the long-range Regional Transportation Plan and the
Transportation Improvement Program.
II.6 Air Traffic Control (ATC) - A service operated by a government or government-
regulated body to manage and oversee the safe, orderly, and expeditious flow of air
traffic through the airspace under its jurisdiction.
II.7 Air Traffic Control Tower (ATCT) - An elevated facility located at a position on the
airport which offers a 360° view of all parts of the airfield and aircraft movement areas.
II.8 Aircraft Approach - A grouping of aircraft based on 1.3 times their stall speed in
their landing configuration, at the certificated maximum flap setting and maximum
landing weight at standard atmospheric conditions.
II.9 Aircraft Movement - An aircraft takeoff or landing at an airport. For airport traffic
purposes, one arrival and one departure is counted as two movements.

II.10 Aircraft Operations - The landing, takeoff, or touch-and-go procedure by an
aircraft on a runway at an airport.
II.11 Aircraft Operations Area - A portion of an airport, specified in the airport security
program, in which security measures specified in 49 Code of Federal Regulations (CFR)
1542 are implemented. This area includes aircraft movement areas, aircraft parking
areas, loading ramps, and any adjacent areas (such as general aviation areas) that are
not protected by adequate security systems, measures, or procedures.
II.12 Aircraft Rescue and Fire Fighting (ARFF) Facility - A facility located at an airport
that provides emergency vehicles, extinguishing agents, and personnel responsible for
minimizing damage and casualties in the event of an aircraft fire, accident, or incident.
II.13 Aircraft Stand - A designated area on an apron intended to be used for parking an
aircraft.
II.14 Airfield - Portion of an airport that containing the facilities necessary for the
landing, takeoff, and maneuvering of aircraft.
II.15 Airline - A commercial air carrier including its equipment, routes, operating
personnel, and management.
II.16 Airline Ticket Counter - A place for airlines to provide staff to assist with ticket
sales and seating assignments, confirms passenger identification, and under- takes
baggage check-in prior to delivery to the Transportation Security Administration (TSA)
baggage screening process.
II.17 Airline (or Airport) Ticket Office (ATO) - An airline office location for supporting
operations including ticket sales, passenger and baggage check-in typically located in or
near the check-in lobby.
II.18 Airport Authority - A quasi-governmental public organization responsible for
setting the policies that govern the management and operation of an airport, or system
of airports, under its jurisdiction.

II.19 Airport Configuration - The relative layout of component parts of an airport such
as the runways, taxiways, and terminal building.
II.20 Airport Elevation - The highest point on an airport's usable runway expressed in
feet above mean sea level (MSL).
II.21 Airport Emergency Command Post - A room or combination of rooms/facilities
from which a Crisis Management Team commands and directs the response to abnor-
mal situations and threats to airport operations, such as extreme weather or other
natural disaster, terrorist event, hostage situation, or aircraft disaster.
II.22 Airport Layout Plan (ALP) - The plan of an airport showing the layout of existing
and proposed airport facilities.
II.23 Airport Master Plan - A comprehensive study of an airport that describes the
airport's short, medium, and long-term development plans to meet future aviation
demand.
II.24 Airside - The part of an airport that contains the facilities necessary for the
operation of aircraft. Also used to refer to the portion of the terminal that contains the
gates, hold rooms, etc.
II.25 Airspace - The area above the ground through which aircraft travel between their
points of origin and destination. It is divided into corridors, routes, and restricted wnes for
the safe and efficient management and control of air traffic.
II.26 Approach Surface - An imaginary obstruction-limiting surface which is
longitudinally centered on an extended runway centerline and extends outward and
upward from the primary surface at each end of a runway, at a designated slope and
distance based upon the type of available or planned approach by aircraft to a runway.
II.27 Apron - A specified portion of the airfield used for passenger, cargo, or freight
loading and unloading; aircraft parking; and the refueling, maintenance, and servicing of
aircraft.
II.28 Arterial - A class of road pro - viding the principal highway connection between
major points of destination.
II.29 Automated People Mover (APM) - A transportation system that is used to
transport, horizontally, large numbers of people between various points on the landside
and/or airside of an airport.
II.30 Auxiliary Power Unit (APU) - Equipment, either on-board an aircraft or on the
ground, that is used to generate electric power for operating on-board equipment or for
aircraft engine startup.
II.31 Baggage Claim Area - Area located in the passenger terminal building for checked
baggage that has arrived at the final destination for passengers to reclaim.
II.32 Baggage Make-up Area - Area of the baggage handling system in which departing
baggage is sorted and placed in carts or containers for loading onto aircraft.
II.33 Baggage Screening Area - That part of the baggage handling system to or
through which all originating and international re-check baggage will be delivered for
explosives detection screening by the TSA.
II.34 Blast Resistant Façade - A laminated form of glazing installation commonly
specified to mitigate injuries from flying glass.
II.35 Bypass Lane - A road lane that allows vehicles to go around other stopped
vehicles picking up or dropping off passengers on a curbside lane or maneuvering in and
out of the curbside lane.
II.36 Capacity - The variable measurement of a specific airport system or subsystem’s
throughput, or the system's capability to accommodate a designated level of demand.
II.37 Concourse - The portion of a terminal that contains the aircraft gate holdrooms,
related concessions, restrooms and services, and the circulation corridors needed for
access.
II.38 Curb Island - A pedestrian area between traffic lanes of a highway or street. In the
airport context, a curb island is used to increase curb frontage and separate different
vehicle types.
II.39 Curbside – Also known as Terminal Curb or Curb Frontage. The portion of the
airport terminal dedicated to the safe and efficient transfer of people between the
terminal and cars, buses, taxis, and other vehicles.
II.40 Demand - The number of persons, aircraft, or vehicles who want to use a facility.
II.41 Door Sill Height - Height from ground to aircraft door sill.
II.42 Foreign Object Debris (FBO) – Also known as Foreign Object Damage.
II.43 Gate - An aircraft parking position that is used for actively loading and unloading
passengers.
II.44 General Aviation Airport - An airport that provides air service only to general
aviation.
II.45 Glide Slope - Equipment that provides vertical guidance for aircraft during
approach and landing.
II.46 Ground Access - The transportation system on and around the airport that
provides access to and from the airport by ground transportation for passengers,
employees, cargo, freight, and airport services.
II.47 Ground Power Unit (GPU) - Equipment used to provide power to an aircraft while
parked on the ground.
II.48 Ground Service Equipment (GSE) - Equipment used to service aircraft while
parked at the gate including maintenance, fueling, baggage transport, cargo and airline
personnel.
II.49 Ground Transportation Center - Provides a centralized location where
commercial vehicles can pick up and drop off passengers.

II.50 Holding Station - A location created specifically to hold passengers temporarily at
a security screening checkpoint until screeners are available to escort them to the proper
area to conduct secondary screening. (A holding station differs from a wanding station.)
II.51 Hub - An airport having a high percentage of connecting flights.
II.52 Hub and Spoke - A system for deploying aircraft that enables a carrier to increase
service options at all airports encompassed by the system. It entails the use of a
strategically located airport (the hub) as a passenger exchange point for flights to and
from outlying cities (the spokes).
II.53 Hubbing - A method of airline scheduling that schedules the arrival and departure
of banks of aircraft in a close period of time, in order to promote the expeditious transfer
of passengers between different flights of the same airline.
II.54 Inbound Conveyor - Conveyor that carries baggage from the aircraft or baggage
carts to the baggage reclaim units.
II.55 International Airport - Any airport designated as an airport of entry and departure
for international air traffic, and carries out the formalities relating to customs,
immigration, public health, animal and plant quarantine, and similar procedures.
II.56 Landside - Areas of an airport to which passengers and members of the non
traveling public have free access. Also used to refer to ground access facilities, and
portions of the terminal related to check-in, baggage claim and other functions outside of
the secured portion of the terminal.
II.57 Magnetometer – Also known as Walk-through Metal Detector. A walk-through
archway device, approved by the FAA, to detect metal on persons desiring access
beyond the screening checkpoint. Metal detection can also be accomplished using hand
-held "wand" devices.
II.58 Mobile Lounge (Transporters) - Used to transport passengers between the
terminal and remotely parked aircraft. This special type of airport equipment is designed
to elevate vertically, connect with a terminal dock and/or aircraft, and drive between
each location. Passengers typically walk directly into the transporter on the same level
as the terminal or aircraft.
II.59 Mode Split (or Modal Split) - The relative proportion of all trips to and from the
airport that are made on the various modes of transportation, whether private car, taxi,
public bus, or rail and so forth.
II.60 Movement Area - The runways, taxiways, and other areas of an airport that are
used for taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and aircraft
parking areas.
II.61 Moving Walkway - A fixed conveyor device on which pedestrians may stand or
walk while they are being transported.
II.62 Navigational Aid - Any visual or electronic device, airborne or on the ground
surface, that provides point-to-point guidance information or position data to aircraft in
flight.
II.63 Object Free Area (OFA) - An area on the ground centered on a runway, taxiway,
or taxilane centerline provided to enhance the safety of aircraft operations by having the
area free of objects, except for objects that need to be located in the OFA for air
navigation or aircraft ground maneuvering purposes.
II.64 Obstacle Free Zone (OFZ) - The OFZ is the airspace below 150 feet (45meters)
above the established airport elevation and along the runway and extended runway
centerline that is required to be clear of all objects, except for frangible visual
navigational aids that need to be located in the OFZ because of their function, in order to
provide clearance protection for aircraft landing or taking off from the runway, and for
missed approaches.
II.65 Operations - The landing, takeoff, or touch-and -go procedure by an aircraft on a
runway at an airport.
II.66 Outbound Conveyor - Conveyor that takes baggage from the ticket counters and
curbside to sort piers or make-up units.
II.67 Passenger Loading Bridge - A mechanically operated, adjustable enclosed ramp
used to provide direct passenger access between aircraft and terminal buildings.
Synonymous with aerobridge, air bridge, passenger bridge, passenger boarding bridge,
jet bridge, and Jet way.
II.68 Perimeter - The outer boundary of an airport, typically but not necessarily
delineated by fences. Also a boundary that can separate areas controlled for security
purposes from those that are not, which may or may not include physical barriers.
II.69 Primary Airport - A commercial service airport that enplanes at least 10,000
annual passengers.
II.70 Public Areas - The portion of the airport that includes all publicly accessible real
estate and facilities other than the airside operations area and those sterile areas
downstream of security screening stations or beyond access-controlled portals.
II.71 Ramp Areas - Areas used by airport tenants for servicing and loading aircraft,
located on the Airport Operations Area directly adjacent to the terminal area. These
areas are part of the Security Identification Display Area. Also sometimes called "apron"
or "tarmac."
II.72 Runway - A defined length of pavement area at an airport designated for the
landing and takeoff of an aircraft.
II.73 Runway Incursion - Any occurrence at an aerodrome involving the incorrect
presence of an aircraft, vehicle or person on the protected area of a surface designated
for the landing and take-off of aircraft.
II.74 Runway Threshold - Marks the beginning of that part of the runway usable for
landing. It extends the full width of the runway.
II.75 Sally Port - A secure entryway that consists of a series of doors or gates.
II.76 Secured Area - A portion(s) of an airport, specified in the Airport Security Pro-
gram, in which certain security measures specified in 49 Code of Federal Regulations
(CFR) Part 1542.201 are carried out and where aircraft operators that have a security
program under 49 CFR 1544 or 49 CFR 1546 enplane and deplane passengers.
II.78 Security Areas - Areas defined by and subject to security requirements and
regulation (e.g., Airport Operations Area, Air Traffic Service Provider Area, Exclusive
Area, Secured Area, Security Identification Display Area, and Sterile Area). "Restricted
area" is not a Transportation Security Administration-defined term.
II.79 Security Operations Center (SOC) - Typically the central point for all airport
security-related monitoring and communication. It may or may not be co-located with the
Airport Operations Center.
II.80 Security Screening Checkpoint (SSCP) - A checkpoint area established to
conduct security screening of persons and their possessions prior to their entering a
sterile or secured area.
II.81 Self-service Kiosk - Equipment installed in airport check-in halls and other
locations, allowing passengers to check in independently and print out their boarding
passes and baggage tags, eliminating the need to go to the check-in desk.
II.82 Service Road - Roadways, access lanes, and passageways, or other designated
areas set aside for the movement of vehicles on the Airport Operations Area.
II.83 Short Haul - Operating distances of less than or equal to 1,000 kilometers
non-stop, presuming an aircraft with a full payload at normal cruising conditions and with
an adequate fuel reserve to reach an alternate airport.
II.84 Slope Bed Claim Device - One method for passengers to reclaim their checked
baggage. These devices are typically configured in an oval or rectangular configuration
located in the baggage claim area and fed by conveyors.

II.85 Swing Gates – Gates with a vestibule that can be configured both to deplane inter-
national arrival passengers and to accommodate domestic and outbound international
traffic at other times.
II.86 Taxi - To operate an airplane under its own power; other than during takeoff or
landing.
II.87 Taxilane - An aircraft path bounded on either one or both sides by aircraft parking
positions, and by which aircraft can only gain access to these parking positions.
II.88 Taxiway - A defined path on an airfield established for the taxiing of aircraft and
intended to provide a link between one part of the airport and another.
II.89 Terminal Building - A building or buildings designed to provide the interface
between the aircraft and ground transportation facilities. The building accommodates the
processes and services necessary for the enplaning and deplaning of airline
passengers.
II.90 Threshold Crossing Height - The height of the straight line extension of the glide
slope above the runway at the threshold.
II.91 Transit Staging Areas - The location where taxis, limousines, buses, and/or other
ground transportation vehicles are staged prior to being allowed access to the terminal
to pick up passengers.
II.92 Turnstiles (Baffle Gate) - A form of gate that allows one person to pass at a time.
It can also be made so as to enforce one-way traffic of people, and, in addition, it can
restrict passage to people who insert a coin, a ticket, a pass, or similar token.
II.93 Unit Load Device - A standard -sized aircraft container unit for baggage or cargo
used to facilitate rapid loading and unloading of aircraft having compatible handling and
restraint systems.
II.94 Wingspan - On a fixed-wing aircraft, the span or straight-line distance between one
wingtip and the other, including projecting ailerons.

