D2.2 Airport infrastructure

Transcription

1 D2.2 Airport infrastructure This document contains the airport infrastructure of the Endless Runway. The work is divided into three tasks: T2.1 = General Layout, T2.2 = Apron and Terminal and T2.3 = Taxiway and runway arrangement. Two scenarios will be analyzed: a seasonal non-hub airport and a large non-seasonal hub airport with a strong home carrier that operates mostly large aircraft. This document will describe the organisation of the work package and provide inputs to the required documentation. Project Number Document Identification D2.2_WP2_Airport Infrastructure Status Final Version 2.0 Date of Issue 11/04/2014 Author(s) Albert Remiro, Carl Welman Organisation INTA, NLR

2 Page 2 Document Change Log Versio Author Date Affected Sections Description of Change n 0.1 INTA 15/02/2013 All Creation of document 0.2 INTA + NLR 3/04/2013 First modification 0.3 INTA 12/06/2013 All Document modified to ensure consistency between D4.2 and D NLR 30/09/2013 All Review and lay out 1.0 INTA + NLR 30/09/2013 All Release version 2.0 INTA + NLR 11/04/2014 All Review EC + final meeting Document Distribution Organisation EC NLR DLR ONERA INTA ILOT Name Ivan Konaktchiev Henk Hesselink Carl Welman René Verbeek Steffen Loth Maud Dupeyrat Sébastien Aubry Peter Schmollgruber Francisco Mugnoz Sanz María Antonia Vega Ramírez Albert Remiro Marian Jez Review and Approval of the Document Organisation Responsible for Review Reference of comment documents Date All Organisation Responsible for Approval Name of person approving the document Date NLR H.H. Hesselink

3 Page 3 Table of Contents D2.2 Airport infrastructure... 1 Document Change Log... 2 Document Distribution... 2 Review and Approval of the Document... 2 Table of Contents... 3 Acronyms Overview General layout Traffic description Hub airport Seasonal airport Endless Runway airport configuration General airside design Apron surface Preliminary calculations of the number of gate positions Preliminary configurations Evaluation of terminal configurations Terminal configuration selection Number of concourses Terminal preliminary design Basic calculation of necessary space for the terminal Passengers flows... 47

4 Page Passengers Visitors Employees Baggage Deliveries Airport layout for the Endless Runway Runway design Runway design concepts Taxiway design Cross-section Widths Taxiway clearance Curves and intersections Taxiway capacity Runway/Taxiways intersections Taxiway shoulders Holding areas (holding bays or run-up pads) Apron design Detailed calculation of the number of gates Hub airport Seasonal airport Apron frontage Narrow Body Equivalent Gate calculations Equivalent Aircraft calculation... 83

5 Page Surface of gates Hub airport Seasonal airport Apron slopes Apron layout Terminal aprons Remote aprons Apron de-icing facilities Special considerations Apron service roads Inner apron Airside facilities Control tower Fire building Broadcasting centre Aircraft processing area facilities Industrial and commercial areas Overview of facilities Terminal facilities Departures hallway Check-in counters Security control checkpoints Passport controls departures Waiting area

6 Page Arrivals hall Passport control arrivals Number of oval conveyor beds Baggage claim area Waiting area hallway arrivals Customs General services Airline areas Airport administration Police and security facilities Corridors Telephone lines Concessions Baggage classification and delivery Conclusion Vertical distribution of activities Seasonal airport Airport access Access layout Feasibility of a parking structure under the runway hump Ground access design Curbfront design Parking space Curbside

7 Page transportation Passenger conveyance Factors that influence APM implementation Airside (in terminal) factors Landside factors APM systems APM system configuration The Endless Runway APM system Other APM facitlities Future airport expansions Conclusions References Appendix A- Agreed contributions from the different WPs Appendix B- Definitions Appendix C Procedures Appendix D Classical airport configurations Appendix E Intermodality considerations Appendix F LFPG and LEPA traffic samples

8 Page 8 Acronyms ADG ADH AIS APH ATS D EQA FIDS GPU ILOT INTA LOS LOS NBEG PCE SSLIA T TGV TU VTP WP Aircraft Design Group Aircraft Design Hour Aeronautical Information Services Aircraft in the Peak Hour Air Traffic Service Deliverable Equivalent Aircraft Factor Flight Information Display Systems Ground Power Uni Instytut Lotnictwa Instituto Nacional de Técnica Aeroespacial Line of Sight Level of Service Narrowbody Equivalent Gate Passenger Car Equivalent Service de Sécurité et de Lutte contre les Incendies d'aéronefs Task Train à Grand Vitesse Traffic Unit Vertical Tail Plane Work Package

9 Page 9 1 Overview This document contains the content work from work package 2 of the project The Endless Runway, which is called: Airport Infrastructure. It elaborates the airport requirements specified in the concept document for the Endless Runway [7]. As was identified in [7], a circle of 3 km diameter would mostly fit to build the main airport infrastructure. The goal of this document is to elaborate the requirements determined in [7] and to determine the whole airport infrastructure size. The two airport types that are identified to be further evaluated for the Endless Runway concept are a seasonal non-hub airport and a large non-seasonal hub. The starting point will be to define an established traffic description for each scenario. Paris Charles de Gaulle s and Palma de Mallorca s traffic samples have served as the reference traffic for the hub and the seasonal airport, respectively. Chapter 2 proposes several possible layouts for the Endless Runway and evaluates them qualitatively. Furthermore, a general estimation of the terminal dimensions, based on the experience of airports with similar characteristics, will be shown. Chapter 3 will dwell on the Endless runway specific infrastructure sizing. Analytical calculations have been considered sufficiently accurate. This chapter begins with the airfield definition, particularly, the runway, taxiways an apron will be defined. Then the various facilities that form part of the Endless Runway airport will be sized. The different areas that comprise the terminal complex will also be calculated. Finally, the access to the airport will be defined and passengers conveyance alternatives discussed.

10 Page 10 2 General layout In this chapter, the dimensioning of the airport is made and a global design is proposed. 2.1 Traffic description The following paragraphs give an overview of the type of traffic considered for the two Endless Runway airport types, hub and seasonal Hub airport To dimension the Endless Runway in its hub airport version, traffic data from Roissy Charles de Gaulle airport (IATA code is LFPG) are used from [31], [32] and [39]. Passengers partition for the ER hub airport Passengers category Percentage National / Schengen 62.4% EU not Schengen 11.2% International 26.4% Connecting vs terminating passengers distribution for the ER hub airport Passengers category Percentage Connecting 30.2% Terminating 69.8% The following statistics were found on [31] and [32]. Surface: 3,238 ha = 32,380,000 m 2 ; Category: A ; SSLIA (Service de Sécurité et de Lutte contre les Incendies d'aéronefs): 9. Freight: Surface: 6 areas of 300,000 = 1,800,000 m 2 ; Annual: 2,087,952 Tonnes. Mail: 212,112 Tonnes. Parking area: 1,150,800 m 2 with 29,184 parking positions. Runways at LFPG and their characteristics Dimensions Orientation Pavement ILS Runway 1 4,200x60 m 9/27 Asphalt Cat. III

11 Page 11 Runway 2 4,200x60 m East-West Asphalt Cat. III Runway 3 2,700x75 m 9/27 Asphalt Cat. III Runway 4 2,700x75 m East-West Asphalt Cat. III Number of passengers in 2011 at LFPG: 60,970,551 (5,429,264 from low-cost companies; transit: 62,373; international: 55,674,880; domestic: 5,233,298; Domestic: 19.0%; Europe Schengen: 32.7%; Europe Not Schengen: 9.4%; International: 38.9%). Domestic Europe Schengen Europe Not Schengen International 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 42,1 39,4 38,6 37,7 35,5 36,4 40,3 40,7 37,7 38,1 39,3 41 8,4 9,1 8,8 9,7 9,9 9,6 9,7 9,9 9,8 9,6 9,3 8,8 29,9 31,7 32, , ,6 33,4 33,7 33,4 31,4 30,5 19,6 19,8 19,8 18,6 19, , ,8 18, , Distribution of passengers by month in LFPG in The average number of monthly passengers was 5,080,879; Median: 5,224,873. From the previous graphs, it can be observed that the traffic varies slightly through the year, reaching the peak number of passengers in July (6,132,084 passengers). Compared with the month with the lowest traffic (February, with 3,999,222 passengers), the airport experiences a significant variation in traffic (34.8%). The variation from the average number of monthly passengers is 21.3% as far as the month with the lowest traffic is concerned and 20.7% for the month with the highest traffic. This variability does not represent a seasonal airport, where the changes in the demand are abrupt (more than double from the peak month to the lowest month).

12 Page number of passengers months Number of passengers in LFPG in The total number of movements in 2011 was 506,888. number of movements months Number of movements at LFPG in 2011.

13 Page 13 departures arrivals Number of departures and arrivals Hour Number of arrivals and departures during the peak day at LFPG Seasonal airport To dimension the Endless Runway in its seasonal airport version, traffic data from Palma de Mallorca airport (IATA code is LEPA) are used ([23]). Table 1 - Traffic distribution in Palma de Mallorca airport (2011) Number of passengers Percentage National 6, % Schengen EU 10, ,6% Schengen not EU 992, % EU not Schengen 4,463, % Europe Not EU not Schengen 145, % International 33, % Total 22,714, % Table 2 - Connecting vs terminating passengers distribution for the Endless Runway seasonal airport Passengers category Number of passengers Percentage Transfer 12, % Terminating 22,701, %

14 Page 14 The following statistical data were found in reference [23]. Number of passengers in 2011 in LEPA [23]: (12,346 transit passengers). Surface: 6,758,000 m 2. Freight: 15,777 Tonnes; Mail: 900,660 kg Number of operations: 180,152 number of passengers months Passenger numbers at Palma de Mallorca during The previous graph shows the seasonal characteristics of the airport. The peak month (August) has 83% more passengers than the average month (1,892,863) whereas the month with lesser passengers (December) has 65% less passengers than the average.

15 Page 15 Domestic EU Schengen EU Not Schengen International traffic distribution 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% months Traffic distribution at Palma de Mallorca during number of operations months Number of operations during 2011 in Palma de Mallorca.

16 Page 16 departures arrivals Number of departures and arrivals Hour Number of departures and arrivals during the busiest day at LEPA. 2.2 Endless Runway airport configuration When a new airport has to be designed, airport owners and designers will consider which configuration suits the forecasted demand the best. The design concept is a function of several factors: the traffic demand, the airlines, the type of traffic (international, domestic, etc.), level of service to the airport users (air travellers, airport employees, meeters/greeters) and the principal access modes. The airport complex has three main parts: airside, terminal building and landside. Evaluation criteria will be grouped according to these parts (costs and site evaluation will not be considered in this WP). Due to airside fixed requirements (wingtip clearances, aircraft fixed dimensions, taxiway and taxi lane dimensions, aircraft manoeuvring etc.) the airside is normally the factor which most influences the airport physical geometry. The airfield design also influences the processing of passengers throughout the terminal. This implies that the first step consists of optimizing the airport s airfield. Depending on the demand characteristics during peak periods, ground access is another driving force behind the most appropriate airport design. A user-friendly access system can positively influence in the passengers perceptions of the airport. Since the expansion of these facilities is often difficult, for the Endless Runway, they will be located at the outer part of the circle. Furthermore, it provides more flexibility and therefore more solutions to design the access system. Air travellers would go then to their terminal. In the preliminary design, only the geometry of the inner part of

17 Page 17 the circle would be decided. As the landside access would not be part of this, it will be discussed in chapter 3 of this document. Finally, the terminal building is the nexus between the airside and landside facilities. Their design must be flexible, balanced and visionary in order to adapt to changing needs of airlines, aircraft and passengers. They must provide a good level of service (adequate walking distances, adequate queue length, appropriate number of seats, etc.) to the air travellers and respect the security regulations. They must also be attractive from a commercial point of view General airside design The apron is the paved area where the aircraft are unloaded, loaded and serviced. Individual loading positions along the terminal apron are known as gate positions (in general for contact gates) or stands (normally for remote parking positions). It is one of the airport s most important assets. Aircraft will continue to evolve in size and their fleet mixe will change, but the size and shape of the apron will remain constant. Thus one of the required apron characteristics will be its flexibility towards different sizes of aircraft. The layout of the apron is determined by the movement and physical characteristics of the aircraft (e.g., turning radius, its dimensions, etc), the configuration of the terminal (linear, pier, satellite, etc), the choice of parking configuration, the effect of jet blast and the manner in which aircraft will manoeuvre into parking position and the types and sizes of ground service equipment. The overall dimensions are determined by the first number and size of the aircraft expected. The facilities supplied on the apron and their location is set by the servicing variable. The principal services to be supplied are: aircraft fuelling facilities, electrical supplies, aircraft grounding facilities and apron roadways Apron surface The following apron sizes are suggested per aircraft type for a design for the Endless Runway [5]: Wide-bodied jet aircraft: 15,000 m2 Four-engine, narrow-bodied jet aircraft: 6,000 m2 Three-engine, narrow-bodied jet aircraft: 4,000 m2 Two-engine, narrow-bodied jet aircraft: 3,000 m2 Apron positions and surface Airport Type of aircraft Number of aircraft Surface Total apron surface LFPG Wide Body ,000 m 2 627,000 m 2 Narrow Body (2 engines) ,000 m 2

18 Page 18 LEPA Wide Body 3 45,000 m 2 198,000 m 2 Narrow Body (2 engines) ,000 m 2 The requirement used in determining apron dimensions is that there must be enough gates to accommodate the number of aircraft expected and sufficient number of gates capable of accommodating the largest aircraft. The aircraft mix will be set to the one for the design peak hour. If gates are permanently assigned to individual airlines, the requirement for maximum sized gates is larger than if there is a non designated system of gate assignment. It is assumed that the seasonal airport will not have permanently assigned gates while a portion of the hub airport will be designated to the home carrier Preliminary calculations of the number of gate positions Hub airport It will be necessary to know what the average times is that a gate is occupied by an aircraft. A weighted average turn-round time has been calculated taking into account the values given by aircraft manufacturers. The fleet mix during the peak hour (figures from LFPG) with their respective turn-round times is shown in the following table 1. Number of aircraft during the busiest hour and turn-around time (LFPG) Aircraft model Number of aircraft during the busiest hour Turn-around time (min) 2 E E E RJ ATR CRJ When a turn-around has not been found, it has been assumed the same turn-round time of an aircraft of the same aircraft design group with similar number of seats and size. 2 Turn-around times according to their respective airplane characteristics for airport planning manuals.

19 Page 19 De Havilland Dash MD MD B B B A A A A F B B MD B B A A A A The following table shows the average turn around times of wide body and narrow body aircraft, according to the values given in the previous table. Average turn-around times (LFPG)

20 Page 20 Wide Body Narrow Body Turnaround time (min) (T) Separation time (min) (S) Based on the traffic samples from Paris Charles de Gaulle airport, the following calculations can be made. Narrow Body aircraft operations during a peak day: 1,114 (75.6%) Wide Body aircraft operations during a peak day: 360 (24.4%) The number of gates can be expressed as: N = A(T + S) A = Number of arriving and departing aircraft during one hour. S = separation time (min). This takes taxiing in and push-back times into account, in other words, it accounts for the impossibility of filling all gates for 100% of the time because of manoeuvring and taxiing. T = Turnaround time (min). Aircraft Peak Hour (APH ) NB WB = N NB = A(T + S) = 82 (( )/60) = N WB = A(T + S) = 27 ((55+53)/60) = N Tot = N NB + N WB = 133 stands Seasonal airport The same calculations can be made for the seasonal airport of Palma de Mallorca. Number of aircraft during the busiest hour and turn-around time (LEPA) Aircraft model Number of aircraft during the busiest hour Turn-around time (min) 3 Falcon Turn-round times according to their respective airplane characteristics for airport planning manuals.

21 Page 21 CRJ E RJ1H (Avro RJ-100) 2 20 B B B A A A B B B A Taking into consideration the number of aircraft as weighted factors the turn-round times are. Average turn-around times (LEPA) Wide Body Narrow Body Turnaround time (min) (T) Separation time (min) (S) Narrow Body aircraft operations: (98%) Wide Body aircraft operations: (2%) NB = WB 1 N NB N WB N Tot = N NB + N WB = 72 stands

22 Page Preliminary configurations The following figure provides several preliminary configurations for the layout of and airport with an Endless Runway. A short overview of the different performance characteristics of the options will be given. Configuration 1 This configuration presents a lot of space for aircraft manoeuvring in the apron area. Nevertheless the ground access, at the centre, is likely to become congested during peak periods. Furthermore, it will have limited options for expansion. Configuration 2 It provides a spacious apron area. However, the limited landside access area does not make this a good option. Configuration 3 Terminals are near the runway. Therefore taxiing distances will be reduced. It enables to place landside access outside the runway and the rest of airport facilities inside, without interfering with the normal movement of aircraft. The terminals would be connected using an Automated People Mover (APM). This is an excellent option. Configuration 4 This concept is similar to the previous one, but the satellites are circular, connected with an APM. Ample space in the apron area and reduced taxiing distances. However the airport facilities are in the exterior which reduces slightly the accessibility to the terminals. This is also a good option. Configuration 5 This concept makes a good use of space. The terminals are connected using an APM. Nevertheless, manoeuvring throughout X-shaped configurations is a little more difficult than in configurations 3 and 4. Configuration 6 The amount of traffic of a large hub would require the implementation of dual taxi lanes between the finger piers, which would require more space. Moreover this configuration may cause delays because of cull-de-sac aprons, which force aircraft to wait while other enter or exit the area during peak periods. The location of airport facilities, with limited available space, on one side causes the layout to be unbalanced. Exterior gate positions would be preferred over the ones located at the piers.

23 Page 23 Configuration 1 Configuration 2 Configuration 3 Configuration 4 Configuration 5 Configuration 6 Configuration 7a Configuration 7b Configuration 8a Configuration 8b Configuration 9 Different proposed configurations of the Endless Runway airport. Terminal facilities are green and airport facilities red. Configuration 7 There is plenty of space in the apron area and good manoeuvrability. Dual apron taxi lanes should be provided between the concourses, which do not optimize the interior space. Additional space in the outer part of the runway may be necessary. The terminals are connected via an APM. This option may be considered.

24 Page 24 Configuration 8 There is limited space for airport facilities, thus they may be built outside the runway. Dual taxi lanes must be provided between the piers. Push-back and taxiing operations around the corners are constrained by the movement of the surrounding aircraft. It lacks flexibility with regard to gate assignment during traffic surges. It is not a good option. Configuration 9 The location of airport facilities in the exterior limits the movement of aircraft accessing the apron through the taxiways. The manoeuvrability towards the centre is progressively reduced due to lowered space between the piers. Thus additional apron frontage would be required towards the centre. There may be insufficient space for the airport facilities. This is probably the worst option. In order to quantify the previous evaluation, a table is presented, where the different criteria have been evaluated, scoring +1 for positive readings, 0 for no effect and -1 when they receive a negative assessment. After the scores have been accumulated, the configuration which performs the best according to the evaluation criteria is number 3. Difference configurations evaluated Evaluation Criteria Configuration for the airside a 7b 8a 8b 9 Use of space Aircraft flow Ramp operations Gate use flexibility Ability to expand Runway/gate taxi times Remaining space for airport facilites Total Evaluation of terminal configurations For the design of the terminal, two main classifications can be made: process type and plan view. In the first one there are two types of processes: centralized and decentralized. In the second one, several plan

25 Page 25 configurations can be distinguished: linear, midfield, pier, satellite and transporter. The process types and configurations are explained in Appendix D. The selection of the terminal type can be based on different criteria. Several interrelated factors need to be considered: level of service, safety, operational, environmental and commercial. Walking distance has been regarded as an important design criterion in order to offer a good level of service. Each possible configuration will have its effect on this. An analysis of the relative performance of airport passenger buildings using spreadsheets has been carried out ([13]). The passenger-impedance matrix is the result of multiplying the impedance and flow matrices. The first one takes into account the level of difficulty in transiting between the gates and access points. It embodies the physical aspects of the facility, reflecting the geometry of the building. The second one represents the different passengers flows moving between the origin and destination points inside the terminal. So the distance between each origin and destination inside the buildings is weighted by the number of passengers who use that itinerary. A certain number of gates, traffic and dimensions have been assumed for this preliminary study. Distance between adjacent gates: 45.5 m. Building width: 30 m. Number of gates: 20. Passengers: 160 passengers per gate except for one, which has 300 passengers, so that one gate handles 10% of the passenger traffic. For finger piers, the distance between the point of access and the nearest gate is 100 m. The large aircraft is located at the end of the pier. For the linear and midfield linear buildings, it is located in the middle of the landside face of the building. For the midfield linear and X-shaped at the centre (passengers access the building using an APM). The APM is located just underground the centre of both midfield linear and X-shaped concourses. It is assumed that passengers walk 100 m from the APM station to the centre of the building. In the linear and midfield linear the largest aircraft is located in the middle of the building. For the X-shaped concourse, the distance between the centre and the nearest gate is 100 m and the very large aircraft is located at one of the end of the X. Schemes of the different terminals considered are depicted in the following figures.

26 Page 26 Pier configuration Linear with one access point

27 Page 27 Midfield X-shaped pier Midfield linear pier The resulting passenger-impedance matrix gives the passenger-meters travelled between origin and destination in the building. Summarising these results and dividing by the total traffic gives the average walking distance. The following table shows the different results obtained for each configuration. Walking distances per terminal configuration Configuration Transfer Total pax-meters Total pax Average walking distance rate walked in m traffic per pax (m) Pier 0% 2,272,430 6, % 1,555,066 5, Linear 1 entrance point 0% 1,662,770 6, % 1,447,409 5, Midfield X-shaped 0% 1,185,100 6, % 1,054,351 5, Midfield linear 0% 934,770 6, % 765,136 5, The following table shows the average walking distances for different configurations: Table 7 Summary of average walking distances. Configuration Average walking distance (meters/person) 0% transfer rate 62% transfer rate Pier

28 Page 28 Linear with 1 entrance point X-shaped midfield Linear midfield The results summarized in table 7 demonstrate that linear midfield concourses provide minimum walking distances. An X-shaped concourse reduces the maximum walking distance (416.5 m in the previous study) with respect to linear midfield buildings (439.5 m). Nevertheless the overall walking distance of linear midfield concourses are smaller both when transfers are high and low. As the performance of a configuration depends on the transfer rate, this configuration provides a good performance even though a significant change in the type of traffic served by the airport is produced. When the transfer rate is high, intelligent management of the gate assignment can improve the building performance. As the calculation was not carried out applying intelligent gate assignment, the walking distances would be even lower for the high transfer rate using this method. The overall performance of the building also depends on the effort required to access the landside facility. An APM would be convenient in this case. In the future it is likely that airports polarize between hubs with high transfer rates and niche airports (airports specialized in a specific type of traffic of traffic, for example, airports serving only cargo aircraft). The configuration which favours transfers the most is the one with the midfield linear concourse. The study also shows that linear buildings with one airside and one landside perform better than piers, especially for originating passengers (low transfer rate). Even further, the walking distances can be reduced if more entrance points are provided in a decentralized facility. As a conclusion for the Endless Runway airport, the linear midfield terminal configuration will be chosen Terminal configuration selection Hub Airport For the design of the hub airport, several configurations were examined, using the terminal configurations described in the previous chapter. For the hub airport a midfield linear configuration has been selected (configuration 3). Midfield buildings occupy less space, on the order of 30 or 40 metres, as compared to the 100 to 150 meter depth for standard airport terminals, leaving more space available inside the circle for further expansions. There will be one main (larger) terminal building which will contain baggage claim areas, ticketing, airline offices and security processing facilities. If the airport facilities need to be expanded, A linear configuration can be easily extended with the addition of piers. An X-shaped configuration will be more difficult to extend. This configuration will require the implementation of people movers in order to move passengers rapidly around the different airport facilities. People movers will be placed underground, which will avoid dead-end aircraft aprons and will increase the efficiency of movements in the apron.

29 Page 29 Furthermore the proposed terminal configuration handles connecting flights really well. It provides a maximum convenience to both airlines and passengers. By clustering aircraft around a building, walking distances for connecting passengers will be reduced. Because of the nature of traffic, midfield buildings will require a significant airside frontage. They must handle the peaks of both arriving and departing passengers, allowing the parking of several flights arriving simultaneously. Seasonal A modular airport design will be implemented in the Endless Runway. This means that, instead of 4 concourses, there may be one or two. As it is explained in appendix D, a transporter configuration would provide the necessary capacity during the high season Number of concourses The following study is carried out in order to determine the optimum number of concourses. We will assume that the number of concourses will be in between three and six. The figure below gives the design options. Endless Runway design options for the number of terminals The four different layouts with the terminals (purple) and the area occupied by the gate positions around them (yellow) and the space available for facilities inside (light blue).

