ADMAS UNIVERSITY

FACULTY OF ENGINEERING

DEPARTMENT OF ARCHITECTURE

TITLE OF THE THESIS: AIRPORT- TERMINAL BUILDING

SUBMITTED by:

AHMED MOHAMED ABDILLAHI

ID No:

Thesis submitted to ADMAS University, Faculty of Engineering, Department of Architecture in partial

fulfillment for requirement of Bachelor Degree in Architecture

Supervised by:

NAGA HARITHA K J

Hargeisa, Somaliland

August, 2015
 TABLE OF CONTENTS PAGE NUMBER

Approval…………………………………..…………………………….………...………..…….i
Declaration…………………………………..…………………………….………...……..……ii
Dedication ..................................................................................................................................... ii

Acknowledgements……………………………………………..…………………...…...……...iv
List of figures………………………………….……..….……….…………..……………..…. v

Abstract………………………………………………….………………………..…...…………x
CHAPTER ONE ......................................................................................................................................... 1
1.0 INTRODUCTION................................................................................................................................. 2
1.1 Problem Statement......................................................................................................................................... 3
1.2 Background of the Study…………………………………………………………................................. 4

1.3 Scope....................................................................................................................................................... 4
1.4 Justification ............................................................................................................................................. 4
1.5 Research Objectives ................................................................................................................................ 5
1.6 Limitation....................................................................................................................................................... 5
1.7 Structure Of Research Paper ................................................................................................................... 6
CHAPTER TWO ........................................................................................................................................ 8
2.0 LITERATURE REVIEW .......................................................................................................................... 9
2.2 Different Historical Times ..................................................................................................................... 10
2.2.1 The Invention Era (1903-1914) .......................................................................................................... 10
Terminal Buildings Of This Era ......................................................................................................... 10
Form And Character........................................................................................................................... 11
2.2.2 The War Era (1914- 1945) ................................................................................................................. 11
Terminal Building Of This Era.......................................................................................................... 12
Form And Character .......................................................................................................................... 13
2.2.3 Modern Air Industry (1950-1960)...................................................................................................... 14
Circulation ......................................................................................................................................... 14
Material ............................................................................................................................................. 14
Concepts ............................................................................................................................................ 14
Terminal Building Of This Era.......................................................................................................... 15
2.2.4 Deregulation Era (1970-1990) ........................................................................................................... 16
FORM AND AESTHETICS .................................................................................................................... 16

MATERIAL............................................................................................................................................... 17
FUNCTION ............................................................................................................................................... 17
2.2.5 PRESENT ERAS (1990-TODAY) .................................................................................................. 17
FORM AND AESTHETICS .................................................................................................................... 18
2.3 ................................................................................................................................................. P
ASSENGER VOLUME AND THE TERMINAL BUILDING ........................................................ 19
2.3.1 .............................................................................................................................................. T
HE TERMINAL BUILDING ........................................................................................................... 19
PASSENGER VOLUMES AND PLANNING OF SPACES ................................................................. 19
2.3.2 .............................................................................................................................................. F
UNCTION AND PLANNING .......................................................................................................... 20
2.3.2.1 ........................................................................................................................................... T
HE CENTRAL TERMINAL WITH PIERS ................................................................................ 21
2.3.2.2 ........................................................................................................................................... U
NIT TERMINAL WITH PIERS ................................................................................................... 22
2.3.2.3 ........................................................................................................................................... U
NIT TERMINALS ......................................................................................................................... 22
2.3.2.4 ........................................................................................................................................... L
INEAR TERMINALS .................................................................................................................... 23
2.3.2. 5 LINEAR TERMINALS WITH SATELLITES ......................................................................... 24
2.3.2.6 ........................................................................................................................................... C
ENTRAL TERMINALS WITH SATELLITES .......................................................................... 24
2.3.2.7 ........................................................................................................................................... T
ERMINAL WITH CONNECTED SATELLITE ........................................................................ 25
2.4 SECURITY IN THE TERMINAL BUILDING ............................................................................... 26
2.4.1 TERMINAL BUILDING DESIGN................................................................................................. 26
2.5 ................................................................................................................................................. N
EW AIRPLANE DESIGNS AND THE TERMINAL BUILDING .................................................. 26
2.5.1 .............................................................................................................................................. H
ISTORY OF AIRPORT DESIGN ................................................................................................................. 26
2.5.2 .............................................................................................................................................. A
IRCRAFT TYPES AND PASSENGER TERMINAL DESIGN ...................................................... 27
2.5.3 ..............................................................................................................................................D
IFFERENT HISTORICAL PERIODS PLANE DESIGN AND EFFECT ON THE TERMINAL
BUILDING ................................................................................................................................................ 31
2.5.4 .............................................................................................................................................. T
RANSFORMATION OF FORM ..................................................................................................... 32
2.6 MANAGEMENT OF THE TERMINAL BUILDING ..................................................................... 34
2.6.1 TERMINAL BUILDING DESIGN AND EFFECT ON FORM IMAGE AND CHARACTER
.......................................................................................................................................................34
CHAPTER THREE .................................................................................................................................. 35
RESEARCH METHODOLOGY............................................................................................................. 36
3.1 ................................................................................................................................................. R
ESEARCH PURPOSE......................................................................................................................... 36
3.2 ................................................................................................................................................. R
ESEARCH STRATEGY ..................................................................................................................... 36
3.3 ................................................................................................................................................. T
IME HORIZON OF STUDY .............................................................................................................. 36
3.4 ................................................................................................................................................. S
AMPLING METHOD ......................................................................................................................... 37
3.5 ................................................................................................................................................. D
ATA SOURCE ..................................................................................................................................... 37
Primary sources ........................................................................................................................................ 37
3.5.1 Observations ..................................................................................................................................... 37
Photographs ............................................................................................................................................... 37
Secondary sources ..................................................................................................................................... 37
3.6 DATA PRESENTATION ................................................................................................................... 37
I. Photographs ............................................................................................................................................ 38
II. Architectural drawings ......................................................................................................................... 38
CHAPTER FOUR..................................................................................................................................... 39
DATA COLLECTION ............................................................................................................................. 40
(TERMINAL BUILDING SPACE AND FACILITY GUIDELINES) ................................................. 40
TERMINAL BUILDING SPACE AND FACILITY GUIDELINES .................................................... 40
4.1. ................................................................................................................................................ G
ENERAL .............................................................................................................................................. 40
4.2. ................................................................................................................................................ G
ROSS TERMINAL BUILDING AREA ESTIMATES .................................................................... 40
a. Gross Terminal Area per Gate ................................................................................................................... 40
b. Rule-of-Thumb ....................................................................................................................................... 40
4.3 ................................................................................................................................................. S
PACE ALLOCATIONS ...................................................................................................................... 40
4.4 ................................................................................................................................................. P
UBLIC LOBBY AREAS ..................................................................................................................... 41
a. Ticketing Lobby ..................................................................................................................................... 41
b. Waiting Lobby ....................................................................................................................................... 41
d. Combined Lobbies ................................................................................................................................ 42
4.5 ................................................................................................................................................. A
IRLINE TICKET COUNTER/OFFICES .......................................................................................... 42
4.7. SECURITY INSPECTION STATIONS .......................................................................................... 46
4.8 ................................................................................................................................................. D
EPARTURE LOUNGES ..................................................................................................................... 48
4.9 ................................................................................................................................................. B
AGGAGE CLAIM FACILITIES ....................................................................................................... 49
4.10. AIRLINE OPERATIONS AREAS ................................................................................................. 51
4.11 FOOD AND BEVERAGE SERVICES ........................................................................................... 52
4.12. CONCESSIONAIRE AND BUILDING SERVICES .................................................................... 53
4.13 TERMINAL BUILDING FACILITIES .......................................................................................... 55
CHAPTER FIVE ...................................................................................................................................... 57
CASE STUDIES/DESKTOP STUDIES .................................................................................................. 57
5.1 ................................................................................................................................................. M
ADRID BARAJAS AIRPORT ............................................................................................................ 58
5.1.1. ............................................................................................................................................. I
NTRODUCTION ................................................................................................................................... 58
5.1.2 .............................................................................................................................................. H
ISTORY ............................................................................................................................................. 58
5.1.3 .............................................................................................................................................. F
ORM IMAGE AND CHARACTER ANALYSIS ........................................................................... 59
5.1.3.1 PASSENGER VOLUME IN THE TERMINAL BUILDING ................................................... 59
2. ................................................................................................................................................... F
UNCTION AND PLANNING ............................................................................................................... 61
3. ................................................................................................................................................... M
ATERIAL AND TECHNOLOGY ........................................................................................................ 66
4. ................................................................................................................................................... S
TEEL WORKS AND WOOD ............................................................................................................... 67
5.1.4 .............................................................................................................................................. N
EW AIRPLANE DESIGNS AND THE TERMINAL BUILDING ............................................... 70
5.1.5 .............................................................................................................................................. R
ESEARCH FINDINGS ........................................................................................................................... 71
5.2 ................................................................................................................................................. B
EIJING AIRPORT .............................................................................................................................. 72
5.2.1 .............................................................................................................................................. F
ORM IMAGE AND CHARACTER ANALYSIS ........................................................................... 73
5.2.2 .............................................................................................................................................. H
ISTORY ............................................................................................................................................. 73
5.2.3 PASSENGER VOLUME IN THE TERMINAL BUILDING ...................................................... 74
1. ................................................................................................................................................... T
HE TERMINAL BUILDING ................................................................................................................ 74
2. ................................................................................................................................................... T
ERMINAL DESIGN AND PLANNING .............................................................................................. 75
3. ................................................................................................................................................... M
ATERIAL AND TECHNOLOGY ........................................................................................................ 78
5.3.4 NEW AIRPLANE DESIGNS AND THE TERMINAL BUILDING ........................................... 80
1. AIRPORT DESIGN CONCEPTS ....................................................................................................... 80
5.3 ................................................................................................................................................. F
IELD WORK FINDINGS ......................................................................................................................... 81
5.4 ................................................................................................................................................. C
OMPLETE FIELD WORK FINDINGS ................................................................................................. 82
CHAPTER SIX ................................................................................................................................................ 84
SITE ANALYSIS ...................................................................................................................................... 84
6.1.2 .............................................................................................................................................. S
ite climate ........................................................................................................................................... 85
6.1.3 .............................................................................................................................................. M
icroclimate ......................................................................................................................................... 85
Local factors: The factors which may cause local deviation are ........................................................... 85
6.2 ................................................................................................................................................. L
ocation ................................................................................................................................................... 86
6.2.1 .............................................................................................................................................. S
omaliland ........................................................................................................................................... 86
6.2.2 .............................................................................................................................................. B
orama ................................................................................................................................................. 87
Brief history of Borama ............................................................................................................................ 87
Location and area of Borama................................................................................................................... 88
Education facilities .......................................................................................................................................... 89
Geography ................................................................................................................................................. 89
Transportation facilities.................................................................................................................................. 89
6.2.3 .............................................................................................................................................. L
OCATION OF THE SITE ............................................................................................................... 90
6.2.4 .............................................................................................................................................. S
HAPE OF SITE ................................................................................................................................. 93
6.3 SELECTED SITE ............................................................................................................................... 93
CHAPTER SEVEN................................................................................................................................... 94
PROJECT DESIGN ........................................................................................................................................ 94
REFERENCES ........................................................................................................................................ 100
 ADMAS UNIVERSITY

APPROVAL

I certify that this thesis satisfies the partial fulfillment of the requirement for the award of the
Bachelor Degree in Architecture in ADMAS University in Somaliland.

SUPERVISOR:

SIGNATURE:
DATE:

DEAN OF DEPARTMENT OF ARCHITECTURE:

SIGNATURE:
DATE:

i
 DECLARATION

I declare that the thesis entitled ‘AIRPORT-TERMINAL BUILDING’ is an original and my own
study except where otherwise acknowledged. To my knowledge no part of this thesis has been
submitted to any other institution.

SUBMITTED BY:

AHMED MOHAMED ABDILLAHI

ii
 DEDICATION

This work is dedicated to my beloved parents who give me a continuous support during my study
in Bachelor Degree of Architecture, besides I dedicated to our dear brothers and sisters.

iii
 ACKNOWLEDGMENT

In the name of Allah, the most Gracious and the most Merciful Alhamdulillah, all praises to
Allah for the strengths and his blessing in completing this thesis. And again praise is to Allah
who gave me the ability and power to complete this achievement smoothly and successfully.

Secondly, I send my deepest gratitude to my beloved parents for their long encouragement,
motivation and support to us. Indeed I can’t conclude their praise worthy in phrases.

Especially my appreciation goes to my Supervisor and Dean of Department of Architecture,

Ms. Naga Haritha K J, for her supervision and constant support. Her valuable help of
constructive comments and suggestions throughout my field in thesis, and really her work has
contributed to the success of this research. My appreciation is for her encouragement, motivation
and support throughout my field in thesis.

I would like to express my appreciation to our lecturers about their dynamic way for delivers
lessons and their great encouragement to sustain our education.

My acknowledgement also goes to all the managerial persons and office staff of ADMAS
UNIVERSITY for their co-operation.

iv
 LIST OF FIGURES

FIGURE NUMBER TITLE PAGE NUMBER

Figure 1. 1: New Mumbai Airport, designed by SOM ............................ Error! Bookmark not defined.
Figure 1. 3: Shenzhen airport, china .......................................................... Error! Bookmark not defined.
Figure 1. 4: Shenzhen airport, china By Massimiliano Fuksas architects (2008) .. Error! Bookmark not
defined.
Figure 1. 5: Shenzhen airport, china By Massimiliano Fuksas architects (2008) .. Error! Bookmark not
defined.
Figure 1. 6: Heathrow international airport, terminal 5, UK by Rroger Stirk Harbour + Partners
(1989-2008) .............................................................................................Error! Bookmark not defined.
Figure 1.7: Heathrow international airport, terminal 5, UK by Rroger Stirk Harbour + Partners
(1989-2008) .............................................................................................Error! Bookmark not defined.
Figure 1. 8: Ben Gurion International Airport, Terminal 3, Israel by Moshe Safdie, SOM, Karmi
Architects and TRA Associate Architects (2004).....................................Error! Bookmark not defined.
Figure 1. 9: Ben Gurion International Airport, Terminal 3, Israel by Moshe Safdie, SOM, Karmi
Architects and TRA Associate Architects (2004 ......................................Error! Bookmark not defined.
Figure 1. 10: Hyderabad International airport, India by GMR group, Malaysia airports,
government of Andhra Pradesh, and airports authority of India (2008) .Error! Bookmark not defined.
Figure 2. 1: the LZ-129, known as the Hindenburg and its associated hanger, Germany...........Error!
Bookmark not defined.
Figure 2. 2: the Wright brothers in May 1904 with .................................. Error! Bookmark not defined.
Their flyer 2 at Huffman prairie Ohio USA .............................................. Error! Bookmark not defined.
Figure 2. 3: Huffman prairie develops, the Wright................................... Error! Bookmark not defined.
Flier 3 and was the first production model in 1905 ................................... Error! Bookmark not defined.
Figure 2. 4: The first temple of terminal in Berlin .................................... Error! Bookmark not defined.
By Paul and Klaus Engler 1926 .................................................................. Error! Bookmark not defined.
Figure 2. 5: Czech functionalism at Prague 1933 -7 by Adolf Bens .........Error! Bookmark not defined.
Figure 2. 6: the land terminal at la Guardia, New York, and show here in 1946, was designed by
Delano and Aldrich.................................................................................Error! Bookmark not defined.
Figure 2.8: Freyssinets hangars at Paris orly 1917 building used as anti-missile hangars during the
war .........................................................................................................Error! Bookmark not defined.
Figure 2.9: Dublin Airport Terminal ......................................................... Error! Bookmark not defined.
Figure 2.10: Dublin Airport Terminal ....................................................... Error! Bookmark not defined.
Figure 2. 11: Nicholas Grimshaws British Airways Combined operations cen tre Heathrow Airport,
London 1990 ...........................................................................................Error! Bookmark not defined.
Figure 2. 12: Carrasco international airport expansion, Uruguay by Rafael Vinoly ..Error! Bookmark
not defined.
v

Figure 2.13: Boeing 747 ............................................................................... Error! Bookmark not defined.