III. LATEST TRENDS AND INNOVATIONS
III.1 Hot Property
Singapore’s Changi International Airport saw $1.6 billion in sales in 2016. By
2025, travelers from China are expected to spend a whopping $450 billion in
international travel. And when compared to a typical retail high street or shopping mall,
sales per square foot at airports are astronomical. Bottom lines like this are leading more
and more airports around the world to focus their attention on this newfound source of
revenue. But with more retailers and brands ready to jump into this rapidly ascending
market, and multiple private and public stakeholders complicating the process, operators
and airports must carefully consider a number of factors as they look to expand.
The main draw of airport retail used to be “duty free” prices and a place to buy travel
toiletries and snacks from a drab, fluorescent-lit display. As customers come to expect
just as much from an airport shopping experience as they expect from a cutting-edge
urban shopping center, only retailers that focus on compelling merchandising and
offering something different will capture their attention.
Current airline regulations mean most travelers have a significant amount of time
to kill once they pass through security. Many are in the mood to buy something new,
especially perfume, cosmetics and beauty products, but better dining options, updated
airline lounges and amenities are all competing for their time and budgets. The most
sophisticated strategies to catch their eye incorporate interactive storefronts, personal
services and amenities, and products that can’t be purchased elsewhere. Shilla’s two-
story beauty loft at Changi is a real draw for the wandering cosmetic connoisseuse,
combining more than 500 mid-market and luxury brands, like Chanel, Dior, La Prairie
and SK-II. Even locals stop in to pick up their favorite beauty products before heading
home.
Brands that tap into the need for speed are behind other innovations; rapid spa
treatments, click-and-collect connected to in-flight e-tail, and location-specific sales and
offers pushed to smart phones are just some of what’s going to start popping up at major
airports. Under the category of wellness, we’re seeing branded meditation gardens, yoga
studios and sleep pods, all making travelers reluctant to board their flights and leave the
airport, minimized legroom notwithstanding.
III.2 The Wild Blue Yonder of Tech
They tell us that social media is going to become an even bigger part of every
aspect of our lives, but the truth is, it’s only catching on at a handful of airports. When it
works, it can help form a place-making, must-be-seen landmark. Things like the nine-
meter digital tree in Singapore’s Changi airport fall into that category, making for an
Insta-worthy travel experience with its 64 360-degree digital screens. Other airports may
start incorporating similar social media connections, but the real tech story in the airport
is about unseen digital infrastructure. And the first airport to get it right will truly disrupt
travel retail for the better.
This part of the conversation is less sexy than perfume displays and luxury
handbags, but the back-of-house component is crucial to the future of retail. It’s only a
matter of time before Amazon’s “shopping like stealing” concept makes its way to stores
everywhere, but airports will most likely lag behind; the added layer of security and an
entrenched warehouse/merchandise mindset not only lead to chaotic visual
merchandising and slow-to-adapt stock, they make it more difficult to implement the
latest technology. Once airports jump these hurdles, the future is real-time, fully
connected, Big Data systems that will revolutionize the customer path to purchase and
the way we think about shopping at the airport.

With this kind of technology in place, our design team imagines minimal
merchandise on the floor with the ability to scan the price tag and a boarding pass, then
picking it up at the point of sale, or even direct robot delivery.
The connected system would allow airport retailers to rethink how they process
and warehouse merchandise, so popular products are always on hand during peak
times and storage space can be reduced for other products. It also has the potential for
a social component, allowing displays to show in real time what the highest rated or
most purchased items are, adding to the feeling that this isn’t the same shopping
experience you could get at any other department store.
The first airport retailer to get the seamless tech equation right will be a
substantial cut above the rest, but even airports that aren’t close to the cutting edge of
technology are trying to do something to make themselves stand out. The connection to
customer behavior and making the travel experience genuinely better will be the true test
of how much impact it has.
III.3 The Family Connection
Most brands, especially luxury brands, want to ultimately appeal to affluent,
fashionable people in their late 20s and early 30s, but airports and airport retail would do
well to expand their circle beyond this 20-something jetsetter archetype and focus on a
demographic that they’ve often ignored: families.
Millennials have always valued seeing the world and are willing to spend money
on travel, and that hasn’t changed just because they have toddlers in tow, but they’re
also finding a big difference between flying solo and traveling with kids. Parents are
willing to pay to access kid-friendly food and play areas and will likely choose a particular
airport route if it means travel time isn’t filled with whining and tantrums. Entertainment
and edutainment that appeal to the entire family will encourage this demographic to
spend more time and more money, but only if it’s accessible and available.
The landside of the airport is getting in on the game too. German company
Emmasbox has a pilot program testing out click-and-collect from the baggage claim,
where travelers can use this “dead time” to order grocery items or meal kits and pick
them up from an on-site fridge. The concept dovetails nicely with the rise of AirBnB,
since many travelers, especially families, will either be heading home or to a rented
apartment or house without access to the dining amenities of a hotel.
III.4 A 35,000-Foot View of the Airport
Between hotels, retail, dining and millions of people that pass through them every
year, airports really are like miniature cities. And just like other cities, the high-value land
immediately surrounding them is ripe for development. A true “aerotropolis” holds the
potential for world-class urban planning, major infrastructure and creating both airside
and landside landmarks. The catch is that the number and diversity of stakeholders can
make it even more challenging, especially in the United States and Europe. Many
airports in Asia have already achieved some level of aerotropolis status because they
have excellent infrastructure, good mass transit and it’s actually convenient to get there.
There’s a reason why all the top ranking airports are in Asia; the facilities and digital
experience are better, for sure, but it’s the service and efficiency that set them apart. Los
Angeles, London and Paris are trying to enhance their terminal environments with better
retail and a more pleasant overall experience, but they still have a long way to go to
catch up to the likes of Hong Kong and Changi airports. We’re already seeing plans for
vast mixed-use developments in cities like Memphis and Amsterdam and we predict that
this is a long-term trend that’s here to stay.
III.5 Local Matters
At the end of the day, great retail, whether it’s on Michigan Avenue, Rodeo Drive
or at an airport, will always be about the customer experience. 62% of US consumers
state that the most important part of travelling is to explore the authentic culture of the
destination, rising to 78% for Chinese respondents (source: Expedia/Future Foundation,
2016). Just as Americans have spent the last decade moving away from suburban
shopping centers with the same stale lineup of chain stores in favor of local, unique
shopping experiences, travelers are looking for a similar level of local flavor in airport
retail.
As the first or last impression most people get of a city, major airports are taking
note. The recently renovated Tom Bradley terminal at Los Angeles International Airport
now offers a mall-like retail environment. After the security gates, travelers take the
escalator into the various retail experiences offered in the grand hall area. The already-
famous digital media screens are filled with images of California’s beaches and abstract
art. The range of the retail offer in the new Tom Bradley is also well beyond the ordinary
with series of luxury brand names, making it feel more like an upscale shopping center
than an airport terminal.
CRTKL’s latest project win for the liquor and tobacco store with CDFG at Hong
Kong International Airport will offer major customer interaction with merchandise and a
new way of organizing the space using different “rooms” that curate different liquor
types. Getting customers to the point-of-sale is part of any retail journey, but this level of
engagement really gives shoppers the opportunity to be educated about what they’re
buying.
III.6 The BIM Advantage
In terms of passenger flow and simulation modeling, Massey says the technology
to present a true graphical representation of terminal interior models and how
passengers use the facility has gotten much better in recent years. “Simulation modeling
is a tried and true tool we continue to use,” he comments.

The real advantage these days relates to BIM (building information modeling),
says Massey. BIM allows building drawings and specifications to be modeled and
reviewed in three dimensions.
“We’ve found that BIM has been extremely helpful in terminal buildings from a
conflict resolution standpoint,” he adds. “In the past, many things had to be resolved in
the field … now that we use BIM — and the many designers and engineers can put all of
their drawings in 3-D — we can do that conflict-resolution in a conference room on a
screen before construction happens. “This allows us to see where problems may exist
before we get to that point in construction; it drives costs down and makes the process
go along much easier.” BIM has also changed how architects, engineers, and
contractors work together by requiring more communication between stakeholders,
explains Massey. The construction procurement method can have a significant impact
over how the modeling and coordination process goes, he says. “We have done a lot of
projects where the client brings on a construction manager during design — we have
found that to be very beneficial. We believe overlap with the contractor and the design
team is a good thing.
“In general, the best way to implement the terminal is to have the same set of
eyes follow the process from planning all the way to opening day — that ensures the
best continuity and execution of the original ideas.”
III.7 Planning For Technology
The evolution of the technology industry has certainly had an effect on airport
terminal buildings, relates Massey. He remarks, “At Love Field, when we started to tear
into the building and renovate it, we went into the basement and found ‘spaghetti’ of
conduits and wires … everything from copper that had been there for 30 years to new
fiber that somebody put in last year.” The good thing is the industry is getting to a point
where everything is pretty much fiber optics, and everybody rides on the fiber-backbone,
says Massey. “Airports can now provide that backbone and manage it just as it provides
the roadway out front of the facility.” The challenge today is designing the facilities in a
way that the technology is easily accessible, and not in the way of something that might
need to be done to the physical infrastructure of the building in the future, explains
Massey. “There are a couple of very technology-intensive areas like ticketing halls and
security checkpoints where everything needs an IP (internet protocol) address — it
needs to be an adaptable network that you can get to and manage,” he comments.
“Particularly in the ticketing halls, there are certain layouts of equipment that you can
reasonably expect in many facilities. We try to create right-of-ways beneath the floor that
correspond to those equipment ‘zones’. “The biggest thing we have found we can do
with regard to IT is try to be as preemptive as we can about defining the logical locations
for future needs, and then reserving those spaces.”
III.8 Defining Space; Wayfinding
The ticketing halls are getting to be a third of the size they used to be, relates
Massey. “Probably within the next ten years I would think the ticketing hall size will reach
equilibrium where it has become right-sized and where the baggage function will be the
area’s primary function.” The security checkpoint is one of the most difficult parts of the
building to deal with, says Massey. “The best practices that we’ve found is to provide
flexible infrastructure below the floor — you have to be able to get to the floor below the
checkpoint so it is easier to run cable and move outlets as the equipment layouts
change,” he adds. “Another trend at the checkpoint is to put ‘soft’ space on either side.
By soft space, I mean offices or elements that can be relocated and moved around in
case the checkpoint needs to be expanded.” The intuitive wayfinding concept is an
architectural idea, explains Massey. “Particularly, it is related to the departures process,
and it goes to the level of service. “What you want the building to do is make the
departures process for a passenger as simple and stress-free as possible ... that is done
by creating space and utilizing art — telling people what to do next with the intelligent
use of light and volume. “Tall ceilings, bright lights, and clear views in the direction we
want people to go; that’s the basic premise of intuitive wayfinding.”
III.9 Concessions; Retail
Most everything is post-security these days, except in places where there are
larger meet and greet markets, says Massey. He remarks, “Concessions are getting
more and more important; concessions planners are telling us they need more space.
The airport is using the concessions program as part of the branding of the airport and
its region; we are doing a lot to integrate local flavor into the facility with regard to the
retail and concession vendors.”
III.10 Sustainability
Corgan has many LEED-accredited professionals in the practice, says Massey.
LEED (Leadership in Energy and Environmental Design) is a system meant to get
designers and owners thinking sustainably, he continues. “Many of the terminal projects
have been certified LEED-Silver; that seems to be the appropriate level for airports that
utilize LEED guidance,” comments Massey. “We spend a lot of time analyzing the
passenger population over time so we can determine the heat load, and right-size all of
the systems in order to optimize the energy-saving potential of the building’s various
operational systems.” Looking for opportunistic innovation with regard to sustainability
has paid off for Corgan, explains Massey. For example, the company reused Redwood
from an old bridge for the Sacramento project.
In Dallas, Corgan found a natural underground spring — an ongoing problem for
the airport with regard to keeping the basement dry. “We saw it as an opportunity,” says
Massey. “We captured the water and used it for the building’s cooling systems. “We like
looking for unique aspects of different projects, and capitalizing on them in a sustainable
way.” With regard to building materials in general, “In recent years, we have gone away
from the exposed steel structures in big spaces; it has gotten expensive in the past
several years,” says Massey. With regard to future trends, “The biggest area of change
will be landside facilities such as the ticket hall, the roadways, and the parking garage …
those are in a rapid state of development,” remarks Massey. “How you get people and
baggage out of cars and through security qucikly and efficiently is an area ripe for
immense innovation in the next 10-20 years.”
III.11 Synergism
Both DEN and YVR are leading this trend. Both have built light-rail connections
to their respective cities. Both are building or planning non-aeronautical and
complementary facilities such as hotels and shopping centres that operate in synergy
with the terminal. The airport of the next 20 years will become a city in itself, with
diverse, vibrant and synergistic uses.
III.12 Streamlining
Technology is transforming terminal design and will enable existing infrastructure
to be streamlined. In addition to self-service check-in and bag drops which are now
standard, a single example will suffice: YVR’s proprietary passport-reader technology
enabled the airport to accommodate a huge spike in volume during the Olympic Games
without building a costly expansion. The terminal of the future will be right-sized, taking
full advantage of technology to get more use out of less space.
III.13 Sentience
The airport of the future will be sentient – knowing who you are, where you are,
and how best to provide you with relevant timely information along your journey.
Technologies are already being implemented that customize and personalize
information, and make it available to you based on your location. Other technologies are
being tested that produce ‘heat maps’ that depict passenger flow in real time, enabling
adjustments to be made to ease congestion.
III.14 Environmental and Financial Sustainability
There are two aspects to sustainability – environmental and financial. While
environmental sustainability is now widely accepted and adopted, there are no
significant airport terminals that are ‘net zero’ in their energy use, a target that has
already been achieved in other building types. The airport of the future will be net zero,
or possibly even a net exporter of energy.
In terms of financial sustainability, many airports have made great strides in
enhancing their non-aeronautical revenues. The airport of the future will continue that
trend, by offering diversity, quality and convenience in its retail offerings that are
comparable to the very best downtown retail environments.
III.15 Serenity
The airport of the future will bring the serenity of the business-class lounge
experience to the average traveller. The use of ‘acoustically noisy’ interior surfaces, for
example, will be replaced by sophisticated materials that create a soothing and serene
environment. Airports will reduce or eliminate annoying and often unintelligible audio
announcements and replace them with visual paging and information that is delivered
through hand-held devices.
III.16 Sensational
The airport of the future will incorporate a ‘wow-factor’ that will appeal to all of the
senses. That ‘wow-factor’ will be achieved through a combination of architecture, interior
design, artwork, exhibits and media, digital or otherwise. At the same time, the airport of
the future will achieve its ‘wow-factor’ in authentic and relevant ways that communicate a
unique and distinctive ‘sense of place’ that is relevant for its city and community.
III.17 Safe and hassle free
Finally, the airport of the future will be secure in ways that are transparent to
passengers. While there is almost universal understanding of the need for security
processes in airports, it is fair to say that there is a universal dislike of their
intrusiveness.
III.18 Guelmim Airport / Groupe3 Architectes
The new Guelmim airport is
integrated in an existing military
infrastructure located 3km north of the
city. The stakes of the project were
simplicity, efficiency, environmental
control and extensibility, which is a
prerequisite for the durability of an
airport. It is with this objective that the
construction of the building was
designed in 2 phases, resulting in a
linear design parallel to the runways.
The terminal building consists of 2 double
height halls that hold the waiting areas which
open onto the landscape on one side and on
the runways on the other, protected by wide
overhangs and a light-filtering façade. The low-
emissivity metal filter is a patchwork of
perforated panels that draw the shade and
colour the light, subtly evocating the decorative