30 Page 30 Firstly, the number of gates for the peak hour will be determined. Then, the necessary apron frontage for every concourse will be calculated. Finally, the characteristics of the resulting layout, for each case, will be compared and analyzed. The following table shows the number of aircraft classified by their Airport Design Group (ADG) and estimated occupancy times for each gate. ICAO ADG classification Number of aircraft in the Mix (%) Average occupancy time (min) busiest hour 4 A B C D E F If it is assumed that each gate is available for all aircraft, the gate capacity for a single gate is given by the following function [5]: C= 1/(weighted service time) C = 1 ( 0.092x40) + ( 0.651* 45) + ( 0.064x120) + ( 0.193x150) = aicraft / min/ gate Thus the capacity that 133 gates offer is: As the number of aircraft in the peak hour was 109, 133 gates (or stands) cover the demand for the peak hour (115 aircraft/hour). If the gates are assigned for exclusive use of each type of aircraft, the capacity of the gate system is: Where C = min alli Gi Ti M i 4 Based on the LFPG traffic sample.

31 Page 31 G = the number of gates that can accommodate aircraft of class i T = mean gate occupancy time of aircraft of class i M = fraction of aircraft class i demanding service Gate capacity per ICAO code ICAO code element Number of APH Mix (%) Number of Gates (G i ) Capacity (C i ) B C D E The hourly gate capacity with exclusive use of gates is slightly reduced, compared to the previous calculation (113.9 aircraft/hour against 114.7), but it is still sufficient to serve the number of aircraft in the peak hour. These gates will be distributed between the different numbers of concourses. The necessary apron frontage length for every concourse is shown at the following table. For each ADG, a certain gate position width, based on AENA s apron parking positions (see section for more information), has been considered. Perimeter necessary for ICAO ADG code ICAO Number Gate Apron Perimeter for Perimeter for Perimeter for Perimeter for ADG of gates width frontage each of the 3 each of the 4 each of the 5 each of the 6 (m) (m) concourses concourses concourses concourses E ,400 D ,005 2,716 2,037 1,630 1,358 C ,464 B Total 133 8,149

32 Page 32 The following figure depicts each of the four layouts. The area (in m 2 ) occupied by every concourse and the available space for airport facilities in the inner area (A fi ) is: 3 concourses 231,650x3 = 694,950 m 2 ; A fi = 801,940 m 2 4 concourses 96,393x4 = 385,572 m 2 ; A fi = 1,019,923 m 2 5 concourses 49,111x5 = 245,555 m 2 ; A fi = 1,129,024 m 2 6 concourses 28,421x6 = 170,526 m 2 ; A fi = 1,187,519 m 2 The results show that the ideal number of concourses is four. The implementation of three concourses leads to an excessive area for the terminals, taking into account that the terminals will have at least two levels (see section for additional information about the approximate necessary terminal space). Moreover it is not very convenient to place facilities in the triangular inner space. Although five and six concourses allow more space inside, their total surface will be insufficient. Four concourses not only allow a good use of the inner space but also its size is coherent with the dimensions required by LFPG s traffic, resulting in the most balanced option. This number of concourses is also convenient for transfer passenger. Each of the four concourses is large enough so that the transfers can be made throughout a single concourse, allowing passengers to board their next flight quickly. 2.3 Terminal preliminary design This section will discuss the interior design of the terminal buildings. The schedule of the busiest day has been selected as the design day for the airport. This is a very conservative approach, considering the current design criteria that airport designers use, which varies depending on the airport Basic calculation of necessary space for the terminal Space requirements are governed by the dimensions of people, baggage and equipment. Facilities must be designed to accommodate people and baggage in motion and at rest. Passenger walking distances must be within generally accepted standards: less than 300 m between points of terminal entry, ticket check-in and gates for originating traffic, and between aircraft gates for transfer traffic. Hub airport The traffic mix, that is to say the number of aircraft per seat range category, (source: Eurocontrol s06 file for LFPG, July 1 st 2011) is shown for the peak day. The Equivalent Aircraft Factor (EQA) serves for a rough estimation of terminal building size. This grouping is based on [4] 5. 5 It varies slightly from the EQA given by the FAA.

33 Page 33 Proposed traffic mix for the hub airport Seat Range No. of aircraft Equivalent Aircraft Factor Column 2 x Column , , , Passengers per Hour: PPH = 20,266; PPH arr = 8,716 ; PPH dep = 12,480 Aircraft per Hour: APH = 109 ; APHarr= 55 ; APHdep= 67 For a preliminary estimation of the total terminal area, a comparison with usual ratios of habitual m 2 per passenger will be made. Several criteria can be applied. In the literature [4], we find that for national flights, m 2 /passenger peak design hour will be needed when designing the terminals. For international flights, this rises to m 2 / passenger peak design hour. For the sake of simplification, we will consider an average of 14 m 2 /ppdh for national flights, and of 20 m 2 /ppdh for international flights passengers. Other sources [28] compare the terminal surface on the basis of area per Narrow Body Equivalent Gate (NBEG) 6 with airports that have similar characteristics. It should be mentioned that the estimated areas are distorted by the implementation of APM systems, multiple unit terminals and the capability of handling 6 The calculation of the NBEG index will be made in chapter

34 Page 34 aircraft with higher load factors. Furthermore, the high percentage of international passengers can cause higher aircraft activity peaks because of the heavy dependence on schedules for city pairs related to time zone differences. Additional space requirements for customs and immigration facilities and the provision of sterile areas for international passenger segregation also result in a larger size. As these characteristics will comply with the terminal configuration of the Endless Runway the comparison should be done closer to the higher range values. For international terminals, the range is 28,000 to 40,000 ft 2 /NBEG and for larger domestic terminals is 18,000 24,000 ft 2 /NBEG. According to [32] the traffic segregation for LFPG in 2011 is: 19.0% National 32.7% Schengen 9.4% EU not Schengen 38.9% International Using the first method, the estimated gross area of the terminal will be: 14x0.19x20, x0.81x20,266 = 382,217 m2 At the limits of the range: 12x0.19x20, x0.81x20,266 = 308,854 m 2 18x0.19x20, x0.81x20,266 = 463,281 m 2 Using the second method, the estimated gross area of the terminal will be: 24,000x0.19x ,000x0.81x196.4 = 7,258,944 ft2 = 674,378 m2 18,000x0.19x ,000x0.81x196.4 = 5,126,040 ft2 = 476,225 m2 As it was stated, the final gross terminal area is expected to be closer to the higher end of the spectrum. The average of the 80% of the higher values of the range for both methods is: (0.9x x674,378)x ,000 m2 Estimated breakdown in Functional Areas (gross) [5] is presented in the following table.

35 Page 35 Estimated size of the functional areas Airline Other Services Airline Travel Office Concessions Circulation Mechanical Administration Food and beverage Waiting areas Shafts Operations Airport administration Restrooms Tunnels Baggage Miscellaneous Exits Stairs Shops Electrical Communication 38% 510, ,000 m 2 17% 510,600 86,800 m 2 30% 510, ,180 m 2 15% 510,600 76,600m 2 The following calculations are based on the figures below. Where the figures show the estimated size in square feet, this is translated in the text to square meters. 1. Airline ticket counters Linear meters of counter = 262 m (p.64 AC 150/ , the EQA has been scaled to fit the graph) Assuming depth of area = 3 m Area = 262 x 3 = 786 m 2

36 Page Airline Ticket Offices and Support Area required = 1,672 m 2 (p.65 AC 150/ , the EQA has been scaled to fit the graph) 3. Outbound Baggage Room Area required = 8,287 m 2 (p.67 AC 150/ , the EQA has been scaled to fit the graph)

37 Page Bag Claim: Assumptions: With 70 % of originating passengers. The graph gives 400 linear meters of claiming frontage.

38 Page 38 Assuming oval sloping bed devices (type D), from graph in p. 87 [5], the linear meters of claiming frontage have been scaled to fit the graph. Area = 3,680 m 2 5. Airline Operations and Support Areas: 2 x ATO (item 2) = 2 x 1,672 = 3,344 m 2

39 Page Departure Lounges Area required per aircraft type Type of Aircraft Number of gates Area/Gate (m 2 ) Area (m 2 ) A B C ,860 D ,280 E F ,400 G ,220 Total = 20,210 m 2 7. Other Airline Space 20% of item 5 = 669 m 2 8. Lobby & Ticketing Area from graph item 1 = 4, = 3,860 m 2

40 Page Lobby Waiting Area (Departures) It is assumed that 25% of design peak flow is seated. Seating for 18,822/4 = 4,706 (From graph in p.57 [5], the seats required have been scaled to fit the grapgh): 9,476 m 2

41 Page Lobby Bag Claim Assumptions: Estimated 2 greeters/passenger plus one passenger. Average waiting time: 35 minutes. Space requirement: 1.5 m 2 /person. % arr /PHD = / = 51 % 3 x 1.5 m 2 m Food and Beverage Assumption: 40% of usage factor (Graph on p.92 [5], using a scale factor of 10) 45,520 m 2

42 Page Other concessions and terminal services (Area from graph in p.93 [5], using a scale factor of 10) = 16,480 m Other rental areas Assumption: 50% of item 12 = 8,240 m Other circulation areas Assumption: 0.7x (sum m Heating, Ventilating, Air Conditioning and Other Mechanical Areas: 15% of item 15 = 26,170 m Structure 5% of item 17 = 10,030 m 2 Total: 210,700 m 2 Seasonal airport The traffic mix for the seasonal airport, grouped by the number of seats (source: EUROCONTROL s06 file for LEPA, July 1 st 2011) is shown for the peak day. Seat Range No. of aircraft Equivalent Aircraft Factor No. of aircraft x Equivalent Factor Aircraft

43 Page EQA (Total Equivalent Aircraft Factor) 70.2 Total Passenger per Design hour 7 (source: AENA) PDH PDH arriving passengers PDH departing passengers % 54% Number of aircraft during the Aircraft design hour (source: AENA) ADH ADH arrivals ADH departures According to [23] the traffic mix for LEPA in 2011 is: 27.5% National 47.6% Schengen 24.8% EU not Schengen 0.1% International For the first method, the estimated gross area of the terminal will be: 14x0.275x9, x0.725x9,908 = 181,812 m 2 7 The Design hour is chosen arbitrary by the regulator according to its past experience.

44 Page 44 At the limits of the range: 12x0.275x9, x0.725x9,908 = 147,629 m2 18x0.275x9, x0.725x9,908 = 221,444 m2 For the second method, the estimated gross area of the terminal will be: 24,000x0.275x ,000x0.725x78.8 = 2,805,280 ft2 = 260,619 m2 18,000x0.275x ,000x0.725X78.8 = 1,989,700 ft2 = 184,849 m2 As the aircraft load factor is not as high as in LFPG and there is only one terminal, the final gross terminal area is expected to be closer to the lower end of the spectrum. As basis will be taken 80% of the average of both ranges: ((147, ,444)x0.5 + (260, ,849)x0.5)0.5x ,900 m 2 According to [5], considering typical airport equipment, the estimated breakdown in Functional Areas (gross) is given the following table. Airport s functional areas Airline Other Services ATO Concessions Circulation Mechanical Administration Food and beverage Waiting areas Shafts Operations Airport administration Restrooms Tunnels Baggage Miscellaneous Exits Stairs Shops Electrical Communication 38%x162,900 61,900 m % x162,900 27,700 m 30% x162,900 48,900 m 2 15% x162,900 24,400 m 2 Computation of Individual Areas taking into account the [12] charts, as presented in the previous part of this section: 1. Airline ticket counters Linear meters of counter = 154 m (p.64 AC 150/ )

45 Page 45 Assuming depth of area = 3 m Area = 154x3 = 462 m 2 2. Airline Ticket Offices and Support Area required = 950 m 2 3. Outbound Baggage Room Area required = 8840 m 2 4. Baggage Claim: In terms of EQA, the 56% of arrivals (Table 6) correspond to 70.2 x 0.56 = 39.2EQA. In the Eurocontrol scenario file that describes one of the busiest days of traffic in Palma de Mallorca (July 1 st 2011), 41% of arrivals occur within 20 minutes during the peak hour (the selected time frame was from minute 40 to 60 of the peak hour) EQA There are more than 99.9% of originating passengers, according to Table 3. Taking these inputs into account, the graph in p.85 [5] gives 200 linear meters of claiming frontage. Assuming oval carousels of type D, from graph in p. 87 Area occupied by the carousels = m 2 5. Airline Operations and Support Areas: 2 x ATO (area from Airline Ticket Offices and Support) = 2 x 950 = m 2 6. Departure Lounges Knowing the precise aircraft operating during the design hour, they were classified per Aircraft Type according to the FAA definition. Type of Aircraft (FAA) Number of gates Area/Gate (m 2 ) Area (m 2 ) A B C D

46 Page 46 E F G Total = m 2 7. Other Airline Space 20% of Area (Airline Operations and Support Areas) = 380 m 2 8. Lobby & Ticketing Area Area from graph item 1 = = m 2 9. Lobby Waiting Area (Departures) It is assumed that 25% (cf. [5]) of design peak flow will use seats. According to Table 6 [5], there is 9908 PDH. Therefore, 9.908/4 = passengers should be seated during the peak hour. Then, from graph we find the lobby waiting area: m Lobby Bag Claim Assumptions: Estimated 2 greeters/passenger plus one passenger. Average waiting time: 30 minutes. Space requirement: 1.5 m 2 /person. % of peak flow ar PHD arr /PHD = 5499/9908 = 56% (2+1) x 1.5 x (30/60) x 0.56 x 9908 = m Food and Beverage Assumption: 40% of usage factor (Graph on p.92 [5]) = m Other concessions and terminal services Area from graph in p.93 [5] = m 2

47 Page Other rental areas Assumption: 50% of item 12 = m Other circulation areas Assumption: 0.7x (sum of items 1 through 7) = 0.7 x = m Heating, Ventilating, Air Conditioning and Other Mechanical Areas: 15% of item 15 = m Structure 5% of item 17 = m 2 Total: m 2 This amounts to 10.3 m 2 /peak hr passenger. 2.4 Passengers flows Passenger flow in an airport terminal complex takes place in the following three major areas: in ground transportation facilities, in the terminal and at the apron. The first area consists of the area located between the terminal and airport points of ground access at the airport boundaries. The second one is the area located between aircraft gate positions and the curbside. It serves the flow of passengers and baggage. Lastly, the apron area serves the flow of aircraft to and from gates and the flow of aircraft ground handling equipment, including passenger busses. This chapter will only take into account the flow that occurs at the terminal area. Each aircraft departure and arrival involved movements of passengers, visitors, employees, baggage and deliveries which must proceed through a coordinated arrangement of functions. The flow of passengers and baggage constitute the primary flow in an airport terminal complex. Regarding secondary flow, there are four components in an airport terminal: airfreight (flow between airfreight terminal and aircraft), mail flow (between the mail facility and passenger terminal/apron), catering (between catering facilities and passenger terminal/apron) and fuel flow (between the fuel farm and the apron). This last flow will mostly take place on the Endless Runway airport via pipelines (hydrant fuelling), eliminating the need for large fuel trucks and requiring only hydrant pump vehicles on the apron. Since there is no need to distort the current-day sequence, the Endless Runway will use the same paths or flows of today s airports. This chapter will describe the paths followed by the aforementioned five agents. The selected terminal building layout, the midfield linear concourses, make the circulation patterns straight, which provide more flexibility than circular circulation. Network circulation inside the terminal, the possibility

48 Page 48 of setting several routes between major areas, is preferred over a single linear route. Furthermore, straight routes allow for intuitive way finding because air travellers can see a clear sight light and visual openness from one decision point to the next. An orderly flow of passengers can be achieved by providing adequate signage Passengers The Security Screening Checkpoint (SSCP) divides the terminal between secure and non-secure areas. The SSCP is the location where all passengers and their carry-on baggage, airport employees, and all airside-bound supplies are screened for security purposes. Only ticketed passengers with a boarding pass and appropriately badged personnel are allowed to proceed through the SSCP. All visitors are currently prohibited from proceeding through the SSCP unless they are escorted by appropriately badged personnel. Passengers can be classified, on the one hand, into origin and destination (O&D) and connecting/transfer and, on the other hand, into domestic, EU Schengen and International. Depending on the type of passengers, their path through the different airports facilities slightly varies. Domestic/EU Schengen Regarding domestic passengers, the departing passengers enter the lobby located under the runway hump, which is accessible through the curbside and then they head toward the APM landside station. A car park can be located under the runway hump above that lobby. Departing passengers who arrive at the airport by bus or by train, stop at the intermodal station and then go through the curbside by foot using a tunnel built underneath. When ticketed passengers go through the turnstile at the departing lobby under the runway hump, they have the possibility to check-in. Non-ticketed passengers are not allowed to access this area. Several conveyor belts will be arranged for passengers who have finished their check-in using Internet and do not wish to carry their luggage on the landside APM. These bags will be transported to the main terminal, where they will be added to the airport baggage conveyor belt system. This remote check-in can improve the level of service for customers and increases the volume of passengers serviced without increasing the size of ticketing lobbies. The APM arrives at the station located under the main terminal and then passengers proceed to the departure hall. Afterwards they can check in at their respective airline ticketing areas before heading towards the SSCP. Passengers who have checked in remotely, either at an offsite location or by Internet, can go directly to bag drop locations and then to the security checkpoint. Passengers already checked-in with no check-in bags can proceed directly to the SSCP. At security, all passengers and their carry-on baggage are examined. After going through security, passengers whose gate is located at another concourse can take the airside APM. Once they reach their concourse, they can then shop at the concessions, eat, or continue on to the gate holdrooms. When the flight is called, they will queue in front of the gate to board the aircraft. Arriving domestic passengers disembark the aircraft and enter the terminal building on the arrivals level. If they are not on the main concourse, they are directed toward the airside APM station. Once in the main

49 Page 49 terminal, they are then headed towards the baggage claim area. There they can claim their baggage, via concourse signage through the one-way security doors. Upon entering the arrivals hall, they head to the landside APM station. The landside APM will take them to the arrivals lobby located under the runways hump, where they can reunite with family and friends and proceed towards different services, such as rent-a-car, tourist information, hotel/accommodation centres, rail connections and parking facilities. Rent-a-car vehicles will be parked in the parking under the runway hump. International The departing international passengers follow the basically the same course as the departing domestic passengers. After going through a dedicated SSCP line for international passengers they have to pass the passport control checkpoint. After that they enter the concession area at the departure lounge. All arriving international passengers disembark the aircraft and proceed through a sterile corridor system towards the immigration hall or passport control located at the same concourse. Once they are cleared, they are directed towards the airside APM station if they are in a different concourse than the main one. Once they are at the main terminal, they will go the baggage claiming room. After claiming bags, passengers are directed towards exit control points leading to the arrivals hall. The passengers identified by custom agents for additional screening either at primary processing or at the exit control point, are directed to a secondary screening. These areas include baggage and/or agricultural products screening and passport/visa concerns. Afer processing, passengers who are cleared are directed to the greeter area. International transiting passengers are escorted to an in-transit lounge area through a sterile corridor system that keeps passengers from mixing with other inbound and outbound passengers. Outbound transit passengers will be guided back through the sterile corridor system towards the aircraft Visitors The meeters/greeters of passengers enter the arrivals hall, which is accessible either by car, through the curbside, or by foot, from either the parking facilities or the intermodal station. The meeters/greeters are bound to the meeter/greeter area in the arrivals hall where they meet their arriving passengers and then depart with them. Only an exit will be provided from the secure area. As there would be only a single exit, the meeters and greeters could go directly to the single exit and wait for their parties to arrive. This dwell time provides a good opportunity to place concessions and other amenities (baggage carts or restrooms) near the meeters/greeters area, increasing nonairline revenues for the airport. Additionally the cost of providing security personnel is reduced because only one exit must be monitored. A potential disadvantage is that reducing the number of exits may increase the walking distances.

50 Page 50 Meeters/greeters area The well-wishers of departing passengers accompany them to the departure lobby underneath the parking but cannot access the APM station. Any non-ticketed passenger can enter the APM landside station Employees Employees are categorized, from a security perspective, as those who work at the airport and have an operational need for access to various security-related areas. They may be employed by the airport, airlines, concessionaires, the Central Baggage Processing (CBP), the Transit Staging Areas (TSA), other governmental agencies, or other tenants of airport facilities. Their ability to move around and perform their jobs typically depends on the type and location of their work, and the related permissions designated by the airport on their access badge. These permissions typically provide and/or limit access to security-related areas such as the Airline Operations Areas (AOA), sterile areas, and secured areas, each of which is specifically defined in each individual Airport Security Program and are generally the non-public areas beyond TSA security screening. In some airports dedicated employee-only lanes near the checkpoint or in designated operational areas can accommodate limited types of access Baggage Domestic (Arrivals/Departures) Individuals travelling domestically with baggage to be checked generally will check their baggage at the checkin counters. Then the bags will be taken to a baggage screening point within the baggage conveyor system. Then the bags will enter a sortation pier/carousel area, after which bags are delivered to the aircraft by tug and cart.

51 Page 51 Those passengers travelling with carry-on baggage will have to check-in at the gates. On regional aircraft overhead bin space is often limited given the size of the aircraft, they will receive a claim ticket at the gate before they proceed to the aircraft. ft. This type of baggage check is generally preferred by business passengers travelling with smaller sized carry-on luggage. It enables quicker baggage retrieval either on the apron adjacent to the aircraft or in the cab of the passenger loading bridge instead of at baggage claim. Arriving baggage is unloaded by airline ramp personnel and loaded onto baggage carts, which are then offloaded either onto baggage classification systems that feed specific claim retrieval devices or onto individual baggage belts that directly feed the claim device through the wall. Arriving gate-checked baggage is unloaded and placed on a cart adjacent to the aircraft stair or in the cab of the passenger loading bridge for claim by deplaning passengers. In some cases where the aircraft use a passenger loading bridge for enplaning and deplaning of passengers, the passenger loading bridge itself may have a dedicated luggage elevator in the rotunda area of the bridge. Airline ramp personnel place the baggage in this contained elevator, which then travels up to the departure level of the bridge enabling passengers to claim their baggage just before entering the building. For transfer passengers, baggage is handled by the airline, except for passengers transferring on a different airlines alliance and on transfer from an international flight to a domestic flight, in which case the passenger must claim his or her bag and pass through immigration and custom inspection. For airports with a large portion of oversized baggage, separate areas of the terminals are dedicated to its retrieval. For example, ski equipment may have its own dedicated conveyor belt, which should have as straight a run as possible to minimize the potential for jamming. International (Arrivals/Departures) International departing baggage flows in the same manner as domestic departing baggage but may have more scrutinized security screening procedures that are governed by the airline and the security screening guidelines of the international destination city. International arriving baggage is unloaded by airline ramp personnel onto baggage carts, which deliver the baggage to a sortation system that feeds the CBP international claim devices. Transfers Transfer baggage is off-loaded by airline ramp personnel onto baggage carts. Depending on the airline operation, these bags can be transferred tail to tail (one aircraft) to another) or to a sortation system that directs the baggage to the proper location for transfer onto the connecting aircraft. International transfer baggage is the responsibility of the connecting international passenger. Once passengers claim their bags and either clear secondary processing or exit the CBP area, they are directed to baggage transfer locations, which feed baggage into the sortation system for delivery to their departing aircraft.