Figure 2.14: William B Hartsfield Atlanta Airport Ariel View ...............Error! Bookmark not defined.
Figure 2.15: William B Hartsfield Atlanta Airport Ariel View ...............Error! Bookmark not defined.
Figure 2.17: William B Hartsfield Atlanta Airport Ariel View ...............Error! Bookmark not defined.
Figure 2.19: Sondica International Airport, Spain by Santiago Calatrava (2000) Error! Bookmark not
defined.
Figure 2.18: William B Hartsfield Atlanta Airport Ariel view ................Error! Bookmark not defined.
Figure 2. 22: Amsterdam Airport Schiphol. On the airside ..................... Error! Bookmark not defined.
Figure 2. 21: Kuala-Lumpar International Airport.................................. Error! Bookmark not defined.
igure2.23: Saarinen’s Dulles Washington, Dulles airport Section of new land side canopy ......Error!
F
Bookmark not defined.
Figure 2.24: Saarinen’s Dulles Washington , Dulles airport Section of new land side canopy .....Error!
Bookmark not defined.
Figure 2.25: Jeddah international airports Jeddah................................... Error! Bookmark not defined.
Figure 2.26: Jeddah international airports Jeddah................................... Error! Bookmark not defined.
igure 2.27: Stansted, London’s third airport by Norman foster and partner ..... Error! Bookmark not
F
defined.
Figure 2.29: Stansted, London’s third airport by Norman foster and partner ..... Error! Bookmark not
defined.
Figure 2. 30: terminal building design concepts ........................................ Error! Bookmark not defined.
Figure 2. 31: terminal building design concepts ........................................ Error! Bookmark not defined.
Figure 2.32: kansai airport, Japan designed by Renzo piano Site plan ...Error! Bookmark not defined.
Figure 2. 33 kansai airport.......................................................................... Error! Bookmark not defined.
Figure 2.34: Shanghai Pudong International Airport, terminal 2, and china by Rogers’s Stirk
Harbour + partners ................................................................................Error! Bookmark not defined.
Figure 2.35: Indianapolis international airport, Indianapolis, terminal midfield between two
runways ..................................................................................................Error! Bookmark not defined.
Figure 2. 37: Indianapolis airport .elevation ............................................. Error! Bookmark not defined.
Figure 2. 39: Indianapolis airport .floor plan ............................................ Error! Bookmark not defined.
Figure 2. 40: Boeing 747-B .......................................................................... Error! Bookmark not defined.
Figure 2. 41: airbus A380 ............................................................................ Error! Bookmark not defined.
Figure 2. 43: interior of an airbus A380..................................................... Error! Bookmark not defined.
Figure 2. 44: Tokushima airport terminal, Tokushima view toward airside from departure .....Error!
Bookmark not defined.

vi

Figure 2. 47: Heathrow, airport of the 2012 Olympics ............................. Error! Bookmark not defined.
Figure 2. 46: Heathrow airport master plan.............................................. Error! Bookmark not defined.
Figure 2. 45: London Heathrow Airport - with Malaysia Airlines operating regular A380 flights
...............................................................................................................Error! Bookmark not defined.
Figure 2.48: Lon greens biplane..............................................................Error! Bookmark not defined.
Figure 2. 49: Wright brothers first hangar .............................................Error! Bookmark not defined.
Figure 2.50: Avro Lancaster bomber plane ............................................Error! Bookmark not defined.
Figure 2. 51: Karachi Airport in 1943 during World War II ..................Error! Bookmark not defined.
Figure 2.52: B-24 bomber plane..............................................................Error! Bookmark not defined.
Figure 2. 53: Miami International Airport, Florida ................................Error! Bookmark not defined.
Figure 2.54 Boeing 747 copter plane .......................................................Error! Bookmark not defined.
Figure 2. 55:santiago calatrava ...............................................................Error! Bookmark not defined.
Figure 2.56: Airbus A380........................................................................Error! Bookmark not defined.
Figure 2. 57:Beijing international airport landside view .........................Error! Bookmark not defined.
igure 2.58: Chicago O’Hare International Airport, Chicago. New steel canopy, terminal 1 .....Error!
F
Bookmark not defined.
Figure 2.59: Chicago O’Hare International Airport, Chicago. New steel canopy, terminal 1 .....Error!
Bookmark not defined.
Figure 2. 60: Stansted London airport ....................................................... Error! Bookmark not defined.
Figure 2. 61: Stuttgart Airport Germany .................................................. Error! Bookmark not defined.
Figure 2. 62: The TWA Terminal at John F. Kennedy International Airport, New York. Eero
Saarinen .................................................................................................Error! Bookmark not defined.
Figure 2. 63: Kansai airport........................................................................ Error! Bookmark not defined.
Figure 4-l. Gross Terminal Area Space Distribution ................................ Error! Bookmark not defined.
Figure 4.2. Linear Counter ......................................................................... Error! Bookmark not defined.
Figure 4.3. Flow-through Counters ............................................................ Error! Bookmark not defined.
Figure 4.4. Island Counters......................................................................... Error! Bookmark not defined.
Figure 4.5. Typical ATO layouts-Single Terminal .................................... Error! Bookmark not defined.
Figure 4-21. Security Inspection Station Layouts...................................... Error! Bookmark not defined.
Figure 5.1: View from the approach road showing the undulating roof, clearly expressing the three
processing zones, separated by canyons ..................................................Error! Bookmark not defined.
Figure 5.2: location of the airport in Madrid (master plan) ....................Error! Bookmark not defined.

vii

Figure 5.4: The interior of the building is protected from strong sunlight by roof overhangs and
tubular steel Shading system, which, at the same time allows clear.........Error! Bookmark not defined.
Figure 5.3: View looking down the pier from the north end, showing the gradation of color applied
to the steelwork.......................................................................................Error! Bookmark not defined.
Figure 5.5: Elevations & Sections ............................................................... Error! Bookmark not defined.
Figure 5.7: The undulating wooden roof provides a natural balance to the hi-tech check in area and
air conditioning units..............................................................................Error! Bookmark not defined.
Figure 5.6: The interior of the building is protected from strong sunlight by roof overhangs and a
tubular steel shading system, which, at the same time allows clear views of the outside. ............Error!
Bookmark not defined.
Figure 5.8: Terminal level +2 ...................................................................... Error! Bookmark not defined.
Figure 5.9: Terminal level +1 ...................................................................... Error! Bookmark not defined.
Figure 5.10: Terminal level -2..................................................................... Error! Bookmark not defined.
Figure 5.9: Terminal level 0 ........................................................................ Error! Bookmark not defined.
Figure 5.11: The baggage reclaim hall showing the air-conditioning units integrated into the
reclaim units. ..........................................................................................Error! Bookmark not defined.
Figure 5.12: The undulating wooden roof provides a natural balance to the hi-tech ..Error! Bookmark
not defined.
Figure 5.13: the roof structure still in its skeleton state...........................Error! Bookmark not defined.
Figure 5.14: The security check area on the departures level is light and airy. .... Error! Bookmark not
defined.
Figure 5.16: Interior view of canyons, bamboo roof and skylight ...........Error! Bookmark not defined.
Figure 5.15: Undulating timber ceiling design........................................... Error! Bookmark not defined.
Figure 5.17: departure lounge .................................................................... Error! Bookmark not defined.
Figure 5.18: Detail of southern pier end .................................................... Error! Bookmark not defined.
 Figure 5.19: The undulating wooden roof provides a natural balance to the hi-tech check in area
and air conditioning units .......................................................................Error! Bookmark not defined.
Figure 5.20: plan of the terminal and its satellite of level +1 and level+2 Error! Bookmark not defined.
Figure 5.21: Ariel view of the Beijing international airport ....................Error! Bookmark not defined.
Figure 5.22: plan of the terminal and its satellite of level +1 and level+2 Error! Bookmark not defined.
Figure 5.23: entrance lobby on the landside .............................................. Error! Bookmark not defined.
Figure 5.25: baggage hall in the Beijing International airport ................Error! Bookmark not defined.
Figure 5.24: Beijing airport from the second level on the entrance or approach .. Error! Bookmark not
defined.

viii

Figure 5.26: entrance lobby during construction showing the large expansive space and the triple
volume design. ........................................................................................Error! Bookmark not defined.
Figure 5.27: waiting area and a view of the airside in the terminal building ........ Error! Bookmark not
defined.
Figure 5.28: Roof sun inlet perforations to let in natural light ................Error! Bookmark not defined.
Figure 5.29: entry hall a view from the second level, showing the triple volume and the element
articulation .............................................................................................Error! Bookmark not defined.
Figure 5.30: Beijing international airport terminal 3 A, B, C floor plan. Error! Bookmark not defined.
Figure 5.31: Beijing international airport in china master plan in reference to terminal 1 terminal
two and the current massive terminal 3 ..................................................Error! Bookmark not defined.
Figure 5.32: detail of the roof and columns section on terminal 3 of the Beijing international airport
...............................................................................................................Error! Bookmark not defined.
Figure 5.33: roof, ceiling and truss system detail on the terminal 3 on the Beijing international
airport. ...................................................................................................Error! Bookmark not defined.
Figure 5.36: steel sections of the roof of the Beijing international airport terminal 3 befo re it was
raised to its actual location......................................................................Error! Bookmark not defined.
Figure 5.34: Ariel side view of the terminal 3 building in the Beijing airport, and the photo shows
the terminal still under construction as the glazing process was going on. ........... Error! Bookmark not
defined.
Figure 5.37: terminal 3 on the Beijing airport on the landside .the photo shows construction of the
large massive column and the expansive cantilever sun shading the glass glazing on this faced .Error!
Bookmark not defined.
 Figure 5.39: a model of the Beijing international airport terminal 3 building .this was one of the
concepts that changed after more design and consultations ....................Error! Bookmark not defined.
Figure 5.38: earlier sketching of the concept of the Beijing international airport done by architects
of the forester and partner. .....................................................................Error! Bookmark not defined.

ix

ABSTRACT

The aims of this thesis are to try and examine how best to integrate form, image and character
with function in airport design and hence giving the passengers a meaningful experience through
the airport terminal.

In the late 20th and the 21st century, the design of the airport begun to transform from just the
design for function but it started to look and incorporate aesthetic issues in design.

This study will look at the transformation of airport design in relation to exterior or form and
image.

The author will look at how airport character acts as visual representation and how it affects the
user of the space. The thesis is attempting to resolve lack of meaning in modern airport design.
 x

CHAPTER ONE
INTRODUCTION
1.1 INTRODUCTION

The airport is one of the most uniquely

designed buildings of the 20th century. The
earlier airplanes took off from open grass
fields and the airport consisted of a hangar for
storage and servicing of the plane and an
observation stand for visitors. Today the
airport has evolved into a new generation
state of the art hybrid building with multi-
functions.
Figure 1. 1: New Mumbai Airport, designed by
The airport is the gateway to most countries SOM
and so the design of the terminal aesthetically Source: www.designboom.com
as viewed from the air and the ground is such
a crucial to any country. Since the design of the first airport a lot of transformation and evolution
has taken place in the form, image, character, Spatial design, materials used in airport terminals.

Airports are a key transportation modal point and their design should stand through time to be
appreciated by past, current and future
generations.

The airport terminal is the central building of

the airport system. Its architecture reflects the
glamour, scale and technological prowess of
this fast growing industry. As air travel
become more popular and accessible, the
airport has assumed greater importance as a
fundamentally new and challenging building.
It is a miniature city reflecting the values
and aspiration of the society. National
image is reflected more directly in the
design of airports than in any other building type, with the passenger terminal the key element in
public perception.

Airport authorities have been for half a century, one of the most adventurous patrons of modern
architecture. From Eero Saarinen TWA terminal of 1959 at the JFK airport to Renzo piano’s
Kansai airport of 1995, airport developers have been consistent in their support of innovative
design whether expressed in formal or technological terms.
1.2 PROBLEM STATEMENT

Building should have a specific language

in their form; one should be able to
clearly tell the difference between
institutional buildings from a transport
terminal building or even from an office
block .Airports as countries gateway
should conform to some kind of design
principle were the design should stay
timeless in character, form and spirit. Figure 1. 3: Shenzhen airport, china

By Massimiliano Fuksas architects (2008)

The main problems inherent to airport
terminals are posed by their large size and Source: www.designboom.com
scale and their complexity in function.
The design of the airport gave function and efficiency the first priority, form image character and
passenger needs took the second place.
As Charles A. Lindbergh said, life it
serves.

In a small way, airports should try to

solve the issue of critical regionalism
where the design should borrow from
the vernacular, picking up elements
from it and developing it to a new level,
like the TWA flight centre in the JFK Figure 1. 4: Shenzhen airport, China by Massimiliano
Fuksas architects (2008)
international airport in Queens New York Source: www.designboom.com
borrowed its airport design from the eagle
which is the countries symbol. The consequence of not achieving regionalism in design of
airports leads to the
lacking of a language and
meaning in airport
design.

The aims of this thesis is

to try and examine how
best to integrate form image and character with Figure 1. 5: Shenzhen airport, China by
function in airport design and hence giving the Massimiliano Fuksas architects (2008)
Source: www.designboom.com
passengers a meaningful experience through the
airport terminal.
1.3 BACKGROUND OF STUDY

Airports in the early 20th century mainly

served as a transport terminal and
nothing more. They were locations were
people went if they needed to travel and
so there was no much emphasis on the
terminal building design. Their main
objective was function rather than form.

In the late 20th and the 21st century, the

Figure 1. 6: Heathrow international airport, terminal 5,
design of the airport begun to transform UK by Rroger Stirk Harbour + Partners (1989-2008)
from just the design for function but it Source: www.designboom.com
started to look and incorporate aesthetic
issues in design.

1.4 SCOPE

This study focuses on addressing form-making issues in the airport building and will focus on
the following;

a) An overview of the evolution of the terminal building.

b) Analysis of the transformation of the airport building in terms of form, image and character.

c) Carrying out a critical examination of the

form image and character of the terminal
building.