themes of the region. The linear main building located between the bonded zone and the
duty free zone is topped with a patio that provides natural light to the heart of the
building.
The main issue of the project was providing the maximum amount of natural light
and ventilation to avoid expensive technical equipment, while optimizing the view of the
surrounding landscape, which facilitates movement and flow of the building’s users.
III.19 KAAN Architecten Designs Glassy New Terminal for Amsterdam Airport
Schiphol
KAAN Architecten’s terminal design takes into account functionality and urban
integration through architectural clarity and spatial openness. The new terminal will
account for 14 million passengers, in addition to the 50 million the existing airport
currently welcomes per year. Proximity to the plaza, train, and the potential for future
expansions were the fundamental drivers for the spatial organization and facade design
by KAAN.
“The most inspiring architectural and planning DNA at Schiphol is that of De
Weger and Duintjer’s 1967 Departures Hall, with interior design by Kho Liang Ie
Associates, which is characterized by abundant daylight, simplicity of space, and an
impressive spatiality,” the design team says.
The existing Schiphol Airport began as a military airbase nearly 100 years ago.
However, now that it operates as an international airport, connectivity and urban
integration are top design priorities. The use of glass will give passengers a clear
understanding of their surroundings in and outside the terminal. A raised plateau in the
heart of the building will house check-in and baggage claim. When passengers arrive at
check-in, they will enter this high-ceiling space with panoramic views of the entrance hall
complemented by overhead latticework that will encase the Dutch sky. Departing
passengers will utilize the prominent reception hall that overlaps the raised plateau.
Wood flooring and greenery placed under light wells will reveal the designs sustainable
attributes. The design team strived for serenity, unity, and the building blocks for future
extensions by utilizing structural modularity and a repetitive rhythm. Columns in the
facade and facility areas support the 180-by-150 meter roof, which defines the design
with its overhangs and black eaves.
III.20 Oslo Airport Expansion / Nordic Office of Architecture
Designed by Oslo-based practice Nordic-Office of Architecture, the 115,000 sqm
expansion to Oslo Airport sets new standards in sustainability. The competition-winning
design, which uses snow as a coolant, has achieved the world’s first BREEAM ‘Excellent’
sustainability rating for an airport building.
The expansion doubles the size of the existing terminal building with the addition
of a new, 300m long pier. Nordic continued the timeless architectural expression and
rational simplicity of the original airport – which the practice designed in 1998 - whilst
introducing new design elements to enhance the passenger experience. Nordic also
updated the existing train station, which sits at the heart of the airport enabling 70% of all
passengers to access the airport by public transport.
Nordic’s design increases the airport capacity from 19million to an anticipated
future capacity of 30miliion, whilst passenger flow was improved with a maximum
walking distance of just 450m, far shorter than most airports. The multi-disciplinary
design team applied an holistic approach to sustainability, including the harvesting of as
much on-site energy as possible. Snow from the runways will be collected and stored
during wintertime in an on site depot to be used as coolant during the summer. Natural
materials have been used throughout the building: the new pier is entirely clad in timber
sourced from Scandinavian forests. Recycled steel and special, environmentally friendly,
concrete mixed with volcanic ash has been used throughout. By choosing
environmentally friendly materials, the building’s CO2 emissions were reduced by 35%.
Enhanced levels of insulation mean the project has achieved Passive House
level performance standards. Energy consumption in the new expansion has been cut
by more than 50% compared to the existing terminal. Passenger comfort and well-being
have been key drivers of the design throughout. Artificial lighting is designed only as a
minimal supplement to high levels of natural daylight, and can be set to reflect different
moods according to weather, season and time of day. The compact layout of the building,
transparency and open spaces enhances visual legibility and wayfinding, providing
reassurance and peace of mind for travellers. A panoramic window at the north end of
the pier, a 300-metre long skylight and curved glazed windows on both sides open up
the view to the surrounding landscape and beyond.
Green walls and water features suggestive of Scandinavian forests enhance the
experience for passengers as they move through the terminal. The retail units in duty
free areas have been conceived as organic stone forms associated with Norwegian
landscapes. Gudmund Stokke, Founder and Head of design at Nordic-Office of
Architecture, commented: “We are delighted to have delivered a project which not only
develops Oslo Airport’s distinctive architecture, but one which also provides a greatly
enhanced experience for passengers.“ Dag-Falk Petersen, CEO of AVINOR commented:
“Oslo Airport is now more spacious, more efficient and more comfortable for the
passengers. The expansion project was delivered on time and under budget by the
design team.” Nordic’s team is currently working on ten airport projects in seven different
countries. Istanbul New Airport, is scheduled to open next year and, once completed, will
be the largest airport in the world.

III.21 Zagreb Airport / Kincl + Neidhardt + Institut IGH
New on the architectural scene is the passenger terminal of Franjo Tudman
Zagreb Airport, now impressively inaugurated in the finale to the big international
competition of 2008 that attracted 17 entries, including three from Pritzker Prize winners
– architect Shigeru Ban (2 nd prize), Norman Foster (3 rd prize) and Zaha Hadid (5 th
prize). Ultimately, the international jury awarded the first prize to the Croatian design
team. This complex project is presented as part of the new Airport City zone intended to
be a future development area of metropolitan Zagreb. Apart from its well-considered
functional positioning in the space, the new terminal is dominant in a planning sense as
well, impressively accentuating the picture of the city in its southern views.
In the layout of the ground plan, the terminal, in spite of its size, is simple and
legible in its architecture, composed of an elongated tract of communications passages
with aircraft stands and of a central building in which all the other functions are housed.
The main volume of an almost square plan (137.5 x 131.1 m) that extends through four
floors, is filled with check-in counters, hospitality establishments as well as many

ancillary features and the security control zone. Within the longitudinal part of the
terminal are the commercial functions and the waiting room islands, from which, via eight
flexible bridges, embarkations are managed.
The structure’s expressiveness derives from its organic shaping in conjunction
with the powerful algorithm of the complex curves of the roof. The undulating silhouette
helps it to fit into the surrounding context, signalises the city in which the structure is
located and openly evokes the skyline of the mountain surrounding Zagreb. The roof of
the new terminal leaves the impression of a light and lacy fabric that seems to be floating
over the interior. The combination of metal envelope and large format glazed
membranes on the facades provides unique views onto the city. This kind of approach to
visual idiom is achieved in an inseparable link with the structural base of the whole
terminal – a double- curved spatial steel grid composed of 26,000 ‘sticks’ that, precisely
because of the curved shape of the external envelope, are all of different lengths, linked
together with the 6100 spherical nodes of the grid.

Out of a utilitarian segment of the building, the structural roof grid, the effect of a
work of art is created, the white of the many linear elements creating an impressive
interior landscape, their geometry resulting in a sculptural impression that occupies pride
of place in the experience of the interior. Underlying this expressiveness of form are
striking data about the material expended – 2000 tons of structural steel, 35,000 cubic
metres of concrete and 5000 tons of rebar. The new aerodrome complex is a synthesis
of structural engineering, architectural art and superb functionality as well as urban
contextualising, becoming a new reference point in Croatian 21st century architecture.
Out of the featureless periphery of Zagreb it has created a potent centre that will turn
into a prestigious architectural and urban design gate to Croatia.
III.22 Shenyang Taoxian International Airport Terminal 3 / CNADRI
The year of completion for Terminal 3 was 2013. On the basis of T1 and T2 with
existing 7.5 MAP, T3 was supposed to meet the 17.5million passenger demand in 2020
with 6,430 passengers in peak hour (5,130 domestic passengers and 1,300 international
passengers). Combined together, T1, T2 and T3 can meet the demand of 25 million
passengers in 2020.
Shenyang Taoxian Airport is
one of the key airports in North
China, and the new T3 will not only
enhance the capability of air
transportation and service quality,
but also improve the integrated
transportation system in Shenyang.
It will also expand the economic exchange, improve environment for investment and
facilitate rapid economic growth and development in Northeast old industrial base.
Meanwhile, the passenger friendly designing philosophy has strong demonstration effect
and will inspire the designing of terminals in the future.
III.23 Heydar Aliyev International Airport Baku / Autoban

The new terminal at Azerbaijan’s Heydar Aliyev International Airport will soon
open in the country’s capital of Baku. The landmark terminal features interior
architecture and experiential design by the globally acclaimed, Istanbul-based Autoban
studio. Bearing all the hallmarks of the multidisciplinary studio’s experimental, genre-
defying approach, the contemporary interiors overturn airport conventions of cavernous
space and impersonal experience. Taking inspiration from Azerbaijani hospitality,
Autoban’s Red Dot award-winning design spans the entirety of the terminal’s passenger
spaces, and includes striking custom-made wooden ‘cocoons’ that create a sense of
welcome and discovery, and opportunities to either meet or retreat. This use of narrative
and unconventional forms is typical of Autoban’s idiosyncratic approach. For more than
a decade, the studio has developed a reputation for its imaginative, human approach to
design, creating spaces that are firmly rooted in cultural, social and geographic
narratives, yet offer unexpected and thought- provoking experiences to their inhabitants
and visitors.
At Heydar Aliyev, their bespoke furnishings and lighting schemes upend airport
typologies, opting for tactile natural materials such as wood, stone and textiles, gently
and warmly lit. The cocoons – which vary in size and house an array of cafes, kiosks
and other amenities – exist at the convergence of architecture and art, creating an
inviting, intriguing landscape within the huge transportation hub that challenges
expectations of the airport environment. Autoban have also conceived, designed and
furnished four handsomely appointed ‘Salam Lounges’ exclusively for business class
use, extending the best of their hospitality expertise to these premium passengers. Now
spanning 65,000 square metres, more than six million passengers a year are expected
to pass through the airport, enjoying Autoban’s thoughtful, highly functional and
memorable gateway to the country and the wider Caucasus region.
III.24 New Clark airport to introduce Modern Filipino design by Budji+Royal firm
Sierra Madre inspires the silhouette, lahar to mimic marble finish for flooring,
open areas and gardens for send-off and welcome crowds.
Perhaps, for the first time, modern Filipino architecture will have its imprint on a
major Philippine airport, as the tandem of Budji Layug and Royal Pineda creates the
architectural concept for the Clark International Airport Terminal 2. “The modern
Philippines will finally manifest itself to the world,” architect Pineda puts it succinctly.
Design is at the forefront of redeveloping Clark in Angeles, Pampanga, as the
country’s model of a progressive city. Among the firm’s key projects is the upcoming
Clark International Airport Terminal 2.
The Clark redevelopment is a project of the Bases Conversion Development
Authority, with its president and CEO Vince Dizon and chair Greg Garcia, Budji+Royal is
doing the architectural concept design of the new terminal in collaboration with the Hong
Kong-based consultant Integrated Design Associates. The project is with Megawide. The
Budji+Royal firm is defining Clark’s urban planning and architecture based on its
advocacy of Modern Filipino architecture and design—as the concept will be branded
hereon. Pineda says, “Although we Filipinos respect international standards, some of
their solutions are specific to a foreign setting. As Filipinos, we must take charge of our
vision. We can open up to the world to collaborate and learn the best practices but apply
them in our context.
“Once we create solutions and articulate them in our designs, they can become
the modern Filipino standards for architecture. Other tropical countries can study how we
are doing it. We are trying to generate innovations so that we can share them with the
world. We can produce distinctly Filipino designs which make us authentic.”
The new 100,000-square-meter terminal (about the size of Hong Kong
International Airport’s Terminal 2) will complement the main Clark International Airport
and the Ninoy Aquino International Airports (Naia) in Manila to accommodate the ever-
increasing passenger traffic.
III.1.1 Tropical plaza
The design bears a sense of place—the soul of the country. Envisioned
as an architecture landmark in Pampanga, the terminal will have a façade

inspired by the wavy silhouette of Mount Arayat, which is 16 kilometers away
from Clark, and the Sierra Madre, the country’s largest mountain range.
The roofline will use longspan metal and a glue-laminated (timber)
structure. Warm, tropical tones make the structure blend with the landscape. The
airport will also showcase the use of advanced and sustainable materials.
Travelers will get around the terminal faster, see more views of nature and
encounter less physical barriers.
“Apart from the architecture, we want to celebrate the culture of
Filipinos—we greet and send off our loved ones. So the planning takes into
account the comfort of well-wishers and greeters,” says Layug. The sendoff and
welcome sections are open areas, with gardens called the Tropical Plaza at the
entrance of the new terminal. There will be restaurants where people can relax
while waiting for the arrivals.
“The plan reflects the warmth of Filipinos,” says Pineda. “This concept
was an offshoot of our rehabilitation of Naia 1 in 2011. We are bringing this
concept as our main DNA in what makes the Filipino airport distinct. Present your
culture beautifully and efficiently so that the world will appreciate it.”
III.1.2 New luxury
The project is also rethinking the concept of luxury. “We have been timid
for a long time. It’s about time we went bold but practical. Being bold doesn’t
mean that we will overspend. A government building can be practical imbued
with the new luxury of Filipinos—space, openness, lightness and not expensive
materials,” says Pineda.
The ridged roofline of the sprawling airport echoes the outline of the
surrounding mountains. The roofline will use longspan metal and a glue-
laminated (timber) structure often referred to as glulam.
The warm, tropical tones of the surface treatments let the structure blend
with the landscape—an organic perspective, says Pineda. As a nod to one of
Pampanga’s famous cultural symbols, the parol or star lantern, the patterns of
the lantern will be interpreted in the glulam. Following international standards, the
runway can accommodate several Airbus 380s and even a space shuttle, adds
Pineda.
III.1.3 Cozy ambiance
The interiors will echo another cultural symbol, the bamboo. It must be
noted that Layug earned fame here and abroad in the late 1970s by modernizing
the use of bamboo in furniture—a feat that landed his line at Bloomingdales in
New York, a first for a Filipino. The hub has a modern design that blends with the
Filipino setting.
Since then, the bamboo—its limitless potential—has been seminal in the
evolution of the Budji Layug design. Instead of using traditional bamboo, the
Clark project will make prodigious use of sustainable glulam or structural
engineered wood in the interiors. “The coziness is achieved in the naturalness of
the material,” says Layug. Pineda stresses, “We didn’t want to create a cold
terminal. We wanted the Filipino feeling. The interiors have the warmth of wood.”
The flooring will use locally sourced material, lahar from Mount Pinatubo.
It will mimic a terrazzo or marble finish for an understated elegant look. The
pitched ceilings will create the grandeur of the outdoors. “They reflect the organic
shape of the mountains. The different heights lend the feeling of dynamism and
blending with the landscape. When you enter the space, you are in awe,” says
Layug. Pineda cites another design trademark of the firm—permeability or
transparency and unimpeded flow of space. Vast expanse of glass will allow a
majestic view of Mount Arayat.
The design is anchored on a function—to help alleviate the stress of
visitors and travelers. The Clark terminal is to be completed in 2019.
The Tropical Plaza has tree-lined open areas where visitors can loiter—a
nod to the Filipino custom of welcoming and sending off loved ones. Layug notes
that when Filipinos leave the country, they are full of excitement on seeing new
things abroad. But when they return, instead of feeling well-rested, they feel
gloomy. “Everything looks so Third World,” says Layug. For him, Clark Terminal
2 must herald a renaissance. “This airport will make us happy to come home.
Something like this signals that the Philippines is stepping up on its modernity. It
will show the world that we are in business. Everybody will have pride that the
country is moving forward,” says Layug