52 Page Deliveries The process or flow by which goods enter the airport complex depends on the area those goods are delivered to. Goods can be delivered at the terminal building via landside loading docks or at secure concourse locations depending on the configuration of the terminal itself. Loading docks and delivery areas at airport terminals offer entry into the building for various vendors and supplies. Deliveries bound for the secure and sterile portions of the terminals and concourse must first pass security inspections or be escorted by individuals with appropriate security clearances to those areas requiring proper security identification. These deliveries may enter the secure portion of the airport via secure checkpoint stations that include either manned guard stations, electronic access points (keypad access) with automatic gates, or a combination of both. In order to improve the efficiency of delivering concession goods to airport shops and restaurants, a logistics centre outside of the terminal building, next to the cargo area is built to coordinate the arrival of goods at the airport and subsequent delivery to in-terminal facilities. The addition of that facility can help to reduce overall average stock-keeping costs for the following reasons: Acceptance of the concessionaire s merchandise at this centralized facility can reduce the need for concessionaire personnel to accept and process merchandise at the receiving dock. Merchandise can be delivered to concessionaire facilities at appropriate times of the day, thereby improving the efficient use of receiving docks and avoiding congestion during peak times. Reducing merchandise proceeding bottlenecks improves the costs associated with security screening of goods, as well as allows the airport operator to better manage the number of trucks on its roads and parked at its terminal building. A logistics centre has the following advantages: Reducing merchandise delivery times by as much as 80%; delivery personnel can deliver goods in 15 to 45 minutes as opposed to the hours the delivery process could sometimes take without such a centre. Decreasing the number of duplicate staff hours and equipment needed among concessionaires. Increasing the efficiency of staffing levels for police, and security personnel when incoming merchandise does not have to be processed at multiple, decentralized locations. Avoiding the need to break down large packages so they can get through existing X-ray machines and then put them back together for delivery to the stores. The following figures give a schematic representation of the passenger processes.

53 Page 53 Aircraft gate Baggage loading Transit Departure lounge Transfer passengers Airside APM Yes No Assigned gate at the main concourse? Passport control Domestic/EU Schengen Security check International Baggage check-in Transfer baggage Main concourse Baggage sorting Landside APM Curb check-in Parking under runway hump Lobby under the runway hump (Airport entrance) Intermodal station (bus, train) Curbside (cars, taxis)

54 Page 54 Aircraft gate Baggage unloading Transit International Domestic/EU Schengen Transfer passengers Security Passport control Aircraft gate at the main concourse? No Yes Airside APM Main concourse Transfer baggage Baggage claim Landside APM Lobby under the runway hump (Airport entrance) Parking under runway hump Intermodal station (bus, train) Curbside (cars, taxis)

55 Page Airport layout for the Endless Runway Hub airport The preliminary study suggests that the ideal configuration would involve placing 4 midfield linear concourses with one curved side near the outer edge and another straight apron frontage on the inner side, leaving a more or less square-shaped area on the inside for airport facilities. This layout provides relatively short taxiing distances from the taxiways to the gates and good manoeuvrability on the apron area. It allows an even distribution of aircraft through the apron, preventing congestion. Passengers will access the terminal for the most part using loading bridges/connected gates. However, a few ground-loaded or apron-level gates will be considered for regional aircraft in peak periods. The dedicated area for the four terminal buildings is sufficient for accommodating the estimated passenger demand. Every terminal building will have two main levels plus the mezzanines that will include air conditioning and baggage conveyors beds. The processing will be centralized into one main terminal. Passengers leaving and coming to this terminal will access it on an underground level below this terminal building. Connecting the four concourses with each other and the terminals with the landside access area, located outside of the circle, can be done using different transportation methods. The characteristics of the airport suggest the implementation of a people-mover system (for more information about this choice, see section 3.7). It will assist the distribution of passengers between different points on the airport without creating excessing walking distances. These people-movers are called APMs (Automated People Movers). As these systems can be very expensive, their viability must be determined. They have various common characteristics: Automated Designed for people Confined to special-purpose guideways reserved for their use Generally run as trains of 2 or 3 vehicles Operated horizontally (though there are exceptions, such as the system at Kuala Lumpur/International, which drops two levels from boarding areas into a tunnel that goes under the taxiways). Seasonal airport A modular design will be implemented for the seasonal airport, adapting the buildings size to the required demand (e.g. 2 terminals instead of 4). Therefore, the basic configuration will be similar to that of the hub airport.

56 Page 56 3 Runway design 3.1 Runway design concepts The design of the runway has been done in work package 3 of the project. 3.2 Taxiway design For determining the taxiway geometry, the turning radius of the most critical aircraft must be taken into account. The maximum turning radius is important for clearances with other aircraft and from aircraft to buildings. The minimum radius corresponds to the maximum nose-gear steering angle, which ranges from 60º to 80º, specified by the aircraft manufacturer. This turning radius is not used very often because the manoeuvre produces excessive tyre wear. Thus lesser angles on the order of 50º or below are preferred. The centre of rotation can be calculated by drawing a line through the axis of the nose gear at whatever steering angle is desired. The intersection of this line with a line drawn through the axes of the main gear is the centre of rotation. The A380, which is considered as the most demanding aircraft in terms of space in the Endless Runway airport, has the capacity of swivelling the last two wheels of the main landing gear when making a sharp turn. This leads to a reduction of the turning radius. The A380 s track and wheelbase are and m respectively. The ICAO specifies that the design of a taxiway curve should be such that, when the cockpit of the aeroplane remains over the taxiway centre line markings, the clearance distance between the outer main wheels and the taxiway pavement edge should be not less than 4.5 m for a code F aircraft Cross-section Aircraft speed at taxiways is lower than on the runway. Therefore grade design standards of taxiways will not be as rigorous as on the runway. The Endless Runway airport s taxiway cross-section will be designed according to the ICAO and FAA specifications. Special attention must be paid to the harmonization between the runway and the high-speed exits grades. Although taxiways will have small grades because of drainage purposes, level ones are preferred from an operational point of view. Both the FAA and ICAO recommend that the maximum gradient is 1.5% at the highest functional airport classes (ICAO code letters D, E and F). This is therefore the maximum grade allowed for the Endless Runway taxiways Widths The largest aircraft operating is, at present, an A380, which is classified as ICAO s airplane code F. The following table summarizes the ICAO requirements for a code F aircraft. Item ICAO code F Runway shoulder 7.5 m Design criteria Taxiway width 25 m Taxiway shoulder 17.5 m

57 Page 57 Taxi lane width 25 m Separation criteria Runway/Taxiway 190 m Taxiway/Taxiway 97.5 m Taxiway/Object 57.5 m Taxilane/Object 50.5 m Taxiway clearance When taxiing, a pilot cannot see his wing tips. Therefore a sufficient amount of clearance must be provided to account for inadvertent deviations from the intended path. The amount of clearance is dependent on wingspan and the amount of guidance provided to the pilot for the manoeuvring aircraft. For example, more clearance must be provided for two taxiing aeroplanes on parallel taxiways than in the apron-gate area because more precise guidance is available for the last one. Considering the A380 as the most demanding aeroplane, the ICAO recommends that the minimum separation between centrelines of parallel taxiways is 97.5 m. This is the distance set for the Endless Runway between the outer and inner taxiway centrelines. The recommended wing-tip clearance from taxiway to object is 57.5 at the airfield and 50.5 at the terminal. The following table summarizes the required separations for taxiway design. Distance Separation (m) From To Taxiway centreline Taxiway centreline 97.5 Taxiway centreline Obstacle 57.5 Taxiway centreline Obstacle in terminal area Curves and intersections According to the FAA (see Appendix A), the geometry of a taxiway intersection for an Aircraft Design Group (ADG) VI, which is the most critical aircraft as far as taxiway design is concerned, adopts the following values: R = 52 m, L = 76.2 m, and F = 25.9 m.

58 Page 58 When an aircraft makes a turn, the nose gear does not follow the same trajectory as the midpoint of the main landing gear. For design it is assumed that the nose gear follows the taxiway centreline. For an assumed value of R = 52 m, which corresponds to the FAA recommendation for ADG VI (see appendix A), L and F will be calculated analytically. If the value of the maximum nose wheel steering angle (B max ) exceeds 50º, R would have to be increased. The maximum angle formed between the tangent to the centreline and the longitudinal axis (A max ), which will occur at the end of the curve, can be calculated using the formula: 1 d A max = sin = sin = 37.8º R 52 d = distance from the nose wheel or the pilot cockpit position to the centre of the main undercarriage. The wheelbase of an aircraft (A380 = m) is used to approximate this distance. R = radius that the nose wheel is tracking on the taxiway centreline = 52 m. The castor angle (B max ), the maximum nose wheel steering angle, is given by: 1 w 1 B max = tan tan Amax = tan max max < d ( tan A ) = A = 37.8º 50º w = the wheelbase of the aircraft = d Thus a radius of 52 m is sufficient for an A380 to manoeuvre along the taxiways. The critical radius would be: R crit d = = = 41.6 sin A max sin50º The fillet radius (F) can be calculated by: F = = ( R + d 2Rd sin Amax ) 0.5u M = ( sin 37.8) = u = undercarriage width = m for an A380. M = minimum distance required between the edge of the outside tire and the edge of the pavement, in other words, the safety margin = 4.5 m The length of the lead-in to the fillet is given by: = 4d tan 0.5A max tan º L d ln = 31.88ln = W d C u M W = taxiway width on the tangent.

59 Page 59 For ADG VI, the recommended values of R, F min, and L max are 52, 26 and 76.2 m, respectively (see Appendix A). Therefore the calculated values of F and L are well within those recommended by the FAA. The following picture clarifies the parameters previously calculated. It also shows the trajectory of an A380 undercarriage. Taxiway design with aircraft undercarriage trajectory. Unfortunately, when the values of R, F and L as previously determined are applied to the Endless Runway, the distance between the inner and outer rings would be excessive, as shows the following figure, where the curvature has not been taken into account for simplification. The distance between the outer and inner taxiway rings would be approximately 250 m, very far from the desired 97.5 m. This would greatly reduce the space available for the airport facilities inside the circle. Therefore, the parameters are recalculated. As it is desired to keep the distance between the inner and outer taxiway centrelines to 97.5 m, the maximum radius allowed would be 49.5 m, which is higher than the critical radius (41.6 m). The new values of A max, B max, F and L are: 1 d A max = sin = sin = 40.1º R w 1 B max = tan tan Amax = tan max max < d ( tan A ) = A = 40.1º 50º

60 Page 60 F = = ( R + d 2Rd sin Amax ) 0.5u M = ( sin40.1) = = 4d tan 0.5A max tan º L d ln = 31.88ln = W d C u M The following figures show that the recommended parameters given by the aeroplane s manufacturer are very similar to the ones calculated. The main difference is the nose gear trajectory and taxiway width. 90º turn of an A380 from taxiway to taxiway [33] 135º Turn of an A380 from Taxiway to taxiway [33].

61 Page 61 The pictorial solution of the turn problem would be the following. Inner and outer taxiway design with an A380 undercarriage trajectory. In order to calculate the shape of the outer and inner taxiways, the fillet radius and the required length of the lead-in to the fillet, considering the centreline radius of the inner (1,176 m) and outer (1,275 m) taxiways, will be calculated. A B F = = sin d = sin R , max = = tan w tan A d = tan 1.6º ( tan A ) = A = 1.6º 50º 1 1 max max max max < = ( R + d 2Rd sin Amax ) 0.5u M = ( 1, , sin(1.6)) = 1, The minimum taxiway width would be 2 (1,176-1,163.9) = 24.2 m. Thus selecting a 25 m wide taxiway would suffice. = 4d tan 0.5A max tan(0.51.6º ) L d ln = 31.88ln = W d C u M The resulting value of the lead-in to the fillet is negative. Therefore no lead-in to the fillet is necessary along the inner taxiway ring. However, a lead-in fillet will be required for transitioning to the taxiways connecting the inner with the outer rings.

62 Page 62 1 d A max = sin = sin = 1.4º R 1,275 B F = = tan w tan A d = tan ( tan A ) = A = 1.4º 50º 1 1 max max max max < = ( R + d 2Rd sin Amax ) 0.5u M = ( 1, sin1.4º ) = 1, The minimum taxiway width is thus 2 (1,275-1,262.9) = 24.2 m. Therefore, selecting a 25 m wide taxiway would suffice. = 4d tan 0.5A max tan º L d ln = 31.88ln = 33.9 < 0 2 W d C u M The same reasoning is applied in this case, so no lead-in to the fillet will be required along the outer taxiway ring. Similarly, for R = m, F = 26.3 m, A max = 39.8º, L = 74.1 m and for R = m, F = 32.7 m, A max = 35.7º, L = 70.4 m. Taxiways shapes at the Endless Runway Taxiway capacity Empirical studies [40] have shown that the capacity of a taxiway system generally exceed the capacity of the gates or the runway. The only exception is when a taxiway crosses an active runway, which is not the case of the Endless Runway airport.

63 Page Runway/Taxiways intersections The Runway/Taxiways intersections are done exclusively through high-speed entries taxiways. The ICAO required 4.5 m minimum clearance between the outer edge of the landing gear and the taxiway pavement edge has been taken into account. A significant finding of applied tests to high-speed exits showed that at high speeds a compound curve was required to minimize tyre wear on the nose gear. This means that the central or main curve R 2 should be preceded by a much larger radius curve R 1. In the design of high-speed exits, the following aspects must be taken into account: Speeds at which aircraft can safely and comfortably exit the Endless Runway. The most critical factor affecting the turning radius (speed, total angle of turn of passenger comfort, in other words, lateral forces). A slightly widened entrance gradually tapering to the normal width of taxiway is preferred. The widened entrance gives a better sight to the pilot. The selected turn angle is 45º. It can accommodate an exit speed of 60 km/h. Sufficient distance must be provided to comfortably decelerate after an aircraft leaves the runway. The calculated length between the runway and the outer taxiway is 318 m. The minimum straight extension for current high-speed exits is 75 m. The first curve (radius R 1 ) provides a gradual and smooth transition from the initial direction to the desired path. This transition curve is used to prevent excessive tyre wear on large aircraft. The following radii were found experimentally to be satisfactory for a straight runway. Aircraft speed in radius of turn Speed R 1 40 mph 525 m 50 mph 742 m 60 mph 956 m The second curve (radius R 2 ) can be calculated using the formula R 2 = V 2 /15f, where V is the exit speed in mph and f is made equal to The length of the transition curve can be roughly approximated by the formula L 1 = V 3 /CR 2, where V is in ft/s and R 2 is in ft. C was found experimentally to be on the order of 1.3. The values of L 1, R 1 and R 2

64 Page 64 can be obtained from the following chart, resulting L 1 = 195 ft = 59 m, R 1 = 1,750 ft = 533 m and R 2 = 800 ft = 244 m. For 90 km/h, R 2 = 1,850 ft = 564 m. Radii of curvature and entrance curves for taxiways [1]. A touchdown speed of 180, 222 and 260 km/h (typical for category B, C and D aircraft, respectively) have been assumed and a maximum turning speed of 24 km/h. ICAO recommends a deceleration rate of 1.25 m/s 2, whereas the FAA a deceleration of 1.5 m/s 2. A 45º high-speed exit can accommodate a 60 km/h exit speed for small aircraft and 90 km/h for large aircraft. Airport height and temperature should be taken into account. The distance must be corrected 1.5% for every 5.5 C exceeding 15 C. The temperature is assumed at 15 C. Paris average mean sea level height is 33 m. Therefore no altitude corrections are needed. The distance from the threshold to the touchdown has not been taken into account, as it varies from a straight runway (approximately 460 m for large aircraft) to the Endless Runway. It is important to consider the jet blast effects of departing aircraft located at high-speed exits over the outer taxiway. According to [37] and [33] the jet blast distances are depicted at the following figures.

65 Page 65 Engine Exhaust Temperatures and velocities of an A320 at take-off considering an IAE V2500 (left) and a CFM56 (right) [37].

66 Page 66 Engine Exhaust Temperatures and velocities of an A380 at Takeoff considering a Trent 900 (left) and a GP 7200 (right) [33]. Instead of selecting a compound curve with two radiuses, the selected transition curve is a clothoid. It has an interesting property, which consists of a curvature at any point proportional to the distance along the curve from the origin. If a plane follows this curve at constant speed, it will experience a constant angular acceleration. This would mitigate the discomfort due to changes in the centrifugal force when accelerating or decelerating (normal operation conditions) because the centrifugal force increases or decreases gradually as the aircraft enters or leaves the curve. Furthermore it improves the safety of the turn because the steering of the aeroplane is not abrupt, as it can happen when transitioning using circle arcs, especially at the beginning and end of the curve. This transition with a variable curvature will smooth the variation of the trajectory s

67 Page 67 curvature and the bank angle from the runway to the taxiway and vice-versa. This can be achieved when the bank angle is, at each point, corresponding to the respective radius of curvature. Moreover, the flexibility provided by this curve allows adaptations to the topography. High-speed exit at the ER Taxiway shoulders ICAO recommendations establish that the distance from the taxiway centreline to the shoulder s inner edge is 17.5 m. Due to filleting radiuses; taxiway shoulders have a tapered shape Holding areas (holding bays or run-up pads) Holding areas are usually located at the end of runways at conventional airports. They are used as a storage area for aircraft just before take-off. One aircraft can bypass another one if necessary. Holding aprons will not be necessary for the Endless Runway because there are a sufficient number of high-speed exits, where aircraft can wait and check their instruments prior to take-off. The figure below shows the complete taxiway configuration for the Endless Runway, with high speed exits, connecting the runway to the outer taxiway. One inner taxiway and, for completeness, one taxiway at the boundaries of the apron (the most inner circle in the figure).

68 Page 68 Taxiway configuration in the ER.

69 Page 69 4 Apron design There are two main apron areas at the Endless Runway airport. On the one hand, the apron area located between the inner circular taxiway and the external terminal façades. On the other hand, the apron area at the inner part, accessed via 4 points. The following main functions are performed on the terminal apron: aircraft manoeuvring and taxiing, aircraft parking at gates and aircraft ground handling. The selected design has been based on the annual peak hour. This approach is not as conservative as it may initially seem, considering that, due to the presence of a home carrier, several stands will be reserved only for that airline, which reduces the effective number of gates available. Furthermore, it is common practice to use peak traffic and fleet mix during the peak hour when determining apron dimensions. Apron areas at the airport

70 Page 70 Different clearances must be taken into account between the different apron elements. These requirements are considered to be the minimum values. Space requirements are governed by the dimensions of airplanes utilized (wingspan, fuselage length, passenger cabin height and clearances). The facility must be designed properly for aircraft parking and manoeuvring and for enplaning and deplaning of passengers. Moreover, sufficient space will be provided for ground handling and push back from the gates. The push-back zone depth should be adequate to position an aircraft coming from the taxi lane. Power-back operations, when the aircraft uses its thrust reversers to power straight back from the gate positions, will not be considered for the Endless Runway as part of the normal operating procedure. There is additional fuel burn, potential damage to ground employees and equipment caused by jet blast and foreign objects entering the engines. Power-out operations, when the aircraft turns 360º and exits the parking position under its own power, will also not be regarded as convenient for the Endless Runway airport. This type of operation may be acceptable at small, less congested airports, though. Tug-in operations will also not be considered because of the time aircraft would have to wait for their respective tug, which can constrain the aircraft flow at the apron. The normal operation for entering a parking position will be the taxi-in using the aircraft s own power, following the lead-in line associated with each gate position. During this manoeuvre the pilots can be assisted by wing walkers or a visual docking system. For nose-in parking, clearances in front of the aircraft need to be considered at two levels of the building. The aircraft nose at the second-level height of the building requires a specific minimal safety distance (from 2.5 to 4.6 m). At grade level, positioning and manoeuvring of the aircraft tug in front of the aircraft nosewheel strut requires a distance that may exceed the distance required at the second level between the aircraft nose and the building. The largest turning radius is the most critical from the standpoint of clearance to buildings or adjacent aircraft. A tug is in charge of the push-back operation. It manoeuvres the aircraft out of the gate area to a position out on the apron or taxi lane where the aircraft can proceed under its own power. For the flow along the exterior part of the apron a taxi lane will bring the aircraft to their assigned gates located at the outer part of the terminals. Aircraft can access the inner part of the apron through four points between the terminals, equipped with dual parallel taxi lanes, which allow for uninterrupted access to the interior gates. The inner apron area will also have dual parallel taxi lanes. It is important to consider the effect of jet exhaust gases coming from taxiing-in aircraft to the taxi lanes. The following figures show jet blast contours of an A320 and an A380.

71 Page 71 Engine exhaust velocities and temperatures of an A320 at Takeoff considering an IAE V2500 (left) and a CFM56 (right) [37]

72 Page 72 Engine exhaust velocities and temperatures of an A380 at Takeoff considering a Trent 900 (left) and a GP 7200 (right) [33]. Gate postions may accommodate more than one type of aircraft in order to maximize gate capacity. A certain stand type can allocate aircraft which can be parked in a smaller stand but not the opposite. IATA shows one approach called Multi-Aircraft Ramp Systems (MARS). It is a modular approach that allows two narrow body aircraft to operate independently within the same area of typically an ADG V or VI aircraft utilizing the same two loading bridges to serve all three aircraft positions. An alternative that allows a higher density of aircraft parked along the same apron frontage as the MARS consists of parking multiple types of aircraft along the same line of the building with different lead-in lines per aircraft type, serviced by appropriately located loading bridges. However, this approach requires a higher number of loading bridges.

73 Page 73 In order to provide a good level of service, contact gates will be preferred for the Endless Runway airport. Wide body and narrow body aircraft will use loading bridges and regional aircraft apron ground loading. Loading bridges tend to reduce passenger disembark/embark times by 25 %, when compared to conventional air stairs and mobile lounges. They also improve passenger and staff safety, passenger perception, and disabled access between the aircraft and terminal building in comparison to ground loading of passengers. The recommended slope by IATA and the ICAO is 1:10. Two types of loading bridges are commonly used: apron drive bridges and fixed bridges. Since the first type provides the most flexibility in serving a wide range of aircraft types, it is the most suitable for the MARS configuration adopted for the Endless Runway airport. They move on three axes: vertically about a pivot point on the rotunda, laterally through telescopic section movement, and on an arc rotating about the bridge rotunda. Their main disadvantage is that they produce a less effective slope length, which may be an issue when the aircraft must be parked very close to the terminal. A fixed section is used when there are head-of stand service vehicle roads (see section 3.3.6). With the introduction of the A380, loading bridges serving this aircraft must provide passenger boarding and disembarking services for a multideck aircraft. Therefore two loading bridges will be installed at gates serving the A380. According to [33], the turn-round time using two bridges servicing via main deck (139 min) can be reduced up to 89 min using two bridges via main deck and upper decks. The following pictures show different alternatives for over-the-wing loading bridges servicing an A380. Alternatives are being developed, which use up to four loading bridges (two Apron Drive and two Cantilever-Over the Wing bridges). This concept estimates that boarding times will be reduced by 30% compared to more conventional solutions. Furthermore, the separation between classes (economy, first and business) is optimised. However the implementation of this concept will present a higher restriction in ground service equipment movement around aircraft and more equipment in the area. Therefore, the initial gate area provided may be insufficient. Fixed bridges move on two axes: vertically about a pivot point at the end of the telescoping section, and laterally through telescopic section movement. As this type is more convenient for gates servicing one type of aircraft, they will not be considered in the Endless Runway airport. Moreover, they require the aircraft to be stopped more precisely than for apron drive bridges. Nevertheless they need less protection of the apron area than the apron drive bridges because the tunnel section moves over less apron space with the fixed bridge. Ground-loaded or apron-level gates will be considered for regional aircraft for economic reasons. In order to improve the level of service, passenger boarding assistance devices that provide weather protection will be provided. Some of these devices include ramps that substitute of the aircraft s stairs, and separate wheelchair lifts.

74 Page 74 Apron drive bridge [36]. Over-the-wing loading bridge for an A380 [35]. New Cantilever Over the Wing Bridge [34] to serve the A380 rear boarding.

75 Page Detailed calculation of the number of gates In order to calculate the apron capacity, it can be considered that a certain aircraft can use the stand of a larger one. AENA s stands have been considered because they take into account wingtip clearances and provide the necessary space for apron service vehicles. Aircraft whose codes are A and B are considered general aviation aircraft. They have their own remote stands, at the general aviation area, not having loading bridges to the terminals. The location of these stands shall not interfere with normal apron operation used by commercial aviation. These aircraft do not require a large apron area. The following table shows the equivalence between AENA s stands and ICAO s aircraft classification. AENA vs. ICA aircraft classification AENA s stands ICAO I E(B747, A340, A330) II, III, IV D (B767, B757) V, VI, VII C not regional (MD80, A320, B737) VIII C regional (ATR-72) The following table shows the dimensions of AENA s stands, where all the clearances recommended by the different regulations have been considered. Stand dimensions Type I 8 II III IV V VI VII VIII Length (m) Width (m) In Ithe Endless Runway airport s apron, five types of stands will be offered. Not all aircraft requesting service will be able to use all available gates. It is assumed that a gate designed for large aircraft can be used by smaller aircraft, but not the opposite. Wide body gate positions will be paired with narrow body aircraft gate 8 The original type I stand was for class E aircraft. As the A380 is class F, the necessary dimensions exceed the type I ones. A special stand will be offered in order to comply with the specifications.