1.5 JUSTIFICATION

This study will look at the transformation of

airport design in relation to exterior or form
and image.

The author will look at how airport character

Figure 1.7: Heathrow international airport, terminal 5,
acts as visual representation and how it UK by Rroger Stirk Harbour + Partners (1989-2008)
affects the user of the space. The thesis is Source: www.designboom.com
attempting to resolve lack of meaning in
modern airport design.

The thesis hopes to contribute to the larger debate about form image and meaning and its
importance. In the aesthetical aspect of airport design, the author hopes to contribute to the local
understanding on the importance of image and character.
1.6 RESEARCH OBJECTIVES

a) Analyze how through history the image and form of the terminal building is transforming and
what is causing some of these transformations.

b) Establish best practices in the terminal

design in terms of the form.

c) Identify variable that affects the form

image and character of airport building.

Research Questions: a) What variables are

affecting airport buildings in relation to
form image and character in reference to Figure 1. 8: Ben Gurion International Airport, Terminal 3,
Israel by Moshe Safdie, SOM, Karmi Architects and TRA
its built form?
Associate Architects (2004)

b) How has an airport design Source: www.designboom.com

transformed since the first airport to the
most recent?

c) How does the form in airport design affect the different functions in the airport?

d) What factors have led to the

transformation of the image, form and
character of the terminal building?

1.7 LIMITATION

Part of the study relies on documented

information and in this case the study of
airport image and form has not been
really looked at ,instead most of the
studies about image in buildings in
general and not any specific type.
Figure 1. 9: Ben Gurion International Airport, Terminal 3,
Israel by Moshe Safdie, SOM, Karmi Architects and TRA
Research was conducted under harsh Associate Architects (2004)
conditions due to the insecurity in the
Source: www.designboom.com
country. The airport officials will
withhold drawings and other details involved in the research, this mainly after the September 911
bombing of the New York twin towers and the many various terrorist attacks through the years.

1.8 STRUCTURE OF RESEARCH PAPER

Chapter one

Chapter one contains the introduction, problem statement aims and objectives, scope and
limitations of the research topic.

Chapter two

This is the literature review in where the author will analyze the topic in reference to published
and unpublished materials. This chapter involves analysis and determination of variables that
affect form image and character in the airport building.

Chapter three

This chapter provides guidance on spatial requirements for functions carried out in an airport
terminal building. Figure 1. 10: Hyderabad International airport, India by GMR
group, Malaysia airports, government of Andhra Pradesh,
Chapter four and airports authority of India (2008)
Source: www.designboom.com

This chapter provides guidance on terminal building space and facility guidelines.

Chapter five

This chapter involves several case studies

including two desktop studies.

Chapter six

This chapter involves about the site

selection and analysis.

Chapter seven

This chapter involves the design of terminal building done by the author.
 CHAPTER TWO

LITERATURE REVIEW
CHAPTER TWO

2.1 LITERATURE REVIEW

2.2 INTRODUCTION
The airport design in terms of its form, image and character has several independent variables that affect
everything to do with the image of an airport terminal building. These independent variables are impacted
 on by dependant variables, which cannot exist
without the independent variables. The
breakdown is as follows;

Independent variables Dependent variables

1. The terminal building

2. Terminal design and planning
2.0 Passenger volume in 3. Material and technology
the terminal building 4. Function and planning

1. Passenger volume
FORM, Figure 2. 1: t he LZ-129, known
2.1 Different historic
as the Hindenburg
2. Terminal building and its
design
associated hange r, German y 3. Form and character
IMAGE AND times Source: Airports a century of Architecture by
Hugh Pearman
4. Concepts
CHARACTER
OF AIRPORT 5. Material and technology

2.2 Security of the

1. Terminal building design
terminal building

1. History of airport design

2. Transformation of form
2.3 New airplane designs
3. Airport design concepts

2.4 Management of the 1. Terminal building design

terminal building 2. Effect on form image and
1. public-terminal character
building
2. private-terminal
building
2.2 DIFFERENT HISTO RICAL TIMES

Winter (2007) says that Passenger volumes have increased through the years due to various
factors and so the terminal building has evolved through the years. The following is a breakdown
of different eras in the historic period and how passenger volumes have affected the terminal
building through the years, and how it has evolved in its form and image.

2.2.1 THE INVENTION ERA (1903-1914)

Pearman (2004), he states that On December 17 1903 in the Kitty Hawk, North Carolina
was the day that Orville and Wilber Wright succeeded in achieving flight with a fixed wing
heavier than air vehicle. This was the birth of aviation even though the flight only lasted
some minutes. During this era, airplanes did not require a paved surface since there were no
designated runways. What this invention era had were large field that one could land and
take off from any direction but they had to remove the cows first.

This is where the first passenger flight took place in modified Wright airfield. Thus early
airports were not really airport but aerodromes. These aerodromes consisted of grassy areas
where planes could take off and land. Hangars were for storing planes and observation
stands.

TERMINAL BUILDINGS OF THIS

ERA

Oval field: The sheds built within reach

of the main railway station in the cities.
The airport building of the time was
largely multipurpose acting as
passenger building, aircraft factories
and observation stands.

Pearman (2004) he talks about, in the early days, with airships challenging aero planes, the
buildings of an airfield were principally to house and maintain the fragile planes. Unlike
today, the craft were not building in themselves that could be left out in the open for long
period, and airships were particularly vulnerable to side winds. Having no dead weight to
hold them to the ground, they had
to be kept afloat in huge hangars,
the technology of which can be
traced back to the large covered
ship dock familiar throughout the
world from the early 19th
century.

Large span spaces that mutated

first into botanical glass house
then into railway sheds

Figure 2. 2: the Wright brothers in May 1904 with

Their flyer 2 at Huffman prairie Ohio USA
Source: Airports a century of Architecture by
Hugh Pearman
Operational airfield existed as early as 1909 but the first spaces built and dedicated as
airports terminals were commissioned in Germany in 1910 for the Zeppelin airship operated
by the Delag Company. By 1914, the airport had handled 3400 passengers.

FORM AND CHARACTER

Winter (2007) says that the form, aesthetics and technology were simple with locally
available material such as timber used for construction of the sheds in this era thus was the
design of airplanes.

He goes on to say Early design for an airport such as Erich Mendelsohn 1913 sketches for
an aerodrome, created in plastic,
Figure 2. 4: The first temple of terminal in Berlin
expressionist style, envisage a large By Paul and Klaus Engler 1926
central building with ancillary Source: Airports a century of Architecture by Hugh Pearman
building stretched to either side for
fixed wing planes. Removal of the airships and reconsider the large central hall as a
passenger terminal, and the layout of Mendelsohn’s terminal building are not very different
from the layout of most airport terminals of today

2.2.2 THE WAR ERA (1914-

1945) Figure 2. 3: Huffman prairie develops, the Wright
Flier 3 and was the first production model in 1905
According to Pear man (2004), he Source: Airports a century of Architecture by
says and states that World War 1 Hugh Pearman
started in the 1914 and it brought
about a new impetus for rampant development in fixed wing aircraft to serve in military
capacity as bombers and military personnel carriers. World War 2 saw the advancement
with the introduction of multi engine plane that needed long paved runways to take off and
land. After the war ended, commercial airlines began to share the military airfield and either
built new facilities for passenger and passport and passenger control or converted existing
hangars to those uses.

TERMINAL BUILDING OF THIS ERA

In this era terminal buildings were designed in such a way that airplanes on one side of the
building and automobiles on the other side. This arrangement was this way because
airplanes capacity was still significantly small and also because the passenger capacity was
not that huge. The airports of this era united function into one building unlike the earlier
predecessors .The airport was expanded and in some cases constructed new structures to
meet growing passenger traffic and larger planes that needed more room for take-off.
Pearman(2004), he says and states
that the only two surviving 1917 -
18 hangars of the Grahame-white
aircraft factory demonstrates the
shift from the 19th century
technology of timber lattice,
Belfast trusses(also to be seen at
the historic Duxford aerodrome in
Cambridge shire) to modern cross
braced, steel trusses. He says that
these hangars have now been restored Figure 2. 6: the land terminal at la Guardia, New York,
and show here in 1946, was designed by Delano and
to form a new aerodrome museum. Aldrich
Source: Airports a century of Architecture by Hugh
Airfields had naturally proliferated
during world war one, and some dating from that period, such as Duxford in Cambridge
shire (now an operation aviation museum), still possess some of the hangars and officers
clubrooms from that time. The planes had advanced in leap and bounds, but not the airfield.
In layout terms little has changed since Huffman prairie (one of the initial airports ever
constructed), although the military airfield had more buildings, and more permanent ones at
that. since large number of people doing different tasks had to be housed the preferred shape
of the airfield was circular, oval, or (especially in the USA) square they were turfed, often
with the most commonly used parts overlaid with ciders or gravel and, where possible,
slightly domed to allow downhill runs
into the wind in any direction. Paved
runways were a relatively late
invention and came into being
because of the increasing weight of
planes combined with the gradual
reduction of their dependence on
headwinds to get aloft.

Because the focus of the war had been

in Europe, it was Europe, rather than
the United States that had the airfield
infrastructure to move straight on to
civilian aviation after the armistice Figure 2. 5: Czech functionalism at Prague 1933 -7 by Adolf
Bens
of 1918.the future began Source: Airports a century of Architecture by Hugh Pearman
immediately the cessation of
hostilities. Heavier than air bombers, readily convertible to civilian use, were littering the
airfield of Europe.

FORM AND CHARACTER

Winters (2007) say that Terminals
resembled train stations and hangars
resembled train sheds. View fig Figure 2.7.
Airplanes interiors also resemble Pullman
rail cars. All of this was an effort to ensure
passengers that there was really nothing
strange and new about air travelers.

In 1922 at the Konigsberg Germany built

the first permanent airport and terminal
especially for commercial aviation. Figure 2.9: Dublin Airport Terminal
Source: www.endacavanagh.com

2.2.3 MODERN AIR INDUSTRY (1950-1960)

Pearman, (2004) he says and states that the modernization of airports in the 1950 and 1960s
was marked by the entry ushered in a new era of increased speed and capacity of up to 150 -
200 passengers resulting into rapid expansion activities in airports. The travel boom of the
1950s especially in the USA prompted many carriers to expand their fleet to keep up with
surging demand of air transport.

C
I Figure 2.8: Freyssinets hangars at Paris orly 1917 building used as anti-missile hangars during
the war
R Source: Airports a century of Architecture by Hugh Pearman
C
ULATION
As larger planes parked father from the
terminal in this era buses and shuttles
took passengers from the terminal to the
planes .As jets were introduced which
required even more space and the
introduction of Pier finger and star
shaped terminal appeared the 1950 in
the united states and soon after in
Europe. Passenger would congregate in
a control area and then move out into
the fingers or point of start of departure.

MATERIAL Figure 2. 11: Nicholas Grimshaws British Airways

Combined operations centre Heathrow Airport, London
This era saw the extensive use of 1990
reinforced concrete and glass in the Source: www.endacavanagh.com
construction of airport buildings or
terminals. This improved technology helped the airlines achieve certain statements that they
wanted to put across in the aviation industry.

CONCEPTS

This era so the coming up of the so-called connection or airport transport design which dealt
with how planes accessed the terminal.

Figure 2.10: Dublin Airport Terminal

Source: www.endacavanagh.com

TERMINAL BUILDING OF THIS ERA

According to Robert Horonjeff et al (1993), he says this period marked the beginning of
tailor made modern terminal in airports. Airlines intending to position themselves to serve
the clientele were responsible for the construction of many terminals as architecture came to
play a big role during this time. There was emphasis on form, aesthetics and appearance.

Pearman (2004) says that the new Dublin terminal was punching above its weight,
suggesting an operational sophistication that was not there, it stood in the cups of two eras at
the very end of the period of the 1930s heroic modernism and before the necessary rapid
extension of the post war years into the modern era. Although the original building, much
altered, is still to be found as part of the arrivals sequence today The tiered decks can be
read in terms of a ship and its square tower as the ships bridge, but there was also rounded,
concrete, cantilevered wing on top deck, and in the early days, when it was seen from above,
the plan was evident. This plan, which incorporated the landscaped approach sequence as
well as the building itself. The curving terminal building (in this instance curving away from
the apron rather embracing it as was more usual), formed the wings, and the control tower
was the on top was the cock pit. The axial approach was laid out to suggest a fuselage and
tail. This could have been banal, but for the fact that the shape of a plane in plan happens to
be an excellent diagram of the movement of people through such an airport.

2.2.4 DEREGULATION ERA (1970-1990)

Pearman (2004) says that the passing of the deregulation act of 1978 in the United States
signaled an end to the 40-year history of economic regulation of the airline industry. With
this significant development, the market was opened to new carriers gained more freedom to
enter or leave the market, change routes and compete on the basis of price including the
entry of the small carriers that took over short distance flights. Major carriers concentrated
on long distance flights and hub airports as small carriers carried passengers from different
small airports into centralized hubs. The passenger numbers greatly increased due to the size
of
the
pla
nes.
In
this
era,
the
pla
nes
Figure 2. 12: Carrasco international airport expansion, Uruguay by Rafael Vinoly had a passenger
Source: http://www.designboom.com/contemporary/contemporary_airport_design
capacity of 200-
450 passengers.

TERMINAL BUILDING OF THIS

ERA

Pearman (2004) says and states that Due to

the increased in passenger activity in a post
deregulation environment have also led to
a rapid desire for expansion in a very short
period. In northern America since its
economic performance and viability
of both an airport and its airlines, this Figure 2.15: William B Hartsfield Atlanta Airport Ariel
View
era coincided with the advent of the Source: www.sunshineskies.com
Boeing 747, which increased
passenger capacity.

FORM AND AESTHETICS

The deregulation era saw airlines

position themselves as hub airports
where they invested in hug terminals
facilities. Terminal buildings had to
make a statement for the airlines and
competition was based on the
attractiveness of airport and included facilities. Figure 2.13: Boeing 747
Source: www.sunshineskies.com
Thus, grander iconic design in airport buildings
was very common. For example the
Washington Dulles airport designed by
architect euro Sarrien.

MATERIAL

During this era where aesthetics

statements and form mattered, there was
intense use of reinforced concrete,
glass and steel in the building of the Figure
View
2.14: William B Hartsfield Atlanta Airport Ariel

airport terminal. Steel was particularly Source: www.sunshineskies.com

important in the huge roof spans that
were common in the design of airports in this period.

FUNCTION
Pearman (2004) believes that “With
emphasis towards outward
appearance and statements during this
time function appeared to have been
relegated to the back seat so and
hence the terminal space ended up
being huge bare spaces with
exaggerated concourse and generally
passenger unfriendly”

2.2.5 PRESENT ERAS (1990-

TODAY)

Pearman (2004) says and states that, “Air transportation in this era is the defining mode of
transportation of the 21st century and
constitutes an existing long term
growth industry. Air travel is
becoming an ordinary part of today’s
life and culture for many. New
airports have been constructed and
new policies adopted to improve the
level of service of passengers. With
the arrival of the airbus A380, airport
terminal have been designed to cope
with large flows of passengers per Figure 2.17: William B Hartsfield Atlanta Airport Ariel
View
plane.” Source: www.sunshineskies.com

Today airports terminals are central

and intermediate location of moving
passengers and freight from one
location to another.