IV. ARCHITECTURAL SOLUTIONS

IV.1 Airport Runway and Taxiway System Analysis
The main objective is to provide a runway and taxiway system that meets FAA
standards, and provides for a safe and efficient airfield. As is the case throughout
this segment of the master plan process, facility requirements must be analyzed in
detail before they are recommended as airport improvements on the approve Airport
Layout Plan (ALP).
IV.1.1 Airport Design Aircraft
To reiterate the definition of the Airport Reference Code (ARC); it is a FAA
coding system used to relate airport design criteria to the operational and
physical characteristics of the aircraft currently using or projected to use the
airport. The critical aircraft is that aircraft with the most demanding (i.e. largest)
critical dimensions and highest approach speed that consistently (at least 500
operations per year) uses the airport.
IV.1.2 Airport Design Standards
Airport design standards are used to properly size and locate airport facilities.
There are three types of standards: Dimensional (e.g. required width and length
of runways and taxiways); Clearance (e.g. required clearances between
runways, taxiways, and other facilities); and operational (described below).
IV.1.3 Operational Safety Standards
The airport must provide a safe operating environment for aircraft. The FAA AC
150/5300-13, Airport Design establishes protection areas around the runways to
help ensure such an environment. These areas are:
IV.1.3.1 Runway Safety Areas (RSA) – The RSA is a prepared surface that
surrounds the runway (and extends a specified distance beyond it) that is clear of
obstructions. Keeping the RSA clear helps minimize damage to aircraft in the
event of an accident.
IV.1.3.2 Runway Protection Zone (RPZ) – The RPZ is a trapezoidal area
located off each runway end. The RPZ should be clear of obstructions to the
greatest extent possible, to enhance the protection of people and property on the
ground and provide a clear approach surface.
IV.1.3.3 Object Free Area (OFA) – A ground area surrounding runways,
taxiways and taxi lanes which is clear of objects except for those whose location
is required by function.
IV.1.3.4 Runway Visual Zone (RVZ) – The RVZ is an area maintained free and
clear of obstructions for the purposes of providing an unobstructed view of
aircraft arriving to/from the intersection of the two runways at UUU. This area is
depicted on the Airport Layout Plan and the size is a function of the distance from
the runway threshold to the intersection point of the two runways.
IV.1.4 Airport Design Standards
The FAA’s AC 150/5300-13, Airport Design defines the airfield dimensional
standards associated with different aircraft classifications. The dimensional and
clearance standards for the airside areas are presented in Table IV.1.4.1. The
operational safety standards are presented in Table IV.1.4.2.
Table IV.1.4.1
B-II Design Standards
Airfield Component B-II Dimensions

(m)
Runway Width 22.86
Runway Parallel Taxiway Centerline 73.15
Centerline to: Nearest Aircraft Parking Area 76.20

Taxiway Width 10.67
Taxiway Parallel Taxiway 32.00
Centerline to: Fixed or Movable Object 19.96
Table IV.1.4.2
B-II Operational Safety Standards
Airfield Component B-II Dimensions

(m)
Width 45.72
Runway Safety Area
(RSA)
Length Beyond RY End 91.44
Inner Width 152.40

Runway Protection
Outer Width 213.26
Zone (RPZ)
Length 304.8
Width 152.40
Object Free Area
Length Beyond RY End 91.44
IV.1.5 Runway Length Analysis
The recommended length for a primary runway at an airport is determined
by considering either the family of airplanes having similar performance
characteristics, or a specific aircraft requiring the longest runway. This need is
based on the aircraft or family of aircraft that use the airport on a regular basis,
where regular basis is typically defined as a minimum 500 itinerant operations
per year. Additional factors considered include critical aircraft approach speed, its
maximum certificated takeoff weight, useful load and length of haul, the airport’s
field elevation above sea level, the mean daily maximum temperature at the
airfield, and typical runway surface conditions, such as wet and slippery.
For UUU the program identified a recommended maximum runway length for
the major aircraft (i.e., 100% of the aircraft fleet) as follows:
 3,570 feet for small aircraft (less than 10 passenger seats)
 4,120 feet for small aircraft (10 or more passenger seats).
 5,330 feet will accommodate 100 percent of large aircraft (60,000 pounds
or less) at 60 percent useful load. There are occasions however, when
the payload of a specific aircraft may be higher than 60 percent, and may
even approach the maximum practical payload of 90 percent.
The term ‘useful load’ for this planning purpose refers to the difference
between the maximum allowable structural gross weight and the operating empty
weight of the aircraft in question. FAA guidelines require the selection of 60
percent or 90 percent useful load to be based on the length of haul and service
needs of the critical design aircrafts, and note that the 60 percent useful load
table is to be used for those airplanes operating with no more than a 60 percent
useful load factor. This planning effort assumed that most aircraft will be
operating at or near the 60 percent useful load factor.
Table IV.1.5.1 defines the runway length requirements developed using the
FAA program and reflects runway lengths for small airplanes and large airplanes
(with both 60 percent and 90 percent useful loads). Using the “Airport Input Data”
noted in Table IV.1.5.1 the runway length requirements produced by the FAA
computer program, shows that the existing 2,999 feet length of the primary
Runway 4-22 was adequate to accommodate up to 95% of the small aircraft fleet.
Table IV.1.5.1
Aircraft Runway Length Requirements
Measurement
Airport Input Data
(m)
Airport Elevation (MSL) 52.43
Mean Daily Temperature Of The Hottest Month 80.0 F degrees
Maximum Difference in Runway Centerline Elevation 7.32
Length of Haul for Airplanes (>60,000 lbs) 80,4672
Runway Length Recommended for Airport Design
Small airplanes (>10 passenger seats):

75% of these small airplanes 749.80

Small airplanes (>10 passenger seats) 1255.78
Large airplanes (<60,000 lbs):

75% of these large airplanes at 60% useful load 1475.23
Airplanes (>60,000 lbs) 1545.34

IV.2 Physical Characteristics
IV.2.1 Passenger Walking Distance
Many sources describe the process and guidelines for airport terminal
planning. In the Apron and Terminal Building Planning Manual, the Ralph M.
Parsons Company (1975) also provides guidance for planning airport apron-
terminal complexes. They briefly discuss circulation; however, there is little
mention concerning the effects of walking distances on passengers and their
walking distance preferences. The Federal Aviation Administration (1994)
mentions the possibility of installing moving walkways, escalators, and so forth
to make excessive walking distances more tolerable.
In Planning and Design of Airports, Horonjeff, et al. (2010) state that
walking distance should be examined and considered in the terminal design
development. As with other planning and design references, very few insights
into acceptable walking distances are provided. Wells (2004) and Odoni and de
Neufville (1992) also mention that airports should consider minimizing walking
distances for passengers when designing terminal building space requirements.
Another widely used planning guideline is provided by IATA (International Air
Transport Association 2004), which suggests a maximum passenger walking
distance of between 820 and 985 feet (250 and 300 meters) unaided and up to
2,133 feet (650 meters) with moving walkways.
Delve (2004) mentions that size and positioning of escalators and other
people mover systems at airports are very important to minimize the time and
distance that passengers travel. He also suggests a strategy for exposing
passengers to various revenue-generating sites such as stores and restaurants
while proceeding through the terminal. As such, design projects are not always
focused on improving passenger travel time efficiency. Russell (2004) reviews a

project to expand the number of service stands at London's Gatwick Airport. The
focus of this article is on the use of a new passenger bridge that connects the
North Terminal with the Pier 6 satellite building. Although not specifically
designed to reduce passenger travel times, the bridge provides passengers with
a direct pedestrian link to aircraft, saving an estimated 50,000 coach journeys a
year. With 200-ft (61-m) long moving walkways and 33 feet (10 meters) between
each moving walkway, the bridge also provides an enjoyable walking experience
for passengers. Walking distance and walking speed are significant factors when
installing automated pedestrian movement systems within airport terminals.
Seneviratne (1985) proposes an approach for determining critical pedestrian
walking distance. Based on findings from a series of surveys in Calgary, Alerta,
the critical pedestrian walking distance distribution was found to be dependen t
on the classification of the pedestrian . The results show that the best walking
distance distribution for most work-based trips follows a gamma distribution and
the critical distance is estimated at 796 feet (243 m). This is the same
methodology first introduced by Pushkarev and Zupan (1975), where they
identified a critical walking distance distribution for urban areas. They report that
average walking distances in central London were more than 2,625 feet (800
meters), whereas those in midtown New York City were 1,719 feet (524 meters).
Moreover, Pushkarev and Zupan (1975) state the advantages and limitations
when using an escalator and a moving walkway. However, they leave the optimal
length of a moving walkway as an open issue. In order to solve this problem,
Bandara and Wirasinghe (1986) and Bandara (1989) develop an analytical model
for optimizing pier-type terminal configurations. They consider an objective
function that minimizes the sum of system operational costs and individual user
costs to determine the optimal length of the moving walkway. Seneviratne and
Wirasinghe (1989) performed a cost analysis with the goal of optimizing airport
terminal corridor width.
When discussing walking speed, walking distance, and level of service of
facilities in public, Fruin (1971) conducted a series of studies on the behavior of
pedestrians within transportation terminals. Two studies in particular conducted
at the Port Authority Bus Terminal and at the Pennsylvania Train Station, both in
New York City, observed pedestrian walking speeds under free-flow conditions
along with various observable pedestrian characteristics. Fruin found that the
mean walking speed was approximately 265 feet (80.8 meters) per minute, with a
standard deviation of 50 feet ( 15.3 meters) per minute.
Only a few specific physical characteristics of the terminal facility, such as
distance between gates and location of security points, affect the specific
passenger walking distances required.
IV.2.2 Distance Between Gates
The physical distance between the gates will directly affect the walking
distance required. If the terminal has a long distance between gates, passenger
conveyance devices should be considered. Furthermore, if access to the gates
requires elevation changes, design considerations regarding the appropriate type
and location of vertical circulation devices will be required.
In addition, the connection ratios and gate assignments for individual
airlines could affect the walking distance required. For example, if an airport is a
large hub for a specific airline, that airline could use a large number of gates that
extend over different terminals. In those high connection airports, particular
design considerations should be given to the walking distance and resulting
walking time requirements.

IV.2.3 Location of Security Points
The location of the passenger conveyance devices relative to the security
checkpoints should be considered in the design. Passenger conveyance devices
located prior to security checkpoints will frequently carry passengers who have a
higher number of bags. Furthermore passengers in the unsecure areas of the
terminal are typically more conscious of travel time since they may have several
tasks to complete prior to flight departure (e.g., checking bags and printing
boarding passes).
In contrast, post-security passengers often have (1) less baggage and (2)
a better understanding of available free time in relation to flight departure time. In
those instances, passengers may select more leisurely passenger conveyance
devices that actually increase their walking distance in order to use available
retail or other airport services.
IV.2.4 Multi-level Parking Garage Size
Finally, the walking distances required in parking garages should also be
evaluated when designing the number and types of passenger conveyance
devices required within the garage. Parking garages are typically more exposed
to the weather and, depending on location, could experience extremely high or
low temperatures. Furthermore, passengers will have their entire luggage when
traveling in the parking garages. Zacharias (2001) discusses acceptable walking
distances in city areas and provides suggestions for further research-based
development of methods to plan effectively. Based on the results of the study, it
can be inferred that the walking distance is proportional to the concentration and
distribution of activities in the immediate area. This should be a consideration
when designing the parking structure conveyance elements and expediting the
passengers' travel to ticketing. Smith and Butcher (2008) discuss the various
types of parking facilities, various conditions (e.g., protected or unprotected), and
the corresponding acceptable walking distances. Specifically related to airports
they note the following: "For example, an airport to be designed for LOS A would
want to have a maximum path of travel of 300 feet from the parking space to the
elevator within a parking facility, and weather- protected path of no more than
500 feet from the elevator lobby to the terminal. There may then be a climate
controlled path of no more than 1,000 feet from the entrance to the terminal to
the gate. The overall path of travel should not exceed 2,400 feet (LOS B)."
IV.3 Terminal Planning
At the start of a terminal planning project, there are a number of key
terminal planning considerations with ramifications for the terminal's ultimate
design that should be explored and discussed with the airport terminal sponsor
and key stakeholders.
IV.3.1 Mission
The airport terminal is the major connection between the ground
access system and the aircraft. It consists of a ground access interface, a
system of components for the processing of passengers and their
baggage, and an aircraft or flight interface. It includes facilities and
amenities for the processing of passengers and baggage; cargo handling;
and airport administration, operations, and maintenance.
In the terminal building, as well as its airside and ground access
interfaces, facilities may be nearing capacity and, in some cases, may
have even exceeded their design limitations. Airside areas can be
saturated sometimes during peak periods with both maneuvering
restrictions and physical limits to accommodate existing or any future
aircraft demand. Terminal and passenger concourse facilities may also be

cramped and too physically constrained for needed future expansion to
occur. While forecast airside capacity typically drives future terminal
requirements, constructed facilities must be in balance with ground
access capacities and capabilities that include not only parking and curb
frontage but also accessibility to and from the airport. Planning for the
airport’s infrastructure is typically associated with a long-term planning
horizon from an Airport Master Plan or developed from the best available
information. Inevitably, however, there will be many changes of usage,
need, priority, and policy during the lifetime of these investments, so
flexibility and the ability to adapt facilities to such changes are vital.
Furthermore, it is extremely important to understand that opportunities to
increase terminal facility capacity are rare opportunities within the nation’s
system of airports. Open land areas and existing terminal infrastructures
at airports are a limited resource. Each terminal planning project requires
careful study and deliberation to maximize each opportunity and to
successfully plan for changing airport demand and operational
requirements.
Guidance in the planning of airport terminal facilities at
commercial service airports is complicated by a variety of factors that
affect planning decisions:
IV.3.1.1 Existing configuration and size of airport facilities
IV.3.1.2 Volume of airport traffic
IV.3.1.3 Airport service area
IV.3.1.4 Passenger characteristics
IV.3.1.5 Presence and proportions of domestic & int’l service
IV.3.1.6 Airline route and station characteristics

IV.3.1.7 Operating procedures and policies
IV.3.1.8 Aircraft fleet mix
IV.3.1.9 Extent of non-scheduled airline service
Apart from obvious influences, such as physical size and
topography, some of the more significant characteristics that influence the
airport terminal plan include the population profile of the area served, per
capita income and the potential for growth, geographic location of the
airport relative to other airports with similar service characteristics, degree
of commercial/industrial activity that may generate a relatively high
propensity for air transportation and proximity of major vacation or
recreational areas.
There are two basic categories of passengers: business travelers
and leisure travelers. Significant variations in the characteristics and ratio
of these two passenger types can influence terminal space requirements
and staffing. Local business travelers will be familiar with the airport and
its processing procedures, will arrive at the airport nearer to flight
departure time, may spend whatever time they have in an airline lounge,
and thus may be less likely to use the full range of terminal services and
concessions. Leisure travelers are more likely to arrive well in advance of
flight departure time, have time to explore and use a wider range of
terminal facilities, and generate a larger number of well-wishers and/or
meeters and greeters. At one end of the spectrum, an airport serving a
vacation or resort area, perhaps with a relatively short season of intense
activity, will have quite different planning requirements from an airport
handling comparable peak-month volumes throughout the year and a
high proportion of business travelers.