76 Page 76 positions so that they form a Multi-Aircraft Ramp System (MARS) gate. This will allow two narrow body aircraft parking positions to accommodate a single wide body aircraft in the same apron location. The first gate type will be suitable only for A380 (72.72 m in length and m wide). Regulations stipulate that for class F aircraft, the clearance between any part of the aircraft and any object or building must be at least 7.5 m. However, if the aircraft parks with its nose perpendicular to the terminal façade, the distance from the nose to the terminal can be reduced up to 4.5 m. The resulting stand will be 87.5 m long by 95 m wide. The second one for class E aircraft, the third one for class D, the fourth one for class C and the fifth one for regional aircraft. The dimensions are the following. A380 Parking Geometry [33]. Typical A380 ramp layout gate [33].

77 Page 77 Size per gate type Type 1 (class F) 2 (class E) 3 (class D) 4 (class C) 5 (regional) Length (m) Width (m) Hub airport In order to compare the seasonal with the hub and even both airports with current airports when evaluating aircraft utilization and requirements, two metrics have been developed: narrow body equivalent gate (NBEG) and equivalent aircraft (EQA). The first one is used to normalize apron frontage demand and capacity to that of a typical narrow body aircraft gate. The apron frontage expressed in NBEG is a good determinant to establish secure circulation around the apron, for example. It is also useful for comparing different terminal concepts. The current NBEG aircraft is an ADG III aircraft, such as an A320, with a maximum wingspan of 36 m. While NBEG utilizes aircraft wingspan, EQA normalizes each gate based on the seating capacity of the aircraft than can be accommodated. It can be used to give a normalized gate capacity, which is useful to estimate the necessary amount of ramp equipment (bar carts/containers, etc). The current EQA is a narrow body jet with 145 seats. As the inputs are the assigned number of gates for each ADG, the number of gates for both the hub and seasonal airport will be calculated. The NBEG index includes 7 aircraft categories, while the EQA considers 8. The turnaround time is defined as the time required between the entrance and exit of a certain parking position, after having received the necessary services, such as aircraft loading and unloading of passengers and baggage, refueling, cabin service, catering and any other repair and technical services. This time varies according to several factors such as type of aircraft, flight origin, transit or destination, etc. Since measuring the real turnaround times in the Endless Runway airport is impossible, LEPA s real turnaround times have been chosen because they are high, far from the optimum ones. Therefore the results will tend to be conservative. As there is not any A380 operating in LEPA, the turnaround time, 139 minutes, has been obtained from [33]. The selected fleet mix corresponds to the busiest hour of the year. The number of necessary gates by the method explained in [1]. It provides a more accurate calculation than the method used in Several parameters will be used: I = size of aircraft grouped into classes, where i= 1 is the largest and i= 7 or 8 the smallest. i = Total number of free stands. G i = number of stands that can accommodate type I aircraft. g i = percentage of stands that can accommodate class I aircraft.

78 Page 78 g i Gi = ΣG i M i = Percentage of type I aircraft from those requesting service. T i = Turnaround time of a type I aircraft. t i = percentage of turnaround time that requires a type I aircraft. M iti ti = ΣM T i i F = capacity, assuming that all the aircraft can use all the available stands. ΣGi F = Σ M T i i C = capacity, assuming that not all the aircraft can use all the available stands. C = F X X g g1 + g = min, t1 t1 + t2 1 2, g1 + g t + t g + t 3 3 The results for the NBEG index aircraft classification are shown in the following table. NBEG index aircraft classification (hub airport) Number of aircraft M i Turnaround time (min) T i (h) M i T i t i G i g i X i =Σg i /Σt i Total =

79 Page 79 If all the aircraft could use all the gates, the number of gates (G) can be expressed as: G = F M i T i = = i F = Capacity of the gates = 109 aircraft per hour, which corresponds to the number of aircraft necessary during the peak hour. As the condition where not all aircraft can use all the available stands is more restricting, the distribution of gates (G i ) that appears in the previous table have been assumed. These gates have the following capacity: 164 F = = The effective number of gates will be given by: C = F X min Thus 164 gates provide sufficient capacity (115 aircraft per hour) for the maximum demand (109 aircraft per hour) and give sufficient margin so that the capacity can absorb the future demand, which is likely to increase. As gates are not immediately occupied by the following aircraft, the utilization factor takes into account this fact, and it is defined as follows: U = ΣA it i P H A i = number of type I aircraft considered during the selected time frame. T i = average stand I turnaround time. H = number of hours of the considered time frame. P = number of gates. Some gate positions have an easier access than others. Therefore times between aircraft departing the gate and the following arrivals are shorter. These gates show a more efficient behaviour. In general, the number of operations per hour can be calculated doubling the capacity (e.g. 115x2 = 230 operations/hour). However, gates are not used 100% of the time. In order to take into account this fact, a utilization factor (U) of 0.8 is used. The ratio arrivals/departures in the peak hour are 54/ Thus the capacity in the peak hour (operations/hour) is: F X U C = min = = % arrivals 0.5

80 Page 80 The results for the EQA index aircraft classification are shown in the following table. EQA index aircraft classification Number of aircraft M i Turnaround time (min) T i (h) M i T i t i G i g i X i =Σg i /Σt i Total = F = = C = F X min The number of operations per hour is within the limits of the previously calculated value (185 operations/hour) Seasonal airport The results for the NBEG index aircraft classification are shown in the following table. NBEG index aircraft classification (seasonal airport) Number of aircraft M i Turnaround time (min) T i (h) M i T i t i G i g i X i =Σg i /Σt i

81 Page Total = F = = C = F X min Thus 76 gates provide sufficient capacity (57 aircraft per hour) for the maximum demand (54 aircraft per hour). The ratio arrivals/departures during the peak hour are 28/26. Thus the capacity in the peak hour (operations/hour) is: F X U C = min = = % arrivals 0.52 The results for the EQA index aircraft classification are summarized in the following table. Number of aircraft M i Turnaround time (min) T i (h) M i T i t i G i g i X i =Σg i /Σt i Total =

82 Page 82 F = = C = F X min Thus 76 gates provide sufficient capacity (56 aircraft per hour) for the maximum demand (54 aircraft per hour). The ratio arrivals/departures during the peak hour are 28/26. Thus the capacity in the peak hour (operations/hour) is: F X U C = min = = % arrivals Apron frontage Apron frontage is the definition and lay out of the façade of the terminal building for parking the aircraft Narrow Body Equivalent Gate calculations Prior to presenting the calculations below, it has to be mentioned that Group IIIa has been added to more accurately reflect the B757, which has a wingspan wider than Group III but substantially less than a typical ADG group IV aircraft. Hub airport FAA Airplane Design Maximum Typical aircraft Number of NBEG Group Wingspan gates index I. Small Regional 15 m Metro II. Medium Regional 24 m SF340/CRJ III. Large Regional/Narrowbody 36 m DHC8/E175/A320/B737/MD IIIa. B757 (winglets) 41 m B IV. Widebody 52 m B767/MD V. Jumbo 65 m B787/B777/B747/A340/A VI. A m A

83 Page 83 Seasonal airport FAA Airplane Design Group Maximum Typical aircraft Number of NBEG Wingspan gates index I. Small Regional 15 m Metro II. Medium Regional 24 m SF340/CRJ III. Large Regional/Narrowbody 36 m DHC8/E175/A320/B737/MD IIIa. B757 (winglets) 41 m B IV. Widebody 52 m B767/MD V. Jumbo 65 m B787/B777/B747/A340/A VI. A m A Equivalent Aircraft calculation The gate calculations for the Equivalent Aircraft (EQA) of the hub airport are defined below. FAA Airplane Design Group Typical Seats Typical aircraft Number of gates EQA index I. Small Regional 25 Metro II. Medium Regional 50 SF340/CRJ III. Large Regional 75 DHC8/E III. Narrowbody 145 A320/B737/MD IIIa. B757 (winglets) 185 B IV. Widebody 280 B767/MD V. Jumbo 400 B787/B777/B747/A340/A VI. A A Note that the EQA does not coincide with the EQA calculated in the first part of D2.2. That was an older version, which was used with the graphics, which used different coefficients.

84 Page 84 These results show that 164 gates could be capable of accommodating up to = 33,263 passengers. Seasonal airport EQA calculations for the seasonal airport are specified in the table below. FAA Airplane Design Group Typical Seats Typical aircraft Number of gates EQA index I. Small Regional 25 Metro II. Medium Regional 50 SF340/CRJ III. Large Regional 75 DHC8/E III. Narrowbody 145 A320/B737/MD IIIa. B757 (winglets) 185 B IV. Widebody 280 B767/MD V. Jumbo 400 B787/B777/B747/A340/A VI. A A Thus 76 gates could be capable of accommodating up to = 11,455 passengers. As the value of passengers per design hour provided by AENA for Palma de Mallorca is 9,908, 76 gates would be sufficient to meet the demand. 4.3 Surface of gates As it was stated in [7] (D1.3), AENA defines eight types of stands. It should be mentioned that, although there are no A380 s in the peak hour, the maximum number of A380 operating during the peak day within a period of one hour is 3. Therefore, four gates will be provided to accommodate this model, located at the exterior side of the two big terminals. Thus, the definite number of assigned gates for the hub airport is: 4 gates for ADG VI, 36 for ADG V, 10 for ADG IV, 6 for ADG IIIa, 94 for ADG III and 14 for ADG II.

85 Page Hub airport Sizing calculations for the hub airport FAA ADG ICAO code letter Maximum Wingspan Wingtip clearance Gates Apron frontage Total (m) I A (15+3)x0 0 II B (24+3)x III C (36+4.5)x94 3,807 IIIa C (41+4.5)x6 273 IV D (52+7.5)x V E (65+7.5)x36 2,610 VI F (80+7.5)x ,013 AF = N x (W + C) AF = Apron Frontage; N = Number of gates; W = Average wingspan; C = Wingtip clearances The result of the previous calculation gives the minimum apron frontage length required. The apron frontage length, according to the defined dimensions of parking positions is: AF = 4x x80 +16x x x37 = , , , = 8,986 m. Area = 380x ,880x ,072x ,136x x37 = 33, , , , ,166 = 586,316 m 2. If the MARS system is implemented, there will be 4 parking positions for class F aircraft and 94 for class E aircraft. As it was previously explained, for every wide body parking positions there are two narrow body ones. Thus, there are 196 parking positions for narrow body aircraft, which coincides with the NBEG index. The new apron frontage is: AF MARS = 4x x83.5 = ,849 = 8,229 m. A MARS = 380x ,849x87 = 33, ,863 = 716,113 m 2.

86 Page 86 MARS configuration with a B (left) and two B (right). With the MARS system, the apron frontage length has been reduced over 750 m, which decreases substantially the construction costs of the terminals. However, it is approximately over 200 m longer with respect to the initial distribution of gates. The main advantage of the MARS configuration is the flexibility in operation, which will reduce the overall taxiing times of the airport, increasing indirectly the apron capacity. The area dedicated to parking positions has increased due to the depth of the wide body parking positions. The gates will be distributed into 2 big terminals and 2 smaller ones. Each big terminal will have 25 positions for wide body aircraft plus 2 for the A380, divided into 11 wide body parking positions at the straight inner side and 14 wide bodied plus 2 class F at the outer curved side. There are transversal apron service roads, 3.7 m wide, between each parking position, which connect the head-of-stands service roads parallel to the terminal façade to the outer edge of the parking positions. Two dual lane transversal service roads, 7.4 m wide, are placed at the inner side of the terminals and connect with the airport facilities at the inner part of the Endless Runway airport. The resulting terminal length for the inner side (AF Bigin ) and outer side (AF Bigout ) of the big terminals is: AF Bigin =11x x x3.7 = = m. AF Bigout = 2x x x = , = 1,415.3 m. Each small terminal will have 22 positions for wide body aircraft, divided into 9 wide body parking positions at the straight inner side and 12 wide bodied at the outer curved side. There are transversal apron service roads, 4.5 wide, between each parking position. Two dual lane transversal service roads, 7.4 m wide, are placed at the inner side of the terminals, which reach facilities at the inner part of the Endless Runway airport. The resulting terminal length for the inner side (AF Smllin ) and outer side (AF Smllout ) of the big terminals is: AF Smllin =9x x x3.7 = = m. AF Smllout = 12x x3.7 = 1, = 1,046.4 m.

87 Page 87 Gate distribution at the hub airport. Detail of the main terminal

88 Page 88 Detail of a lateral terminal Seasonal airport Sizing calculation for the seasonal airport FAA ICAO code Maximum Wingtip Gates Apron Total ADG letter Wingspan clearance frontage (m) I A (15+3)x0 0 II B (24+3)x6 162 III C (36+4.5)x54 2,187 IIIa C (41+4.5)x6 273 IV D (52+7.5)x2 119 V E (65+7.5)x4 290 VI F (80+7.5)x ,031

89 Page 89 AF = 4x80 +8x x44 + 6x37 = , = 3,454 m. Area = 320x x ,376x x37 = 25, , , ,214= 201,790 m 2. Implementing the MARS system, considering a NBEG index of 79, there will be 39 parking positions for wide body aircraft and one exclusively for narrow body aircraft. AF MARS = 39x x44 =3, = 3,300.5 m. A MARS = x x54.5 = 283, ,398 = 285,714 m 2. Applying the MARS system, the apron frontage length has been reduced over 150 m. In this case, the reduction in apron frontage length is not as significant as in the previous scenario. However, it is approximately 300 m longer with respect to the initial distribution of gates. As far as apron frontage length is concerned, the best solution would be implementing 5 different types of gates. However, increasing the flexibility of operations is given priority over apron length frontage. The area dedicated to parking positions has increased due to the depth of the wide body parking positions. The gates will be distributed into two terminals, a main one located at the north and several remote stands located at the previous location of terminal C. As it is explained in Appendix C, mild weather conditions and high seasonality lead to a transporter configuration. Furthermore, keeping a terminal closed during the low season would result in high maintenance costs. The number of remote positions has been estimated taking into account the difference between the number of passengers at the peak month (3,461,434) and the annual average (1,892,862), which is 45%. Therefore, considering that aircraft parked at gate positions are larger and at the stands park the majority of regional aircraft, there will be approximately 40% of remote stands (32) and 44 contact gates. With the MARS system, the resulting configuration is 22 parking positions for wide body aircraft, distributed into 9 positions in front of the straight façade and 13 at the curved part of the terminal. There are transversal apron service roads, 4.5 wide, between each parking position. Two dual lane transversal service roads, 7.4 m wide, are placed at the inner side of the terminals, which reach facilities at the inner part of the ER airport. The resulting terminal length for the inner side (AF Smllin ) and outer side (AF Smllout ) of the big terminals is: AF in =9x x x4.5 = = m. AF out = 12x x4.5 = 1, = 1,056 m.

90 Page 90 Contact gate positions at the seasonal airport. There is no need to apply the MARS system to the remote stands. Therefore, taking into account the percentage of average daily departures for Palma de Mallorca in August 2011 (the peak month), and assigning every aircraft model to its corresponding AENA stand, the next table shows the percentage of stands for that traffic mix. TYPE I TYPE II TYPE III TYPE IV TYPE V TYPE VI TYPE VII TYPE VIII 0,03% 0,07% 3,2% 4,2% 6.1% 66,7% 9,5% 10,2% The number of remote stands is 32. Assigning the percentages will lead to the following table (%type(i) of 32): TYPE I TYPE II TYPE III TYPE IV TYPE V TYPE VI TYPE VII TYPE VIII For the apron selection it has been considered that the majority of heavy aircraft will park at contact gates and all regional aircraft will park at the stands. The resulting stand distribution will be: 2 stands type IV, 23 stands type VI, 3 stands type VII and 4 stands type VIII. The resulting apron surface required will be: A remote = 57.5x53x x44 00 m Apron slopes For apron operations (fuelling, push-back, etc), slopes must be kept under 1%, but consistent with the drainage requirements. At gates where aircraft are being fuelled the apron slope should be kept within 0.5%. The maximum apron taxilane slopes are 1.5%. If the pavement is made of concrete, it s slopes shall not be kept

91 Page 91 under 1% for drainage purposes. In any case the apron slope shall be less than 0.5%. This does not mean that the platform will have a single slope. The terminal building coordinate, the earth movement that fits the topography and the apron drainage needs. As no particular location has been defined to establish the Endless Runway airport, defining the exact apron cross-section is outside the scope of this project. 4.5 Apron layout The previous calculations showed that at least 164 gates were necessary to satisfy the peak demand. At conventional airports not all aircraft are parked in contact gate positions. Although providing loading bridges for all aircraft is not economically efficient because it would require larger buildings, which would increase maintenance costs, it highly increases the level of service and it is the preferred option for passengers. Furthermore, the apron frontage length is sufficient to accommodate all aircraft. That is why regional aircraft will be served in contact gates, like the rest of aeroplanes. The largest aircraft will be parked towards the centre of the terminals in order to provide better flows within the terminals Terminal aprons Almost all the apron surface will be located around the four terminals, as it was indicated in the picture Remote aprons Several parking positions must be available for aircraft that remain at the airport for a considerable time. These are typically referred as Remain Over Night (RON) aprons and they keep the gate positions available for scheduled flights. These parking positions can be located in remote stands or having aircraft double parked on contact gates. If aircraft are parked remotely they are towed to a contact gate for departure and towed off a contact gate to the RON area after the evening arrival. The distance from the terminal cannot be excessive Apron de-icing facilities Aircraft de-icing facilities are recommended at airports where icing conditions are expected. This includes airports that serve aircraft that can develop frost or ice on critical surfaces even though the airport itself does not experience ground icing conditions. As this is the case of Paris, d-eicing facilities are contemplated. There are two types of de-icing facilities: centralized and decentralized. The first type requires the construction of a dedicated de-icing apron area. Some advantages of a centralized de-icing apron include maintaining better control of collecting spent de-icing fluids, freeing up the gate area for arrivals, minimizing vehicular traffic in the gate area and providing for a common-use de-icing operation. However, the only available space for this type of facility would be at the inner part of the apron. As de-icing treatments are effective for around 15 minutes, depending on weather conditions, placing the de-icing facilities there is not advantageous. Therefore, de-icing will take place at several aircraft gates located at the outer part of the terminals, before push-back. Collection of spent de-icing fluids must be taken into account when planning the apron drainage system. Their dimensions will be similar to the gates provided, taking into account a minimum distance of 3.8 m around them in order to allow the operations of de-icing vehicles and the collection of de-icing liquids.

92 Page 92 According to [21], the size of an aircraft de-icing pad is determined by the aircraft parking area and the manoeuvring area for mobile de-icing vehicles. The width and length of the parking area equals the upper wingspan of the most demanding airplane design group using the de-icing pad. The largest aircraft using the facility will be an A380, whose wingspan and length are and m respectively. The manoeuvring area for mobile de-icing vehicles provides the vehicle lane width necessary for two or more mobile de-icing vehicles to satisfactorily perform simultaneous operations in order to remove deposits of frost, ice, slush, and snow from aircraft surfaces and for anti-icing operations. The vehicle lane width must be 3.8 m and be mutually exclusive of any adjacent de-icing pad. This must be taken into account because the lane width for normal gates is set to 3.7 m. Individual de-icing pads need to provide sufficient manoeuvring area around the aircraft to allow simultaneous treatment by two or more mobile de-icing vehicles. Given the fleet mix, the following de-icing pads will be provided: 2 exterior de- m 2 exterior de- 8 exterior de- 2 exterior de- The total length is m. For the total width the ADG VI taxiway centreline to taxiway centreline will be chosen (120.5 m). Thus the total de-icing area will require: A di = = 98,509 m Special considerations One isolated remote stand will be provided for security reasons (VIPs, terrorist attacks, etc). The requirements stipulate that the stand must be separated at least 100 m from any object. Its estimated area will be 10,000 m 2. It will be located near the engine test apron. Another special stand will be the engine test apron. The increase in airport operations and engine thrust has required engine test facilities which incorporate noise reduction facilities and deflect upward gas jets. Pavement design of these platforms must take into account that aircraft remain parked for a considerable time and the engine tests cause vibrations. In order to isolate noise, there are multiple screens around the stand. Several baffles are placed a few meters before the screens where the engines exhaust gases are directed. The screen height will be appropriate to the size of the aircraft and engine location (for a is 14 m and 20 m roof without it). A ground service equipment storage area, where equipment utilized in servicing aircraft is positioned when not in use, should be provided. Its size depends on the airline requirements and their operational activity. A

93 Page 93 major storage area should be placed in close proximity to the apron without interfering with regular apron operations. It should not be so far away that it takes excessive time to reach aircraft positions. 4.6 Apron service roads Space must be considered for the circulation of apron multiple apron vehicles. The Endless Runway airport s apron service roads have two lanes (3.7 m wide each) and an additional turn lane in high-congestion areas, which provides vehicle-queuing and by-pass capability. This width is sufficient to accommodate the widest equipment used in the service road. The next table shows typical dimensions of ground support equipment. Length and width of service vehicles Vehicle Length (m) Width (m) Container loader Catering vehicle Deicing vehicle Fuel tanker Glycol recovery vehicle Hydrant vehicle Lavatory Vehicle Passenger loading lifting unit for the handicapped Passenger loading passenger ramp Potable water vehicle There are three types of apron service roads: tail-of-stand/apron edge, head-of-stand and between aircraft wingtips. On the first type, the road is located behind the aircraft. Conflicts can arise between aircraft and vehicles. They are usually preferred for linear pier terminals with gates at both sides. With the second type, the apron service road will be placed parallel to the terminal façade. It is usually used in international airports serving a high percentage of wide body aircraft. A fixed part of the loading bridge is required, which increases the total depth of the aircraft apron. IATA recommends a height clearance of at least 4.2 m. Room for pushback procedures should be planned to allow for aircraft tug manoeuvrability space that will not interfere with the service road and potentially cause congestion. Flow interference between these roads and apronlevel door exits must also be taken into account. Therefore several walkways will be painted with white stripes

94 Page 94 across any head-of stand service roads. A certain number of service roads between wingtips will be provided in the Endless Runway airport. They will allow small vehicles to pass between the aircraft. Increased wingtip separation will be required to protect against aircraft damage in case of vehicle deviation from the service road. Adequate signage must also be provided. In order to avoid confusion apron service road paint will have a different colour than taxiway paint. 4.3 Inner apron There is a parallel taxi lane and apron taxiway, prepared for class F aircraft, located on the inner part of the apron. Instead of two parallel taxi lanes, an apron taxiway is preferred because of the higher speed allowed. Therefore, taxiing times can be lowered. According to ICAO s regulations, they are separated 97.5 m and their distance to the parking gates is 50.5 m. The inner turning radius is 52 m, the radius recommended by the FAA. The minimum fillet radius (see section ) is 29.4 m. The fillet radius given, 1.5, provides plenty of space for turning. The outer turning radius is 97.5 m. The necessary maximum steering angle is: A = sin d = sin R max = The castor angle (B max ) is given by: 19.1º 1 w 1 B max = tan tan Amax = tan max max < d ( tan A ) = A = 19.1º 50º The following figure verifies graphically that two A380 can manoeuvre at the same time on both taxi lane and taxiway respecting wingtip clearances (7.5 m). Furthermore, gear deviation of 3.5 m must be considered. Thus the resulting clearance must be x3.5 = 14.5 m, which is inferior to the minimum distance between wingtips encountered (15.9 m). Two A380 turning at the same time at the inner apron area.

95 Page 95 5 Airside facilities The auxiliary aeronautical facilities are the following: Control tower, independent from the terminal building. Technical centre, associated to the control tower. Management buildings. Fire building. Broadcasting centre. Security and police facilities. Some of these facilities, such as the security and police, technical centre, and management tasks will be carried out in the main terminal. The rest of activities will mostly take place at the inner part of the airport. 5.1 Control tower The control tower is located at the centre of the circle. It consists primarily of two facilities: ground-level and elevated. On the one hand, the ground building consists of a basement, and three floors. This building will contain the technical centre activities. The ground floor (2,300 m 2 ) has an entrance hall, offices, dining room and a kitchen and a technical mezzanine (600 m 2 ). The second floor (2,100 m 2 ) contains an equipment room, offices, conference room and classrooms. The third floor comprises the control center operations room, offices, a simulation room and a rest area. This is where the weather forecast offices (measurement equipment, such as thermometer, anemometer, barometer, etc will be placed along the runway and at several points of the airport), the AIS, the ATS office, commercial, engineering and airport services will develop their activities. On the other hand, 5 circular floors are located at the top. The estimated total surface of these circular floors is 4,800 m 2. The biggest floor contains (12 m diameter) navigation and communication devices. The air controllers work at the highest floor (80 m high). There will be cameras in order to track aircraft at the outer part of the concourses façade. The equipment should be located on the ground building so that the repair is easier than if they were placed at a certain height. Sufficient space must be provided. A warehouse that contains 4 mobile control towers should be included. They may be used in the case of severe malfunction of the main control tower, being placed at certain strategic points, so that they can cover the airport. They have the essential equipment and they would be used in emergency situations. They can be operative in approximately 4 hours. The ground surface occupied by the control tower is 3,200 m 2. Additionally the proposed site must consider parking lots for employees and future building needs. The total estimated area occupied by the control tower is 23,200 m 2.

