The safety in the aviation industry has been a compliment of various attributes and factors amongst which is that of the airport design. In the design structure of every airport, it ought to capture various requirements that are viewed as intrinsic in creating an adequate surface and an environment that safeguards the landing and off-taking of planes. Other important components include passenger and vehicle terminals that should be constructed in the most intrinsic manner for the most optimal safety.
The nature and models of airport terminals has therefore been an important concept in the design structure off all the airports across the world. Design architectures and engineers have not been reluctant in developing the most suitable model of airport terminals that provides an incorporated interest in the landing and taking off of planes as well the inflow and outflow of passengers to the airports.
This factor has therefore been of a rational implication in various complex airports in the world. Various techniques and designs have generally been applied to ensure that the design structure of the terminals in the most plausible with the passenger and airplane requirements of the airports.
Airport design
The general experience of the passenger is among the key considerations when designing airports. Passengers’ opinion regarding the conditions and quality of services at terminals constitutes the level of such services. Typical component service level measures include: waiting duration; processing duration; walking duration; crowding; as well as access to traveler amenities to ensure convenience and comfort.
A terminal has the role of balancing current as well as future requirements for: passenger ease; baggage processing; airplane operations; ground admission; business and commerce; as well as operational management.
Centralized terminals, exemplified by early airfield terminals and universal aviation, perform luggage check-in, ticketing, security testing; luggage claim, aircraft embarking, immigration and customs activities in a single building.
Advantages of such models are: minimization of personnel expense duplication; consolidation of operational and facility equipment; consolidation of security; compact functioning with easy Baggage and passenger movement; simplified passenger and vehicle information structures; and cost reduction through provision of a amenities and traveler services general area (Brunette, Righi, Andreatta, 2008).
Considerations when designing terminals include: yearly passenger numbers; climax demand per hour; Average Day/Peak Month (ADPM); types of passengers (international, connecting or domestic); types of airports (destination and origination, through or transfer); and terminal space needs.
Design models for terminals include: simple; linear; pier finger; satellite and transporter. Simple concepts have passengers moving on aprons towards waiting airplanes. Linear models are restricted by the extent to which a building may be enlarged and are characterized by extended on foot distances from on terminal facility to another. Pier fingers are built from major terminals to the apron and they accommodate increased passenger volumes.
Runway and taxiway security areas plus apron maneuver space is required. This model permits persistent passenger activity centralization and it retains airline operating effectiveness. Satellite models have airfield gates positioned at the extremities of concourses (Odini, Naufville, 1984). Major terminal-gate distances are normally longer than standard pier finger model distance to entrances.
Airline entrances have a shared hold area. This model could have concourses underground between major terminal and satellites. It is problematic expanding satellites at concourse extremities without minimizing apron front or interfering with airport functions. The transporter model is not extensively employed in the USA and is predominantly used at Dulles International Airport. It permits for the parking of aircrafts anywhere on aprons.
Carrier or movable lounge conveys travelers between aircraft and terminals. Excellent airplane maneuvering is permitted and terminal gates congestion is reduced. Such a model is labor demanding and expensive and increases airside outside traffic, which could already be hazardous and facing congestion. Extra passenger pre-embarking time is required
(http://www.designbuild-network.com/projects/ibd-fortworth/).