FORM AND AESTHETICS

Figure 2.19: Sondica International Airport, Spain by

Santiago Calatrava (2000)
Source: http://www.designboom.com
 Pearman (2004) believes that “The modern airport
building or terminal is a highly charged symbolic
iconic building. Airports in the 21st century will
remain a symbol of cultural and memory of any
country in the world. Terminal architecture will
continue to give identity to an alienated
environment. For example the Kuala-Lumpur to
Schiphol confirm the change in emphasis from
more functional or mechanistic function into a
cultural memory, “image in the terminal”

Figure 2.18: William B Hartsfield Atlanta Airport Ariel

view
Source: www.sunshineskies.com

2.3 PASSENGER VOLUME AND THE

Figure 2. 22: Amsterdam Airport Schiphol. On the

airside
Source: www.airbus-fyi.com

Figure 2.20: Amsterdam Airport Schiphol. On the Figure 2. 21: Kuala-Lumpar International Airport
airside Source: www.airbus-fyi.com
Source: www.airbus-fyi.com

TERMINA
L
BUILDING

2.3.1 THE
TERMINA
L
BUILDING
Pearman (2004), he says that Passenger volumes
can be obtained from forecasts normally done in
conjunction with airport planning studies. Two
measures of volume are used. The first is annual
passenger volume, which is used for preliminary
sizing of the terminal building. The second is a
more detailed Hourly volume.

PASSENGER VOLUMES AND PLANNING

OF SPACES
Figure 2.25: Jeddah international airports
Jeddah
Pearman (2004) states that there are factors
Source: http://www.designboom.com
which influence the extent of passenger
amenities and terminal building design.
Figure2.23: Saarinen’s Dulles Washington
Some of this includes the passenger Dulles airport Section of new land side canopy
volume, community size, the location and Source: Airports a century of Architecture by Hugh
extent off-airport services, interests and Pearman
abilities of potential concessionaires, and
rental rates. The passenger volume affects the design and the size of the spaces in the
terminal building. The following are spaces that are greatly affected by the passenger
volume in the airport building at any particular point. The spaces are calculated according to
the FAA regulations of airport design in reference to the passenger volume.
These are the spaces greatly affected by passenger volume.
1. Ticketing/check-in
2. Passenger screening
3. Hold rooms
4. Concessions
5. Baggage claim
6. Circulation

7. Airline offices and operations areas Figure 2.24: Saarinen’s Dulles Washington
Dulles airport Section of new land side canopy
8. Baggage handling Source: Airports a century of Architecture by Hugh Pearman
9. Baggage screening system
10. International facilities

2.3.2 FUNCTION AND PLANNING

Passenger volume has affected different functions in an airport and can affect the external
form of the building in its character and image. There are different locations in an airport
terminal that have specific function and so the
design would conform to certain characteristics,
this is all according to Horonjeff et al (1993).

They debate about form follows function is not

considered in the airport industry design since the
trend these days is designing iconic terminals
then the function follow. But in some cases the
function may dictate the design of a terminal like
for example the blast area at the main entrance of any terminal affects form since they
would receive double reinforcement and the materials used there should be of high strength
to reduce the impact in case of a terrorist attack.

“Form Follows function” was coined by

American architect Louis Sullivan, and as a
result Frank Lloyd Wright, who was
Sullivan’s assistant in the office, adopted the
phrase “form follows function”. The
Guggenheim Museum is a good example of
Wright’s application of the principle. The
design with a spiral shape was intended to
allow visitors to easily view the artwork within. Figure 2.26: Jeddah international airports
Jeddah
The following are a couple of airport design that Source: http://www.designboom.com
has changed due to different passenger volumes
through the years. There are several basic approaches to the design of terminal buildings in
airports, and how they are evolving with time according to Horonjeff et al (1993).

2.3.2.1 THE CENTRAL TERMINAL WITH PIERS

 Horonjeff et al (1993) they state
that in this arrangement the gates
are placed along a pier like
concourse. This is the most
common kind of configuration
since it is relatively more
economical the pier arrangement
also provides a convenient place
for security equipment at the end
of each concourse. Figure 2.27: Stansted, London’s third airport
by Norman foster and partner
Source: Airports a century of Architecture by
This arrangement has its H. Pearman
disadvantages in that:

I. It creates long walking distance, especially for passenger moving from one
concourse to another.

II. Considerable congestion can occur at the end of each concourse as both
enplaning and deplaning passengers have
to pass through the same point.

III. The extent to which the piers can

extend is also limited as these increases

Figure 2.28: Stansted, London’s third airport by

Norman foster and partner
Source: Airports a century of Architecture by H.
Pearman
the already long walking distance.

The passenger volume in this terminal

design is congested in one building,
and the design is only successful if the Figure 2.29: Stansted, London’s third airport
circulation is greatly considered. by Norman foster and partner
Source: Airports a century of Architecture by
H. Pearman

2.3.2.2 UNIT TERMINAL WITH PIERS

In this arrangement Horonjeff et al (1993) says and discusses the combination of
piers and unit terminal and how it attempts to reduce the long walking distance
that occur when concourse are connected to a single large terminal building.

He says, “The arrangement also allows departing passengers to park closer to

their departure gates since the number of people seeking access to each building is
relatively small.”

Horonjeff et al (1993) say that the unit terminal has added the advantage of being
able to be expanded with ease without seriously disrupting the airport service.
This design caters for larger passenger volumes since they can easily expand for
whatever reason. They say,” the Figure 2. 30: terminal building design concepts
major disadvantage of this Source: Horonjeff, Robert and Mckelvey,
configuration or system is the Francis x, Planning and design of airports, 4th
edition, New York, McGraw-Hill Inc, 1993
redundancy or duplication of
services which result in higher construction and operation cost”

2.3.2.3 UNIT TERMINALS

In this configuration, planes are required to dock at the terminal themselves. This
arrangement reduces the walking distance that passengers have to cover. It also
requires less square footage and provides better aircraft accessibility. This
configuration also allows airlines
that want to centralize their
operations to acquire its own
building and freely develop its
own identity

2.3.2.4 LINEAR TERMINALS

Horonjeff et al (1993) he states

that in this configuration of
terminal design takes two Figure 2. 31: terminal building design concepts
divergent forms: Source: Horonjeff, Robert and Mckelvey,
Francis x, Planning and design of airports, 4th
edition, New York, McGraw-Hill Inc, 1993
I. At small airport with few gates, the
terminal allows planes to dock
alongside the main building.
This results in a relatively low
cost structure that is easily
secured and convenient for both
enplaning and deplaning.

II. At large airports the linear

terminal concept has resulted in
the elimination of a central
ticketing and baggage facility
and opted for a string of gates Figure 2.32: kansai airport, Japan designed by
Renzo piano Site plan
immediately adjacent to the parking Source: Airports a century of Architecture by
areas. Hugh pearman

Horonjeff et al (1993) says “This configuration presents problems in that through

the structure may be low in cost and also very convenient to enplaning passengers
due to the reduced distance, the system is costly to operate due to the large
number of entrances“.

Figure 2. 33 kansai airport

Source: Hugh Pearman, airport architecture

2.3.2. 5 LINEAR TERMINALS WITH SATELLITES

This configuration aims to circumvent
some of the problems associated with
large linear terminal such as passenger
volumes by combining them with remote
satellite terminals. This allows the linear
terminal to remain at a reasonable length
without excessive distance between its
farthest gates. An added advantage of
the remote satellites is the increased Figure 2.34: Shanghai Pudong International
number of planes that are double Airport, terminal 2, and china by Rogers’s
Stirk Harbour + partners
loaded concourse can accommodate. Source: http://www.designboom.com

The main disadvantage is that the relatively large amount of acreage required and
the high cost of people movers or passenger traffic.

2.3.2.6 CENTRAL TERMINALS WITH SATELLITES

In this configuration, Horonjeff et al (1993) states that the aircraft are docked on
remote aprons far from the terminal and people are bused to and from their
planes. This design would not cater for larger passenger capacities since it would
be great hustle to cater for the transportation of passengers to and from the
terminal building.

He says that it is necessitated by the size and noise of the jet aircraft, which
suggests their isolation. However, the disadvantage is the time it takes to load
passengers on and off the buses and the cost and potential trouble of operating the
vehicles.

Horonjeff et al (1993) alternatively they says that the ticketing, security and
baggage can be handled from a central
terminal and then the people can be
moved by either automated train or
moving walkways to the remote
satellite. Those results in reduce
walking distance and easier access to
the gate. For example the Indianapolis
international airport was designed and
built in 2008 is a terminal building with
satellites. This configuration however
Figure 2.35: Indianapolis international
requires more acreage and is also more airport, Indianapolis, terminal midfield
expensive to build and operate. between two runways
Source: Airports architecture by Chris van
2.3.2.7 TERMINAL WITH uffelen
 CONNECTED SATELLITE

Horonjeff et al (1993) states that this

arrangement connects a satellite to the
main terminal via piers. He says “This
reduces the drawbacks of remote
satellites; hence it can be both less
costly and require less acreage, and
also simplifies the walk of passengers
Figure 2. 37: Indianapolis airport .elevation
to their gate”. Source: Airports architecture by Chris van
uffelen
He discusses and says “However it
reduces some of the accessibility of the aircraft. This arrangement has the
advantage that it allows for the centre of the concourse to be opened up for day
light. Passengers can also change planes

without walking through the terminal.”

Figure 2. 38: Indianapolis airport .floor plan

Source: Airports architecture by Chris van
uffelen

2.4 SECURITY IN THE TERMINAL

Figure 2. 39: Indianapolis airport .floor plan

Source: Airports architecture by Chris van
uffelen

BUILDING

2.4.1 TERMINAL BUILDING DESIGN

 Security screening of passengers is an extremely important function in an airport
terminal. The security screening area will include a checkpoint for identification
inspection, walk-through metal detectors, and x-ray equipment for carry-on
baggage inspection. The location and size of the screening area will be dictated
primarily by passenger volume with consideration to issues of queuing, physical
search, and passengers requiring additional processing, this is according
Horonjeff et al (1993).

2.5 NEW AIRPLANE DESIGNS AND THE TERMINAL BUILDING

2.5.1 HISTORY OF AIRPORT

Figure 2. 40: Boeing 747-B
DESIGN Source: www.archdaily.com

According to Edwards (1998) he

says that the introduction of wide
bodied aircrafts such as the
Boeing 747 in the 1970 resulted
in the not only lengthening of the
runway but also in the
enlargement of the terminal
building and the access piers to
accommodate the influx of
passengers arriving in great waves. Figure 2. 41: airbus A380
Source: www.wikepidia.com
It is feasibly today to design and build aircrafts
capable of carry 1000 passengers, but with double Decker planes, they would
need double Decker piers and greater terminals.

Aircrafts in the 1990s has concentrated upon new safety levels, greater comfort,
less noise and more fuel-efficient planes. Such aircrafts have stabilized at seating
levels of about 450-500 (as in the Boeing 777) but with the new design from the
airbus of the A380 carrying more than 850 passengers, it has led to the revolution
of the air industry. If by chance a terminal receives, three such planes with full
capacity the terminal would come to a standstill and so the design needs to be
improved for such occasions.

Hugh Pear man(2004),says that architects of today’s airport buildings are

celebrated, from Eero Saarinen to Renzo Piano, Richard Rogers and Norman
Foster to Ricardo Bofill, but it is more rare to regard a designer such as Joseph F.
Sutter ,creator of the Boeing 747.according to Norman foster he thinks of him as
an architect. in 1991 foster said; ‘with about three thousand square feet of floor
space, fifteen lavatories, three kitchens and a capacity for up to three hundred and
seventy guest ,this is surely a true building. The fact that we call this an aero plane
rather than a building-or engineering rather than architecture-is really a historical
hangover because for me, much of what we have here is genuinely architecture
both in design and in its thinking.

2.5.2 AIRCRAFT TYPES AND PASSENGER TERMINAL DESIGN

According to Edwards (1998) he states that there are four main scale of air
transport and they are intercontinental, continental, regional and commuter and
are each served by their own type and category of aircraft. Transport by the first is
in such aircraft as the Boeing 747(with seating capacity for 400), the second by
say the European Airbus A310 (seating 250), the third by the Boeing 737(Seating
150 -200) and the fourth by the SAAB 340 (seating 35). Each scale of jet has its
own apron, servicing and terminal
design needs though there are
overlaps between the four main
categories of aircraft, and the
designer of the airports knows that if
each scale is accommodated, then
those planes between the capacity
bands will fit comfortably into the
system. as a general rule ,journeys
over 3000km are seen as
intercontinental, between 3000 and 1500km as Figure 2. 42: jet SAA 2000
continental, under 1500km as regional and under Source: www.wikepidia.com
300km as commuting.

While the intercontinental and continental market is met by jet aircraft, the lower
end of the regional scale and commuter market is increasingly served by
turboprops (a type of turbine engine which drives an aircraft propeller using a
reduction gear). The new
generation of turboprops
offers distinct advantages
over jet aircraft: they are
less noisy, can operate at
lower altitudes; have
reduced emissions and
shorter take-off and landing
space needed.
Figure 2. 43: interior of an airbus
Edwards (1998) says that the growth in A380
commuter journeying by plane is being
meant not by small noisy jets but by relative quiet and fuel efficient turboprops
such as the SAA 2000 .in fact
while larger jet aircrafts are
increasingly constrained by
environmental regulations of
one kind or another, the new
generation of turbo props with
their improved performance
readily meet international
standards.

According to him, the terminal

building has to be capable of
accommodating all four scales of commercial aircraft listed earlier. The most
problematic area is normally concerning commuter aircrafts, where smallness of
size, the need to take off and land quickly, and unusual aircraft design features put
terminal, gate lounge, runways and apron facilities under greatest strain. Edwards
(1998) says “However, looking further to the future (10-20 years), a new
generation of aircraft now undergoing technical investigation may require wider
modifications to airport design.”