96 Page 96 Sizing of different area Floor Description Surface (m 2 ) Service area Basement Equipment 750 Ground floor Approach room, equipment and general facilities 1,800 First floor Control room 1,200 Upper floor 1 st floor Air-conditioning nd floor Rest area 350 Controlling area 300 Total 4,800 Mobile control tower [22] It is required that the control tower has a clear line of sight (LOS) to control all traffic patterns, the final approaches to all runways, all runway structural pavement and other operational surfaces controlled by Air Traffic Control (ATC). A clear LOS to taxi lane centrelines is desirable. It is recommended that the farthest point is not more than 5 km away from the control tower, which enters within the range of the Endless Runway s

97 Page 97 size, whose farthest point is approximately at 1,700 m from the centre of the circle. To avoid reflections, glasses are slightly colored and they are placed with a negative vertical angle of 15. The viewing angles should be of the order of 1.5% and at least 1%. The satellite buildings interfere with the control tower. The roof of the main concourse is inclined in order to allow a better LOS. Seasonal airport The control tower for the seasonal airport will be placed at the same point. It will have an octagonal top view and will be 60 m high. The elevated part will have two floors with a diameter of 10 m. At the foot of the control tower there is a four-level building consisting of: basement, ground floor (1,800 m 2 ) with an entrance hall, offices, a kitchen and a canteen, mezzanine (500 m 2 ), for air conditioning and other equipment, first floor (1,600 m 2 ) which houses equipment, conference rooms and offices, and third floor (1,200 m 2 ), where the control centre, operations room, offices, simulation room and rest room are located. Next to this building, there are several parking lots for personnel. The estimated ground plan surface for the control tower will be 20,000 m Fire building Regarding the fire building, depending on the maximum fuselage width and fuselage length of the airports biggest aircraft, the fire building category is selected. The biggest aircraft which is going to operate in the airport is an A380, whose length and fuselage width is 72.7m and 7.1m respectively. As the number of ADG E operations is over 700 during the peak 3 months, the associated category is 9. Thus the minimum number of fire vehicles is 3. It is required that the first vehicle arrives at the runway in less than 3 minutes, preferably 2 minutes and reach 50% of the discharge regime extinguishing agent. The other vehicle must arrive at intervals not exceeding 1 minute. There are 40 tonne tankers capable of reaching 90 km/h in 20 seconds and carry 15 m 3 of water and 1.6 m 3 of foam. Based on the previous assumptions the distance travelled in 2 minutes, assuming that after the first 20 seconds the fire vehicle moves at a constant speed of 90 km/h, is: 1 90/ = t = = x ma x mc 2 = (90 / 3.6) t = (90 / 3.6)100 = 2,750 x mc 3 = (90 / 3.6) t = (90 / 3.6)160 = 4,250 The previous calculation shows that the farthest point of the airport shall not be located no more than 4.25 km, being 2.75 km the maximum recommended distance. This leads to placing two fire stations, one at the corner of the main terminal and one of the small concourses and the other in the diametrically opposite direction, near the inner apron. Its facilities consist of a 66x45 m ground floor plus 10x30 m dedicated to office space. The first floor (27x14 m) will have break rooms and kitchens. A 6x6 second floor warehouse and an observation room equipped with an observation tower of 30 m 2 will also be provided. There will be an elevated tank with 36,000 l of capacity. It also has a direct communication with the control tower by means of an exclusive telephone line and aeronautic frequency. There is a fire centralized computer network, with

98 Page 98 computers connected to its corresponding fire station spread in all terminals and buildings. Moreover an area (22x44 m) dedicated to exercising and parking for personnel and another one for vehicle washing should be provided. According to ICAO s Annex 14, at least three vehicles are required for category 9, one rapid response vehicle and 2 heavy ones. The fire station has the following vehicles: 4 MAC, 2 MAN, 4 SAL, 2 command vehicles. The capacity of the previous vehicles is: Vehicles MAN and MAC: 1 10,000 l of water, 1,200 l of AFFF foam and 250 kg of chemical powder. Vehicle SAL: 5,000 l of water and 620 l of AFFF foam. Command vehicle: equipped with a small water pump plus rescue equipment. Furthermore, the following equipment will be required: 1 lighting vehicle, 2 trailers equipped with rescue material (stretchers, etc.), one water pump for water transfer, one lighting trailer, two vans for transporting personnel and 1 jeep for transporting loads. A total of 19 vehicles will be provided. The total estimated area occupied by each fire station is 6,250 m 2. Seasonal airport Similarly to the previous case, there will be two fire buildings at the same locations, which will cover half of the airport each. The building located near the terminal will be the central fire station, which will be the control area of the airport s centralized fire fighting network. Taking into account ICAO s requirements, the fire stations will be of category 9. It is estimated that both stations will have 70 firemen and 3 vehicles MAC, 2 SAL, 2 MAN, 2 command and other auxiliary vehicles. The main fire station facilities will consist of: ground floor (1,800 m 2 ), with offices and the control room, first floor (150 m 2 ) which will include the rest area, dining room and kitchen, and the second floor (10 m 2 ), which will be used as warehouse. Furthermore, there is an observation room at the top of the building (25 m 2 ). The ground area occupied by the main fire station will be 4,500 m 2, 3,000 m 2 for the facilities and 1,500 m 2 dedicated to parking space. The southern fire station will occupy 4,000 m Broadcasting centre The broadcasting centre will be located next to one of the fire buildings, while the receivers will be placed in the control tower. The land-air communication devices and the transmitters (VHF and UHF) will be placed there. Based on the surface of similar facilities, its estimated surface is 600 m 2. Seasonal airport The broadcasting centre will be located near the third line buildings of the cargo area. Its estimated area will be 150 m 2.

99 Page Aircraft processing area facilities The Endless Runway airport will generate a demand for industrial activities, such as aircraft maintenance, reparations, storage, hangars, offices, etc. The facilities which are part of the aircraft processing area are: Catering (food preparation). Hangars. Warehouses. Apron handling vehicles Catering activities Regarding catering activities, they are expected to be located in a third line building. Its final dimensions will depend on the requirements of the contractor. The increasing importance of low-cost companies and cost reduction policies by legacy carriers, eliminating free on board catering service, has led to pressuring catering companies to offer more competitive prices. Their products are evolving towards lower end products (4 th category and frozen). Catering companies have also constituted alliances, similarly to airlines and have outsourced several activities, due to more modern food manipulation techniques. However, the growth of international traffic will tend to increase the production volume. Its estimated area is 5,000 m 2 if the production is made outside the airport. If the production is carried out at the airport, the required space would be 90,000 m 2. In this case production facilities would be placed at the outer industrial area, with an easy access to the airfield. Catering facilities will be connected to the airline and airport information systems. Seasonal airport Its estimated area is 5,000 m 2 if the production is made out of the airport and 45,000 m 2 if it is done inside the airport. Hangars As the airport will be the operation basis of the home carrier, some space will be required for hangars. There are four types of hangars, with varying level of sophistication (from the most simple to the most complex): T-hangars, conventional hangars, executive or box hangars and corporate hangars. Each of them is defined in Appendix B. The inner part of the circle will be reserved for maintenance and aircraft reparations in order to prevent displacing the aircraft outside of the circle. The area required for developing maintenance activities, including the associated hangar apron, is 1,200,000 m 2. Although the remaining area inside the circle is 720,000 m 2, it is feasible to accommodate all the necessary facilities taking into account that several storey buildings up to 20 m. high (in order to prevent interference with the LOS from the control tower) can be constructed. It is estimated that by the traffic volume, the demand of hangars would be for 18 narrow body aircraft, 12 type D aircraft and 6 wide body aircraft. Hangar door orientation highly depends on the dominant wind. Several

100 Page 100 hangars will be suitable for revisions type A and B (up to 300 flight hours) and minor inspections (daily, weekly, etc), in other words, preventive and corrective maintenance. Major revisions (type D and some type C), repair of aircraft, both motor and structure will also take place at the inner part of the airport. The dedicated facilities for these functions will be 8 hangars, an engine revision and repair area (54,500 m 2 ), an engine test area (4,200 m 2 ) and its adjoining building (1,300 m 2 ) to test engine accessories, a computer data center, a flight simulator building, a maintenance building (43,500 m 2 ) dedicated to aircraft maintenance support activities (retreading, carpentry, etc.) and a service building. It would also have a water treatment plant. Two hangars will be dedicated to aircraft washing and painting, one for narrow-body aircraft (6,500 m 2 ) and another one for widebody aircraft (25,200 m 2 ). The size of the hangar and door height determines the size of aircraft that can be accommodated. The first type is 180 m wide by 140 m deep. Its height is 45 m and it is capable of accommodating 2 A380 and 3 B747. These hangars will be located towards the centre of the circle in order to prevent interference with the control tower LOS. The second type is 100 m wide, 65 m deep and 18 m high. It can accommodate 2 B737 or 1 B767. In the hangar dimensions have been taken into account the size of aircraft, its clearances, office space, workshops, hallways and several additional facilities. A TOT = 2 A A A 2 = (100 65) = 186,900 m 2 Furthermore, it will be necessary to reserve around the hangars additional space for vehicle parking, warehouses, circulation and second-line warehouses. Furthermore a workshop dedicated to electrical instruments, radio and accessories (13,500 m 2 ), a medical centre and an office building will be placed there. A small engine test area will also be provided (500 m 2 ). The total estimated for these facilities is 20,000 m 2. A second industrial area will be located outside the circle, near the logistics centre, with an estimated surface of 1,750,000 m 2. Non-essential aircraft related industrial activities will take place there. Seasonal airport The estimated space for industrial activities will be 1,265,000 m 2, divided into 265,000 m 2 inside the circle and the rest in a dedicated area outside. There will be two hangars, whose dimensions are 100 m wide, 65 m deep and 18 m high. The most complicated maintenance operations will be made there. There will be an apron area in front of the hangars dedicated to aircraft parking, which are going to receive maintenance and repair activities. The building dedicated to handling services will have 3 floors. The basement (500 m 2 ) will be used as warehouse and for general equipment. The ground floor will harbour the repair and maintenance of handling vehicles. Finally, several offices will be placed on the first floor (1,400 m 2 ). Next to this building will be located the handling vehicle parking area. A modular design will allow that each airline park their vehicles at a certain assigned area.

101 Page 101 Apron handling vehicles The estimated occupied surface by handling vehicles is 200 m 2 /aircraft for contact gate positions and 250 m 2 /aircraft for remote stands. The necessary parking space is = 21,800 m 2. The vehicles considered have been: aircraft tugs, lavatory vehicles, potable water vehicle, container loader, catering vehicle, passenger ramps, baggage carts and cargo pallet, hydrant vehicles, GPUs and APUs. Furthermore, additional space must be considered for vehicle maintenance and repair. A factor of 1.8 will take be sufficient to size the whole area occupied by handling vehicles. Thus the total required area will be 21, = 39,240 m 2. Seasonal airport The necessary surface, considering 55% of contact gates and 45% of remote stands, is 54 ( ) = 12,015 m 2. Thus the total area 12, = 21,627 21,600 m Industrial and commercial areas The industrial and commercial areas harbour businesses and airport related activities, such as: Rent-a-car facilities. Cargo facilities Pilot schools. Wildlife control service. Supply zone. It can also be an appropriate area for the instalment of companies related to air transport, such as aircraft companies and suppliers. Rent-a-car facilities Rent-a-car companies demand facilities dedicated to general maintenance and washing of vehicles. Therefore it is necessary to plan a place that includes a multifunctional building where the previous activities take place either at a collective level of all rental companies, individually or joint. In order to determine the estimated surface for rent-a-car facilities, it is assumed a passenger flow of 60% of the Peak Hour originating Passengers (PHP), which is a conservative percentage. From those air travelers, it is estimated that 20% use rent-a-cars with an occupancy ratio of 1.5 passengers per car and a dwell time of 4 hours at the rent-a-car parking. The estimated surface is 25 m 2 per vehicle. (0.6x20,135x0.2)/1.5 = 1,611 vehicles A rac = 25x1,611 = 40,270 m 2 The estimated parking space required is approximately 40,300 m 2 and the building 9,000 m 2 in case there is a common maintenance for all companies. Rent-a-car vehicles will be parked at the parking area under the

102 Page 102 runway hump. Due to the location of the vehicles, rent-a-car companies would find it convenient to be placed between the curbside and the external façade of the runway. Seasonal airport As the traffic characteristics at Palma de Mallorca differ slightly from the previous case, the parameters have been changed. From a passenger flow of 60% of the PHP, only 12% use rent-a-cars with an occupancy ratio of 1.7. (0.6x9,908x0.12)/1.7 = 420 vehicles A rac = 25x420 = 10,500 m 2 Cargo facilities According to Airbus most recent forecasts, cargo traffic (international and domestic) will increase 5.8% annually to This means that the cargo rate of growth is higher than civil aviation. Although air freight represents approximately 1%, in tonne km, of all freight transported by all modes, it should not be overlooked. It accounts for approximately 26% of the total combined scheduled passenger and freight tonne km carried by air, generating revenue which is around 12% of the total. This sets the relative importance of cargo operations in an airport. Taking into account the trends, it will be necessary to provide sufficient room for future expansions. Further expansions in a confined space, like the centre of the circle are highly impractical. Moreover, to prevent unnecessary and undesirable interference between passenger flow and cargo operations will tend to be separated. Therefore a logistics centre will be placed next to the external façade of the airport, where freight can be received. This logistics centre will prevent heavy trucks entering the airport, which would lead to the placement of controls and the possibility of queue creation. Goods will be transported from the cargo terminal to this logistics centre via a train, similar to an APM. The cargo area will include several services: receiving, sorting and dispatching goods and mail, customs, animal, plant health and tax inspections, independent access, control and security, basic handling activities, and offices of cargo companies. The cargo terminal serves four principal functions: conversion, sorting, storage and facilitation and documentation. At trans shipment, the cargo is transferred by combining a number of small loads into a larger unit, such as a pallet or container, which can be more easily handled air side. A transfer also almost certainly takes place in flow patterns. The land side flow is characterized by the continual arrivals and departures of small loads, which may form either the entire load or part of the load of a truck. This function is carried out at the outer part of the terminal. Freight is transported using a cargo APM to the southern terminal, where these loads are batched into individual aircraft loads. The sorting function occurs as the terminal accepts loads of cargo bound for a number of different destinations, combining them, and forming aircraft loads for individual destinations.

103 Page 103 Storage is necessary to allow load assembly by conversion and sorting, since flow patterns and rates on the landside and air side are quite dissimilar. Finally, facilitation and documentation is conveniently carried out at the cargo terminal, where frequently a physical transfer takes place between the surface and air carriers, and such governmental controls as customs are normally performed. The efficient operation of a large, modern cargo terminal is vitally dependent on modern documentation procedures. These last three functions will take place at the southern concourse. The transport of goods and traffic is complementary. That means that the peak cargo period occurs generally at night (generally from 20 p.m. to 6 a.m.), not interfering with the surges of commercial flights. Therefore, cargo aircraft can be parked around the southern big terminal building, near the cargo terminal. Four remote stands, one for ADG F and three for ADG E will also be provided. IATA recommends m 2 /Tn and other publications [5] suggest a value between 0.11 and 0.22 m 2 /Tn. Nevertheless, these ratios do not adjust very well to the actual surface needs. The ratio used to estimate the cargo area will be m 2 /Tn, based on airports of similar characteristics. In 2,011 Paris Charles de Gaulle handled 2,088,000 metric Tonnes of cargo. Thus the required cargo area will be: A C = ,088,000 = 1,112,904 m 2 Cargo activities can be classified into first, second and third line activities. The ratios used to size the different facilities can be found in the following table. Cargo ratios for the hub airport m 2 /Tonne/year warehouse office 1 st line nd line Services and offices Total Services in the so called first line comprise handling agents, airlines with auto handling services and courier services with an estimated area of 657,720 m 2, distributed into 584,640 m 2 for warehouses and 73,080 m 2 for offices. The first line will include the following buildings: cargo terminals (independent terminals for each operator, courier terminals, cargo terminal operations offices, loading and unloading of cargo and special facilities, such as refrigerators, facilities for animals, valuable goods. The main objective of the cargo area is to

104 Page 104 attain a flexible treatment of freight, grouping the cargo companies, allowing their activities in a certain area, favoring scale economies. In this sense, locating first line activities into a terminal creates synergies. The majority of first line cargo activities will be carried out at the southern terminal. The second line is the ideal location for freight forwarders and logistics operators in general. It will be dedicated to support activities, such as warehouses, banks, restaurants and offices. The estimated needs are 240,120 m 2. It will have 83,520 m 2 of its total surface dedicated to office buildings and 156,600 m 2 to warehouses, private parking and manoeuvring areas. Cargo operators will need warehouses with robots, cold storage and intended to house different types of containers, such as ULDs (Unit Load Device) or LD3, cargo bulk and parcel services. It also would require a vault for valuable goods and electronic scales at ground level connected to a computer system. An area dedicated to air couriers (for example DHL, UPS, TNT, FedEx, etc) and airlines with direct access to the apron should be provided. The estimated area for third line activities is 215,060 m 2. Although there are offices spread through the concourses, they will be mostly carried out at a four-store building located next to the southern outer edge of the runway. The estimated area will be 1,112,900 m 2. Since the remaining inner space is 720,000 m 2 and there is sufficient room at the concourses, several cargo facilities will be spread through the different concourses, concentrating the majority of them at the southern terminal. Southern terminal: cargo offices 1 st line level 1 (73,080 m 2 ) + cargo warehouses 1 st line level 1 (98,595 m 2 ) + cargo warehouses 1 st line level 0 (210,775 m 2 ) + cargo warehouses 1 st line level -1 (100,000 m 2 ) = 482,450 m 2. East terminal: cargo offices 2 nd line level 1 (83,520 m 2 ) + cargo offices 3 rd line level 1 (6,480 m 2 ) + cargo offices 2 nd line level 0 (34,350 m 2 ) + cargo offices 3 rd line level 0 (48,660 m 2 ) = 173,010 m 2. East terminal: Cargo warehouses 2 nd line level 0 (122,250 m 2 ). Main terminal: cargo offices 3 rd line level 1 (27,575 m 2 ) + cargo offices 3 rd line level 0 (13,595 m 2 ) = 41,170 m 2. Outer edge at the south: 1 st line warehouses (175,270 m 2 ) + 3 rd line offices (118,750 m 2 ) = 294,020 m 2. Seasonal airport During 2,011 the amount of transported freight and mail at LEPA was 15,777 Tonnes and 900,660 kg, respectively. The characteristics of traffic are similar to the passengers traffic, reaching its peak during summer. The cargo terminal will be located at the inner part of the circle. There will be a dedicated apron for freight aircraft and three lines of facilities. The cargo landside terminal will be included inside the circle. Heavy weight vehicles will access the landside cargo terminal through tunnels. For security reasons, the landside

105 Page 105 cargo area will be located in a secluded and protected area. Therefore vehicles arriving from outside will not be able to access the airside. The different ratios for the design of the cargo area are shown below. Cargo ratios for the seasonal airport m 2 /Tonne/year warehouse office 1 st line nd line Services and offices Total First line will facilities will include the cargo terminal, which will comprise: handling operators, mail, courier operators, and cargo companies. Sufficient office and warehouse space will be provided for these cargo agents. The results (in m 2 ) are shown at the following table. The design ratio for the first line, according to experience, of an airport of similar characteristics will be m 2 /tonne. Thus, the estimated surface for the first line will be 15,777x0.271 = 4,276 m 2. Its estimated depth will be 40 m. Surface calculation Activity Warehouse Operations Office Administration Office Handling operators 2, Integrators Couriers Mail Total 3, Second line activities will include the cargo activities that do not require access to the freight apron area. These activities are: customs and non-customs warehouses for the cargo agents, customs and non-customs warehouses for courier agents without proprietary aeroplane and administration services (customs, airport, commercial, etc). The design ratio for the second line will be m 2 /tonne. Thus, the estimated surface for the first line will be 15,777x0.071 = 1,120 m 2. Surface calculation

106 Page 106 Activity Warehouse Operations Office Administration Office Cargo agents Customs Customs agents Airlines Total Third line facilities are necessary for activities not related with the processing of air freight but take advantage of their proximity to the cargo area. These activities would comprise: storage and distribution, administration offices and warehouses of companies dedicated to air commerce and offices of cargo and customs agents whose activities are not related to processing of goods. The design ratio for the third line will be m 2 /tonne. Thus, the estimated surface for the first line will be 15,777x m 2. Therefore, the necessary surface for the cargo demand at LEPA will be: 4, , = 6,350 m 2. Due to the expected growth of cargo transport, this area will be multiplied by a correction factor of 1.5. Thus, the cargo area will be 6,350x1.5 = 9,525 m 2. Wildlife control service The wildlife control centre will be located on the inner part of the circle. Its task consists of a systematic introduction of for example a hawk to prevent birds from entering the airport grounds. The service would count with 12 falcons and one hawk. Its estimated surface is 500 m 2. Seasonal airport The estimated surface is 250 m 2. Supply zone The supply zone comprises: water supply, collection and treatment of waste, wastewater quality and air centre, noise control surveillance centre, communications, electricity and fuel supply. The annual consumption of water C W (in m 3 ) can be estimated by the following formula: C w = P P = 1,662,441 P = number of annual passengers = 60,970,551

107 Page 107 Several water tanks (underground, 2,000 m 3 and on the ground 250 m 3 ), which will make 40,000 m 3, will be sufficient for one week storage. They will be placed in the industrial zone area, which will provide a reserve in case of emergency. Handling companies are responsible for collection and treatment of waste from the airside. Selective containers (paper, glass, etc) will be available at various locations in the terminals and different buildings. The waste will be carried to a special plant, located at the outer industrial area, where it will be treated. The area will also have containers containing hazardous waste. This plant will be located outside the circle, at the outer industrial area, near the water supply area. According to experience, the wastewater treatment plant must have at least 60% of the water supply capacity. Thus the estimated volume of wastewater (V ww ) will be: V ww = ,398,209 = 11,038,925 m 3 Its estimated surface is 27,000 m 2. Two power plants are proposed, one at the northern part of the airport and the other one near the outer industrial area. The estimated surface of the first power plant is 8,200 m 2. This power plant will supply electricity to the control tower, all the buildings inside the circle and all the apron lights. It has an access road which surrounds the power plant, plus a car parking area and a loading dock. Each power plant will consist of three levels (basement, ground level and first floor) and is equipped with a transformer room, capacity regulators room, control room, warehouse area and workshops, offices and a generator room. There are groups of emergency generators and it also has several diesel engines. The start can be accomplished by a compressed air system. There will also be backup batteries and UPS units located throughout the airport. The power plant outside the circle will supply energy to the terminals, runway and buildings located on the outer area of the circle. The power lines will be located underground. Its estimated surface is 20,000 m 2. The annual energy consumption (in KWh) can be estimated by: KWh = Pax 3.25 = 60,970, = 198,154,291 KWh Thus the power needed by the transformers is 198,154,291/( ) = 28,275 KW (where 0.8 is the power factor). The peak consumption can be estimated assuming 10 W h per annual passenger. Thus 10 60,970,551 = 609,706 KWh. The power needs can be estimated by the following calculation: P = ,970,551 = 36,582 KW. The installation of solar energy systems is also taken into account. Solar panels will be installed on the roofs of the terminals for water heating and for improving the performance of heating systems. Taking into account that ventilation, air conditioning and heating can comprise up to 50% of the electricity consumption, this is a

108 Page 108 good measure for energy saving. Solar panels on the roof of the terminal will be installed, along with a water tank. Thanks to the solar panels the performance of the terminal air conditioning systems would be improved. Fuel buildings are proposed to be located on the outer area of the circle, for security reasons in case of fire, near the supply pipeline. Due to the existence of a pipeline, refueling is quite reliable. It would therefore be sufficient to have a fuel reserve for a week (the average of the peak month). In order to estimate the volume of fuel stored, the following formula is used: C = xTU/2 = 128,056 m 3 One Traffic Unit (TU) = Number of annual passengers + kg cargo/100 + kg mail/100 = 60,970, ,087,952,000/ ,112,000/100 = 83,971,191 Assuming 3.3 m 2 per stored m 3, the necessary surface for fuel storage (jet A-1) facilities will be: A = ,056 = 384,168 m 2 Fuel storage can be achieved using vertical 10,000 m 3 tanks and several horizontal 1,000 m 3 tanks. In terms of facilities, it is estimated that 25 dispensers, 20 refueling units and 5 function dispenser refueling units would be needed. The buildings consist of a vehicle repair workshop, a general repair workshop, a transformer centre, a generator room, a warehouse, a control room (flow, pressure and temperature in the supply) and offices. The tanks should be located outside the circle. Fuel is transported from the tanks to the airport hydrant network, which consists of a ring network supplying the stands next to the terminals. Seasonal airport The annual consumption of water C W (in m 3 ) can be estimated by the following formula: C w = P P = 836,039 P = number of annual passengers = 22,714,353 The estimated area of the wastewater (V ww ) building will be 7,500 m 2. It will be capable of treating: V ww = ,039 = 501,623 m 3 The estimated area for the power plant will be 5,000 m 2. The airport needs are: KWh = Pax 3.25 = 22,714, = 73,824,647 KWh Thus the power needed by the transformers is 73,824,647/ = 10,534 kw (where 0.8 is the power factor). The peak consumption can be estimated assuming 10 W h per annual passenger. Thus 10 22,714,353 = 227,144 KWh.