The extent to which passengers are accompanied or met by
visitors influences the planning of various terminal facilities. In particular,
all terminal facilities must accommodate, as smoothly as possible,
passengers and visitors with physical or mobility limitations.
Airports with international flights have other characteristics that
influence terminal planning and design. One such characteristic is a
tendency toward higher aircraft activity peaks, because of the heavy
dependence on schedules for city pairs related to time zone differences.
Such flights typically have relatively long ground service times required
for long-range aircraft servicing. Additional requirements for customs and
immigration facilities and the provision of sterile areas for international
passenger segregation also affect terminal planning.
The route structures of the scheduled airlines serving an airport
influence the character and, consequently, the facility requirements of the
terminal. Over the years, most major airlines have changed their route
structures from a line-haul system with a series of intermediate stops to a
hub-and-spoke system. The primary function of the hub is to optimize
airline scheduling and load factors by feeding passenger traffic to and
from smaller centers of demand (the spokes) and then consolidating
demand for onward service at the hub. The services provided by airlines
generally fall into three categories:
• O&Dservice accommodates passengers who start or end
their particular journey at the airport, whether a hub or spoke city.
As a result, they generate the preponderance of demand for key
passenger processing functions such as ticketing and check-in,

passenger and baggage security screening, baggage reclaim, and
ground transportation services.
• Through service tends to have a relatively lower boarding
load factor for O&D passengers at any given city because the
aircraft capacity is shared among the number of city pairs served
by that route. Therefore, terminal passenger processing function
demands are reduced as compared to flights that serve a single
destination or hub.
• Transfer, or connecting, service has a significant
proportion of passengers transferring between flights at the same
airport, therefore generating less proportional demand for curb
frontage, passenger check-in, and baggage claim facilities, but
more demand for concessions, flight information, ticket change,
and baggage transfer facilities. For transfer airports, there are
typically higher load factors requiring larger hold rooms.
Often airports will have a combination of airlines providing various
types of service and, therefore, the type of service provided by a
particular airline at an airport will determine the facility requirements for
that airline. Similarly, the existence of, or the potential for, inter-airline
operating agreements will influence facility needs at an airport to the
extent that the sharing of particular facilities is desired and implemented.
The mix of aircraft expected to use an airport, specifically their
physical size, geometry, and passenger capacity, can significantly affect
terminal planning. Airports serving a large variety of aircraft types and
sizes require more flexible and complex gate/concourse configurations
than those serving predominantly one class of aircraft, which are more
conducive to the provision of standardized areas and facilities at, and
adjacent to aircraft gate positions. Terminals at airports serving wide body
aircraft require the ability to accommodate the large passenger surges,
which normally occur when these aircraft load and unload. Similarly,
airports with a significant amount of commuter or small regional aircraft,
particularly at transfer airports, require careful consideration on the
mechanisms for accommodating these aircraft and the facilitation of
passenger transfers between connecting flights.
Many commercial service airports serve a variety of non-
scheduled operations such as charter flights, group tour flights, and air-
taxi operations. At some airports, a relatively high volume of airline
charter or other non-scheduled operations may warrant consideration of
separate, modest terminal facilities for supplemental carriers.
Occasionally, scheduled carriers may desire separate apron hardstands
and buildings to serve charter operations that exceed the capabilities of
facilities required for normal scheduled operations. Any such proposal
should be evaluated thoroughly, because a separate facility can often
create inefficiencies in logistics, staffing, and ground equipment
utilization.
Each of the factors discussed above, as well as other factors,
have the potential for influencing the configuration and size of terminal
buildings. Standards and guidelines for determining facility needs should,
to the extent possible, address the variability introduced into the planning
process through the consideration of these factors. Terminal planners
need to review those factors with airport management and the other
stakeholders at the airport to ascertain which factors influence the facility

requirements at the subject airport and the effect of such factors on
overall facility planning.
IV.4 Other Land Use Considerations
IV.4.1 Positioning of Passenger Terminal Apron and Cargo Facilities
When possible, it is desirable to locate aircraft parking gates for
the terminal complex at a location that is approximately at the mid-point of
the primary runway and on the side that offers the most convenient
ground transportation access. Mid-point positioning will provide an equal
taxi distance to the runway ends for departure operations and minimize
taxi distance when exiting from the runway. If there is a dual parallel
runway system, it is desirable to locate the terminal between the two
runways. This will minimize aircraft taxi distance to and from each
runway, and will also minimize the number of runway crossings and the
potential for runway incursions. Air cargo operations also benefit from
being centrally located from runway ends and having a direct connection
to ground transportation access.
IV.4.2 Fuel Farm Facilities
Airport fuel farm facilities primarily exist in centralized locations
either near the terminal building or near the perimeter of the airport
property boundary. Depending on the airport size, fuel facilities can be a
single, self-service station; or for larger operations, it may include a fuel
farm with multiple storage tanks. Generally, fuel farms serve as a source
for mobile fuel trucks to re-supply aircraft, or connect to an underground
apron hydrant fueling system. Fuel farm facilities may also provide
storage for ground service equipment (GSE) that operates on the airport.
IV.4.3 Airport Maintenance Facilities
A wide range of services falls under the umbrella of airport
maintenance, and the facilities that support these services generally
consist of buildings for the maintenance of equipment and general supply
storage. Specifically, these types of buildings include those for GSE
storage and maintenance, electrical repair (buildings and visual
navigational aids), painting (buildings and airfield markings), and
mechanical repair. Airport GSE facilities may house equipment and
vehicles such as those used for snow removal, general property
maintenance (lawn care), materials storage (sand and salt), and aircraft
ground servicing.
IV.4.4 Aircraft Maintenance Facilities
The space requirements necessary for aircraft maintenance
facilities is predicated on the type of aircraft maintenance (checks) that
will be conducted at the airport and the type of aircraft to be serviced.
Airports handling general aviation and business jet operations generally
provide one or more fixed-base operator (FBO) facilities on or adjacent to
the property to provide aircraft maintenance. These facilities typically
include aircraft maintenance repair hangars with storage space, a building
that contains a main office and customer lounge, an apron area for
aircraft parking, and vehicle parking adjacent to the main office facility.
FBO facilities primarily service regional jets, turboprops, and smaller
aircraft. For airports with large commercial and airline operations,
maintenance bases for inspection and repair may be established on the
airport. No matter what type of aircraft maintenance facilities are
provided, consideration must be given to site compatibility with taxiway

systems to avoid runway crossings as well as the noise issues associated
with the testing of aircraft engines.
IV.4.5 Aircraft Rescue and Firefighting Facilities
For all Part 139-certificated airports, adequate Aircraft Rescue and
Firefighting (ARFF) facilities must be provided within the airport boundary.
The size, location, and number of vehicles are dependent on the largest
aircraft using the airport and the airfield geometry. The ARFF stations
should be located such that the first responding vehicle can reach the
mid-point of any runway within 3minutes of the alarm (in optimum surface
conditions and visibility) and begin application of fire-extinguishing agent.
The location of these facilities is crucial when considering that the time to
reach an accident area is a key factor in the efficacy of emergency
response. Potential structural fires and other duties employed by
firefighting personnel should also be considered when planning ARFF
facilities. An adequate number of fire stations should be located on the
landside portion of the airport to provide firefighting services to all
structural buildings and emergency medical services inside the terminal
buildings and roadway network. Airports that lack Part 139 certification
should coordinate with local municipalities to determine the appropriate
emergency response services that can be provided at the airport.
IV.4.6 Aircraft Deicing Facilities
Aircraft deicing facilities are recommended at airports where icing
conditions are expected. For some airports, centralized deicing facilities
at or adjacent to the terminal can adequately meet the deicing/anti-icing
demands of users and still allow acceptable taxiing times to the departure
runways under varying weather conditions. In some cases, remote

deicing facilities located near departure runway ends or along taxiways
are recommended when taxiing times from terminals or other centralized
deicing facilities frequently exceed holdover times. No matter what the
location, it will be necessary to provide adequate land area to
accommodate such aircraft deicing facilities as the following:
IV.4.6.1 Aircraft deicing apron
IV.4.6.2 Bypass taxiway
IV.4.6.3 Environmental runoff containment system
IV.4.6.4 Portable nighttime lighting
IV.4.6.5 Crew shelter (kitchen and toilet)
IV.4.6.6 Storage tanks for deicing/anti-icing fluid
IV.4.6.7 Equipment storage area
IV.4.7 Air Traffic Control Tower
The ATCT is responsible for managing and directing airborne and
ground aircraft traffic movements. The site for the ATCT requires a clear
unobstructed view of the airport's traffic pattern, runway approach areas,
and aircraft movement areas (runway, taxiway, and apron areas). The
land area should be large enough to accommodate the ATCT, base
building, and auto parking,
IV.4.8 In-Flight Catering Services/Flight Kitchens
The preparation and storage of in-flight meals, snacks, and
beverages typically requires separate facilities apart from the passenger
terminal building. In some cases, each airline or a consortium of airlines
will have a third party provide these types of services. It is recommended
that the catering facilities (preparation and main stores) should be located
to provide quick secure airside access to the aircraft terminal ramp areas.
There will also need to be landside access to the catering facilities for the
delivery of food products and materials.
IV.4.9 Airport Administrative Facilities
The airport administrative facilities may house airport
management offices, aircraft operator offices, government control
authorities [i.e., Transportation Security Administration (TSA)], and airport
police and security facilities. Some airports may establish these facilities
as a complex separate from the terminal, whereas other airports may
integrate these functions into the terminal building. If a separate
administration complex is developed, an optimum location for these
services is close to public transportation facilities with quick access to
secure airport operations areas.
IV.5 Airfield Considerations
The design and siting of the terminal complex requires an examination of
the existing and future airfield layout requirements. The fundamental airfield-
associated components that largely determine the terminal design and location
include the Obstacle Clearance Surface requirements, taxiway/taxilane
requirements, ATCT sight lines, runway exit locations, and other airfield design
standard considerations. Each aspect heavily relies on the type and size (or
number) of aircraft operations expected to occur at the airport.
IV.5.1 Taxiway and Taxilane Requirements
When designing the airfield and terminal complex, it is important
to provide an adequate taxiway/taxilane network to provide flexibility in
aircraft movements throughout the entire airport. The taxiway and taxilane
network will provide for safe, efficient, and expeditious travel between
airport facilities (passenger terminal, cargo structures, general aviation

facilities, etc.) and the runway system. Specifically, the taxiways function
as the airport’s paved network for aircraft between the runways and the
apron, while the taxilanes provide aircraft routes on the aprons between
the taxiways and terminal gate positions. Both taxiways and taxilanes
must follow appropriate dimensional criteria based on current FAA and
International Civil Aviation Organization (ICAO) design standards.
IV.5.2 Airport Obstacle Clearance Surface Requirements
Navigable airspace in the vicinity of airports is governed by FAR
Part 77 standards, which exist to protect the airspace and runway
approaches from obstacles and hazards to aircraft in flight. Planning and
design of the terminal building must consider any potential effect to these
imaginary surfaces. An optimum design configuration avoids or minimizes
any significant penetration of the existing and future airport imaginary
surfaces. Imaginary surfaces include the primary, approach, transitional,
horizontal, and conical surfaces. The building restriction line (BRL) is
used to identify suitable building area locations on airports. The BRL
should encompass the runway protection zones, the runway object free
area, the runway visibility zone, navaid critical areas, areas required for
terminal instrument procedures, and ATCT clear line-of-sight.
IV.5.3 Runway Visibility Zone
If there are intersecting runways, a clear line-of-sight between the
ends of the runways is recommended. Terrain needs to be graded and
permanent objects need to be designed or sited so that there will be an
unobstructed line-of-sight from any point 5 feet above one runway
centerline to any point 5 feet above an intersecting centerline, within the
runway visibility zone.

