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Passenger Building ConceptProf. Richard de Neufville
Airport Planning and Management
Module 15
January 2016
Istanbul Technical University
Air Transportation Management
M.Sc. Program
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Outline
IntroductionMotivation and Important Ideas
Range of Configurations
Process of EvaluationCriteria of Selection
Method of Analysis
Differences in Traffic Loads on Buildings
Performance of Configurations
Recommendation:“Hybrid” design responsive to future traffic
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Motivation
No Agreement in Industry about good
configuration X-shaped satellites in parallel rows (NACO):
Bangkok/Suvarnabhumi; Kuala Lumpur
Midfield lines (‘toast rack’): Atlanta; Denver;
London/Stansted; London/Heathrow
Triangles on spine: Paris/ de Gaulle (Aéroports de Paris)
Many Errors -- Many Choices have been
inadequate for eventual traffic Dallas/Ft Worth -- linear building bad for transfers
Boston/Logan: International => NY Air => domestic hub
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Important Ideas
“Airport Passenger Building”NOT A TERMINAL, many passengers do
not “terminate”, or end their air trips there
Many passengers “transfer” between
• Aircraft ; Airlines ;
“Correct Choice”
NOT OPTIMUM, for assumed conditions
RIGHT RESPONSE, over RANGE of
conditions
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Change to View of Airport as
“Passenger Buildings”
Single (or Few) Multiple
Prevalent in
Current Practice
"Terminals"
Broad Range,
Multiple Criteria
Performance
"Airport Passenger
Buildings"
N
a
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r
o
w
B
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a
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F
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Criteria Considered
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Misplaced focus on Symmetry
Symmetric Configuration is norm for
Master Planning and Architectural
processes:
Examples: ‘everywhere’
But this is not what gets built!Airport serves a variety of users
… with different needs
… deserving different configurations
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SBIA Development – 30 MAP
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SBIA Development – 50 MAP
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SBIA Development – 100 MAP
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Seoul/Incheon latest Master PlanSource: Kojects.com and Complexitys.com
Note:
basic
symmetry
being
maintained
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Shanghai/Pudong Master plan
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Kuala Lumpur: as original planSource: KLIA Master Plan December 2008
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KLIA2 Terminal being builtSource: http://weehingthong.wordpress.com/2013/03/17/klia2/
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Hong Kong Master Plan as of 2001Source: Master Plan for 2020 dated October 2001
Source: FAA Office of
System Capacity
Aviation Capacity
Enhancement Plan
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Hong Kong Master Plan as of 2012Source: Master Plan for 2030 dated 2012
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Range of Configurations
“Pure” ConceptsLinear or Gate ArrivalPier ; SatelliteMidfieldTransporter
“Hybrid” ConceptsCombinations of Pure Elements
Centralized and Decentralized
Rail AccessAutomated People MoversMetropolitan
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Linear: Munich Terminal 1Source: Munich Airport
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Dallas / Fort WorthGate Arrival Plan
Linear (Gate Arrival): DFWSource: DFW International Airport
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Linear: Dallas/Forth Worth
Source: FAA Office
of System Capacity
Aviation Capacity
Enhancement Plan
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Finger Pier: Miami/International
Source: FAA Office of
System Capacity
Aviation Capacity
Enhancement Plan
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Satellites: NY/Newark -- LibertySource: Port Authority of New York and New Jersey
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Satellites: Tampa
Source: FAA Office
of System Capacity
Aviation Capacity
Enhancement Plan
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Midfield, Linear: Denver
Source: FAA Office
of System Capacity
Aviation Capacity
Enhancement Plan
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Midfield, X-shaped: Pittsburgh
Source: FAA Office
of System Capacity
Aviation Capacity
Enhancement Plan
Why X-Shaped?
Instead of linear?
Because runways
built close together
due to hills (as here)
or to save on fill (as
for Hong Kong).
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‘Toast Rack’: London/StanstedSource: BAA plc.
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Midfield: Washington/Dulles
Configuration
as planned
Source: FAA Office
of System Capacity
Aviation Capacity
Enhancement Plan
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Transporter: Washington/Dulles
Source: FAA
Office of System
Capacity
www.asc.faa.gov
Configuration
as it has been
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Planemate transporter (up)Source: Accessair systems
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Planemate transporter (down) Source: Emaco S.A.
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Hybrid: New York/LaGuardia
Source: FAA Office of
System Capacity
Aviation Capacity
Enhancement Plan
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Hybrid: Chicago/O’Hare
Source: FAA Office of
System Capacity
Aviation Capacity
Enhancement Plan
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New Trends in Layouts
Special buildings for low-cost airlinesOutside US this is a novelty
In US, airlines pay for, define passenger
Buildings; elsewhere, usually government or
owner does so
JetBlue at New York/Kennedy;
London/Stansted (Ryanair); Paris/de Gaulle;
Consolidated rental-car building (Conrac) Increasingly used: saves valuable space;
reduces circulating busses
San Francisco/Int’l; Boston; etc.Passenger Building Concepts / RdN
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Low Cost: Ryanair at RightSource: BAA plc. (London/Stansted)
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Elements of Evaluation
Criteria of SelectionMultiple Criteria
Broad Forecasts
Methods of AnalysisRapid, Computerized
Different Traffic Loads on BuildingsPercent Transfers
Variability of Traffic
Need for Services
Performance of BuildingsPassenger Building Concepts / RdN
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Criteria of Selection
MultipleWalking Distances – effect on passengers
• Average, Extremes
• Terminating, TransfersAircraft Delays – these can be decisive
(for example: 250,000 ops x 4 min x $100/min = $100Million --- this justifies about $1 billion in construction !)