109 Page 109 The power needs can be estimated by the following calculation: P = ,714,353 = 13,629 kw. Fuel buildings are proposed to be located on the outer area of the circle, for security reasons, next to the outer industrial area. However, there will be fuel facilities on the inner part of the circle, with an estimated surface of 12,000 m 2. This space will be dedicated to 2 jet A-1 tanks of 75 m 3 each, 1 diesel tank of 30 m 3 and 1 gasoline tank of 10 m 3, for airside vehicles. The estimated amount of fuel vehicles will consist of: 7 vehicles with a capacity of 65,000 l, 2 vehicles with 45,000 l, 3 with 30,000 l, 2 with 20,000 and 6 hydrant dispensers. Moreover, there will be space for offices, which will control the supply of fuel from the outer area to the hydrant pits at the apron. Five bombs of 225 m 3 can be sufficient to transport the fuel and cover possible pressure issues. The estimated volume of fuel stored will be: C = x22,881,130/2 = 34,894 m 3 One Traffic Unit (TU) = Number of annual passengers + kg cargo/100 + kg mail/100 = 22,714, ,777,000/ ,660/100 = 22,881,130 Therefore, four 10,000 m 3 tanks will be sufficient for the calculated storage capacity. Assuming 3.3 m 2 per stored m 3, the necessary surface for fuel storage (jet A-1) facilities will be: A = ,894 = 115,150 m 2 The annual consumption (in m 3 ) can be estimated by the following formula: C = TU Overview of facilities = ,881, = 526,610 The following tables and figures give an overview of the facilities that will be found at the Endless Runway airport.

110 Page 110 Surface calculation Facility Surface (m 2 ) Control tower 23,200 Fire station 6,250x2 Broadcasting centre 600 Industrial area Catering 5,000 (+85,000 opt) 2,750,000 Hangars 1,200,000 Handling 39,240 Cargo 1,113,000 Wildlife 500 Water 35,000 Supply Wastewater 27,000, Power plant 20,000 Fuel 384,000 Total 4,365,800

111 Page 111 f facilities at the airport

112 Page 112 Seasonal airport Facility Surface (m 2 ) Control tower 20,000 Fire station 4, ,000 Broadcasting centre 600 Industrial area Catering 5, , ,000,000 Hangars 2x6,500 Handling 30,000 Cargo 9,500 Wildlife 250 Water 10,000 Supply Wastewater 7,500 Power plant 5,000 Fuel 12, ,000 Total 1,441,350

113 Page 113 Layout of the inner facilities at the seasonal airport.

114 Page Terminal facilities Each big terminal will have 221,850 m 2 as ground plan surface. The two small terminals will only have 128,960 m 2. The total ground surface of the four concourses is 669,628 m 2. The IATA proposes six levels of service, which range from A (excellent LOS) to F (total system breakdown). This organisation recommends that level C should be taken as the minimum LOS, as it denotes good service at a reasonable cost. At the ER airport, LOS B will be chosen as the basis for terminal facilities sizing. This LOS will be sufficient to meet the chosen demand. Nevertheless as air traffic will tend to grow, these facilities will quickly become saturated. For this reason the numbers obtained are later multiplied by a factor of 1.4, which ensures a sufficient LOS for the following 8 years, assuming a traffic growth of 5%. Furthermore, the expansion of these terminals would become problematic in the future, due to being surrounded by the apron. Therefore initial oversized terminal facilities would be beneficial for future modifications. Determining the capacity of the terminal is a complex process because it is composed of many different facilities and spaces that perform dynamic and static functions (holding, transit and processing) simultaneously. In order to evaluate space requirements, the IATA s formulas have been used. They give a general idea of the necessary space and are considered adequate for the scope of this project. Since not all facilities can be sized using IATA s formulas, several ratios, coherent with present airport experience, have been chosen instead. On the one hand a one level floor area would become too large to serve the passenger flows efficiently due to the high number of passengers at the hub airport. On the other hand, too many floors can obstruct the visibility of the control tower towards the airfield and in particular the runway. The most appropriate solution, in this case, consists of providing two levels, the ground level for arrivals and the first floor for departures. This is a good solution for separating departures and arrivals flows. Since departing passengers stay longer at the terminal than arriving passengers, the estimated surface for the passengers area would be 60% for departures and 40% for arrivals. 6.1 Departures hallway The capacity of the departures hallway is calculated with the following formula: PHP A = SPP ( PTC VTC VPP) dep + 60 PHP dep = Peak hour passengers in departures: 12, = 8,711 (connecting passengers, not processed in the airside: 30.2%). SPP = Required space per person: 2.3 m 2. PTC = Average occupancy time per passenger: (Domestic: 30 ; EU Schengen: 45 ; International: 60).

115 Page 115 VTC = Average occupancy time per visitor: 15 min. VPP = Number of visitors per passenger: (Domestic: 0.5; EU Schengen: 0.1; International: 0.2). Domestic passengers: 19% ; EU Schengen: 43.4% ; International: 37.6% A Dom = 2,379 m 2 ; A EUSch = 6,739 m 2 ; A Int = 7,910 m 2 A Tot = A Dom + A EUSch + A Int = 16,668 m 2 This is the area that would provide a B LOS for the current peak hour. Multiplying by a factor of 1.4, the resulting departures hall area is: A final = 16, = 23,335 m Check-in counters Each airline has had traditionally its own proprietary equipment at the ticket counters. In contrast, a processbased departures hall could be separated according to passenger check-in processes rather than by airline. Having one home carrier in a concourse promotes this type of separation because differentiation among airlines is not required. In this sense, check-in counters could be arranged into three sections: Self-service devices where passengers can print boarding passes, change seat assignments, request upgrades, etc. A self-service baggage check area where passengers can use automated kiosks to obtain bag tags and deposit their check baggage into the baggage handling system. Full service airline-staffed positions for passengers who need or desire interaction with an airline agent. The traditional arrangement often results in inefficient use of the entire departures hall as can be seen at many airports where a long queue forms in front of one airline s counters and nobody is standing in front of other adjacent ones. In the main terminals departure hall, flexibility of counters is encouraged. The only portion of the process-based departures hall that would be affected by airline changes would be the fullservice area, and a large amount of flexibility would even be maintained there because it would be sized based on the demand and not necessarily by individual airline requirements. This flexibility would also reduce signage change in case of airline changes. The process based check-in counters minimizes the potential for an individual airline to have an advantage because all of the self-service functions would be located together and the full-service functions would also be placed together. Furthermore, this arrangement may reduce the need for additional counter positions, allowing for the capacity of the departures hall to be increased using the same space. Particularly there will be an increased operational efficiency during nonpeak periods. The amount of check-in equipment required would be based on total traffic rather than on the traffic of an individual airline. It also makes sense with a centralized baggage processing. This arrangement requires a common baggage

116 Page 116 classification system downstream of the screening matrix that directs bags to an individual airline s or multiple airline s outbound baggage make-up devices. Waiting and queuing would be improved because passengers would be able to check in and check baggage at a number of locations, a common benefit with current common-use facilities, rather than at specific airline facilities. By combining the self-service processes (boarding pass and bag check) for all airlines in the terminal, passenger traffic would be more constant, particularly during nonpeak periods when some airlines are very busy and others are not. As this arrangement would limit airline branding, in other words, the ability to differentiate from the competition, airlines would have to consider the trade-off between a diminished branding at the departure hall and a reduction of costs. Number of check-in counters The formula used to determine the number of check-in counters is: ( a + b) 1.1 Ptci N = 60 a = peak hour originating passengers: 8,711 b = transit passengers: 62, /60,970,551 = 0.1% 0 Ptci 1 = Average check-in time for domestic flights: 90 seconds. Ptci 2 = Average check-in time for EU Schengen flights: 90 seconds. Ptci 3 = Average check-in time for international flights: 135 seconds. Domestic passengers: 19% ; EU Schengen: 43.4% ; International: 37.6% N Dom EUSch Int In order to take first class, business class and special baggage check-in counters into account, the previous values are increased 20%, according to IATA s recommendations. N Dom = = ; N EUSch = = ; N Int = = N = = 342 Applying the factor 1.4 the number of check-in counters is: N Dom = = ; N EUSch = = ; N Int = = N final = = 479 The following table summarizes the previous calculations, regarding the number of necessary check-in counters.

117 Page 117 Demand Capacity Type of traffic Economy Business Total Economy Business Total Domestic EU Schengen International Total The calculation of the capacity is carried out taking into account that the check-in type is universal and there are shared use check-in counters (CUTE). The parameters used are the following: CIY 1 = Number of economy check-in counters dedicated to domestic flights: = CIY 2 = Number of economy check-in counters dedicated to EU Schengen flights: = 140. CIY 3 = Number of economy check-in counters dedicated to international flights: = Ptci 1 = Average check-in time for domestic flights: 90 seconds. Ptci 2 = Average check-in time for EU Schengen flights: 90 seconds. Ptci 3 = Average check-in time for international flights: 135 seconds. S i 120 = CIYi ( PTci) i S 1 = ; S 2 = ; S 3 = The following graph gives the corresponding values of X, considering a maximum queue time (MQT) of 10 minutes. The following table shows the MQT for several scenarios. Passengers acceptable queue times Type of passengers Low-Acceptable Acceptable-Excessive Passengers economy class 0-12 min min Passengers business class 0-3 min 3-5 min Table : MQT [24]

118 Page 118 X 1 = 1,480; X 2 = 3,330; X 3 = 2,880 The formula to calculate the capacity is the following: X PHP = F1 F2 i X = Peak passengers during 30 minutes. PHP = Peak hour originating passengers F1 = Percentage of passengers at the rush 30 minutes: 0.3 (30%). F 2 = Additional demand due to flights which depart an hour before and later than rush hour % of PHP in the peak 30 minutes (F 1 ). [24] Number of flights during the peak hour National/EU or Schengen Not EU not Schengen 1 39% 29% 2 36% 28% 3 33% 26% 4 or more 30% 25%

119 Page 119 There are 12,480 passengers during the peak hour (from 12 to 13 am). The number of passengers during the previous hour (11 12 am) was 8,466 and the number of departures 54. The number of passengers during the following hour (13 14 am) was 7,216 and the number of departures 33. The average of these values is 7,841, which constitutes 63% of the number of arrivals during the peak hour. Thus the selected row of the following table is 60%. Table: Additional demand generated by flights that depart before and after the peak hour (F2). [24] Percentage of pax before and National EU or Schengen International after the peak hour (% PHP dep ) 90% % % % % % % % % F1 1 = 30%; F1 2 = 30%; F1 3 = 25% F2 1 = 1.22; F2 2 = 1.30; F2 3 = 1.40 X PHP = F1F 2 i = 1, , , = 20,811 This is the number of economy class PHP. If it is assumed that the number of first and business class passengers is 5%, the total number of PHP is 20, = 21,851.

120 Page 120 The maximum capacity of the check-in counters is 21,851 peak-hour passengers with the assigned distribution of counters. This is sufficient to serve the demand, which is 8,711 PHP. Measuring the queuing length can be used to estimate the depth of the departures hall. A B service level is assumed. The parameters Ptci and MQT used coincide with the ones used previously, particularly: Ptci 1 = 90 s ; Ptci 2 = 90 s ; Ptci 3 = 135 s ; MQT = 10 min. The maximum number of passengers standing in front of an economy check-in counter, depending on the traffic type is calculated with the following formula: 60 MQT Pi = PTci i P 1ec = 7; P 2ec = 7; P 3ec = 5 The maximum number of air travellers standing in front of first and business class check-in counters is, considering a MQT of 3 minutes: P 1B = 2; P 2B = 2; P 3B = 1.3 The queue length is calculated taking into account the length value required for each passenger. In the checkin process we must distinguish between domestic and international passengers, considering the following measures: Domestic: High percentage of passengers using carts. The indicated surface by IATA is 1.9 m2/pax, divided by the queue width (1.4 m), the length results in an average value of 1.36 m. International: Long-haul flights with two or more pieces of luggage per passenger and a high percentage of passengers using carts. The indicated surface by IATA is 2.3 m2/pax, divided by the queue width (1.4 m), the length results in an average value of 1.64 m. According to the traffic type the queue length values are: Domestic: = 9.5 m. Schengen/EU not Schengen: = 11.5 m. International: = 8.2 m. For first and business class: Domestic: = 2.7 m. Schengen/EU not Schengen: = 3.3 m.

121 Page 121 International: = 2.1 m. The most restricting check-in counters are the ones in charge of Schengen/EU not Schengen. The departures hall must have enough space for the check-in queues and the free circulation of passengers from one side to the other. Considering that a separation between check-in counters of 2.5 m, the area occupied by them is: A check-in = 2.5 ( ) ( )= 9,855 m 2. According to experience in airport terminals, the surface dedicated for concessions is approximately equal to the area occupied by the queuing area and 40% of this area is used for circulation. A = 9, , ,855 = 23,652 m 2, which is similar to the calculated departures hall area (23,335 m 2 ) Security control checkpoints Passenger security screening will be located after passenger check-in and will be centralized. In order to ensure overall capacity balance a centralized security check must be designed to process check-on maximum throughput. The sizing of this facility will entail three steps: calculate the peak 10 minute demand from the check-in area, determine the number of checkpoints and calculate the maximum number of queuing passengers. Inspection capacity of each x-ray unit: 600 items/hour. Peak 10-minute demand = #CIY (600/PT ci ) (1+%J) Parameter Definition Value #CIY Number of economy class check-in counters 384 PT ci Average passenger processing time at check-in 90 s (Dom and EUSch) and 135 s (Int) %J percentage of business class passengers 5% Peak 10-minute demand Int = 182 (600/135) (1+0.05) = 849 Peak 10-minute demand EUSch = 140 (600/90) (1+0.05) = 980 Peak 10-minute demand Dom = 62 (600/90) (1+0.05) = 434 Number of security control checkpoints (#SC) This number coincides with the required number of X-ray units.

122 Page 122 #SC = (Peak 10-minute demantd PT sc )/600 PT sc = Average time per passenger (12 s) #SC Int = (849 12)/600 = #SC EUSch = (980 12)/600 = 19.6 #SC Dom = (434 12)/600 = 8.68 #SC Tot = #SC Int + #SC EUSch + #SC Dom Furthermore the number of metal detectors (N m ) is calculated. The parameters considered have been: PHP dep, percentage of National/Schengen (62.4%) and International (37.6%) passengers, the number of terminating passengers (69.8%) and a correction factor of 1.4, in order to take into account future peak periods. The assumed processing time of a metal detector has been 12 seconds or 300 pax/h. PHP Nat/Sch = 12, = 7,610 N mnat/sch = 7,610/300 = 25.4 PHP Int = 12, = 4,585 N mint = 4,585/300 = 15.3 N m = N mnat/sch + N mint = metal detectors As the number of X-ray units is more restricting than the number of magnetometers. Thus the number of security control checkpoints is 45. Maximum number of queuing passengers (MAX#Q) MAX#Q = (MQT #SC 60)/PT sc MQT = Maximum queuing time: 3 min. MAX#Q = ( )/12 = 675 pax Maximum queuing length (L) For a B Level of Service, the indicated surface by IATA is 1.2 m 2 /pax, divided by the queue width (1.3 m), the length results in an average value of 0.9 m. L = (MAX#Q 0.9)/#SC L = ( )/45 = 13.5 m The assumed necessary space per passenger is 1.2 m 2.

123 Page 123 The total required queuing area will be: = 790 m 2. Considering the following dimensions for the controls: Control width: 3.2 m Control depth: 3.6 m Necessary space in front of the control: 1.2 m Circulation area in front of the queue: 2.4 m Maximum queuing length: 13.5 m Thus, the required surface for each control is: 3.2 x ( ) = 66 m 2. The necessary surface for security controls will be 66 x 45 = 2,970 m 2. The area corresponding to secondary inspection rooms and offices has been estimated as 55% of security control area. Thus this area is 2, = 1,634 m 2. The capacity of the security control area will be: PHP = Peak 10-minute demand 6 = #SC (600/PTsc) 6 = 45 (600/12) 6 = 13,500 It is sufficient to meet the demand (8,711 PHP) Passport controls departures Only passengers travelling to an international destination will have to pass passport controls. Peak 10-minute demand (P10min) P10min = (#CIY x (600/PT ci ) x (1+%J)) x (%NSch); #CIY = Number of economy class check-in counters: 384. PT ci = Average passenger processing time (135 s) %J = percentage of business class passengers (5%) %NSch = Percentage of not Schengen passengers: 37.6 %. P10min = (384 x (600/135) x (1+0.05)) x (0.376) = 674 Number of passport controls in departures (PCD) PCD = (P10min PT pcd )/600

124 Page 124 PT pcd = Average processing time: 20 s. PCD = (674 20)/600 = Maximum number of queuing passengers (MAX#Q) MAX#Q = (MQT #PCD 60)/PT pcd MQT = Maximum Queuing Time: 5 min. MAX#Q = ( )/20 = 345 pax For a B service level, the indicated surface by IATA is 1.2 m 2 /pax, divided by the queue width (1.3 m), the length results in an average value of 0.9 m. Therefore, the queuing length will be: /23 = 13.5 m. And the total queue space: = 404 m 2. The following parameters are assumed for the passport control area: Control width: 2 m Control depth: 2 m Necessary space in front of the control: 1.2 m Circulation area in front of the queue: 2.4 m Maximum queuing length: 13.5 m Thus, the required surface for each control is: 2 x ( ) = 38.2 m 2. The necessary surface for security controls will be 38.2 x 23 = 879 m 2. The capacity of the passport control area will be: PHP = P10min 6 = PCD (600/PTpcd) 6 = 23 (600/20) 6 = 4,140 The expected demand is: 8, = 3,275 passengers. Thus the passport control capacity is sufficient to meet the demand Waiting area %C = Percentage of circulating passengers: 20%. %W = Percentage of waiting passengers: 80%.

125 Page 125 s1 = Required space per seated passenger: 1.7 m2. s2 = Required space per standing passenger: 1.2 m2. s3 = Required space per circulating passenger: 2.3 m2. p1 = Percentage of seated passengers: 80%. p2 = Percentage of standing passengers: 20%. The required gate hold space (GHS) will be: GHS = (80% aircraft capacity x 80% seated pax x s 1 ) + (80% aircraft capacity x 20% standing pax x s 2 ) = 12, ( ) = 15,974 m 2. The circulating area (C WA ) will be: C WA = 12,480 (20% x s 3 ) = 5,741 m 2. Applying the factor 1.4, the estimated area for the departures waiting room is: A = 1.4 (GHS + CWA) = 30,401 m2. The capacity for the boarding waiting area is: PHP = ( i u + k v) A 60 (% circulating s + % waiting( s p + s )) p2 PHP = 30, ( )( ( ) ) = 25,395 I = Percentage of domestic/schengen passengers: 62.4%. k = Percentage of EU not Schengen/International passengers: 37.6%. u = average waiting time for domestic/schengen passengers: 30 min. v = average waiting time for International/EU not Schengen passengers: 60 min. Thus the maximum capacity is sufficient to meet the demand (12,480 PHP). The number of seats is calculated at the following table.

126 Page 126 ADG Number Seats Seats per ADG E ,573 D C ,030 Regional Total 7,683 Applying the factor 1.4, the resulting number of seats is 10,756. The circulation area before entering the waiting area, assuming 2.3 m 2 /pax and a circulation time of 30 min, can be estimated by: 12, /2 = 10,018 m Arrivals hall Passport control arrivals Passport inspection is the first processing area for passengers deplaning from international flights (8, = 3,277 pax). #PCA = %Nsch PHP arr PT pca /60 #PCA = Number of passport controls. %Nsch = Percentage on EU not Schengen and international passengers: 37.6%. PHP arr = PHP in arrivals: 8,716 pax. PT pca = Average time in arrivals passport control: 30 s = 0.5 min. #PCA = , /60) = The maximum number of people that use the passport controls in arrivals (Max#Q) is, considering a maximum queuing time (MQT) of 10 minutes: Max#Q= (MQT #PCD 60)/PT pca = ( )/30 = 560 In order to attain a B service level, the indicated surface by IATA is 1.2 m 2 /pax, divided by the queue width (1.3 m), the length results in an average value of 0.9 m.

127 Page 127 Therefore, the queuing length will be: /28 = 18 m. And the total queue space: = 655 m 2. The following parameters are assumed for the passport control area: Control width: 2 m Control depth: 2 m Necessary space in front of the control: 1.2 m Circulation area in front of the queue: 2.4 m Maximum queuing length: 18 m Thus, the required surface for each control is: 2 x ( ) = 47 m 2. The necessary surface for security controls will be 47 x 28 = 1,316 m 2. Applying the factor 1.4, the resulting number of checkpoints and area are 39 and 1,842 m 2, respectively Number of oval conveyor beds Two types of conveyor beds are considered, one serving narrow-body aircraft and the other for wide-body aircraft. The last type can be used for narrow-body aircraft, but not the opposite. It is assumed that one conveyor bed for wide-body aircraft equals to two narrow-body ones. e = peak hour terminating passengers: 8, = 6,084. q = Proportion of passengers arriving with wide-body aircraft: 24%. r = Proportion of passengers arriving with narrow-body aircraft: 76%. y = Average occupancy time per oval conveyor bed for wide-body aircraft: 45 min. z = Average occupancy time per oval conveyor bed for narrow-body aircraft: 25 min. n = Average number of arriving passengers per aeroplane using wide-body aircraft: 320. m = Average number of arriving passengers per aeroplane using narrow-body aircraft: 100. eqy 6, erz 6, N WB = = = ; N NB = = = n m Additionally, two conveyor beds will be added for special baggage. Each conveyor bed can manage one wide body aircraft flight or two narrow body aircraft.

128 Page 128 Applying the factor 1.4, the resulting number of conveyor beds is: N = 1.4 (N WB + N NB ) + N SB = ; (N SB = conveyor beds for special baggage) The capacity of the conveyor beds is: 60 N PHP = y WB n 60 N + z NB m = This capacity is sufficient to meet the demand (6,084 PHP) Baggage claim area = 9, A BC PHP = arr ( q y + r z) 8, ( ) s 60 = 60 = 6,345 s = average surface per waiting and circulating passenger: 2.1 m 2 /pax. The calculated area does not take into account the occupied space by the conveyor beds nor the restrooms. The area assigned for restrooms has been estimated in 300 m 2. Considering that the area occupied by each special baggage conveyor bed is 100 m 2, and that the area occupied by a 70 m long conveyor bed is 225 m 2, the area occupied by them is: A = = 7,850 m 2 The total baggage claim area is: 6, ,850 = 14,495 m 2. Applying the factor 1.4, the resulting baggage claim area is 20,293 m 2. In order to estimate the circulation area (A) before entering the baggage claim area, a factor of 1.4 has been considered to take into account possible peaks in the future demand, a surface of 2.3 m 2 /pax and a circulation time of 15 minutes. A = 6, /4 = 4,898 4,900 m 2 The baggage claim area is the same for national than for international passengers to provide more flexibility Waiting area hallway arrivals A = PHP arr SPP ( AOP + AOV VPP) 60 8, ( ) = = 4, SPP = Required space per person: 2 m2.