IV.5.4 Air Traffic Control Tower Sight Lines
A clear and unobstructed line-of-sight must exist between the
ATCT and all runway approach paths and movement areas (runways and
taxiways) on the airfield. This requirement warrants consideration during
the terminal siting analysis and design so that interference between ATCT
and critical runway, taxiway, and apron areas does not occur. Besides
general building structure, aspects of terminal design for consideration
include aircraft parking configurations, tail heights, and ramp lighting,
because they can result in line-of-sight shadows for the ATCT. The
controller must be able to, at a minimum, see the fuselage of all aircraft
types operating on the airfield. Section V. 1.3 presents additional
information relevant to ATCT line-of-sight requirements.
IV.6 Landside Considerations
The primary landside elements that are important in the design and
location of a terminal are intermodal facilities, roadways, pedestrian facilities, and
parking facilities. Because each of these elements needs to be located very close
to the terminal, they will have a great impact on how the terminal is situated and
how it functions.
IV.6.1 lntermodal Facilities
Intermodal facilities include regional transit links to the airport
(such as light rail or heavy rail) and on-airport commercial vehicle staging
areas. The primary considerations for regional rail links are the right-of-
way needed for the trains, the station layout, and the access links
between the station and the terminal. The rail right-of-way and station
layout will typically be covered in the design standards for the entire rail
system. These can be adapted for the airport environment. Access from
the station may be horizontal (sidewalks, moving walkways, overhead
walkways) or vertical (escalators, elevators, and stairs). Stations located
more than mile from the station may require a separate transit link to the
terminal.
There is more flexibility in the layout and location of commercial
vehicle staging areas, because these areas are entirely under the control
of the airport design team. They can be dispersed or consolidated.
Further discussion of the requirements for intermodal connections is
contained in Section VII.2.
IV.6.2 Roadways
Depending on the size of the airport, many different types of
roadways can affect the terminal. However, for most airports, the main
ones will be the terminal approach roads, the terminal curb front roads,
and the recirculation roads. The terminal approach roads will widen out as
they approach the terminal into the terminal curb front roadway, which
has the widest footprint. The terminal curb front roadways need to provide
for loading and unloading lanes at the terminal and for lanes to
accommodate vehicles not stopping at the terminal. For a two-level
terminal, the height of the upper level roadway should be a consideration
in air flow for the lower level.
Recirculation roads deserve special consideration. They are
roadways that allow drivers to leave the terminal and either come back to
the same terminal curb or go to another level of the same terminal or to a
different terminal. Typically recirculation roads are one-lane roadways,
with a wide shoulder to accommodate bypass in case of a vehicle
breakdown. The turning radius on these roadways is much tighter than on

a typical roadway, and ramp slopes (for two-level terminals) may be
steeper than typical roadways.
IV.6.3 Pedestrian Facilities
Landside pedestrian facilities include sidewalks in front of the
terminal and, in many cases, sidewalks in between curb front lanes.
These facilities increase the width of the footprint needed in front of the
terminal and, consequently, have an impact on the siting of a terminal.
IV.6.4 Parking Facilities
Typically only passenger parking facilities are located adjacent to
the terminal. Other parking facilities (such as employee, rental car, and
cell phone lots) are located away from the terminal. Passenger parking
can be provided in surface lots, in a parking garage, or in a combination
of both. Parking can be placed facing the terminal or on the side of the
terminal. For busy airports, the parking lots or garages can take up almost
as much land as the terminal itself.
IV.7 Environmental Considerations in Passenger Terminal Planning
When undertaking a passenger terminal project, environmental considerations should be
considered during all phases of the planning process as discussed below.
IV.7.1 Initial Planning Phase
During the initial planning phase of a passenger term inal project, the
general criteria for size, number of gates, and potential locations will be
determined. It is appropriate at this time to start developing the arguments that
explain the purpose and need for the project. As specified in FAA Order 1050.lE
(21), the proponent must demonstrate both the need for the project and how the
proposed project will meet that need (commonly referred to as Purpose and
Need); the proposed timeframe for implementing the development should also be
indicated. At this point in the process, the focus should be on identifying the
major deficiencies in the existing terminal and the demand, operational, or
regulatory triggers that are driving the need for new or expanded terminal
facilities. Some example needs follow:
• The existing terminal will exceed its current design capacity at a
specific number of annual enplaned passengers.
• The existing terminal facility cannot accommodate required
security screening.
• The existing terminal cannot be expanded because of age, site
constraints, or safety requirements.
When evaluating alternative passenger terminal locations, attempts
should be made to avoid or minimize impacting sensitive environmental
resources. While all environmental categories need to be considered, the
following environmental categories are the most likely to be impacted by a
passenger terminal project.
IV.7.2 Air Quality
The air quality status of the county in which the airport is located
determines the extent of the air quality analysis required under the Clean Air Act
conformity regulations. Based on the National Ambient Air Quality Standards for
various air pollutants, the USEPA designates the status of counties according to
whether the relevant air quality standards have been attained (or not) and, if
attained, are being satisfactorily maintained. These designations determine the

thresholds against which new project-related emissions are compared to
determine the potential for significant air quality impacts.
Air pollutant emissions at an airport result from a combination of aircraft
operations: the use of GSE, heating equipment, fuel storage, automobiles, and
construction activities. In most cases, the area of greatest concern is the
passenger terminal curb front where cars, taxis, and buses have the potential to
be stopped and idling for long periods of time during peak periods of activity.
Areas in the vicinity of aircraft parking gates are also of concern due to emissions
from taxiing aircraft and GSE and activities such as refueling and the use of
auxiliary power units while the aircraft is being serviced. There are a number of
ways to minimize pollutant emissions when planning a passenger terminal
facility:
• Curb front initiatives
- Remote taxi staging areas
- "Kiss-n-fly" parking areas
- Consolidated remote rental car facilities
- Free-flow traffic control at the departure and arrival curb areas-
grade-split curb fronts
- Intermodal connections with public transportation systems
- Use of "greener" fuels by airside vehicles and public and hotel
buses
• Airside gate initiatives

- Installation of a hydrant fueling system
- Electrifying of aircraft gates through the use of 400 Hz power
systems
• Construction/design initiatives
- Fuel efficient and low-emission heating units Energy-efficient
building methods
- Use of construction equipment that meets the applicable federal
non-road emission standards (tier compliant)
- Efficient construction phasing
IV.7.3 Hazardous Materials and Solid Waste
Passenger terminal projects have the potential to include impacts
associated with hazardous materials and solid waste. There are a number of
ways to avoid or minimize these potential impacts when planning a passenger
terminal facility:
A waste is considered hazardous if it is listed as such by the USEPA or it
exhibits characteristics of ignitability, corrosivity, reactivity, or toxicity. Airports
routinely use, transport, and store potentially hazardous materials such as
aviation fuel, compressed gases, batteries, and deicing fluids. Additionally,
should a passenger terminal project include the demolition or modification of
existing structures, these structures may contain asbestos and/or lead,
depending on their age. To avoid or minimize impacts, an inventory of hazardous
materials on the airport or on the sites where the facility maybe located must be
conducted. This inventory should include reviewing previous environmental

documents and potentially conducting field surveys. When feasible, locating
terminal and support facilities in these areas should be avoided. When avoiding
impacts due to hazardous materials is not possible, then steps should be take
early in the process to determine the extent of the impacts and to develop a
mitigation plan that includes monitoring of the site.
Passenger terminal projects typically include an increase in solid waste.
There are temporary increases that occur during the construction phase of the
project, and then, when the facility is open, it is not uncommon to have an
increase in solid waste from the additional concessions, gates, and airline
spaces. Early coordination should occur with the local waste management
agency to ensure that increases in solid waste can be accommodated. Airport-
wide recycling programs should be instituted and built into the lease agreements
with terminal tenants. Solid waste accrued during international travel may
constitute a hazard. The waste material must be isolated and dealt with in
accordance with government regulations intended to protect the environment and
public health.
IV.7.4 Natural Resources and Energy Supply
Passenger terminal projects have the potential to include impacts
associated with natural resources and energy supply. To avoid or minimize these
potential impacts when planning such facilities, it is important to consider the
following:
• Natural resources: A majority of passenger terminal projects utilize
materials that are readily available and therefore, typically, will not result
in impacts to natural resources; however, should the project include

materials that are not considered typical in terminal projects, suppliers
should be contacted to determine if those materials would be available.
The airport should consider implementing projects to reduce use of
natural resources such as replacing existing vehicles with vehicles that
run on alternative fuels such as electric or hybrid.
• Energy supply: Passenger terminal projects typically result in an
increase in the airport's demand for electric and natural gas to power and
regulate interior climate. To determine if there would be adequate energy
supplies for the project, early coordination with the airport's supplier
should occur. An airport should reduce its use of energy by using energy-
efficient products such as compact fluorescent light bulbs, skylights, and
other energy-efficient heating and cooling systems.
IV.7.5 Water Quality
There are two main areas of potential effect on water quality associated
with terminal projects-wastewater management and drainage of surface water:
• Wastewater: It is common for there to be an increase in the
amount of water being used as a result of a passenger terminal project.
Temporary impacts would result from the construction of the project, but
increases also may result from the increase in additional passengers and
concessions that are typically included with these projects. Water -saving
programs should be considered when developing the project.
• Surface water: Any increase in impervious surface at an airport
will have the potential to increase water runoff, which may result in
additional pollutants being washed into nearby streams. An airport may

use detention/retention ponds to handle the increased water runoff and to
improve water quality. These issues are usually handled at a local level
and require permits from the community that the airport resides in. Having
a complete understanding of these issues early in the process is helpful
because the creation or modification of detention basins can cause
secondary impacts.
IV.7.6 Wetlands
Wetlands are defined by the USEPA as areas that are inundated by
surface or groundwater with a frequency that, under normal circumstances, does
or would support a prevalence of vegetative or aquatic life that requires saturated
or seasonally saturated soil conditions. Wetlands are often important as
"stopover" points for migrating birds and can have an ecological significance
extending far beyond the neighboring region.
To avoid or minimize a potential effect to wetlands, an inventory of
potential wetlands within the project area should be prepared. This inventory
should make use of the national wetlands inventory or site-specific wetland
delineation. All wetland areas identified should be avoided when feasible. If
impacts to wetlands are unavoidable, then early coordination with the USACE
should be conducted in order to determine ways to minimize or mitigate the
impacts to these wetlands.

V. DESIGN CONCEPT
V.1 Bioclimatic Architecture
Bioclimatic architecture refers to the design of buildings and spaces (interior –
exterior – outdoor) based on local climate, aimed at providing thermal and visual comfort,
making use of solar energy and other environmental sources. Basic elements of
bioclimatic design are passive solar systems which are incorporated onto buildings and
utilize environmental sources (for example, sun, air, wind, vegetation, water, soil, sky) for
heating, cooling and lighting the buildings.
V.1.1 Bioclimatic design takes into account the local climate and includes the
following principles:
V.1.1.1 Heat protection – for the buildings in winter as well as in summer,
using appropriate techniques which are applied to the external envelope
of the building, especially by adequate insulation and air tightness of the
building and its openings.

V.1.1.2 Use of solar energy - for heating buildings in the winter season
and for day lighting all year round. This is achieved by the appropriate
orientation of the buildings and especially their openings (preferably
towards the south), by the layout of interior spaces according to their
heating requirements, and by passive solar systems which collect solar
radiation and act as “natural” heating as well as lighting systems.
V.1.1.3 Protection of the buildings from the summer sun - primarily by
shading but also by the appropriate treatment of the building envelope (i.e.
use of reflective colors and surfaces).
V.1.1.4 Removal of the heat – heat which accumulates in summer in the
building to the surrounding environment using by natural means (passive
cooling systems and techniques), such as natural ventilation, mostly
during nighttime.
V.1.1.5 Improvement – adjustment of environmental conditions in the
interiors of buildings so that their inhabitants find them comfortable and
pleasant (i.e. increasing the air movement inside spaces, heat storage, or
cool storage in walls).
V.1.1.6 Ensuring insolation - combined with solar control for daylighting
of buildings, in order to provide sufficient and evenly distributed light in
interior spaces.
V.1.1.7 Improvement of the microclimate around buildings - through
bioclimatic design of exterior spaces and in general, of the built
environment, adhering to all of the above principles.
V.1.2 Features of Bioclimatic Buildings
“If you look at older buildings, you see that people were very good at
adapting to climate to get the maximum performance, but we kind-of got lazy
once air conditioning and electric light came along at the turn of the last century,”
says Patrick Leonard, the director of Paladino and Co., a green building
consultant based in Seattle. These are some of the most common features of
bioclimatic buildings:
V.1.2.1 Consider weather, ecosystems, and hydrography of the
environment to maximize performance and lessen overall impact
V.1.2.2 Leverage wind and sunlight patterns
V.1.2.3 Use locally sourced building materials
V.1.2.4 Utilize low-impact construction techniques
V.1.2.5 Reduce energy consumption for heating, cooling, lighting, and
equipment
V.1.2.6 Minimize overall energy balance throughout construction and
during use
V.2 Landscape Architecture
Landscape architecture is the design of outdoor areas, landmarks, and structures
to achieve environmental, social-behavioral, or aesthetic outcomes. It involves the
systematic investigation of existing social, ecological, and soil conditions and processes
in the landscape, and the design of interventions that will produce the desired outcome.
People often think of landscape architecture as a way to decorate or “green up”
properties or urban areas. However, landscape architecture provides essential
infrastructure that does much more. Designed landscapes can prevent soil erosion
around buildings and other developed areas, clean storm water runoff by filtering
contaminants, encourage groundwater recharge, and offer valuable shade to protect
buildings and people.

V.2.1 Biofiltration swales
Landscape architects are promoting sustainability through the creation of
biofiltration swales in urban areas. Rainwater can collect pollutants before
entering storm drains, and eventually local streams and wetlands. Biofiltration
swales are comprised of grasses and durable plants that can withstand the most
extreme conditions, including extensive rain and severe heat. They receive
stormwater runoff and slow it down, which helps reduce erosion and flooding.
The swales will clean the runoff by naturally filtering out contaminants before it is
then safely distributed to sewers for disposal. Some plants are able to filter heavy
metals from water, which is particularly useful in industrial areas.
V.2.2 Pervious pavements
Pervious pavements are another popular design element in today’s cities.
Various types of pervious pavements and pavers exist, all of which contain voids
through which runoff can permeate into the soil. The pavement serves as a
filtration system for oils and other contaminants while also allowing for
groundwater recharge and reduced overland runoff. This contaminant filtration
can be especially beneficial when used in roadways and other areas where
vehicles typically leak contaminants. Engineers and planners are sometimes
hesitant to use pervious pavements in cold weather areas, fearing that they could
freeze over in icy weather. However, experience has shown that they are actually
particularly useful in Northern areas because their design keeps the ground
warmer than traditionally paved roadways.