Edwards (1998) argues that two

trends are emerging that, if realized Figure 2. 44: Tokushima airport terminal,
will alter the assumption under which Tokushima view toward airside from
departure
the airline and airport industries Source: airport architecture, chis van uffelen
operate. The first concerns the re-
emergence of supersonic passenger aircraft. Design and technological research is
being devoted to a new generation of supersonic aircraft based upon the
experience of Concorde. Several manufacturers are collaborating to develop a
quieter, faster, more fuel efficient and large capacity planes. With business travel
growth still buoyant, and the world’s biggest trading nations at opposite
geographical regions, aircrafts designers realized that very high speed travel has
commercial advantages. The age of mass supersonic commercial air transport will
probably occur well within the life time of airport currently being designed (being
50 years). The second innovation concerns very large aircrafts, perhaps capable of
carrying 1000 or more passengers. The airbus industries, Boeing and McDonnell
Douglas are developing prototypes designs in this field. Because of this the
passenger terminal the implications for the organization and distribution of space,
catering, ticketing and baggage handling will be profound. To meet such
demands design of the terminal building has to be robust in concept and
capable of multiple adaptations over time.
According to Edwards (1998)the life of an airport terminal, is about 50 yrs., is
two or three times as long as the aircraft it serves, and frequently longer than the
life of an airline company. In an industry of little stability, the airport is the one
permanent feature. Even the airport, though, does not stand still; it replaces
obsolete ground transport system, and regularly upgrades air traffic control
facilities. At the Heathrow there are now four terminals(with a fifth designed),
while terminal 1 has been substantially rehabilitated and extended at least twice in
its 30 years of life. These changes are driven by two main factors: the increase in
passenger volume, and the evolving of aircraft design. Innovation in aircraft
design triggers a chain reaction throughout the industry, which airline
management, airport operation and passenger terminal design have them to meet.
Due to veryhigh passenger
volume increase and changes in Figure 2. 45: London Heathrow Airport - with
aircraft design this must be Malaysia Airlines operating regular A380 flights
Source: eversmarterworld.wordpress.com
resultant and it should affect the
terminal design. The passenger
terminal has to be capable of meeting
change, but the architect is rarely
able to anticipate what specific shape
or direction that change will take.
Flexibility expandability and
functional adaptability are the
obvious design philosophies to adopt
within the constraints of structural
robustness and aesthetic appeal.

2.5.3 DIFFERENT HISTORICAL

PERIODS PLANE DESIGN AND
EFFECT ON THE TERMINAL Figure 2. 46: Heathrow airport master plan
BUILDING Source: eversmarterworld.wordpress.com

Figure 2. 47: Heathrow, airport of the 2012 Olympics

Source: eversmarterworld.wordpress.com
 ERA AIRCRAFTS OF THIS ERA TERMINAL BUILDINGS OF THE
ERA
The invention era
(1903-1914)
-simple form and
structures
-simple technology
-multipurpose building
-simple pioneer Figure 2.48: Lon greens biplane
aircrafts Source: www.holisticvanity.com

Figure 2. 49: Wright brothers first hangar

Source: airport architecture ,Hugh pearman

The war era

(1914 -1945)
-vaulted roof hangars
-buildings scattered on
airfield
-development
influenced by war
-military aircrafts
Figure 2.50: Avro Lancaster bomber plane
Source: www.holisticvanity.com
Figure 2. 51: Karachi Airport in 1943 during
World War II
Source: www.wikepidia.com
Modern air industry
(1950-1960)
-increased passengers
capacity
-entry of the jet engine
-use of reinforced
concert
-a desire for an
architectural statement

Figure 2.52: B-24 bomber plane Figure 2. 53: Miami International Airport,
Source: www.holisticvanity.com Florida
Source: www.pbase.com
Deregulation era
(1970-1990)
-the rise of the hub in
airport design
-advent of the Boeing
747
-intense of reinforced
concrete and glass
-a desire for an
architectural statement
Figure 2.54 Boeing 747 copter plane Figure 2. 55:santiago calatrava
Source: www.archdaily .com Source: ww.calatrava.com

-entry of the present

eras
(1990-today)
A380
-emphasis on
functionality and
efficiency
-multifunctional
building Figure 2.56: Airbus A380 Figure 2. 57:Beijing international airport
www.wikepidia.com landside view
- inter modality airport
design came up Source: www.ardaily.com

2.5.4 TRANSFORMATION OF FORM

 Nikolaus(1996) says that as a result of new aero plane design the airport building
is greatly affected in its design and nowadays airport architect have conformed
and hence there has being a revolution and transformation of form in airport
buildings. Transformation in any building is described and broken down in
various ways.

According to form space and order Ching (1996) he says, Transformation can be
understood as a manipulation of the primary solids. Transformation of form is
created by variations, which are generated by the manipulation of one or more
dimensions or by additional, or subtraction of elements. There are a couple of
types of transformation of form and they include;

Dimensional transformation
Figure 2.58: Chicago O’Hare International Airport,
According to Ching(1996) Chicago. New steel canopy, terminal 1
Source: Airports Architecture by Chris Van uffelen
This is when a form can
be transformed by
altering one or more of
its dimensions and retain
its identity as a member
of a family of form for
example a cube can be
transformed into similar
prismatic forms through
discrete changes in
width ,height or length.

Figure 2.59: Chicago O’Hare International Airport,

Subtractive transformation Chicago. New steel canopy, terminal 1
Source: Airports Architecture by Chris Van uffelen
On the extent of the
subtractive process the form can retain its initial identity for example a cube
can retain its identity even though a portion of it is removed.

Additive transformation

A form can be transformed by the addition of elements to its volume. The

nature of the additive process and the number and relative sizes of the elements
being attached determine whether the identity of the initial form is altered or
retained.

2.6 MANAGEMENT OF THE TERMINAL BUILDING

 Management or the ownership of the airport terminal is
either publicly owned or privately owned and according
Edwards (2005) he discusses and breaks down the effect on
the terminal building design in terms of form image and
character

2.6.1 TERMINAL BUILDING DESIGN AND EFFECT

ON FORM IMAGE AND CHARACTER

Figure 2. 62: The TWA Terminal at John
F. Kennedy International Airport, New Edwards (2005) says that the trend these days is away
York. Eero Saarinen
from ownership of airports by the state (either central or
Source: www. architecture.about.com regional government) towards either private ownership
or partnership between the government and private
investors. London Stansted is owned by BBA(which is
wholly private and quoted in the stock exchange), and
other major airports, such as the Stuttgart in Germany
and Milan in Italy, have been denationalized and are
now no longer state owned. He says the reasons are
clear: airports require massive injection of funds to
adapt to changing regulations, market conditions and
commercial opportunity. Only with private capital can
the outmoded infrastructure of airports be kept up to date.
Figure 2. 60: Stansted London airport
In the developing world according to Edward (2005) he
Source: www.theguardian.com says that it is still a commonplace for the state or local
authority to own and manage airports, but as soon as
they become profitable they are quickly sold, often to
international organization. although many government
cling to the idea that their major airports are part of the
state infrastructure of public utilities, in reality the past
10 years have seen a shift worldwide away from
government towards some sort of consortium ownership
or total private ownership.

Figure 2. 61: Stuttgart Airport Germany Edward (2005) says, “The pattern of ownership
Source: http: www.bosch- throughout the world tends to follow the varying
presse.de/presseforum/details.com ideologies of the respective government rather than any
obvious regional or sub continental pattern”.

Ownership of airports by the government is declining, there remains a strong

group of airports (such as the Kansai in Japan) run by a consortium of state and
local government with private companies having financial stake. Sometimes
 the airport may be owned by the arm of the government, but the principal
building (such as the passenger termini) are owned, leased or managed by a
private organization such as airline companies. The mix of ownership has
implications for the operation of the airport and- to some extent- for the design
of the part. Where ownership is vested in government they tend to be a
controlling hand over the appearance of the whole airport estate, from hotels to
car parks, terminal building to control towers.

Edward (2005) says that where ownership is fragmented, or resides in a

consortium, there is usually greater pluralism in the approach to design, and
often the employment of a wider selection of architects, designers and
engineers. Where there is a split in ownership between the airport and its key
building (as the Kennedy Airport, New York) the pattern is usually one where
different airlines own specific terminals. Therefore, the terminal building have
very different image in terms of form image and character because of different
ownership. This allows them to compete with each other as integrated terminal
based service- including ticketing, baggage handling
and concessionary shop-all managed by the airline
company with which the passenger is flying.

CHAPTER THREE
Figure 2. 63: Kansai airport
RESEARCH METHODOLOGY
Source: Hugh Pearman, airport architecture
CHAPTER 3

3.1 RESEARCH METHODOLOGY

This chapter illustrates the different methods used to obtain and acquire data for this research. It
gives a detailed explanation to the application of the research methods. The techniques used and
how the data is collected, interpreted and documented.

3.2 RESEARCH PURPOSE

The research purpose chosen to be used would be explanatory, because the research carried out
would look to try to define and analyze form image and character of the airport building and how
they have transformed through the years and in different terminal buildings.

The study is not only restricted to fact-finding but it may eventually result to the understanding
of the variable that affect the airports built form. The findings may eventually lead to the
understanding of the terminal buildings built form and would get to understand where the design
and technology is moving towards.

3.3 RESEARCH STRATEGY

The research is a case study based approach. Some of the factors, which are guiding the author in
the choosing of a case study, include form transformation, which refers to airports with a rich
history in their built form. Another criterion is choosing airports with more than one building
terminal and then looking at the most prominent terminal building that gives the airport its
recognition and statute. This also applies to the other chosen cases; terminal 3 in the Beijing
international airport and the most recent terminal building in the Barajas airport in Madrid. After
the cases are chosen then an in-depth analysis of its form image and character is undertaken.

The desktop studies intended to be studied are:-

I. Barajas airport Madrid Spain

II. Beijing international airport

3.4 TIME HORIZON OF STUDY

For this particular study, the time horizon is a longitudinal study where the data collection is
done on the selected case study and a long critical study analyze the transformation of the airport
buildings built form is undertaken.

The study was carried out in 5 to 6 weeks.

3.5 SAMPLING METHOD

Non probability sampling is used because there are specific criteria used in the selection of case
studies. The main reason used in choosing the named case studies is looking at airports with
multiple terminal buildings but out of the many terminals one stands out and gives the airport a
statues and recognition in terms of its passenger volume, image, character and even its form.

3.6 DATA SOURCE

Primary sources
 3.5.1 Observations

Direct observation enabled the researcher to put the elements of study in context and
therefore understanding them better .it also enables first hand documentation of the situation
as it is in the study area. The researcher used structured and unstructured observation method.
The structured observation would assist the author to answer research questions while the
unstructured one was to make sure any other relevant information found in the field is not left
out purely because it was not covered in the predefined observation list. Sketches
photographs and measured drawings were used to capture the observations made.

Photographs

All the subjects of the study were captured in photographs and analyzed in sketches.
Photographs were the major tool in capturing the existing situation in the area of study.
Images of both the exterior and interior of the terminal were taken to give a clear
understanding of the same. The photographs are used to support text in the analysis of the
information obtained from the field.

Secondary sources

Documents, plans, drawings and any other literature on the field of study. Documents will be
source from the following sources; the JKIA data were sourced from the architects who
include the Gensler international firm. Other drawings were sourced from initial archives
from the Kenya airports authorities.

3.6 DATA PRESENTATION

After carrying out an analysis of all the data collected from the case studies and desk studies,
the findings will be sorted and expressed in various presentation formats. These include:

I. Photographs

One of the strongest tools if communication employed in the study is photographs. Each
element studied was recorded in terms of clear photographs of different times and at
different angles. The photographs were used mainly to show material, form and context.
The photographs showed the experience of the spaces and the overall form and image of
the terminal buildings.

II. Architectural drawings

Measured drawings of the subject of study include plans, elevations and sections are used
to present the findings of the study to ensure easy interpretation of the findings. Of
interest were the plans, sections and mainly elevations, which were used to show the
image and character of the terminal building concerning the elements studied.

CHAPTER FOUR

DATA COLLECTION
 (TERMINAL BUILDING SPACE AND FACILITY GUIDELINES)

CHAPTER 4

TERMINAL BUILDING SPACE AND FACILITY GUIDELINES

4.1. GENERAL

This chapter provides guidance on spatial requirements for functions carried out in an airport
terminal building. The guidance is indicative of the design range in use at U.S. airports to
accommodate domestic scheduled passenger operations. Adjustments may be necessary for
international, charter, nonscheduled, or third level operations. Airport terminals should be
designed for a capacity to meet the projected needs of the community being served. This
guidance should only be applied after consultation with the airlines, FAA, other users, and
tenants. Modifications to the guidance may be warranted after such discussions.

4.2. GROSS TERMINAL BUILDING AREA ESTIMATES

a. Gross Terminal Area per Gate: The relationship between annual enplaned passengers
and gross terminal area per gate for a 10-year and 20-year forecast is approximated in
Figures 4.l and 4.2, respectively. The profile of the curves is based on predicted growth in
seats per aircraft for each forecast period; specifically, the growth in predicted aircraft mix
during the peak hour of the average day of the peak month of the design year.

b. Rule-of-Thumb: A rule-of-thumb of about 150 square feet (14 m2) of gross terminal
building area per design peak-hour passenger is sometimes used for rough estimating
purposes Another rule using 0.08 to 0.12 square feet (0.007 to 0.011 m’) per annual
enplanement at airports with over 250,000 annual enplanements can similarly be applied.

4.3 SPACE ALLOCATIONS.

The terminal building area is comprised of both usable and unusable space.

Unusable space involves those areas required for building columns and exterior and interior
walls, about 5 percent of the total gross area. The usable space can be classified into the two
broad categories of rentable and non rentable space. Usually, 50 to 55 percent is allocated to
rentable space and 45 to 50 percent to non rentable space. Figure 5.1 presents a further
breakdown of these basic categories.

4.4 PUBLIC LOBBY AREAS.

Lobbies provide public circulation and access for carrying out the following functions:
passenger ticketing; passenger and visitor waiting; housing concession areas and other
passenger services; and baggage claim.

a. Ticketing Lobby.

(1) As the initial objective of most passengers, the ticketing lobby should be arranged so that
the enplaning passenger has immediate access and clear visibility to the individual airline
ticket counters upon entering the building. Circulation patterns should allow the option of
bypassing counters with minimum interference.
 Provisions for seating should be minimal to avoid congestion and encourage passengers to
proceed to the gate area.

(2) Ticket lobby sizing is a function of total length of airline counter frontage; queuing space
in front of counters; and, additional space for lateral circulation to facilitate passenger
movements. Queuing space requires a minimum of 12 to 15 feet (4 to 5 m). Lobby depths in
front of the ticket counter range from 20 to 30 feet (12 to 15 m) for a ticket area serving 50
gates or more.

b. Waiting Lobby.

(1) Apart from providing for passenger and visitor circulation, a centralized waiting area
usually provides public seating and access to passenger amenities, including rest rooms, retail
shops, food service, etc. The sizing of a central waiting lobby is influenced by the number,
seating capacity, and location of individual gate waiting areas. If all gate areas have seating,
the central waiting
lobby may be sized to
seat 15 to 25 percent of
the design peak hour
enplaning passengers
plus visitors. However,
if no gate seating areas
are provided or planned,
seating for 60 to 70
Figure 5-2. Gross Terminal Area per Gate - Long-Range Planning
percent of design peak
hour enplanements plus
visitors should be
provided.

Figure 4-l. Gross Terminal Area Space Distribution

(2) Visitor-passenger ratios are best determined by means of local surveys. In the absence of
such data, an assumption of one visitor per peak hour originating passenger is reasonable for
planning purposes.

c. Baggage Claim Lobby.