Costs of construction
Under Range of ConditionsHigh, Low Traffic
High, Low Transfer RatesPassenger Building Concepts / RdN
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Methods of Analysis
Manuals (IATA, ICAO, etc.)Limited Perspective
not good for Major Projects
OK for details
Variations on Previous or Top-down
decisions about configurations
Detailed SimulationsDifficult to Set Up with appropriate data
Too Slow for Planning most initial
planning
Expert assistance neededPassenger Building Concepts / RdN
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Difference in Loads
“Total Number of Passengers” does not properly define loads on Buildings
Need to know Types Passenger Needs
Transfer Rates (%) -- passengers changing
aircraft, buildings or airlines
Traffic Variability -- Daily, Seasonal Patterns
Services needed -- International controls;
Meals; accommodations; etc.
Industry Structure -- few or many airlines?
Fleet Mix – % of Narrow, Wide-body aircraftPassenger Building Concepts / RdN
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Transfer Rates
Transfer passengers require:Easy Internal Flow ; No Airport Access
Hub Airports
have very high transfer rates, over 50%
Examples:
High Rates: Dubai; Chicago/O’Hare,
Denver/Intl, Dallas/Fort Worth, Hong
Kong/Chek Lap Kok,
Amsterdam/Schiphol...
Low Rates: Boston/Logan, San
Francisco/Int’l, Paris/de Gaulle,
London/Gatwick...Passenger Building Concepts / RdN
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Variability of Traffic
Steady LoadsLow Cost/Passenger for Built Facilities
Typical Case: Business Market
Example: New York/LaGuardia
Variable LoadsLow Utilization for Marginal (less
Attractive) Facilities
High Cost/Passenger for Built Facilities
Typically Tourist, Special Event Markets
Examples: London/Gatwick; Jeddah
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Variability decreases with traffic
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Variations in Traffic at New York
and London Airports (1995)
Months for which Traffic Exceeds % of Base
100%
120%
140%
160%
180%
200%
1 2 3 4 5 6 7 8 9 10 11 12
Source: Port A ut horit y o f N Y / N J, 1 9 9 5
Kennedy La Guardia
Months for which Traffic Exceeds % of Base
100%
120%
140%
160%
180%
200%
220%
240%
1 2 3 4 5 6 7 8 9 10 11 12
Source: IC A O D igest o f St at ist ics, 1 9 9 5
Gatw ick Heathrow
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Past Variations in Traffic at New
York and London Airports
80
120
160
200
240
280
1 3 5 7 9 11
Months for which Traffic Exceeds % of Base
JFK International JFK Domestic La Guardia
80
100
120
140
160
180
200
220
240
260
280
300
320
1 3 5 7 9 11
Months for Which Traffic Exceeds % of Base
Gatw ick Heathrow
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Example Daily Traffic Fluctuations
Heathrow - Hourly Distribution of Passengers (Averaged over August 1997)
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
0 2 4 6 8 10 12 14 16 18 20 22
Source: www.baa.co .uk Hour of the Day
Arrivals Departures Total
Gatwick - Hourly Distribution of Passengers (Averaged over August 1997)
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
0 2 4 6 8 10 12 14 16 18 20 22
Source: www.baa.co .uk Hour of the Day
Arrivals Departures Total
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Performance of Configurations
Linear
Centralized
Satellite
Midfield
Transporter
Sensitivity to Transfer Rates
Industry Structure
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Performance: Linear
CostHigh ( in terms of relative cost/gate)
Aircraft use only one side of “fingers”
AccessPassengers – Mixed overall: OK for
locals, Terrible for Transfers
Aircraft: Good
Services:Poor: Low Traffic for Shops (Munich T1)
Excessive Staff/Passenger
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Performance: Centralized
CostRelatively Low
High per Passenger if Variability is high
expensive building often under used
AccessOK overall; Especially good for transfers
Not so good for aircraft
ServicesGood: Efficient use of Personnel
High traffic for concessions
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Performance: Satellite
• Efficient Use of Waiting AreasMany flights can share waiting areas
Much more efficient use of space
Reduces total lounge area by 30% or more
Efficient for Transfers If volume not too high
Designs Sensitive to Transfer Rates
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Performance: Midfield
Big Differences betweenLinear buildings (London/Heathrow T5)
X-Shaped (Kuala Lumpur)
LinearSpace Needed/Aircraft Stand: Excellent
Delays to Aircraft: Minimal
Practical for wide-spaced runways
X-ShapedSpace/Aircraft Stand: Poor (corners)
Delays to Aircraft: Large (many turns)
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Performance: Transporter
CostVariability high: Good -- when service not
needed costs reduced (busses parked…)
Low Variability: High Costs (labor costs)
AccessGood Overall
Passengers: good (for short flights delays)
Aircraft: Great - parked for easy operation)
ServicesGood (because can be concentrated)
Passenger Building Concepts / RdN
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Hybrid designs best because:
Meet Variety of Existing Needs
Adapt Easily to Future Needs
Cost-Effective
Maximize quality of service to
• Passengers
• Airlines
• Airport Owners
Examples:
Paris / de Gaulle; Chicago/O’Hare
Recommendation:
“Hybrid” Designs Best
Passenger Building Concepts / RdN
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Major Take-aways
ConfigurationsCannot be best for all conditions
... only for some limited conditions
Since Conditions VaryFor Airport Users:
• Business Shuttles, Holiday Traffic
Over Time
• With Traffic Levels and Types
• Changes in Industry Structure
Do not apply single configuration!
Passenger Building Concepts / RdN