V.2.3 Green roofs
Another approach that is becoming increasingly popular is the inclusion of
green roofs on new developments—from residential complexes to business
centers and commercial developments. Even parking garages are starting to
sport green roofs! Green roofs (also known as “living” roofs) are composed of
trees and shrubs or low-growth grasses and sedums. In addition to offering an
attractive flourish to a building, green roofs reduce building heating and cooling
costs, provide wildlife habitat, and reduce urban air temperature, which lessens
urban heat island effect. Green roofs can also help absorb and filter storm water,
and reduce the temperature of water that is discharged into sewer systems, lakes,
and streams.
V.2.4 Street trees and shrubs
The introduction of street trees and shrubs into urban settings can have a
dramatic impact on promoting sustainability. The air quality benefits of plants are
well known. Plants consume carbon dioxide and return oxygen to the
atmosphere, which improves overall air quality. By cooling the air, plants also
make the local environment healthier during excessively hot weather. Air
temperatures can be up to 20 degrees cooler beneath trees. Overall, trees and
other types of vegetation can have a dramatic positive impact by reducing urban
heat island effect.
V.3 The Relation Between Bioclimatic Architecture and Landscape Architecture
V.3.1 Location
Proper design of the site and the building permits utilization of solar
radiation during the cold season and protect the building from overheating by the
sun during the hot season. The suitable location of the building construction
depends on the climate, the direction of the winds, the presence of trees or other
landscaping features, uses and the internal layout of the building.
V.3.2 Reflectivity
In designing the exposed surface soil near the building, should take
special care to avoid the use of high-reflectivity materials (cement slabs, asphalt,
etc.) and to prefer vegetation with grass or other ground cover plant species
which absorb a significant proportion of incident solar radiation and heat.
V.3.3 Orientation
In Mediterranean summer, at the afternoon, the sun is still warm. The
west side of a building can be made with small openings, be blind or be protected
by appropriate shading (deciduous trees, awnings, plant hedges, etc.). The
choice of plant species, the size at maturity, the way of pruning and the exact
sitting of solar light trajectory is important for effective protection.
Evergreen vegetation layout can be designed, with a preference for trees
with dense foliage in combination with deciduous trees, in order to direct winter
winds out of the building while achieving cooling in summer.
V.3.4 Windbreaks
Besides structural materials, plant hedges can be used to control air flow.
Shrubs, trees, and the combination of fences with other materials can be used as
windbreaks, creating zones of relative calm on the leeward side. The open
barriers, such as trees and shrubs provide maximum reduction of wind speed in
ratio of their height. The size and shape of the barrier significantly affect the
effectiveness of protection. The thinner the element of protection is; the greater
the protected zone will be on the leeward side. A key element of the obstacles is
the density. Full windbreaks provide an area of calm, but only very close to them,
due to the fact that after the obstacle, the wind quickly regains its characteristics.
Open windbreaks that consist of trees and shrubs are crossing a part of the wind,
which reduces turbulence and create a broader zone of calm.
V.3.5 Green roofs
By the term “green roof” is meant a loft that has been converted into a
garden, which is grown in controlled conditions with environmental, energy and
economic benefits.
By implementing a green roof on the roof of a building reduces
significantly the cost of heating the building, because the multi layered
stratification reduces heat loss, depending on its thickness. Vegetation as well,
acts as extra insulation depending on the coverage and density of foliage.
Implementing green roofs at the urban web, improves the balance of the
ecosystem within cities, creating an excellent microclimate and absorbs a large
amount of dust and pollutants. Through photosynthesis, plants produce more
oxygen in the atmosphere and reduce carbon dioxide. In this way, the wider
ecosystem enhances by helping reduce the "Heat island" phenomenon and the
"Greenhouse effect".
Some additional benefits of green roofs are the relief of the sewerage
network, the protection of the insulation from mechanical stresses and
temperature changes, the aesthetic improvement, the increase of functional

areas, the possibility of farming into the urban web, the improved quality of life
and the protection of the ecosystem.
V.3.6 Shades
By the proper design and location of a pergola or other shading systems
with automation, can be achieved the protection of the building from overheating
during the summer.
The choice of bioclimatic design for the building and its surroundings can
likely increase the total construction cost, but that can be depreciated by the
limited use of units of conventional heating and air conditioning units.
Furthermore, the indicators of fertility and living standards will be optimized.
VI. DESIGN PHILOSOPHY
“Green buildings are a hallmark of economically sound business decisions,
thoughtful environmental decisions and smart human impact decisions.”
By Rick Fedrizzi, global environmental business leader and chairman CEO of the
International WELL Building Institute (IWBI), a public benefit corporation advancing
buildings that put human health and wellness at the center of their design and operation
VII. OCULAR INSPECTION
The ocular inspection was conducted in the afternoon of June 23, 2018 in
Francisco Bangoy International Airport, Daang Maharlika Highway, Buhangin, Davao
City and in the morning of June 26, 2017 at the same place. The purpose of the visit
is to determine the spaces necessary, to be informed of the proper standards of an
international airport while also taking note of the architectural and structural
elements to be avoided and common inconveniences users encounter. It was also
conducted to identify and evaluate the building’s prevailing architectural and
environmental conditions. The inspection aims to recognize the existing problems to
be enhanced through architectural design solution.
VII.1 Ocular Inspection of Ayrah Soguilon
SPACES OBSERVATIONS
 The airport’s traffic control
tower can be found on the right
side of the runway and is
attached to the CAAP office
Figure VII.1.1 Airport Traffic

Control Tower
 The entrance to the CAAP
office can be found on the right
side upon entering the facility
 Due to the recessed entrance
providing insufficient space, a
temporary security desk is
being used
 The tint of the floor to ceiling
glass windows are effective in

Figure VII.1.2 Entrance to Civil Aviation
Authority of the Philippines reducing the glare of the sun’s
(CAAP) Office
rays albeit the absence of
blinds
 Two PWD parking slots are
provided, both are directly
adjacent to the ramp and
entrance of the office
 Lack of sun shading and
landscaping in the parking area
thus increasing greenhouse
Figure VII.1.3 CAAP Office effect in the vehicles

Parking Space
 A rattan seating set is provided
for guests as well as efficient
ventilation and a monitor
showing current flight details
 Adjacent to the seating area is
a comfort room
Figure VII.1.4 CAAP Office Seating Area
 Adjacent to the seating area is
the admin unit office
 The corridor leading towards
the rest of the offices appear to
be poorly lit
Figure VII.1.5 CAAP Offices

 A short walking distance from
the CAAP office the employee
canteen
 Well ventilated but lacking sun
shade due to the grills used as
walls
 Adjacent is a comfort room and
Figure VII.1.6 COOP Employee Canteen a sink area
 The airport terminal cargo
building can be found between
the CAAP Office and Main
Building
 Accessible from the main
building and vice versa through
a covered pathway/bridge
Figure VII.1.7 Airport Terminal Cargo

Building
 The parking area provided for
the cargo building is wide and
spacious in order to cater large
vehicles
 Absence of clear marks that
indicate parking slots from path
 Plenty of landscaping
surrounding the area but none

Figure VII.1.8 Airport Terminal Cargo
Building Parking Space in the actual parking area
 Stairs are approximately 1 m
wide and are spaced very far
apart from each other
 May not be able to cater influx
of people due to narrow
clearance
Figure VII.1.9 Cargo Building Stairs

 A raised platform is found
outside the cargo building
 The height of the platform
corresponds to the standard
height of the delivery vehicles
allowing a smooth transfer of
cargo
 No distinct markings or railings
at the edges of the platform so

Figure VII.1.10 Cargo Building
Unloading Area it may pose as an accident
prone area to uninformed
guests
 The office for quarantine
services can be found in the
middle of the cargo areas
 Albeit being poorly maintained
and susceptible to dust, sign is
prominent enough for
convenience
Figure VII.1.11. Quarantine

Services Office
 The receiving and releasing
office is found right in the
middle of the building
 Signage is prominent even from
a distance
 People tend to flock in front and
occupy pathway area due to
lack of waiting area inside or

Figure VII.1.12 Receiving and
Releasing Office adjacent to the office
 The cargo control office can be
found next to the receiving and
releasing office
 Due to lack of storage space,
the area in front is being used
thus compromising pathway
space
 Signage is not prominent and
Figure VII.1.13 Cargo Control Office may be hard to notice or read
unless in close proximity

 The ramp is placed in the
middle of the linear building and
is approximately 1.20 m wide
 Appears to be following the
1:12 standard
 Provided with grooves in close
intervals in order to aid with grip
Figure VII.1.14 Cargo Building Ramp

Detail
 Boxes are usually stacked on
top of each other whenever in
the midst of transfer due to the
narrow and insufficient space
provided thus compromising
pathway space
Figure VII.1.15 Cargo Building

Unloading Space
 A cargo building office can be
found in each cargo area of
each airline
 Accessible only through narrow
stairs which may be
inconvenient, inaccessible to
others and become a safety
hazard
Figure VII.1.16 Cargo Building Office
 Outgoing and ingoing cargo are
separated in cage-like areas in
order to avoid misplacement
 Placed right next to the apron
for convenience
 Design is susceptible to dust
and dirt
Figure VII.1.17 Ingoing and Outgoing

Cargo Area
 The wall facing the runway area
is designed with clerestory
windows to allow natural
lighting into the building
Figure VII.18 Cargo Building

Skylight Details
 Upon exiting through the roll-up
doors of the cargo building is
the apron and further, the
runway
 Seamless cement ground
transition between the cargo
building and the airplane cargo
area allows for smooth transfer
Figure VII.1.19 Cargo Terminal Apron of cargo

 Towards the back side of the
main airport building is the
secured VIP entrance
 Design and placement allows it
to be hidden from plain sight
and provides an alternative
entrance/exit route whenever
needed
Figure VII.1.20 Airport VIP Entrance
 Parking area is provided in front
of the VIP entrance
 Found behind is a metal fence
separating the parking from the
path taken by newly arrived
passengers
Figure VII.1.21 Airport VIP Entrance

Parking
 An x-ray machine and metal
detector guards he VIP
entrance along plenty of
security staff
 Lack of actual doors and wall
leading towards entrance make
it susceptible to dirt, dust,
rainwater, etc
Figure VII.1.22 VIP Entrance
Security Measures
 Due to insufficient space
provided, the police desk is
situated at the junction of the
stairs with the space under the
stairs being used as a storage
area
Figure VII.1.23 VIP Entrance Police Desk

 The vip entrance leads towards
the elevator and the baggage
claim
 Placement allows users to enter
airport building without the need
for crowd control, queues and
etc
Figure VII.1.24 VIP Passageway leading

to Domestic Arrivals
 The domestic arrivals baggage
claim is spacious with two
conveyor belts and plenty of
space for influx of passengers
and baggage trolley clearance
 Found right next to the
conveyor belts are the airline
Figure VII.1.25 Domestic Arrivals offices

Baggage Claim
 The area following the baggage
claim immediately leads
towards one of the main
entrances/exits of the airport
 Well lit due to building design
Figure VII.1.26 Domestic Arrivals Exit
 The large glass windows
adorning the rightmost
entrance/exit of the airport
allows plenty of daylight,
reducing the need for artificial
lighting and ultimately, energy
consumption
Figure VII.1.27 Airport Entrance near

Domestic Arrivals
 Information desks regarding the
accommodation in Davao City
are found immediately upon
leaving the baggage claim area
Figure VII.1.28 Accommodation Desks
 The main information center
can be found between the exit
of the baggage claim area and
the entrance of the departure
area
 Signage is very prominent and
approachable
Figure VII.1.29 Information Center

 Towards the right side, next to
one of the quarantine areas is
the departure area
 Width is approximately 2.20
meters and may not be able to
accommodate a large influx of
users (e.g. emergencies)
Figure VII.1.30 Passageway towards

Departure Area
 The Malay Architecture inspired
design of the building serves as
the building’s distinct
characteristic and trademark
 The skylight running lengthwise
the middle allows sufficient
natural lighting
Figure VII.1.31 Airport Skylight Details

 Upon entering, the row of
check-in counters can be
immediately found
 Business or first class
passengers have a separate
carpeted queue
Figure VII.1.32 Check-in Counters
 Spacious and easily navigable
design
 Upon entering the main airport
building is immediately the
departure area thus being
unable to provide a lobby or
waiting area
Figure VII.1.33 Departure Area

 Large windows allow plenty of
natural lighting
 Entrances are provided with x-
ray machines and metal
detectors
 Lack of seating and waiting
area for the users
Figure VII.1.34 Departure Area Seating
 The IACAT desk is found right
in the middle of the departure
area and near the entrance
 Signage is prominent and
clearly states purpose, to
provide help especially to
unaccompanied minor travelers
Figure VII.1.35 Inter-Agency Council

Against Trafficking (IACAT-XI) Help
Desk
 Found next to the IACAT desk
are police assistance desks and
the lost & found counter
 Space provided is insufficient
for queues and obstructs
pathway space
Figure VII.1.36 Police Assistant Desk
 Two escalators of opposite
directions as well as a wide
main staircase is found right in
the middle of the departure area
 Leads towards the departure
gates and food stalls
 Placed behind are comfort
Figure VII.1.37 Main Stairs and rooms

Escalators
 In addition to the main center
stairs, two minor staircases are
provided at opposite sides
 Stair entrance is a bit
obstructed and hidden
Figure VII.1.38 Departure Area Stairs
 Customs office is found directly
next to the check-in counters
 The close proximity is a great
convenience and in favor to the
passengers’ needs
Figure VII.1.39 Customs Office

 Found at the leftmost side of
the linear building is the
international arrivals baggage
claim
 Equipped with two conveyor
belts
 Spacious and well lit
Figure VII.1.40 International Arrivals

Baggage Claim
 Upon exiting the baggage claim
is a smaller branch of the duty
free shop, convenient for
passengers who are unable to
go to the main duty free building

Duty Free Shop
 Tourist sim and information
desks can be found upon
exiting the baggage claim area
 Signage are prominent and
listed in three other languages
for convenience of foreign
passengers

Tourist Sim and Help Desk
 The baggage claim area in the
international arrivals area is
spacious enough for influx of
passengers and trolley
clearance
 Surrounding it are customs and
immigration offices

Baggage Claim
 Between the immigration and
baggage claim area is the
quarantine area
 Placed right next to emergency
exit for convenience
Figure VII.1.44 Quarantine Office
 Immigration area is spacious
enough for forming queues and
is well lit and ventilated
 Equipped with routers and
CCTV cameras

Immigration
 Plenty of emergency exit doors
are found within the whole
facility
 Placed strategically in
significant areas to ensure
convenience in times of need
Figure VII.1.46 Emergency Exits
 An escalator going downwards,
stairs and an elevator is
provided for the international
arrivals area.