(1) This lobby provides public circulation space for access to baggage claim facilities and for
egress from the claim area to the deplaning curb and ground transportation. It also furnishes
space for such passenger amenities and services as car rental counters, telephones, rest
rooms, limousine service, etc.
 (2) Space required for the
baggage claim facility is
discussed in paragraph 75.
Allowance for public
circulation and passenger
amenities outside the claim
area ranges from 15 to 20 feet
(5 to 6 m) in depth at small
hub airports, 20 to 30 feet (6 to
9 m) at medium hubs, and 30
to 35 feet (9 to 11 m) at those
airports serving large hubs.
Lobby lengths range from 50
to 75 feet (15 to 23 m) for each
baggage claim device. For approximating lobby length and area, one claim device per 100 to
125 feet (30 to 38 m) of baggage claim frontage should be assumed.

d. Combined Lobbies

(1) Airports handling less than 100,000 annual enplanements frequently provide a single
combined lobby for ticketing, waiting, and baggage claim.

(2)For a combined lobby serving 100,000 to 200,000 annual enplanements, space

requirements for various functions should be identified and sized separately, as discussed in
preceding paragraphs.

(3) Above 200,000 annual enplanements, each of the three lobby types should be identifiable
as distinct elements and space requirements estimated accordingly.

4.5 AIRLINE TICKET COUNTER/OFFICES

The Airline Ticket Counter (ATO) area is the primary location for passengers to complete
ticket transactions and check-in baggage. It includes the airline counters, space and/or
conveyors for handling outbound baggage, counter agent service areas, and related
administrative/support offices. In almost all cases, ticket counter areas are leased by an
airline for its exclusive use. Therefore, the planning, design, and sizing of these areas should
be closely coordinated with individual airlines.

a. Ticket Counter Configurations.

Three ticket counter configurations are in general use. They include:
(1) Linear. Linear configuration is the most frequently used one (see Figure 4.2). Multi-
purpose positions indicated are those in which the agent performs several functions such as
ticketing, baggage check-in, and the other services an airline may consider appropriate.
During peak periods, multi-purpose positions may be utilized for a single function to
expedite passenger processing for those requiring only one type of service. At high volume
airports, permanent special-purpose positions may be justified.

(2) Flow-through Counters. Flow-through counters, as depicted in Figure 4-3, are used by
some airlines, particularly at high-volume locations with a relatively high percentage of
“baggage only” transactions. This configuration permits the passenger to check-in baggage
before completing ticketing transaction and increases outbound baggage handling capability
by providing additional belt conveyors. This type of counter requires more floor space, an
additional 50-70 square feet (4.7-5.1 m2), than the linear type and involves increased
investment and maintenance costs. Future application will probably be limited to relatively
few airports.
Figure 4.2. Linear Counter

Figure 4.3. Flow-through Counters

 (3) Island Counters. The island
counter shown in Figure 4.4
combines some features of the flow
through and linear arrangements. The
agent positions form a “U” around a
single baggage conveyor belt (or pair
of belts) permitting
interchangeability between
multipurpose or specialized
positions. As with flow through
counters, this configuration has
relatively limited application.

Figure 4.4. Island Counters

b. Office Support. The airline ticket counter/office

provides space for a number of airline support
activities. These activities include: accounting and
safekeeping of receipts; agent supervision;
communications; information display equipment;
and personnel areas for rest, personal grooming, and
training. At low activity locations, the ticket counter
area may provide space for all company
administrative and operational functions, including
outbound baggage. Figure 4.5 depicts two typical
layouts for low activity airports with single-level
terminals. At high activity locations, there is more
likelihood that additional space for airline support
activities will be remotely located from the ticket
counters.

Figure 4.5. Typical ATO layouts-Single Terminal

 c. Sizing. Figure 5-10 may be used in estimating airline ticket counter frontage for the three
counter configurations previously discussed. It utilizes the EQA factors discussed in
paragraph 25. The frontage obtained from the chart is based on counter positions typically
required for airline peaking activities. The values determined from the chart do not include
conveyor belt frontage at flow-through counter configurations. Fewer frontages may be
required when individual airlines provide curb check-in and ticketing at gates:

In determining the counter working area, the frontage obtained from the chart is multiplied
by a depth of 10 feet (3 m). Figure 4-4 shows typical ranges of AT0 support space. This is
presented separately from counter working area since many of these support functions are
remotely located at higher activity locations.

For gate or gate equivalents exceeding those shown in this figure, quantities appropriate to
the separate lobbies ‘or sections of lobbies, unit terminals, and the like, should be used. This
normally occurs at airports with over 50 gates.

4.6. PUBLIC CORRIDORS.

a. Corridors are provided for public circulation between aircraft boarding gates and various
lobbies and other areas within the terminal building. The effective corridor design width is
the total width less obstacles (e.g., telephones, wastebaskets, benches, protruding displays,
etc.) with a minimum clearance of approximately 2 feet (0.6 m) on each side. This clearance
is provided because of the phenomenon known as “boundary layer” in which a person will
normally maintain such a clearance between corridor, walls and obstacles. Viewing areas for
video displays and passenger queue areas extending into the corridor should also be treated
as obstacles in design width determinations.

b. Figure 4.2 illustrates an effective corridor +sign width. The design width is determined by
dividing the peak corridor population per minute (visitors and passengers) by the corridor
width capacity factor expressed in people per unit width per minute. Table 4-2 provides a
corridor capacity matrix based on an average walk rate of 242 feet (74 m) per minute. For
example, the bosom line of Table 4-2 indicates a capacity of 330 to 494 persons per minute
for a corridor with a 20 foot (6 m) effective design width, for a pedestrian occupancy width
of 2.5 feet (0.76 m) and depth separation ranging, from 4 to 6 feet (1.2 to 1.8 m). While a
relatively abrupt introduction of deplaning passengers into a corridor may retard the walk
rate, it will be offset somewhat by a decrease in their depth separation. A congregation of
people awaiting the arrival of passengers may also retard the flow rate. This capacity
reduction is usually only brief and local in nature and does not ultimately affect the overall
corridor design capacity. This congestion can be minimized by providing areas for flow surge
and greeters in the corridor width.

Table 4-2. Corridor Capacity in Persons per Foot (0.305 m) Width per Minute
4.7. SECURITY INSPECTION STATIONS

a. Air carriers using over 60 passenger scat aircraft in scheduled or public charter operations are
required by Federal Aviation Regulations (FAR) 121.538 to screen all passengers prior to
boarding in accordance with the provisions of FAR Part 108. This activity is normally handled
inside the terminal building at a security screening station.
b. There are three types of passenger inspection stations, depending on the location of the station
in relation to the aircraft boarding area.
These include:
(1) Boarding Gate Station;
(2) Holding Area Station: and
(3) Sterile Concourse Station.
c. A sterile concourse station, from both the standpoint of passenger security facilitation and
economics, is the most desirable type of screening station. It is generally located in a concourse
or corridor leading to one or several pier finger(s) or satellite terminal(s) and permits the
screening and control of all passengers and visitors passing beyond the screening location. It thus
can control a considerable number of aircraft gates with a minimum amount of inspection
equipment and personnel. Pier and satellite terminal concepts arc well suited for application of
the Sterile Concourse Station, since the single-point entrance connector element facilitates
isolation of boarding areas.
d. Because of building geometry, especially that associated with linear and transporter terminal
concepts,) the Sterile Concourse Station is not always feasible. Under these circumstances,
several inspection stations may be required to control a number of holding areas or departure
lounges. In the worst situation, a screening station may be required at each boarding gate.
e. Except at low activity airports, where manual search procedures may be employed, a security
inspection station will generally include a minimum of one walk-through weapons detector and
one x-ray device. Such a station has a capacity of 500 to 600 persons per hour and requires an
area ranging from 100 to 150 square feet (9 to 14 sq.m). Examples of security inspection station
layouts arc illustrated in Figure 4-21.
Figure 4-21. Security Inspection Station Layouts
f. Space leading to the security inspection station should allow room for queuing as the flow
of passengers through security is often interrupted when a passenger requires a rescreening or
physical search. Queuing space should not extend into or block other circulation elements.

g. The boarding area beyond a security screening checkpoint, whether a holding area
concourse or departure lounge, requires a design which will enable security to be maintained.
In this respect, the design and location of entrances, exits, fire doors, concessions, etc.,
require special consideration.

4.8 DEPARTURE LOUNGES.

a. The departure lounge is the waiting or holding area for passengers immediately prior to
boarding an aircraft. At most airports (excepting some low activity airports), departure
lounges are normally included in the space leased and controlled by individual airlines.

b. The departure lounge normally includes: space for one or more airline agent positions for
ticket collections, aircraft seat assignment, and baggage check-in; a seating and waiting area;
a queuing area for aircraft boarding; and an aisle or separate corridor for aircraft deplaning.
Figures 5-22, 5-23, 5-24, and 5-25 illustrate typical departure lounge layouts.

c. The number of agent positions/desks is determined by the user airlines on the basis of
individual airline standards for passenger waiting, processing, and boarding procedures. A
queue length of at least 10 feet (3 m) in front of agent positions should be provided in
departure lounges at larger airports.

d. The departure lounge area is a function of the number of passengers anticipated to be in

the lounge 15 minutes prior to aircraft boarding. Table 4.3 presents information for
estimating departure lounge areas on the basis of aircraft seating capacity and load factors.
The average depth of lounge area generally considered to be reasonable is 25 to 30 feet (8 to
9 m).
Table 4-3. Departure Lounge Area Spa& Requirements
e. When g lounge area serves more than one aircraft gate position, the estimated total lounge
area shown in Table 5-3 may be reduced 5 percent for each aircraft gate position, up to a
maximum of six gates.

f. Departure lounge seats are not generally provided to accommodate all passengers boarding
an aircraft. A number of passengers will elect to remain standing in the waiting area while
others will only arrive shortly before or during the boarding process. Between 15 and 20
square feet (1.4 to 1.9 m2), including aisle, space, is required per seat.

g. The deplaning area is generally a roped aisle or separate corridor directly leading
deplaning passengers from the loading bridge or apron gate to a public corridor. Separation
from the rest of .The departure lounge is provided to avoid interference and congestion
between deplaning passengers and those waiting to board the aircraft. Six feet (2 m) is an
acceptable width for this area.

4.9 BAGGAGE CLAIM FACILITIES

a. Inbound baggage handling requires both public and nonpublic building areas. The public
space (claiming area) is that in which passengers and visitors have access to checked baggage
displayed for identification and claiming. Nonpublic space is used to off-load bags from carts
and containers onto claim devices or conveyor systems for moving into the public area.

b. The claiming area should be located adjacent to a deplaning curb and have convenient
access to ground transportation service and auto parking facilities. Passenger access from
arriving flights should be direct and avoid conflicting with enplaning passengers. The claim
area should also be readily accessible from the aircraft apron by means of carts, tractors, or
mechanical conveyors for quick and direct baggage delivery.

c. At low activity airports, a simple claim shelf is the most common baggage claim scheme.
As passenger activity increases, several types of mechanical claim devices may be utilized to
help reduce the overall required claim area length. A discussion of the more common claim
schemes follows.

(1) The simple shelf or counter is merely a shelf or counter provided in a public area on
which baggage from an arriving aircraft is placed for passenger identification and retrieval.
Width of the shelf is generally 30 to 36 inches (75 to 90 cm). Passengers merely move
laterally along the shelf until their, baggage is located and claimed.

(2) Flat-bed plate devices are particularly applicable when direct feed loading areas are
immediately adjacent and parallel to the claiming area and on the same floor level.

(3) Sloping-bed devices are somewhat more adaptable for remote feed .situations where the
loading area cannot be immediately adjacent to the claiming area or must be located on a
different floor level. In some cases, the width of the sloping bed is sufficient to provide
storage of two rows of bags.
d. At low volume airports, exclusive-use facilities are not usually economically justified and
claim facilities are shared or assigned preferentially to several airlines. The use of a Design
Day Activity Analysis (see paragraph 24) is recommended to size baggage claim facilities. In
this analysis, passenger arrivals in periods of peak 20 minutes are used as the basis for sizing.
However, when exclusive facilities are planned, each airline determines its baggage claim
frontage and space requirements according to its own criteria for sizing space, systems, and
staffing.

e. A public claiming area may require railings or similar separation from other public space
and controlled egress to enable inspection of removed baggage for assurance of “positive
claim.” At some terminals, additional space may be needed adjacent to the claiming area for
storage and security of unclaimed baggage and for airline baggage service facilities (lost and
found).

f. -For planning purposes, claim display frontage can be estimated by the use of either Figure
5-27 or 5-28. These nomographs utilize “Equivalent Aircraft Arrivals” (see paragraph 28) to
approximate deplaning passengers in a 20 minute peak period, assuming an average of 1.3
bags per deplaning passenger. The value presented includes: space for public circulation;
area normally required within a controlled ‘positive-claim’ facility; and space for airline
baggage service facilities. It should be recognized that considerable variance in space
requirements occurs between airports due to airline company policies and the number of
airlines using a claim area.

g. Figure 5-30 can be used to approximate the nonpublic space required to input and load
bags onto claim devices. The figure assumes a 22 foot (7 m) depth, 20 feet 6 m) for the fixed
shelf, behind the input section or belt for offloading carts and for passing/maneuvering. At
many airports in mild climates, the nonpublic baggage input area may be satisfied without
complete enclosure in the ‘terminal building through use of overhead canopies. This can also
apply to the public baggage claim area at some low volume airports.

4.10. AIRLINE OPERATIONS AREAS

a. Airline operations areas are those areas occupied by airline personnel for performing the
functions related to aircraft handling at the gate. Composition of functions will vary among
individual airports. The following areas are most commonly required:

(1) Cabin Service or Commissary - an area for the storage of immediate need items for
providing service to the aircraft cabin.

(2) Cabin Service and Ramp Service Personnel - an area for training facilities and a
ready/lunch room.

(3) Aircraft Line Maintenance - for supplies, tools, storage, personnel, etc.

4) Office Area - for managerial personnel and clerks.

(5) Flight Operations Facilities - includes a message center, area for meteorological data and
flight ‘U plans, and flight operations personnel.

(6) Flight Crew and Flight Attendant Facilities - includes an area for resting, toilet facilities,
and personal grooming area.

(7) Secure Area Storage - for items requiring secure storage because of either the value or
fragility of the items.

(8) Volatile Storage - for items requiring extra precautionary storage due to instability in
handling and storage.

b. Storage and administrative areas often can and are combined. Depending on flight
schedules, flight crew and flight attendant facilities may not be required or can be combined
with facilities for other airline personnel. Similarly, facilities for flight operations and
administrative personnel can be combined.

c. The area required for airline operations may be estimated for planning purposes on the
basis of 500square feet (46.5 m2) per equivalent peak hour aircraft departure. This factor
includes all of the operations areas previously described. However, at some airports one or
more airlines may use additional terminal space for regional or airline system functions
and/or other support services beyond those functions common to daily airport operations.