129 Page 129 AOV = Average visitors waiting time: 30 min. AOP = Average passenger waiting time: 5 min. VPP = Number of visitors per passenger: 0.5. Applying the factor 1.4, the resulting area is 5,678 m Customs In order to calculate the customs waiting area, the following formula is used: A = 20 e f s = e = Number of terminating passengers/hour: 6,084. f = Percentage of passengers that goes to custom checking: 0.1. s = necessary space per passenger: 1.4 m 2. A = 142 m 2. Applying the factor 1.4, the resulting area is m 2. The number of custom stands will be calculated using the following formula: e f t N = 60 = 15 t = average inspection time per passenger: 1.5 min. 6.3 General services The airport should have an area dedicated to general services. This area will contain for example the airlines area. It includes offices to support check-in functions, passenger service, aircraft operations, customs agents, freight forwarders and generally all companies related to air cargo, meeting and conference rooms as well as the building services. The commercial area has an estimated surface of 2,500 m 2. This area includes restaurants, cafeterias, self-service restaurants, banks and business centres for meetings. It would be appropriate to consider a modular development of the area in order to progressively meet the demand. Moreover the facilities for the customs administration and the agencies involved in food inspection services must be taken into account. Its estimated surface is 5,000 m 2.

130 Page 130 The total built surface is 27,500 m 2 and the total surface supplied, which takes into account parking for airport employees is 32,000 m Airline areas Airline Administrative Offices Airline offices include the Airport (or Airline) Ticket Office (ATO) and other airline administrative spaces. The ATO will be located immediately behind, or in proximity to, the check-in counters to provide support functions for the airline staff handling check-in and ticketing. In general these offices are between 7.5 and 9 m deep along the length of the counter. As airlines move to more automation at the check-in counter, the number of passenger service agents working at the counters has tended to decrease, which may result in less demand for offices near the check-in counters. Therefore its surface will be estimated by half the length of the checking counters by the indicated depth. Other offices may include space such as the airline station manager office or a sales office. The amount of these office spaces and locations (ATO, operations area, office location, on a terminal upper level, etc.) are dependent on individual airline requirements and preferences, and space availability. At the Endless Runway hub airport, the amount of airline office space required can greatly exceed that which local traffic, and thus ATO counters, could be expected to require for support. In this sense, international terminals served by foreign flag carriers may have special office or counter requirements for ticket sales. As with domestic airlines, the increasing use of ticket purchase by Internet has reduced the number of passengers buying or changing tickets at the terminal. Since the need for ticket sales offices is likely to be reduced substantially over time, a minimum space for this activity will be provided. Baggage Service Offices Baggage Service Offices (BSO) include both passenger service counters and waiting areas, as well as storage for late or unclaimed bags. Full baggage offices are typically required only by airlines with sufficient activity to warrant staffing. Other airlines often will request baggage lock-up areas to store late or unclaimed baggage and will handle passenger claims at their ATO counters. Area requirements are based on the number and market share of airlines and O&D passengers. Airline Operations Offices Operations include all of the apron-level support spaces for aircraft servicing and aircraft crew-related support spaces, typically located on the apron level. The demand for operations areas is a function of the size and types of aircraft being operated and individual airline operating policies. A planning-level program area for operations can be based on the number of gates (as expressed in EQA) and airlines at an airport. At hub airports, a larger amount of operations space may be required due to locating some functions at the hub airport that serve smaller spoke airports in the region. These support functions may include space for crew-based (flight deck and/or cabin staff) offices and lounges, aircraft parts storage, larger storage areas for passenger cabin stores, etc.

131 Page 131 Operations areas are approximately 2,000 square feet/eqa at hub locations. Thus, 2, = 458,000 ft 2 = 42,550 m 2. Airline Clubs and Premium Class Lounges These areas include exclusive-use membership clubs run by individual airlines, international premium class lounges and special services facilities. Airlines provide club facilities based on their individual criteria for level of passenger activity, type of market (business vs. leisure), the number of club members in a given airport market area, and so forth. The size of these clubs can vary significantly and, at hub locations, can be quite large. Airlines with international departures may also provide lounges for their first and/or business class passengers. As with membership clubs, the size and number of lounges at an airport is highly dependent on the airline mix and passenger volume. Airlines within alliances have joined together at some airports to provide a single lounge for all of the alliance s passengers. This consolidation has reduced, in some cases, the total lounge area that would be required by the individual airlines, while providing their passengers with more services. At a limited number of international airports, a few airlines are also providing arrivals lounges with showers and other amenities for premium class passengers. These lounges are located after the inspection checkpoints. Some airports have also developed membership clubs or lounges run by the airport or a concessionaire. These function in a manner similar to airline clubs and provide similar amenities. Airlines that do not have clubs (or international airlines without premium class lounges) may also contract to allow their members use of other airline s airport clubs. Group rooms are provided by some airlines at hubs and larger spoke cities to accommodate larger travelling parties. Group rooms allow such groups to get together prior to a flight and may include provision for catering. Another type of special service room can be a waiting area for unaccompanied minors Airport administration The management building can be included in the main terminal and on the ground floor of the control tower. It comprises the airport Director s office, human resources, administration and airport security activities and the technical centre. It is suggested a dimensioning parameter of m 2 per annual passenger, based on experience. The estimated required surface is x 60,970,551 m Police and security facilities The police and security facilities will be placed inside the main terminal. The police and security facilities will occupy an estimated area of 2,500 m 2 and 1,700 m 2 respectively Corridors Circulation elements provide the necessary public, non-public, and sterile links to tie the functional elements of the terminal together. Secure circulation typically consists of the main corridor of the concourses, plus the

132 Page 132 security checkpoints. Below-grade corridors will connect the four concourses. They will be opened in case the whole APM system becomes inoperative. Sterile circulation consists of the corridors and vertical circulation elements that connect the international arrivals gates to the inspection facilities. Because sterile corridors have single-direction passenger flow, they can be narrower than the main concourse corridors (between 4.5 and 6 m are recommended). Depending on the number of passengers at peak periods, that range will be sufficient to accommodate a one direction moving walkway. A sterile arrivals corridor system is required consisting of the corridors and vertical circulation elements that connect the international arrivals gates to the FIS facilities. Since sterile corridors have single-direction passenger flow, they can be narrower than the main concourse corridors. Sufficient corridor width will be provided. Ancillary items (such as telephones, water fountains, vending machines, advertising displays) and FIDS (Flight Information Display Systems) monitors reduce effective corridor width and therefore, passenger flows. Thus these uses will be placed next to the corridor walls. The minimum recommended clear circulation widths are: For areas without moving walkways, a corridor 9 m wide corridor for double loaded (gates at both sides of the concourse) concourses is recommended. This width is generally recommended for O&D flights, like the seasonal airport, or for shorter hub concourses. For concourses with moving walkways, a 4.5 m corridor is recommended on each side of the moving walkway. This width generally allows for bidirectional movement on both sides. When there is a significant number of electric carts or for high-volume hubbing terminals wider corridors will be required. For the Endless Runway, a 6.5 m corridor at both sides of the moving walkway will be provided because of the major cross-flows that may occur during the peak transfer times at the Endless Runway hub may require additional corridor width. As the concourse width is approximately 1 km and the airside APM station stops in the middle of the concourse, some passengers will have to walk up to 500 m. Since moving walkways are recommended when walking distances are over 300 m, a moving walkway will be installed in each concourse. Moving walkways are typically installed in pairs travelling in opposite directions and designated by pallet widths or the area the passenger travels on. Depending on the manufacturer its pallet width ranges from 1 m to 1.4 m. A 1 m walkway is approximately 1,7 m in overall width and a 1.4 m walkway is approximately 2.1 m wide. Their length varies from 80 to 200 m. General public circulation includes the vertical circulation elements of all of the corridors and other architectural spaces, which tie the public functional elements of the terminal together. The circulation elements area is usually based on a percentage of the other public areas of the terminal. Based on similar airport facilities, the circulation area will be 40% of the calculated facilities. These percentages are a first

133 Page 133 approximation. Due to the APM implementation, additional circulation space will be required. The IATA recommends for a B LOS 12.5 m 2 /occupant for corridors and 10 m 2 /occupant for stairs. Non-public circulation provides access to airline operations, airport administration areas, concession support (and back-of-house access), and other areas typically not used by the travelling public. It can take many forms, especially when serving back-of-house concessions functions (for example, trash removal and food/retail delivery). These spaces may include dedicated service corridors and elevators directly adjacent to the concessions, and tunnels under concourses to provide access to more distant concessions nodes and loading docks. The width of these corridors and/or tunnels should accommodate two-way movement of the types of delivery pallets and trash containers expected to be used. It is often a matter of interpretation as to whether existing spaces should be included in the public or non-public category (for example, restrooms). Non-public circulation will include non-public corridors, restrooms, stairs and other mechanical systems. Their surface typically ranges from 10 to 15% of the calculated area for passengers. For the ER airport, the selected percentage has been 15%. Evolving security protocols may require screening protocols for employees and concession deliveries that could increase the amount of non-public circulation space required beyond these percentages Telephone lines The number of simultaneous calls (N tl ) can be estimated by the following formula: N tl = 0.03xPHP = 0.03 x 20,135 = 604 Thus, approximately 6,000 telephone lines will be necessary at the whole airport Concessions The dedicated area for commercial activities has been estimated as 20% of the total area dedicated to passengers. This is a usual percentage in airports of similar size Baggage classification and delivery Baggage handling activities comprise approximately 12% of the total terminal space. Technical areas, such as baggage classification and transport within the terminal are assumed to occupy 16% of the total terminal building area. 6.4 Conclusion Taking into account the previous calculations, the following table summarizes the different areas which comprise the terminal complex. Surface determination Area Subparts Surface (m 2 ) Check-in counters 9,855

134 Page 134 Baggage check-in Commercial area + Circulation 13,480 Subtotal 23,335 Constructed surface (factor 1.47) 34,302 Transport conveyor beds 3,300 Classification conveyor beds 29,710 Accumulation conveyor beds 8,255 Baggage classification Container accumulation 2,065 Offices, changing rooms 1,235 Subtotal 44,565 Constructed surface (factor 1.68) 74,869 Security control 2,970 Passport control departures 879 Security checkpoints Offices 1,634 Subtotal 5,483 Constructed surface (factor 1.2) 6,579 Previous circulation 10,018 Boarding area Waiting area 22,364 Circulation in waiting area 8,037 Constructed surface (factor 1) 40,419 Passport control arrivals Passport control area 1,316 Constructed surface (factor 1.68) 2,211 Previous circulation 4,900 Baggage claim Baggage claim room 21,427

135 Page 135 Customs 200 Constructed surface (factor 1) 26,527 Download area 20,030 Baggage delivery to conveyor beds Circulation 13,370 Constructed surface (factor 1) 33,400 Arrivals hall 5,678 Arrivals hall Commercial area 5,678 Subtotal 11,356 Constructed surface (factor 1.26) 14,309 Airport administration 60,970 Airline offices 42,550 Logistics warehouses 35,460 Restrooms and changing rooms and for airport personnel 11,900 Air conditioning 35,850 Airport services Electrical installation 5,120 Police and airport security 4,200 Doctor 500 Transits and vertical circulation 22,400 VIP room 1,800 Subtotal 220,750 Constructed surface (factor 1.54) 339,955

136 Page 136 A short summary of the previous areas can be found in the following table. Summary of surface calculations Area Surface (m 2 ) Baggage check-in 34,302 Baggage classification 74,869 Security checkpoints 6,579 Boarding area 40,419 Passport control arrivals 2,211 Baggage claim 26,527 Baggage delivery to conveyor beds 33,400 Arrivals hall 14,309 Airport services 339,955 Total 572,571 The total terminal area (constructed area) is within the ranges which appear in chapter The following table shows the main terminal areas taking into account the area that can be actually used by passengers. Surface calculations Terminal facility Demand (m 2 ) Capacity (m 2 ) Departures hall 16,668 23,335 Queuing area check-in 7,226 9,855 Check-in desks (centralized) 342 positions 479 positions Security check (centralized) 34 checkpoints 45 checkpoints Area security check 2,244 2,970

137 Page 137 Area passport control departures Passport control departures 17 checkpoints 23 checkpoints Waiting area departures lounge 21,715 30,401 Passport control arrivals 28 checkpoints 39 checkpoints Area passport control arrivals 1,316 m 2 1,842 Baggage claim area 14,495 20,293 m 2 Arrivals concourse waiting area 4,056 m 2 5,678 m 2 Other (restaurants, customs, concessions, circulation) 36,686 54,600 Total area 97, ,658 The following table compares the capacity with the demand for the main terminal facilities. Type of facility Demand (PHP) Capacity (PHP) Departures Check-in 8,711 20,811 Security check 8,711 13,500 Passport control (departures) 3,275 4,140 Waiting boarding area 12,480 25,395 Arrivals Passport control arrivals 3,277 4,680 Baggage room ,280 Arrivals hall 6,084 8,517

138 Page Vertical distribution of activities The Endless Runway airport will have two main floors. Ample floor-to-floor space (5 m high, 7.5 m taking into account the mezzanine space) has been provided. They provide the necessary flexibility for the reworking of mechanical and other systems, in case the terminals need to be modified somehow. Level changes within the same floor will be prevented because ramps and half-level changes tend to coincide with nodal points in the circulation network and would constrain the flow in the building. Level changes are also very expensive to modify. In order to transport air travellers between floors, several systems will be used: escalators, elevators and stairs. Mechanical systems, such as the first two, provide a higher level of passenger service. Typically escalators provide the primary means of transport for large numbers of people between floors. The majority of passengers prefer escalators (up to 90%) as compared to stairs or elevators. Escalators are sized allowing to handle peak surge loads (5-minute periods) without excessive queuing. If queues do develop, they should not interfere with other functions. Experience has shown that in an airport, 1 m wide steps are preferred. They allow sufficient space for passengers to stand still on one side and pass on the other side. Furthermore, passengers with baggage can be accommodated with minimal disruption to others. These escalators are normally 1.7 m wide overall. They also require a pit at each end approximately 4.6 m long and 1.2 m deep. These dimensions will allow the escalator to have three flat steps at the top and bottom landings, which is very convenient when passengers carry baggage with them. The following table shows the capacity of a 1 m wide escalator operating at 30 m/min (typical speed) with 2 persons per step. Numerous studies have shown that 100% use is never attained even under the heaviest traffic pressure. Although 75% utilization is feasible, 60% capacity is a more realistic rate under normal use. Capacity calcuations Capacity Persons/Hour Maximum 8,160 75% 6,120 60% 4,900 Elevators are required for handicapped air travellers and others who either cannot or will not use escalators or stairs. They can either be pushed (hydraulic) or pulled (traction). Each use depends on the number of floors being served. As most passengers will use escalators, waiting time and speed are often not as important as providing a minimum space for wheelchairs and attendants. Some elevators will have dual use by airport personnel, who will be able to access restricted areas. Several high-capacity flow-through elevators will be

139 Page 139 considered to connect the main concourse s landside APM station to the departure hall. They will also be used to channel the steady flow of arriving passengers to the airside APM station, in addition to escalators. They are convenient for passengers, especially to the disabled, to enter on one side of an elevator and exit through the other side, eliminating the first in, last out loading and unloading of standard elevators. The main disadvantage of this type of elevators consists of some queuing in front of the elevator during peak periods. Since escalators rarely have queues, some passengers may decide to use the escalators, keeping the queue to a minimum. The second-level floor height should approximate the average aircraft sill height for the forecasted aircraft mix expected to operate that concourse. The maximum slope for a loading bridge is 8.33%. Level 0 (ground level) is dedicated to arrivals and the first floor (level +1) to departures. The ground area of the big concourses is 221,850 m 2 and each lateral terminal measures 128,960 m 2. Thus the space available in two levels will be , ,960 = 1,403,240 m 2. Each level will be high enough (7.5 m) to incorporate a mezzanine. These mezzanines will house air conditioning equipment (35, = 55,210 m 2 ), baggage classification devices and the electrical installation (5, = 7,885 m 2 ). The constructed area occupied by baggage classification devices except for changing rooms is 72,800 m 2. Thus the minimum required area for the terminals will be 572, ,148 = 432,423 m 2. Since the available area is much larger than the necessary area, the free space will be dedicated to other airport facilities, such as cargo offices and warehouses, apron handling vehicles, etc. The following table presents the distribution of activities at the different levels of the four concourses. Activities on the different levels and concourses Main terminal Southern Terminal East Terminal West terminal Facility Surface Facility Surface Facility Surface Facility Surface Level (m 2 ) (m 2 ) (m 2 ) (m 2 ) Boarding 45,000 Boarding area 10 area 45,000 Boarding area 35,510 Boarding area 35,510 Baggage 34,300 Cargo offices 73,080 Catering 90,000 Cargo 83,520 check-in 1 st line offices 2 nd line Security 6,600 Warehouses 98,595 Vertical 3,450 Cargo offices 3d 6, The considered boarding area is larger than the calculated one because of the terminal disposition. The areas provided allow widths between 15 and 20 m.

140 Page 140 cargo 1 st line circulation line Airport 93,900 Vertical 5,175 Vertical 3,450 administration circulation circulation Police and 6,500 security Level 1 VIP room 2,800 Cargo offices 3d line 27,575 Vertical circulation 5,175 Subtotal 221,850 Subtotal 221,850 Subtotal 128,960 Subtotal 128,960 Baggage claim 26,500 Changing 5,900 Changing 3,260 Changing 3,260 rooms rooms rooms personnel personnel personnel Baggage 33,400 Cargo 210,775 Cargo 122,250 Parking 39,240 delivery to warehouse warehouses apron conveyor beds 1 st line 2 nd line handling vehicles Arrivals hall 14,300 Vertical 5,175 Vertical 3,450 Cargo 34,350 circulation circulation offices 2 nd line Level 0 Airline offices 65,500 Cargo offices 3 rd line 48,660 Logistics warehouses 54,600 Vertical circulation 3,450 Changing rooms personnel 7,980

141 Page 141 Doctor 800 Cargo offices 3d line 13,595 Vertical circulation 5,175 Subtotal 221,850 Subtotal 221,850 Subtotal 128,960 Subtotal 128,960 Passport 650 Passport 650 Passport 450 Passport 450 arrivals arrivals arrivals arrivals Airside APM 1,520 Cargo 100,000 Airside APM 1,140 Airside 1,140 platforms warehouses platforms APM Level 1 st line platforms -1 Airside APM 20,000 maintenance Airside APM 1,260 platforms Subtotal 2,170 Subtotal 121,910 Subtotal 1,590 Subtotal 1,590 Level -2 Platforms landside APM 2,070 Total 447, , , , Seasonal airport The seasonal airport will have only one centralized three-level terminal. The foreseen level of service will be letter B, according to IATA standards. This terminal will include three different areas: passengers area, commercial area and private area. The areas where passengers stay for a certain amount of time will be calculated using the formulas found in [24]. Circulation areas depend on the size on the building and are calculated as a function of the previous surfaces. They are estimated, according to experience, as 40% of the sum of the aforementioned areas. Other areas, like restrooms, stairs, escalators, elevators and other mechanical elements are estimated as 15% of the passengers stay surface. The dedicated surface for concessions has been assumed as 20% of the total passengers area. Private or restricted areas comprise administration offices (8% of the total terminal surface), operations (handling activities, 12% of the total area)

142 Page 142 and technical areas, such as baggage control and transport within the terminal (which occupy 16% of the total terminal building area). The estimates area for administration offices does not consider the technical centre. It has been estimated that the number of necessary employees will be 550. Applying 10 m 2 per person, recommended value in buildings dedicated to similar activities, leads to 5,500 m 2. Unlike the passengers areas, which depend on the traffic, these percentages are used because these areas usually experience an inelastic growth in relation to the amount of traffic and are difficult to assess its value with a mathematical formula. Capacity calculation Terminal facility Demand (m 2 ) Capacity (m 2 ) Departures hall 9,910 13,874 Queuing area check-in 3,954 5,546 Check-in desks (centralized) 181 positions 253 positions Security check (centralized) 19 checkpoints 27 checkpoints Area security check 1,254 1,782 Area passport control departures Passport control departures 7 checkpoints 10 checkpoints Waiting area departures lounge 9,440 13,215 Passport control arrivals 11 checkpoints 15 checkpoints Area passport control arrivals Baggage claim area 12,290 17,206 Arrivals concourse waiting area 3,629 5,081 Other (restaurants, customs, concessions, circulation) 22,396 31,347 Total area 59,722 83,592 The following table shows the parameters used in the formulas and the results for the departures and arrivals demand.

143 Page 143 Demand for departures Departures Type of facility Domestic EU/Sch Int/EUnSCh Total Hallway area 2,123 m 2 4,557 m 2 3,230 m 2 9,910 m 2 Average occupancy time 30 min 45 min. 60 min. - Hallway departures Visitors per passenger Check-in queue Area 928 m 2 1,948 m 2 1,078 m 2 3,954 m 2 Check-in counters economy Check-in counters First and Business Average check-in time 90 s 90 s 135 s - Security check X-ray machines Average processing time 12 s - Area ,254 Passport control Average inspection time s - Number of check positions Area m m 2 Boarding area Waiting room boarding area 9,440 9,440 m 2

144 Page 144 Demand for arrivals Arrivals Type of facility Domestic EUSch Int/EUnSch Total Passport Average inspection time s - control Number of checkpoints Area m m 2 Percentage of arriving pax 93.4% narrow body 6.6% wide body - aircraft aircraft Baggage claim Waiting time 25 min. 45 min. - Number of conveyor beds Baggage room area 12 5,015 m 2 5,015 m 2 Total 12,290m 2 12,290m 2 Average inspection time min - Customs Number of checkpoints Customs area m m 2 Average pax occupancy time 5 min. - Arrivals hall Average visitor occupancy time 30 min. 30 min. 30 min. - Number of visitors per pax Arrivals hall area 3,629 m 2 3,629 m 2 11 A conveyor bed for special baggage has been considered (100 m 2 ). 12 This area does not take into account the space occupied by restrooms and baggage conveyor beds.

145 Page 145 Introducing the previous parameters in the aforementioned IATA s formulas, the values of the capacity for every area are obtained. Capacity calculation Type of facility Demand (PHP) Capacity (PHP) Departures Check-in 5,371 11,031 Security check 5,371 8,100 Passport control (departures) 1,337 1,764 Waiting boarding area 5,425 14,249 Arrivals Passport control arrivals 1, Baggage room 5,444 7,627 Arrivals hall 5,499 7,622 The following table shows the distribution of constructed areas at the terminal, considering the coefficients used with the hub airport. Sizing of the departure hall Departures hall 20,395 Security check 13 3,781 Waiting area departures 13,215 Baggage claim 17,206 Passengers area Arrivals hall 6, It comprises not only the security checkpoints but also the passport controls for arrivals and departures.

146 Page 146 Circulation 24,400 Others 9,150 Subtotal 94,549 Commercial area Concessions 18,910 Administration 14,182 Private area Operation 21,274 Technical surface 28,365 Technical centre 5,500 Total 182,780 Necessary surfaces (m 2 ). It is observed that the estimated terminal area is within the ranges given in The basement will harbour the access to the terminal. At the first level is located the arrivals flow and on the second level, the departures floor. On the one hand, the following facilities will comprise the first floor: Baggage processing patio Baggage claim room Customs Restaurants Airline offices. Customer service Corridors and services There is a separated baggage claim room for EU/Schengen flights and Not Schengen flights. Each baggage claim room will have two types of conveyor belts: simple and double. The first type will only serve flights with less than 200 passengers. The second type will be capable of serving an aeroplane with more than 200 passengers or two with less than 200 passengers. On the other hand, the second floor (level +1) will be divided into the following areas:

147 Page 147 Airline, tour operators, offices. Access, circulation and services. Ticket counters and information points. Concessions and restaurants. Security controls.