Elevator, Escalator, Stairs
 The international departure
area is guarded a terminal fee
desk and followed by an
immigration area
 Located at the left side of the
departure area
 Signage is prominent and area
Figure VII.1.48 International Departure is easily navigable
 Upon leaving the immigration
area, it leads to the gate
lounges 1-4 as well the VIP and
First Class lounges
 Equipped with x-ray machines
and walk-through metal
detectors
Figure VII.1.49 International Departure  Seating is provided upon

VIP and First Class Lounges
passing security measures
 At the leftmost side of the
second floor is an Islamic
Prayer Room
 Placement of the prayer room
diverts it from the usual route of
passengers thus aiding with the
acoustics
 Interior covered with blinds o

Figure VII.1.50 Islamic Prayer Room
aid in privacy
 Found upon entering the
second floor are souvenir shops
and cafes
 In close proximity to the
departure area entrances
 Spacious and well lit
 Equipped with sufficient seating
 Comfort rooms are within lose

Figure VII.1.51 Cafe
proximity
 Between the domestic and
international departure area
entrances are the police
assistance office, clinic and
childcare which offers a
breastfeeding room
 Signage are prominent and
area is easily navigable

Figure VII.1.52 Police Assistance, Clinic
and Childcare
 Food stalls or cafes are found
everywhere at the second floor
area
 Some are passable en route to
the departure areas which
encourage sales
 Some are placed at the sides to
Figure VII.1.53 Food Stalls/Cafes offer a waiting / standby area

 A terminal fee desk is found
upon entering the domestic
departure area
 The placement of the terminal
fee desks split the path into two
queues and ensures that each
passenger is screened and able
to pay the terminal fee

Figure VII.1.54 Domestic Departure
Terminal Fee Desk  Well lit by natural lighting
 The rooftop area of the main
airport building can be seen
when passing through the VIP
passageway
 Due to the flat design and
parapet roofing, rainwater tends
to pool and cause staining on
the presumably bituminous

Figure VII.1.54 Airport Rooftop Details
roofing
 While passing through the VIP
passageway, an emergency
stairs exit can be found right
next to the elevator
 Leads immediately to the
outside parking area
Figure VII.1.56 VIP Passageway

Emergency Exit Stairs
 Access to the VIP entrance is
only through the VIP entrance
gate armed with a guard office
 Wide clearance and able to
accommodate influx of users
Figure VII.1.57 VIP Entrance Gate

 The main signage of the airport
building is found at the right
side and can be seen when
entering the facility
 Lack of maintenance on the
signage
 Signage is not very prominent
Figure VII.1.58 Airport Main Signage due to the low placement and
material
 Hard to see and read at night
 The Malay architecture inspired
design of the airport sets it
apart from other structures and
serves as its trademark
 The cascading pointed roofing
allows plenty of natural lighting
and shapes the building outline
greatly
Figure VII.1.59 Airport Exterior Details
 The material used in the
underside of the airport
eateries’ roofing are exposed
and therefore susceptible to
dust, dirt and rainwater
 Also prone to peeling which
maybe an inconvenient and
unhygienic site to the users
 Albeit poor maintenance, it’s
Figure VII.1.60 Airport Eateries Detail opaque design and wide
overhang reduces the sun rays
efficiently while also providing
ample covered sidewalk space
 The path towards the entrance
to the main building and
departure area is equipped with
a covered pathway that
intersects with the taxi and
private vehicle lanes
Figure VII.1.61 Covered Path leading to

Departure Area
 The covered pathway is poorly
maintained
 Its curved and structurally
exposed design makes it
susceptible to dust and dirt
 Equipped with CCTV cameras
and monitors showing current
Figure VII.1.62 Covered Path flight details

Roofing Details
 Due to lack of lobby or waiting
area, users resort to waiting at
the unloading areas thus
obstructing sidewalk areas
 Uncomfortable seating
 Design is not very efficient in
shielding the sun’s rays
Figure VII.1.63 Waiting Area Seating

 The parking area of the airport
is found between the main
building and the duty free shop
and airport eateries.
 Wide and spacious to cater
passengers’ vehicles
 Lacks landscaping and
Figure VII.1.64 Airport Guest Parking measures to counter heat island
effect
 The single ramp can be found
near the unloading area and
leading towards the covered
pathway
 Not covered and therefore
susceptible to slippage during
rainy seasons
 Ramp width is approximately
Figure VII.1.65 Airport Ramp 1.30 meters and appears to
follow the 1:12 standard

 The iconic durian landmark is
prominent and can be easily
seen upon entering and exciting
the vicinity
 The statue serves as one of the
trademarks of Davao City and
offers a picture taking
opportunity for tourists

Figure VII.1.66 Airport Durian Landmark
 The road leading to and from
the airport is wide and
separated into taxi, private and
service lanes
 Offers a covered pathway for
walking users
Figure VII.1.67 Airport Exit

VII.2 Ocular Inspection of Jansen Ceasar V. Javier
SPACES OBSERVATIONS
 As an entrance, it is a little bit
smaller and congested due to the
small span between the entry way
and the railings. It disrupts the
circulation going in to the airport.
ENTRANCE
 The Public lobby is crowded at
the time of ocular inspection. It is
smaller and maybe cannot cater
passengers at peak seasons.
PUBLIC LOBBY
 The location is just fine to help

the concerns of the passengers
as it located in the lobby part.
ASSISTANCE DESK
 Stanchions isolates and

organized lines from the other
ticketing areas.
TICKETING FACILITIES
 Convenient for passengers

using public transport as a
mean of transportation, as it is
nearer to the entrance and exit
of the terminal building.
PUBLIC TRANSPORT
 Giving convenient and

comfortability to passengers
coming from the parking area and
from the public transportation
facility.
COVERED PATHWAY
 Effective when it comes to

securing the control tower which is
one of the most highly needed
security area next to the terminal
building.
SECURITY POST
(CONTROL TOWER)
 Existence of mini Street Island

separates the two lanes. The
light poles makes it well lighted
at nighttime.
ENTRY / EXIT ROADWAY

 Convenient for passengers as

it is located near the entrance
of the terminal building.
DROP-OFF
 Located just near the arrival

exit, effective for passengers
who want to check-in the city’s
hotels.
CHECK-IN DESK
 Good area for baggage

security systems to put in
which should be larger to place
these security equipment.
BAGGAGE HANDLING/CLAMING AREA

 The arrival receiving area

promotes the city via tourism
posters.
ARRIVAL RECEIVING AREA
 Darker at daytime as this area

relies on the natural lighting.
ARRIVAL EXIT
 Isolated from the terminal

building and other facilities.
AIRPORT CARGO FACILITY

 Heavy secured area (as it

should be).
CONTROL TOWER
 Efficient and effective when it

comes to have a sustainable
design.
SKYLIGHT
 Located at the second floor. A

little bit cause hassle for
passengers in the public lobby
(ground floor).
AMENITIES AREA
 Signage guides the

passengers where to go which
is effective.
STAIRWAY
 Not that ideal, it should be

noticeable as possible as an
office even without the signage
above.
CUSTOMS OFFICE
 Should have bigger signage

indicating that it is a prayer
room so passengers can see it
from the public lobby.
PRAYER ROOM
 Easy access for passengers at

the end part of the public lobby
on both sides.
STAIRS
 Effective to hold arriving

international passengers for
immigration screening as it is
located right below the arrival
area stairs.
IMMIGRATION RECEIVING AREA
 Convenient for immigration

officers to held concerns with
regards to the immigration
receiving area.
IMMIGRATION OFFICE
 Natural lighting helps the area

to be energy efficient even at
that time as you can see the
lights are turned on.
ARRIVAL RECEIVING AREA
 Should be noticeable.
QUARANTINE
 Arrival exiting area welcoming

passengers to Davao city.
ARRIVAL
 Police desk for any concern of

the passenger from arrival
area. Effective for security
purpose also.
POLICE DESK
 Pavements gives the

passengers going to the public
transport a good experience of
walking in this area.
PAVED PATHWAY
 Should be pleasant in the eyes

or should at least have a
design that features Davao city
as its identity.
AIRPORT SIGNAGE
VIII. SPACE MATRICES
DESIRABLE
NEUTRAL
UNDESIRABLE
IX. BUBBLE DIAGRAM
IX.1 Bubble Diagram Legend
IX.1.1 Site Bubble Diagram
Land Side Facilities
Air Side Facilities
Terminal Building
IX. 1.2 Terminal Building Bubble Diagram
Passenger-used Facilities
Airport Personnel-used Facilities
Mixed-used Facilities
IX.2 SITE BUBBLE DIAGRAM
ENTRY EXIT
PARKING
FACILITIES
PUBLIC PUBLIC
TRANSPOR TRANSPOR
TATION TATION
FACILITY FACILITY
AIRPORT
CARGO TERMINAL
FACILITY
BUILDING
CONTROL
TOWER
HANGAR &
MAINTENANCE
OPERATIONS
RUNWAY
AIRCRAFT
PARKING
IX.3 TERMINAL BUILDING BUBBLE DIAGRAM
SECURITY
AMENITIES CHECK-IN
AREA FACILITIES
PUBLIC
ARRIVAL
DEPARTURE LOBBY AREA
AEA
CENTRAL
BAGGAGE ADMINITST TICKETING
HANDLING RATIVE FACILITIES
AREA OFFICES
SECURITY
BAGGAGE
&
CLAMINIG
BORDER
AREA
CHECKPOINTS
X.EVOLUTION OF FORMS
XI. ARCHITECTURAL PROGRAMMING
SPACE FUNCTION USERS ANCILLARIES AMENITIES FEATURES
 Walking area  Passengers  Sidewalks or  Benches  Pavements

Pedestrian for all users walkways  Street light
Facilities  Invite users  Ramps poles
the  Trash
experience of receptacles
walking
 To bring  Passengers  Passenger  Ramps  Vegetation

Public comfort and loading
Transport convenience shelters
Facilities to public  Comfort
transport
users rooms
Parking  Designated  Passengers  Parking area  Paving and  Wheels stops

Facilities for parking of striping  Metal halide
the airport  Road surface
bound users markings
Entry &  For access  Passengers  Road  Street light  Signage

Exit and  Airport  Road poles
Roadways organized personnel markings
circulation
due to
distinctive
users
Airport  For cargo  Cargo  Cargo  Heavy  Visual screen

Cargo storage personnel warehouse equipment fence
Facility purposes  Loading dock parking  Security post
 Cargo  Personnel
docking parking
Runway  Passageway  Airport  Pavement  Lighting  Road surface

prepared for personnel markings
landing and
take-off of
aircraft
Apron,  The area of  Airport  Ramp (for  Hardstand  Large

Aircraft the airport personnel pre-flight  Inventory entrance
Parking where activities)
aircrafts are
parked,
unloaded or
loaded,
refueled and
boarded.
Hangar &  For housing  Airport  Ramp (for  Hardstand  Large

Maintenance aircraft personnel pre-flight  Inventory entrance
Operations  The area  Maintenanc activities)
where aircraft e operators
maintenance
was done
Control  Used to  Airport  En route  Precision  State of the

Tower control personnel centre approach art equipment
airspace to  Pilot  Comfort room radars
direct aircraft
or for flight
security and
safety
operations
Public  An area  Passengers  Waiting area  Benches  Natural

Lobby connected to  Airport  Comfort lighting
another area personnel rooms
of different
activity
 Could be
passenger’s
space for idle
Check-in  An area  Airport  Ticketing  Desk  Stanchions

Facilities / allotted to personnel desk /  Signage
Central accommodat window  Computer
Ticketing e passengers  Reception
Facilities for ticketing area
services.
 Receiving
area of
passengers
for hotel
reservations.
Security &  For security  Airport  Screening  Baggage  CCTVs

Border screening Personnel area scanners  Stanchions
Checkpoints purposes.  Airport  screening
security
Baggage  An area  Airport  Baggage  Baggage  Conveyor

Handling where Personnel Handling waiting area
System / luggage System area
Baggage being  Baggage
Claim transported handling and
Facilities from ticket claiming
counters to areas
the aircrafts
loading areas
Gate  An area that  Passengers  Benches  Signage  Natural

Lounge / offers comfort  Airport  Sofa lighting
Departure to the personnel  Comfort
Lounge passengers rooms
while waiting
for flight
Administra-  An area  Airport  Immigration  Signage

tive accommodati personnel office  Office chairs
Offices ng concerns  Airport  Customs and tables
of Officers office  Drawers
passengers.  Quarantine  Cabinets
 Comfort room  Computers
 Work area
partitions
 Sofa
Amenities  An area to  Airport  Food &  Stalls  Vegetation

Area cater the personnel beverages  Comfort rooms  Natural
passenger’s  Utility services lighting
needs personnel  Concessionai
re & building
services

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ATENEO DE DAVAO UNIVERSITY

College of Arts and Sciences

Engineering and Architecture Division

BS Architecture 4D / TTH 7:40-2:10 / W303

Arch. Cherry Rose T. Aquino

Javier, Jansen Ceasar V.

Soguilon, Ayrah Koseth H.

June 28, 2018

II. Definitions of Terms and Spaces 2

III. Latest Trends and Innovations 12

IV. Architectural Solutions 39

VI. Design Philosophy 76

VII. Ocular Inspection 77

VIII. Space Matrices 121

IX. Bubble Diagram 122

X. Evolution of Forms 125

XI. Architectural Programming 125

I.1 Land Side Facilities

I.1.1 Pedestrian Facilities

I.1.2 Public Transportation Facilities

I.1.3 Parking Facilities

I.1.4 Entry & Exit Roadways

I.1.5 Airport Cargo Facility

I.2 Air Side Facilities

I.2.2 Apron, Aircraft Parking, Gate Positions

I.2.3 Aircraft Parking & Gate Positions

I.2.4 Hangar & Maintenance Operations

I.2.5 Control Tower

I.3 Terminal Building

I.3.1 Public Lobby

I.3.2 Check-In Facilities/ Central Ticketing Facilities

I.3.3 Security & Border Checkpoints

I.3.4 Baggage Handling System/ Baggage Claim Facilities

I.3.5 Gate Lounge/ Departure Lounge

I.3.6 Administrative Offices

I.3.7 Amenities Area

I.3.7.1 Food & Beverage Services

I.3.7.2 Concessionaire & Building Services

II. DEFINITIONS OF TERMS AND SPACES

areas of the airport.

controlled by guards, with or without a supporting electronic installation.

mandatory, non-regulation-based guidance and information on aviation topics of current

interest and/or concern to the industry.

than 90 seats, as distinct from commuter or regional airlines.

Transportation Improvement Program.

II.6 Air Traffic Control (ATC) - A service operated by a government or government-

traffic through the airspace under its jurisdiction.

landing weight at standard atmospheric conditions.

purposes, one arrival and one departure is counted as two movements.

II.10 Aircraft Operations - The landing, takeoff, or touch-and-go procedure by an

aircraft on a runway at an airport.

program, in which security measures specified in 49 Code of Federal Regulations (CFR)

not protected by adequate security systems, measures, or procedures.

landing, takeoff, and maneuvering of aircraft.

personnel, and management.

baggage check-in prior to delivery to the Transportation Security Administration (TSA)

baggage screening process.

near the check-in lobby.

II.18 Airport Authority - A quasi-governmental public organization responsible for

of airports, under its jurisdiction.

as the runways, taxiways, and terminal building.

feet above mean sea level (MSL).

II.21 Airport Emergency Command Post - A room or combination of rooms/facilities

natural disaster, terrorist event, hostage situation, or aircraft disaster.