4.11 FOOD AND BEVERAGE SERVICES

a. These services include snack bars, coffee shops, restaurants, and bar lounges. The basic
service offered at small airports is the coffee shop, although separate restaurants at some
smaller city airports can be successful, depending on the community and restaurant
management. Large airports usually can justify several locations for snack bars, coffee shops,
bar lounges, and restaurants. Requirements for more than one of each type are highly
influenced by the airport size and terminal concept involved. Unit terminals, for instance,
may require coffee shops and/or snack bars at each separate terminal.

b. Generally speaking, a coffee shop seating less than 80 is considered an uneconomical

operation at airports enplaning over one million passengers annually. At smaller airports, the
seating capacity minimum may be somewhat lower, depending on such factors as local labor
costs and concessionaire lease arrangements.

c. The following ranges appear representative for food and beverage services:

(1) Turnover rates: 10 to 19 averages daily per seat. Some operators appear satisfied
averaging 10 to 14 daily.

(2) Space per seat: 35 to 40 square feet (3.3 to 3.7 m2) per coffee shop/restaurant seat,
including support space.

(3) Snack bars: 15 to 25 percent of coffee shop/restaurant overall space requirements.

(4) Bar lounges: 25 to 35 percent of coffee shop/restaurant overall space requirements.

d. The sizing of food and beverage services involves applying “use factors.“ Use factors are
determined by dividing the average daily transactions by average daily enplanements. Figure
5-31 shows ranges of food and beverage service areas for coffee shop and restaurants, snack
bar, bar lounge and kitchen support space for various “use factors.”

e. For estimating and for initial planning purposes, the following average daily use factors are
suggested:

(1) 40 to 60 percent at terminal airports with a high percentage of long-haul flights;

(2) 20 to 40 percent at transfer airports and through airports; and,

(3) 15 to 25 percent at terminal airports with a low percentage of long-haul flights.

4.12. CONCESSIONAIRE AND BUILDING SERVICES.

 The following building and concessionaire services are provided at airport terminals as
appropriate for the size and activity of the airport. General area ranges for many of these
services are presented for planning purposes.

a. News and tobacco are physically separate at most airports where annual enplanements
exceed 200,000 per year, and may be combined with other services at airports with lesser
traffic.

Space allowance: 150 square feet minimum and averaging 600 to 700 square feet (56 to 66
m2) per million annual enplanements.

b. Gift and apparel shops operations are combined with a newsstand at smaller airports.
Separate facilities normally become feasible when annual enplanements exceed one million.
Space allowance: 600 to 700 square feet (56 to 66 m2) per million annual enplanements. .

c. Drug store, including sale of books, cards, and liquor, may be feasible as separate
operation when annual enplanements exceed 1.5 million. Space allowance: 700 square feet
(66 m2, minimum and averaging 600 to 700 square feet (56 to 66 m2) per million
enplanements.

d. Barber and shoe shine operations at some large airports allow one chair per million annual
enplanements.

The most successful operations range from three to seven chairs. Space allowance: 110 to
120 square feet (10.2 to 11.2 m2) per chair with 150 square feet (14 m2) for a minimum
facility.

e. Auto rental counters vary according to the number of companies. Space allowance: 350 to
400 square feet (33 to 37 m”) per million annual enplanements.

f. Florist shop operation as a separate function may become feasible when annual
enplanements exceed 2 million. The usual space allowed is 350 to 400 square feet (31.5 to 32
m2) per terminal.

g. Displays (including courtesy phones for hotels). Space allowance: 90 to 100 square feet
(8.4 to 9.3m2) per million annual enplanements.

h. Insurance (including counters and machines). Space allowance: 150 to 175 square feet (14
to 16 m2) per million annual enplanements.

i. Public lockers require in the range of 70 to 80 square feet (6.5 to 7.4 m2) per million annual
enplanements.

j. Public telephones space requirement is 100 to 110 square feet (9.3 to 10.2 m2) per million
annual enplanements.
k. Automated post offices may be found desirable to the extent of providing one station, 125
square feet (11.6 m”) for each terminal serving at least 2.75 million annual enplanements.

1. Vending machine items supplement staffed facilities, especially when extended hours of
operation are not justified by low volumes or multiplicity of locations. When vending
machines are provided, they should be grouped and/or recessed to avoid encroaching
upon circulation space for primary traffic flows. Space allowance: 50 square feet (4.7 m2)
minimum or 150 square feet (14 m2) per million annual enplanements.

m. Public toilets are sized for building occupancy in accordance with local codes. Space
allowances applied at airports vary greatly. They range from 1,500 to 1,800 square feet (140
to 167 m2) per 500 peak hour passengers (in and out) down to 1,333 square feet (124 m2) per
million annual enplanements at large hub airports.

n. Airport management offices’ space requirements vary greatly according to the size of staff
and the extent to which airport authority headquarters are located in the terminal.

o. Airport Police/Security Office space needs vary according to based staff and nature of
arrangements with local community law enforcement agencies.

p. Medical aid facilities’ space requirements range from that needed for first-aid service
provided by airport police to that for branch operations at off-airport clinics.

q. USO/Travelers: Aid facilities vary considerably. Space requirements are relatively minor,
80 to 100square feet (7.4 to 9.3 m2), except at airports with annual enplanements of over one
million.

r. Nursery facilities for travelers with small infants have been provided at airports with
annual enplanements of over 1 million. The most practical solutions include a private toilet
room of 50 to 60 square feet (4.7 to 5.6 m2) with facilities for changing and feeding. The
number of such facilities may range from two up, depending upon terminal size and
configuration.

s. Building maintenance and storage varies, depending upon the types of maintenance
(contracted versus authority operated) and storage facilities available in other authority-
owned buildings.

t. Building mechanical systems (HVAO space ranges from 12 to 15 percent of the gross total
space approximated for all other terminal functions. A value of ‘10 to 12 percent is used in
relation to the connector element space. This allowance does not cover separate facilities for
primary source heating and refrigeration (H&R plants).
 u. Building structure space allowance for columns and walls is 5 percent of the total gross
area approximated for all other functions.

v. Other space, as determined on a case-by-case basis, may be required at some airports for
information services, government offices, contract service facilities and the like.

4.13 TERMINAL BUILDING FACILITIES

• Terminal facility requirements

 Ticketing/check-in
 Passenger screening
 Hold rooms
 Concessions
 Baggage claim
 Circulation
 Airline offices and operations areas
 Baggage handling
 Baggage screening system
 International facilities—Federal Inspection Services
 Support areas
 Special requirements
 Building systems

• Functional relationships

• Flow sequences

 Passengers
  Visitors
 Employees
 Baggage
 Deliveries
 Waste removal

• Passenger movements

 People mover systems

 Passenger way finding and signage
 Terminal concept development
 Domestic and international terminals
 Concourse configurations
 Centralized and decentralized terminals
 Single vs. multi-level terminals
 Flexibility and efficiency
 Common-use terminal equipment
 Swing gates
 CHAPTER FIVE
CASE STUDIES/DESKTOP STUDIES
 Figure 5.1: View from the approach road showing the undulating roof, clearly
expressing the three processing zones, separated by canyons
Source: www.richardrogers.co.uk

5.1 MADRID BARAJAS AIRPORT

5.1.1. INTRODUCTION

The New Terminal Satellite Building has a combined

area of 470,000m² which includes Parking Access
Roads 309,000m².the project was designed by
Architect -Richard Rogers Partnership, Structural
Engineer -Anthony Hunt Associates/TPS with
OTEP/HCA Services Engineer-TPS/INITEC,
Quantity Surveyor-Hans comb Ltd/Gabinete, Co
Architects- Estudio Lamella.

5.1.2 HISTORY
Figure 5.2: location of the airport in Madrid (master plan)
The new airport was formally opened by
Source: www.richardrogers.co.uk
the Spanish Prime Minister, Jose Luis
Rodriguez Zapatero on Saturday 4
February 2006. The New Terminal Area (NAT), designed by a consortium of Richard
Rogers Partnership, the Spanish practice Estudio Lamella and two engineering companies
TPS and Initec, will establish Madrid as a major European hub, and consolidate its position
as the focal connection between Europe and America. It is expected that the new terminal
will accommodate between 65 and 70 million passengers per annum. Passenger numbers are
expected to outstrip Schiphol in the Netherlands, Europe’s second largest airport, in five
years’ time. With a total area of 1,200,000 sq m, the NAT is one of the largest buildings in
Europe and will have a significant urban, economic and social impact on both Madrid and
Spain itself.
5.1.3 FORM IMAGE AND CHARACTER ANALYSIS

5.1.3.1 PASSENGER VOLUME IN THE

TERMINAL BUILDING

Responding to the demands of 21st-century

travel, the New Terminal at Barajas will be
efficient, economic and functional,
accommodating the anticipated growth in
passenger traffic, which could be up to 35
million per annum in 2010 and 50 million in
2020, doubling the capacity of the old airport.
The design process has focused on delivering
an improved passenger experience, creating
an attractive, peaceful atmosphere. This led to
the utilization of materials and finishes which
would convey a sense of calm. The simple
palette of materials and the use of a kit-of-
parts approach to detailing reinforce the
simplicity of the architectural concept.
Figure 5.3: View looking down the pier from the north
Despite the size of the building, it still end, showing the gradation of color applied to the
allows passengers to easily orientate steelwork.
themselves easily using the many Source: www.richardrogers.co.uk
visual references. A straightforward linear diagram
and a clear progression of spaces for departing and
arriving passengers contribute to the legibility and
usability of the terminal for passengers and workers
alike.

Figure 5.4: The interior of the building is protected from

strong sunlight by roof overhangs and tubular steel
Shading system, which, at the same time allows clear
views of the outside. Source: www.richardrogers.co.uk
 Figure 5.5: Elevations & Sections

Source: www.richardrogers.co.uk

1. THE TERMINAL BUILDING DESIGN CONCEPT

Airport terminals are normally surrounded by secondary elements (Airside and land side.) Those
obscure orientation through the airport. In this design, such structures are integrated into the
main building, taking into account the topography of the local area. The canyons – large
courtyards full of daylight - establish a sequence that incorporates the landscape into the interior
space .And so the design concept is a linear terminal building with the bridges perpendicular to
the terminal building.
Elevations & Sections

2. FUNCTION AND PLANNING

Barajas is a model of legibility, with a straight

forward linear diagram and a clear progression of
spaces for departing and arriving passengers. The
accommodation is distributed over six floors;
three above ground for check-in, security,
boarding and baggage reclaim, and three
underground levels for maintenance, baggage
processing and transferring passengers between
buildings. The flow of passengers starts in the Figure 5.7: The undulating wooden roof
provides a natural balance to the hi-tech check
forecourt and goes through the check-in counters in area and air conditioning units
and the security control until the boarding lounge. Source: www.richardrogers.co.uk
 The Terminal Building is
characterized by three
lineal modules (Check-in
spine, Processing spine,
Pier), and serves different
functions according to the
passengers Flow (arrivals
or departures). Reception of
passengers, check-in
counters, control and
boarding for departure
flights; disembark, luggage
collection and departure of
passengers from the
building for arrival flights.

These modules are

separated from each other
Figure 5.6: The interior of the building is protected from strong sunlight
by roof overhangs and a tubular steel shading system, which, at the same by light-filled canyons that
time allows clear views of the outside. provide natural illumination
Source: www.richardrogers.co.uk
to the lower levels of the
building. This contributes to
the environmental strategy – reducing the energy consumption. In addition, this also reduces the
maintenance and upkeep costs. In these spaces, the vertical movement of passengers takes place,
via stairs, ramps or lifts.

These are a very important element for the orientation of the passenger as they indicate the
sequence of actions that the passenger needs to carry out when arriving or departing. There are
several factors which led to the need for a remote.
Figure 5.8: Terminal level +2

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Figure 5.9: Terminal level +1

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Figure 5.9: Terminal level 0 Figure 5.10: Terminal level -2

Source: www.richardrogers.co.uk Source: www.richardrogers.co.uk

 It was necessary to create a building that could
for security reasons separate the passenger
flows. In order to do this, the pier of the
Satellite has been provided with an elevated
spine (level +2) where the flow of non-
Shengen and international arrivals can be
isolated.

The Terminal and Satellite buildings are

separated due to aeronautical reasons,
responding to the layout of the two new
runways, aircraft taxi lanes and aircraft
Figure 5.11: The baggage reclaim hall
stands. The two buildings are connected by a
showing the air-conditioning units integrated
tunnel that runs under the runways. The
into the reclaim units.
tunnel has two levels with three chambers in
Source: www.richardrogers.co.uk each level. The upper level has two side areas
of approximately 10 meters width for the
circulation of authorized vehicles and a central space of 13 meters, where the Automatic People
Mover (APM). The lower section, with three spaces of identical dimensions, is totally devoted to
the automatic baggage handling system (SATE).Regardless of the type of flight, all the
passengers who use the NAT Barajas have
to go through the Terminal building as all
checking-in and luggage collection are
concentrated in here. The use of the APM
systems (lifts, escalators and travelators)
allows the simultaneous movement of both,
luggage and passengers. In this way the
Satellite building is mainly reserved for the
security controls of the international flights
and for the boarding/disembark of this kind
of flight. There is direct access to the
Satellite from the exterior roads but it is reserved Figure 5.12: The undulating wooden roof
for authorized staff, not for airport users. provides a natural balance to the hi-tech
Check in area and air conditioning units.
The New Barajas will have the capacity to move
18,000 at peak periods. Despite the size of the Source: www.richardrogers.co.uk
project, the design of the NAT Barajas offers a
functional and comfortable area for the passenger, an urban and architectural space with human
scale both externally and internally and a harmony with the surroundings, minimizing the
environmental impact.
3. MATERIAL AND TECHNOLOGY

Despite the extreme heat of summer in Madrid, the design team was committed to the use of
passive environmental systems wherever possible, while maximizing transparency and views
towards the aircraft and the mountains beyond. The building benefits from a north-south
orientation with the primary facades facing east and west – the optimum layout for protecting the
building against solar gain. The facades are protected by a combination of deep roof overhangs
and external shading. A low energy displacement ventilation system is used in the pier, and
elsewhere a more conventional high velocity system is used. Given the multi-level section, a
strategy was also needed to bring natural light down into the lower levels. The solution is a series
of light-filled ‘canyons’. The canyons are spectacular full-height spaces, spanned by bridges in
which arriving and departing passengers, though segregated, can share the drama of the imposing
space.

The construction of the Barajas Airport terminal has been undertaken in three constructional
layers the basement which drops to as much as 20 meters (66 feet) below ground in some places,
the three storey concrete frame above ground, and the steel-framed roof. The concrete work is in-
situ, although special attention has been focused on areas where the concrete will be visible, such
as the edge strips to the canyons in which steel shuttering has been used. In a bid to limit the
height of the building, post-tensioned concrete beams restrict the depth of the beams to only 90
centimeters (three feet). The beams were cast in lengths of 72 meters (236 feet), with concrete
planks used to span between them to create the 18 by 9 meter (60 by 30 foot) grid.

Figure 5.13: the roof structure still in its skeleton state

Source: www.richardrogers.co.uk
 Above, the concrete tree trunks on the top floor provide
fixed base points for setting out the roof steelwork. The
structural system for the roof works outwards from the
tree trunks where four inclined branches prop a pair of
double-S modules. In this way, each pair of tubes plus the
roof steel stabilize the roof structure in both directions.

The roof then passes over the cladding line at the edges of
the building, emphasizing the roof rather than the facade.
To further reduce the visual impact of the facade, shading
is not introduced at the cladding line but is hung from the
roof overhang which is propped with elegant Y-shaped

props at the ends of each module.

Figure 5.14: The security check
area on the departures level is light The facade structure is in the form of cable ‘kipper’
and airy. trusses at nine meter (30 feet) centers. A pair of cables
begin at a common point at ground level, one arcing in
Source: www.richardrogers.co.uk
and one out, held apart by compression struts that also
support the horizontal glazing mullions. As the cables approach the roof they come back
together, held by a V-bracket, making a fish outline, hence the name ‘kipper’ truss. A ‘jacking’
system was used between the roof and terminal floor during erection which when released
ensures that adequate permanent tension was introduced in the cable trusses.

4. STEEL WORKS AND WOOD

The new terminal features a clear progression of spaces for departing and arriving travelers. The
building's legible, modular design creates a repeating sequence of waves formed by vast wings of
prefabricated steel. Supported on central 'trees', the great roof is punctuated by roof lights
providing carefully controlled natural light throughout the upper level of the terminal. Light-
filled 'canyons' divide the parallel floors that accommodate the various stages of passenger
processing - from point of arrival, through check-in and passport and security controls to
departure lounges and, finally, to the aircraft.

A simple palette of materials and straight forward detailing reinforce the direct character of the
architecture. Internally, the roof is clad in bamboo strips, giving it a smooth and seamless
appearance. In contrast, the structural 'trees' are painted to create a kilometer-long vista of
graduated color. The lower levels of the building house baggage handling, storage and plant
areas, and offer a striking contrast with the lightweight transparency of the passenger areas
above.
Figure 5.15: Undulating timber
ceiling design

Source: www.richardrogers.co.uk Figure 5.16: Interior view of

canyons, bamboo roof and skylight

Source: www.richardrogers.co.uk

Figure 5.17: departure lounge

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 Figure 5.18: Detail of southern pier end

Source: www.richardrogers.co.uk

Figure 5.19: The undulating wooden roof provides a natural

balance to the hi-tech check in area and air conditioning units

Source: www.richardrogers.co.uk
5.1.4 NEW AIRPLANE DESIGNS AND THE TERMINAL BUILDING

Figure 5.20: plan of the terminal and its satellite

of level +1 and level+2

Sources: www.richardrogers .com

5.1.5 RESEARCH FINDINGS

1. The New Terminal at Barajas is efficient, economic and functional, accommodating the
anticipated growth in passenger traffic, which could be up to 35 million per annum in 2010, and
50 million in 2020, doubling the capacity of the old airport.

2. The terminal building design concept is a linear terminal building with the bridges
perpendicular to the terminal building.

3. The building benefits from a north-south orientation with the primary facades facing east and
west – the optimum layout for protecting the building against solar gain.

4. The construction of the Barajas Airport terminal has been undertaken in three constructional
layers the basement which drops to as much as 20 meters (66 feet) below ground in some places,
the three storey concrete frame above ground, and the steel-framed roof.

5. The building's legible, modular design creates a repeating sequence of waves formed by vast
wings of prefabricated steel. Supported on central 'trees', the great roof is punctuated by roof
lights providing carefully controlled natural light throughout the upper level of the terminal.
5.2 BEIJING AIRPORT

Figure 5.21: Ariel view of the Beijing international airport

Source: www.foster+ partners.com

5.2.1 FORM IMAGE AND CHARACTER ANALYSIS

5.2.2 HISTORY
 The airport is supposed to be built in the
Daxing district in China located 46 km
south of Tiananmen which is china’s
political centre. The airport was
completed as the gate way to the city
because of the opening of the Beijing
2008 games. Beijing terminal is the
largest and most advanced airport
building in the world; it is not only
technologically but also in terms of
passenger experience, operational

Figure 5.22: plan of the terminal and its satellite efficiency and very sustainable
of level +1 and level+2
5.2.3 INTRODUCTION
Sources: www.richardrogers .com
Beijing capital international airport was
initially built in 1959. After several
renovations and expansions, until in 1999 it has now two terminal buildings and two parallel 4E
runways which were able to operate independently since October 27th 2005 .terminal 1 has an
area of 79500 square meters with a capacity of 8million passengers per year and the second
terminal two has an area of 326500 square meters with a passenger capacity of 27 million
passenger per year. After terminal two was opened the first one was closed making the building
to hold a capacity of 27 million passengers per year. Some Features in the Beijing terminal
include; the roof area is 360,000 meters and the external cladding area of 275,000m2.

The daily Peak workforce is approximately 40,000 people working in shifts 24 hours per day, 7
days per week.

The actual Total airport site area is about 1480 hectares this includes the expected site and
terminal expansion. The design of the building made sure that the services are from below,
freeing up the roof space for day lighting. The designed roof has a generous overhang to the
south, providing shading from the sun .the government suggested that the airport should integrate
with mass public transport to the city centre of Beijing. This was to include high speed trains
system

5.2.4 PASSENGER VOLUME IN THE TERMINAL BUILDING

1. THE TERMINAL BUILDING

In 1999, the traffic in Beijing international airport was 18.6 million passengers and this grows to
21.6 million in 200.based on this growth rate, it is predicted that they would reach its saturation
point b 2005. However, by the end of 2004, the traffic through the airport was already 34.8
million passenger and 670 tons of cargo. In addition in July 2001, Beijing was awarded to host
the 2008 summer Olympics games it was estimated that the passenger peak per month would
reach 5.6million. The first building on the terminal is used to break the one million square meter
barrier; it will accommodate an estimated 50 million passengers per annum by 2020.

Figure 5.23: entrance lobby on the landside

Source; www.foster+ partners.com

Figure 5.24: Beijing airport from the second

level on the entrance or approach

Source: www.foster+ partners.com Figure 5.25: baggage hall in the Beijing

International airport

Source: www.foster+ partners.com

Figure 5.27: waiting area and a view of the airside in the
terminal building

Source: www.foster+ partners.com

Figure 5.26: entrance lobby during construction showing the large

expansive space and the triple volume design.

Source: www.foster+ partners.com

2. TERMINAL DESIGN AND PLANNING

The length from north to south in of the terminal 3 building is three and a quarter kilometers, the
visual links between the three elements are maintained by strong sight lines as well as visual
connections between the lower level and an open mezzanine level above. All spaces are naturally
lit and there is generous glazing and skylights maintain a link with the outside and its changing
sky. Views along the central axis are marked by the distinctive red columns, which continue
along the external edges of the building into the distance, evocative of traditional Chinese
temples.

On arrival to the terminal building one has an embracing curved cantilever of the terminal which
greets passengers arriving by road. Departures and arrivals are on separate levels. The traditional
airport diagram has been inverted at T3B, with dramatic space from the best vantage point.

The single unifying roof canopy is perforated with skylights to aid orientation and bring daylight
deep into the building. The color palette moves through 16 tonnes from red at the entrance at
T3A (terminal 3 A) through to orange and finally yellow at the far end of T3B. This establishes a
subtle zoning system that breaks down the scale of the building and enables easy way finding.
This color design palette is also applied from the north to south in the ceiling above the arrivals
and departures halls, heightening the sense of curvature in the roof plane.

Connections between T3A(terminal 3 A) and T3B(terminal 3 B) take place on a high speed

automated people mover (APM) which travels at up to 80kph, with a journey time of just two
minutes. The APM is easily accessed from the main departure level and set within a landscaped
‘green’ cutting, exposed to daylight and views up and through the building, all of which helps to
maintain a sense of orientation. The Beijing terminal building is one of the world's most
sustainable buildings, incorporating a range of passive environmental design concepts, such as
the south-east orientated skylights, which maximize heat gain from the early morning sun, and an

integrated environment-control system that

Figure 5.28: Roof sun inlet perforations to let in Figure 5.29: entry hall a view from the second
natural light level, showing the triple volume and the element
articulation
Source: www.foster+ partners.com
Source: www.foster+ partners.com

minimizes energy consumption.

 Figure 5.30: Beijing international airport terminal 3 A, B, C floor plan.

Source: www.foster+ partners.com

Figure 5.31: Beijing international airport in china master plan in reference to terminal 1 terminal two and
the current massive terminal 3

Source; www.foster+ partners.com

3. MATERIAL AND TECHNOLOGY

 The roof is a steel space frame with triangular roof
lights and colored metal decking. It curves, rising at
the midpoint to create a dramatic central cathedral-
like space, and tapering towards the edges of the
building to provide more intimate areas as
passengers travel towards the gates and the aircraft
piers. The trusses that support the glazing echo the
changing color system in the roof shifting from red
to orange to yellow. The high transparency of the
curtain walling is made possible by extra-large
mullions, which are generously spaced to allow
larger spans of suspended glazing.

Figure 5.32: detail of the roof and columns

section on terminal 3 of the Beijing international
airport
Source: www.foster+ partners.com The
terminal building is one of the world’s most
sustainable, incorporating a range of passive
environmental design concepts, such as the south-
east orientated skylights, which maximize heat
gain from the early morning sun, and an
integrated environment-control system that
minimizes energy consumption. Rather than the
sprawl of many separate buildings, it uses less
land by bringing everything closer together for Figure 5.33: roof, ceiling and truss system detail
on the terminal 3 on the Beijing international
ease of communication in one efficient structure, airport.
yet it is still 17% bigger than the combined floor
space of all of Heathrow’s terminals 1, 2, 3, 4 Source: www.foster+ partners.com
and the new Terminal 5. In construction terms,
its design optimized the performance of materials selected on the basis of local availability,
functionality, application of local skills, and low cost procurement.
Figure 5.34: Ariel side view of the terminal 3 building in the Beijing airport, and the photo shows the
terminal still under construction as the glazing process was going on.

Source: www.foster+ partners.com

Figure 5.35: steel sections on the cantilever on the Figure 5.36: steel sections of the roof of the Beijing
landside international airport terminal 3 before it was raised
to its actual location.
Source: www.foster+ partners.com
Source: www.foster+ partners.com
 Figure 5.37: terminal 3 on the Beijing airport on the landside .the photo shows construction of the large
massive column and the expansive cantilever sun shading the glass glazing on this faced

Source: www.foster+ partners.com

5.3.4 NEW AIRPLANE DESIGNS AND THE TERMINAL BUILDING

1. AIRPORT DESIGN CONCEPTS

The concept is as an interpretation from the traditional Chinese people’s culture, the roof of the
airport was designed to have a dragon-like form. Norman Foster thinks this is a building borne of
its context since it really conforms to the site and existing site features. The building
communicates and displays a unique Chinese sense of place and is a true vision and a definite
gateway to the nation. This form is expressed in its dragon-like form and the drama of the
soaring roof that is a blaze of ‘traditional’ Chinese colors – imperial reds merge into golden
yellows. As you proceed along the central axis, view of the red columns stretching ahead into the
far distance evokes images of a Chinese temple.
 Figure 5.39: a model of the Beijing
international airport terminal 3 building .this
was one of the concepts that changed after
more design and consultations

Source: www.foster+ partners.com

5.3 FIELD WORK FINDINGS

1. The concept is as an interpretation

from the traditional Chinese people’s
culture, the roof of the airport is

Figure 5.38: earlier sketching of the

concept of the Beijing international
airport done by architects of the forester
and partner.

Source: www.foster+ partners.com

designed to have a dragon-like form.

Norman Foster thinks this is a building borne of its context since it really conforms to the site
and existing site features.

2. This form is expresses in its dragon-like form and the drama of the soaring roof that is a blaze
of ‘traditional’ Chinese colors – imperial reds merge into golden yellows. As you proceed along
the central axis, view of the red columns stretching ahead into the far distance evokes images of
a Chinese temple.

3. The roof is a steel space frame with triangular roof lights and colored metal decking. It curves,
rising at the midpoint to create a dramatic central cathedral-like space, and tapering towards the
edges of the building to provide areas that are more intimate as passengers travel towards the
gates and the aircraft piers

4. The high transparency of the curtain walling is made possible by extra-large mullions, which
are generously spaced to allow larger spans of suspended glazing.

5. The terminal building is one of the world’s most sustainable, incorporating a range of passive
environmental design concepts, such as the southeast-orientated skylights, which maximize heat
gain from the early morning sun, and an integrated environment-control system that minimizes
energy consumption.

6. In construction terms, its design optimized the performance of materials selected on the basis
of local availability, functionality, application of local skills, and low cost procurement.

7. The length from north to south of the terminal 3 building is three and a quarter kilometers, the
visual links between the three elements are maintained by strong sight lines as well as visual
connections between the lower level and an open mezzanine level above.

8. On arrival to the terminal building, one has an embracing curved cantilever of the terminal,
which greets passengers arriving by road. Departures and arrivals are on separate levels

9. The single unifying roof canopy was perforated with skylights to aid orientation and bring
daylight deep into the building.

10. Beijing was awarded to host the 2008 summer Olympics games it was estimated that the
passenger peak per month would reach 5.6million. The first building on the terminal is used to
break the one million square meter barrier; it will accommodate an estimated 50 million
passengers per annum by 2020.and hence the massive building structure and massive spaces.

5.4 COMPLETE FIELD WORK FINDINGS

1. The terminal buildings image is considered as memorable or as an iconic building if the form,
character, and how the final building would look like. Most of the airports act and are a symbol
of the country’s image.

2. All airport buildings studied and analyzed act as a gateway to most countries and so the
designs are very iconic and memorable to the passengers and final users.

3. All airports studied have a great image and character from a birds view, meaning they have a
strong image from the skies this is because they are meant to even be appreciated from the air by
passengers, since the airport experience starts from the air to when the passenger leaves the
airport.

4. The terminal building are evolving and the materials and technology used is getting advanced
and better .The terminal building are opting to use high quality light weight material in the
designs to give the best result in terms of the final image ,form and character

5. Passenger volume is a major factor affecting nearly all elements in the airport industry this is
because passenger volume is one constant that does not remain the same and that varies after a
few years.

6. Passenger volume has made the terminal building to be flexible in such a way that the
designers are considering expansion even when they are already designing because the building
is not a static building.
7. Passenger volume goes hand in hand with terminal buildings expansion plans and the
terminals expansions designed marry and blend with the existing structures.

8. The size of the terminal building solely depends on the passenger volume expected or focused
at a terminal building, so the planning also relies on the amount of passengers expected.

9. New airplane design has affected the airport since with the coming of new airplane designs it
has led to an evolution of the terminal build especially on the airside.

10. New airplane design has led to different boarding patterns due to massive plane like the
airbus A380 and so this has boiled down to the design of the air bridges.

11. The management of the airport determines the final image and character of any terminal
building since in private airports they mainly consider profits as their main driving force and on
the other hand the public airports other than profit the image, form and character are some of the
major considerations in the design.

12. The planning and the design of the terminal building affect the form, image since the airport
building is just a large structure with columns, and so the planning is not different in
arrangement. What set airport buildings apart are the form and the buildings character?

CHAPTER SIX

SITE ANALYSIS