148 Page Airport access 7.1 Access layout A set of tunnels will have to be constructed for the access to the inner part of the circle from the outside. For safety as well as economic reasons only the necessary tunnels should be built. In order to avoid the construction of parking lots outside the runway, it will take advantage of the space available in the runway hump. This is also more convenient for passengers, as they are closer to the main terminal. Essentially, the Endless Runway access layout will consist of a ground transportation centre with a parking structure in the runway hump and a landside APM connection to the main terminal, which is the north concourse. The advantage of this on-airport access consists of the flexibility of the facility s location relative to the airside. The northern part of the circle has been chosen arbitrarily, in other words, the same layout could be reproduced at the southern part of the circle. Provided that the biggest concourses are the northern and the southern and air travellers must be transported to one of them, which will be chosen as the central processing terminal, it makes sense to place the access at the northern part in case the selected main concourse is the northern one. This alternative would avoid the operational and cost impacts of building the curbside at the inner part of the circle, in front of at least one of the concourses. Congestion at the curbside could cause congestion at the access tunnels, which would have to be big enough to support the airport s traffic. Anyway tunnels for vehicles would cross the terminal from north to south. They would connect the curbside with the main terminal, only for premium passengers and a portion of the employees. It would continue from the main terminal to the south terminal, and lastly to the other extreme of the runway. A roadway would connect the southern Endless Runway exit with the industrial area. Two additional set of tunnels, one for the landside APM and the other for the airside APM will be constructed. On the one hand, the landside APM connects the northern access facilities to the main concourse. On the other hand, the airside APM connects all the concourses to each other. The distance gap between the access facilities and the main concourse, which is approximately 900 m, is minimized by installing an APM system. As the parking structure will have 10 floors, walking distances are lower compared to a ground level parking. Ensuring an adequate number of elevators and escalators to transport passengers between their desired levels would be a required component of this concept. Moreover this facility provides the opportunity to generate additional revenue to the airport by installing concessions and services there. Nevertheless, integration of the functions that would be provided in the access facilities and the concourses inside the ring would require considerable attention. Passengers used to a single-processing terminal would need to be educated as to the location of services that would be provided at different locations (main concourse and access facilities). However this issue could be solved by implementing adequate signage and way finding. Benefits for the choice exterior/interior

149 Page 149 Exterior Curbside Interior Curbside Walking distances - ++ Number of level changes + ++ Passenger criteria Baggage handling by passengers + + Way finding + ++ Safety/security + ++ Capital cost of implementation ++ - Revenue generation potential ++ + Feasibility criteria Operational considerations ++ - Environmental ++ - Security considerations Feasibility of a parking structure under the runway hump The runway pavement as well as the parking facilities must support the dynamic loads imposed by the landing gear and braking. Overdesign is preferable to the cost and/or operational penalties of replacing or strengthening and under-designed structure at a later date. In order to model the strength of the surface, a concentrated load for every landing gear on the pavement will be assumed. In order to know the reach of the tensions on the ground that supports the pavement caused by the loads, the tension bulb is calculated. The application of the formula assumes that the soil is a homogeneous, elastic and isotropic mass. σ z 3 1 = 2 π 2 r 1 + z 5 2 P 2 z where σ z = tensions in z direction ; P = concentrated load; r = perpendicular distance measured from the load axis to the tension measurement point ; z = vertical distance from the ground

150 Page 150 Clarification of the paramenters r and z. The calculation of the load P will be carried out using the parameter ESWL (Equivalent Single Wheel Load). In practice the ESWL is defined as the load on a single tyre which will produce the same maximum deflection at subgrade level as the multiwheel load. The ESWL is also a function of pavement depth, which is a function of the type of ground, number of operations and fleet mix. An accurate calculation of pavement depth would require knowing the terrain characteristics. When an aircraft over 45 tonnes lands, the pavement needs a supporting base and subbase. As the Endless Runway characteristics are different from a typical one, the methods for calculating the pavement depth would have to be adapted. For preliminary design and taking into account typical pavements thickness, it is assumed a pavement depth of 13 cm, an asphalt base of 20 cm and a sub base of 40 cm and a final supporting base of 30 cm. The equivalent load on one wheel (W) can be calculated using the following formula: W WT 0.95 N = where W T = Take-off load ; N = number of wheels on the landing gear The design aircraft selected is a Boeing For all wide-body aircraft, W T = 136 tonnes and N = 2x4 wheels. Thus W = 16,150 kg. Since the maximum pressure occurs when r = 0, the values of σ z for different values of z is given in the table below. Pressure calculation on the runway Depth z (m) σ z (N/m 2 ) σ z (kg/m 2 )

151 Page In the case under study, the bulb of pressure due to a concentrated load, is limited by the isobar that equals 10% of the value of the applied force, Δσ z 0.1P = , = 15,843 Pa. The depth where this level of pressure occurs is 2.2 m. Therefore loads caused by landing gear do not influence significantly a structure built below the runway, given that sufficient margin between the runway pavement and the parking structure is provided. The values that are shown in the previous table show that landing gear loads transmitted to the ground are not excessive. As the force exerted by the load is distributed in depth over an area increasingly higher, peak pressure over a section decreases as the depth increases. The typical strengths of construction materials are shown at the following table. Strength of construction materials Concrete N/m 2 walls N/m 2 Framework N/m 2 Laying of foundations N/m 2 Laying of foundations terrain 25 T/m 2

152 Page 152 The types of loads that a building supports are classified as: dead, live and accidental (wind and seismic). Dead loads include the weight of the building, fixed equipment and parked vehicles. They always exert a downward force steadily and cumulatively from the highest part of the building to its base. Live loads are produced by the use and occupancy of the building. Their magnitude and distribution as well as their maximum intensities over the life of the structure are difficult to specify. They include those originated by non-permanent materials or items, such as vibrations caused by machinery, moving vehicles, people in motion as well as the forces caused by temperature changes. They must be lower than 250 kg/m 2. Since the parking will be located below ground, no wind forces will be considered. Seismic loads are inertial loads caused by seismic activity. These can be calculated taking into account the dynamic characteristics of the terrain, the structure (mass, damping and stiffness) and the expected acceleration. The design of the structure of a building depends largely on the nature of the soil and subsurface geological conditions, as well as man-made changes in these two factors. For example, when new soil is been mixed with the original one. Sometimes the type of soil where it is planned to build varies both throughout the area. Depending on the type of soil found it may not be viable economically or not possible to build safely. Therefore, soil and geological studies are necessary to determine whether a building projected can be kept properly and to find the most effective and economic solution. Profile of the parking area in the runway hump. Parking facilities for passengers are located under the external part of the runway. Parking facilities for employees are spread through the airport.

153 Page 153 Parking under the runway hump profile. Parking under the runway hump.

154 Page 154 Parking under the runway hump 7.3 Ground access design Most airports define their level of activity in terms of total annual passenger movements. The size of the ground access is often easiest to interpret in terms of a daily volume. The first step consists of converting annual passenger movements in total number of enplanements. The next step is to subtract to number of transfer passengers and the result will be the number of originating passengers. By dividing this number by 365 the daily number of average originating passengers is obtained. As between 10% and 15% of daily volume is observed to occur in the peak hour, this leads to a threshold that shows the peak hour daily originating passengers arriving by all ground access modes. In order to calculate the size of public transportation facilities the percentage of arriving passengers using public transportation is applied. Number of passengers in 2,011 60,970,551 (30.2% connecting passengers) % car, 14% taxi, 9% bus, 23% train Num N 30,485,276x(100- Daily originating passeng (15%)] Both the PHP of originating pax (8,711) and terminating (6,084) enter within this range. The first one is selected for the calculations because it is the most restricting. Pub 711x0. 39 (it is assumed that 55% of buses are public and the rest private).

155 Page 155 Access to the airport per modality (hourly demand) % Peak-hour passengers Bus Railway 23 2,004 Taxi 14 1,220 Rent-a-car Private car 51 4,443 Airport roads The capacity of a road section is defined as the maximum number of vehicles that have a reasonable probability to cross it during a certain period of time in a set traffic and road conditions, indicated in vehicles/hour. Its value depends on the existing conditions that relate primarily to the road (pavement, road, etc) and traffic (vehicle arrangement) characteristics. In addition, traffic regulations must be taken into account, such as speed limits, overtaking prohibitions, etc. In order to design a road that can accommodate the traffic demand it is necessary to know its capacity. However this is not sufficient because when the maximum capacity is reached, traffic conditions are unacceptable (low manoeuvrability, low separation between vehicles, etc.). That is the reason why it is necessary to define acceptable circulation conditions. The values proposed are given in [27]. Six levels of service (LOS) are considered, using a scale from A (good flow) to F (road collapsed). Service levels indicators Service level Maximum traffic density (cars/km/lane) Highways Other roads A 7 7 B C D E

156 Page 156 Levels of service [28]. The E service level constitutes the most restricting service level that allows a minimum traffic flow. The formula that calculates the capacity of a two-lane per direction road is: C = C j N f A f C f VP = 2, = 2,986 3,000 cars/h C = capacity in one direction (vehicles/hour). According to [27], a road with one lane per direction has 1,000 veh/h, one independent lane per direction 1,800 veh/h and 2 or more lanes per direction 2,000 veh/h. C j = capacity in ideal conditions: 2,000 light vehicles per hour for a road with two lanes per direction. N =number of lanes per direction: 2. f A = coefficient that takes into account road width and lateral obstacles: 0.97 f C = coefficient that takes into account the type of drivers: f VP = coefficient that takes into account the influence of heavy vehicles: Thus, for one lane a maximum of 1,493 1,500 cars/hour are assumed for an E Level of Service. However, for airport design, the minimum acceptable LOS is C. The following table shows typical lane capacities. The selected average hourly volume for the calculations is 1,000 PCE/hr/lane.

157 Page 157 Road traffic volumes Roadway facility Average hourly volume (PCE/hr/lane) Main access and feeder freeways with controlled access and no signalization 1,000 1,600 Ramp to and from main-access freeways, single lane 900 1,200 Principal network arterial with two-way traffic, some cross streets 900 1,600 Main access road with signalized intersection 700 1,000 Service road 600 1,200 In order to calculate access capacity in PHP, it is necessary to transform real vehicles in equivalent vehicles firstly in order to take into account the presence of heavy vehicles, such as buses or trucks. Introducing an equivalence factor of 1.2 light vehicle per heavy one on level ground, it is obtained the equivalent vehicles per peak hour passenger (5 th column), according to the formula: Eq Veh PHP mode i = (%use_i) (eq_veh_i)/(pax/eq_veh_i) Where i is the considered access mode (bus, taxi, rent-a-car and private car). After that, the maximum capacity for each mode is calculated (6 th column), considering a capacity of 1,000 vehicles hour per lane, with the following formula: Cap eq veh in ph = 1,000 (Eq veh_php mode i)/(eq veh_php all modes) In order to calculate the real vehicles for each transport mode the values obtained in the 6 th column are divided by the 4 th one. This results in the peak-hour vehicle capacity. The peak-hour passengers (PHP) are obtained multiplying the 7 th column by the 3 d one.

158 Page 158 Capacity calculation Mode % use Pax/veh. Equivalent vehicle Eq. veh./php Capacity equivalent vehicles in peakhour VHP cap. PHP capacity Bus Taxi Renta-car Private car ,112.4 Total , ,679 A single lane will have a capacity of 1,679 PHP. Since there are 8,711 PHP accessing the airport, 8,711/1,679 = Thus 6 lanes for each direction would be necessary. Nevertheless, 23% of passengers would use railway services. It is assumed that 3% of passengers take the high-speed train and the rest (20%) take regional trains. Considering 15 min dwell time, a train can transport 3,000 pax/hr/direction. Regional railway and TGV demand would be 8, = 1,742 PHP and 8, = 261 PHP, respectively. Thus one regional train per direction every 15 min would cover perfectly the expected demand. Two railways will be reserved for the TGV. Taking into account the aforementioned train capacity, three railways will be sufficient to cover the demand (one in excess to cover peak periods or railway malfunctions). The wheeled passenger demand would be 8, = 6,707 PHP. The capacity of 4 lanes would be sufficient because 6,707/1,679 = (4 1,679 = 6,716 PHP). Four lanes will cover perfectly the demand for the opposite direction (arrivals) because the number of PHP was lower (6, = 4,685 PHP). These calculations show that the implementation of railway transportation reduces substantially the road needs (from 6 to 4 lanes per direction). If airport authorities promoted the use of railway services or even buses, airport access roads would be significantly less congested. Therefore, the implementation of an intermodal station, where bus and trains transport passengers to and from the airport, is essential to avoid long queues at the curbside. Apart from picking up and dropping off of passengers, access roads are also used by airport employees, air cargo companies, express package and shipping, airport-aircraft service companies, concessionaires, and other airport services, maintenance and supply requirements.

159 Page 159 In order to estimate the traffic generated by heavy vehicles heading towards the cargo area, the following assumptions are made: 3,33 tonnes of freight for the average vehicle. 250 annual labour days. Heavy vehicles operate throughout 12 hours each day. The volume of trips is a function of the type of cargo service and freight activity, not cargo tonnage. Although air cargo tonnage is not a reliable indicator of the volume of cargo-related truck or total vehicle trips, this indicator will be considered due to the absence of specific forms of air cargo service. Each form of air cargo (e.g. flowers, fish, precious metals) may generate a different number of truck trips, operate at different truck arrival/departure times, and use different vehicle sizes. Thus the number of daily heavy vehicles (N HV ) can be estimated using the following formula: N HV 2,087,952 = = ,812 Considering that the peak hour has 12% of the daily traffic, the peak traffic is 27, = 3,337 vehicles/hour. According to the previous assumptions, a heavy vehicle is equivalent to two cars. Thus the expected demand would be 3,337 vehicles per lane (3,337 2/2). Assuming that 90% of the employees arrive at the airport by car and that the peak hour comprises 10% of them, their demand would be 85, = 7,650. The demand for one direction would be 3, ,650 = 10,987 vehicles. As each lane has a capacity of vehicles, 10,987/ The minimum number of lanes would be the required number to attain an E LOS (10,987/1,500 7). In order to avoid overbuilding, the selected number of lanes per direction is 8, dedicated to employee and cargo vehicle access. The high number of required lanes implies that it is better to provide several access roads than a larger one. Seasonal airport The calculations for the access roads are summarized in the following table.

160 Page 160 Road access capacity for the seasonal airport Mode % Pax/veh. Eq Eq. Capacity Capacity Capacity use vehicle veh./php (EqVPH) (PHV) (PHP) Bus ,782 Taxi Rent-a-car Private car Total , ,978 The demand for access roads, excluding railway users is: 9,908*0.99 = 9,809. For the arrivals and departures peak hour will be 5, = 5,444 and 5, = 5,371, respectively. As the maximum capacity for a lane is 5,978 PHP, 5,444/5,978 = In this case one lane per direction would be sufficient to meet the passengers demand. The number of hourly heavy vehicles (N HV ) can be estimated using the following formula: N HV = 15, = As the number of vehicles per hour is 2, the number of cargo traffic is negligible for the access design. Assuming that 82% of the employees arrive at the airport by car and that the peak hour comprises 10% of them, their demand would be 12, = 984 vehicles/hour. The demand for one direction would be = 985 vehicles/hour. As each lane has a capacity of 863 vehicles, 985/863 = Considering the needs for passengers and employees, two lanes per direction would be sufficient to cover the demand. The maximum number of vehicles (LOS E) would be 3,000 vehicles per direction, which is far from the expected demand. According to [27], a road with two lanes per direction and a width of 4 m per lane has a capacity of 2,000 vehicles per hour. Thus the capacity expressed in PHP is: 2m + n + o + p = 2,000 m = number of buses per hour n = number of taxis per hour o = number of rent-a-cars per hour p = number of private cars per hour

161 Page 161 Number of passengers arriving in bus = PXP x 0.8 Number of passengers arriving in taxi = PXP x 0.05 Number of passengers arriving in rent-a-car = PXP x 0.05 Number of passengers arriving in private car = PXP x 0.1 m = PHP 0.8/35 n = PHP 0.05/1.5 o = PHP 0.05/1.7 p = PHP 0.1/1.7 Thus 2 lanes per direction are sufficient to cover the expected demand. At this airport, all vehicles will enter the airport via one roadway. Tunnel at the southern part of the seasonal airport Tunnel at the north of the seasonal airport

162 Page 162 Tunnel at the north of the seasonal airport Access points (indicated with arrows) at the hub airport.

163 Page 163 Access roads at the hub airport 7.4 Curbfront design One of the most heavily travelled routes on airport roadways is the route that private vehicles take to access the arrivals level curbside to pick up arriving passengers. Congestion at the nearest lane to the airport exits is expected. The heavy traffic volumes associated with this process, as well as unclear roadway signage, can make this seemingly simple process one of the most stressful. In order to mitigate traffic congestion a supplemental curbside will be implemented as part of the parking structure. This would reduce the number of traffic lanes that must be crossed to access the hallway under the runway hump. Moreover walking distances are slightly reduced. Therefore, by adding supplemental curbsides, capacity for curbside as well as traffic operations and safety will be improved. It will also allow the airport operator to separate privately operated traffic from commercial vehicles (taxis, airport shuttle vans, etc.), increasing the curbside capacity for both mode types. Since passengers accustomed to one curbside location for drop off and another curbside for pickup are not familiar with supplemental curbsides, an adequate signage should be implemented. Arriving and departing passengers will be separated on the landside access with two levels. The upper level will be dedicated to departures and the lower level for arrivals. Two-level operation has the advantage of maximum

164 Page 164 site utilization and can provide good flow characteristics with a minimum of conflicting flows, which is suitable for the expected high traffic volumes. Supplemental curbside inside parking structure at Salt Lake City International Airport [41]. Level separation at the curbside at the seasonal airport Vehicles will not be allowed to dwell on the curbside unless they are involved in the active loading and unloading of passengers. Those individuals wishing to accompany a departing passenger or to meet an arriving passenger are required to either pay a parking fee or to drop the passengers off or pick them up directly at the terminal curbside. As a result of this increased level of curbside enforcement, many meeters and greeters wishing to pick up passengers at the curbside may choose to recirculate along the airport roadway system. This is unacceptable because it creates curbside congestion. Two solutions are provided: cell phone parking and a passenger assistance parking area. On the one hand, cell phone lots consist of an area free of charge, located next to the intermodal station at ground level, where meeters and greeters wait for a cell phone call from the passenger. Then they head towards the curbside for the pick-up. On the other hand, the passenger assistance parking area would provide a number of dedicated parking spaces near the curbside, within reasonable walking distance of the terminal, to allow visitors to accompany passengers to or from the terminal. The parking area could be free of charge, and vehicle parking time would be limited to approximately 10 to 15 min. A digital clock positioned above the parking position would count down the limited time period that each

165 Page 165 vehicle is allowed. Airport staff would monitor these spaces on a continual basis. This parking area would serve meeters and greeters as well as well-wishers. These agents would receive a high level of service. Such passenger assistance parking areas would be especially beneficial for the elderly, the disabled, and families with small children. Particularly, several parking spaces would be reserved for the handicapped. In order to prevent air travellers to cross the curbside lanes, an escalator would lead the passengers through the corridor which connects the intermodal station to the lobby under the runway hump. This would reduce potential vehicle and pedestrian conflict points and would promote a higher level of safety. Cell phone lot (yellow) at the seasonal airport Departures curbside a b h k c i l d j m 6, L dep = + + = + + = 1, e f g a = number of departing passengers at the design hour (23% arrive by train and 30.2% connecting passengers) - e = passengers per c f = passengers per taxi (airport passen g = passengers per bu 3 min 4 min 20 min

166 Page 166 m = leng 5.5 m Arrivals curbside a b h k c i l d j m 4, L arr = + + = + + = e f g a = number of passengers at the design x0.698x(100- c = 14% d = % of passengers that e = 1.7 f = 1.5 g = 35 h = 2 min I = 2 min J = 20 min k = 6.5 m l = 6.5 m 15.5 m A set of arrival lounges will be provided along the intermodal station and curbside (for taxis). There will be a little shelter in order to protect passengers from the elements. These arrival lounges will include a kiosk to alert drivers that customers are waiting, as well as information displays identifying when the next vehicle is expected to arrive. In this sense, several enclosed waiting areas would be provided, which are more comfortable than the outdoor areas common at many airports. Some concessions and amenities (restrooms and vending machines) can be included in arrival lounges. Since passengers would know when they would leave, they would have time to use the restroom or get something to eat at nearby concessions. Furthermore, the anxiety typically associated with waiting for commercial vehicles at the curb, especially at night, would be diminished.

167 Page 167 Seasonal airport Departures curbside a b h k c i l d j m 5, L dep = + + = + 60 e f g = a = number of departing passengers at the design 5,425x( b = % of passengers that use a car14 15% c = % of % d = % % f = passengers per taxi (airport passeng g = passengers per bu m = length Arrivals curbside a b h k c i l d j m L arr = + + = 60 e f g 5, a = number of pas x(100- b = % o % 5% d = % of passengers that use a bu % = This includes air travellers who use private cars and rent-a-cars.

168 Page J = ave 7.5 Parking space For parking space sizing, the railway will not be considered. The following table shows the considered parking capacity calculations for arrivals. Parking capacity for arrivals Transport % Parking Dwell time Capacity Occupancy Capacity (arrival mode positions (min) (veh/hr) (pax/veh) pax/hour) Bus ,800 Taxi 14 1, , ,600 Rent-a-car Private car 51 16, , ,800 In order to estimate the total number of hourly passengers for each transport mode (indicated as Total PHP in the next table), the hourly capacity for arrivals has been divided by 0.6. The equivalent Peak Hour Passengers at the design hour (PHPd) has been obtained, for each transport mode, dividing the total number of PHP by the percentage of use.

169 Page 169 Total parking capacity %Use Total PHP Equivalent PHPd Parking positions/phpd Bus 9 7,000 77, Taxi 14 7,500 53, Rent-a-car 3 1,322 44, Private car 51 15,583 30, Parking capacity for departures % Capacity (arrival Total hourly pax per Equivalent PHPd PHPd limit pax/hour) mode Bus 9 2,800 4,667 51,852 23,133 Taxi 14 3,600 6,000 42,857 23,133 Rent-a-car ,133 37,778 23,133 Private car 51 6,800 11,333 22,222 22,222 Total 77 13,880 23,133 It can be seen that the current capacity of the parking is 23,133 PHP. If an Equivalent PHPd value was lower than that value, then that number would define the PHPd limit. As the EqPHPd is lower, parking capacity would be 22,222 PHP, which is lower than the expected PHP (20, = 15,605). The ratio between capacity and demand is 22,222/15,605 = 1.4, which coincides with the factor applied in terminal design. The number of parking positions will be: 330 for buses, 2,000 for taxis, 1,000 for rent-a-cars, and 26,670 for private cars. Thus 18,000/0.6 = 30,000 parking positions would perfectly meet the passenger demand. It is observed that bus parking capacity far exceeds the expected demand. Buses are normally the cheapest transportation mode and it is the preferred transportation mode, in general (depends on every specific airport), for low-cost passengers. Due to the expected growth in low-cost companies, the demand for buses will tend to increase. Buses will park behind the intermodal station. Rent-a-car companies may have additional vehicles parked for marketing purposes. Additional space may comply with this requirement. The rent-a-car parking would be located on the outer edge of the runway. Finally, the percentage of business air travelers will also tend to increase. This type of passenger is not as concerned with price as low-cost passengers and tends to use express rail services, taxis or private vans. Therefore it is sensible to leave some margin for taxi parking space. In order to avoid congestion at the curbside, a taxi pool area has been set aside at some distance from the terminal.

170 Page 170 Taxis can wait there for being summoned by a taxi dispatcher. The estimated area is, for 2,000 parking positions x 25 m 2 /vehicle = 50,000 m 2. The private car park has a total of 16,000/0.6= 26,700 parking positions for passengers. Passenger parking facilities will be divided into two different areas with different rates: short-term parkers and long-term parkers. For the first type, the access should be done quickly. The firs type is defined as the parking users that are not airline passengers and that park for less than 6 hours. Examples of short-term parkers include persons picking up or dropping off air travelers, persons that come to the airport for business purposes and that are not taking a flight and for recreational purposes (e.g., airfield observation). The second type is defined as the passengers who park their vehicles for the whole duration of their trips. There are two subgroups: the business daytripper who parks for less than 24 hours and the air traveler who parks for multiple days, including both the business and non-business airline passengers. The space under the runway hump will be used to provide the majority of parking positions. This allows more free space inside the circle. A 10 storey building will be arranged at the northern area of the Endless Runway. The following table summarizes the different parking forms provided at the Endless Runway airport. The parking operator can be either operated by the airport or by a private company at a place which does not belong to the airport property. The following table only shows the type of parking facilities that can be privately operated but in the Endless Runway it is assumed that all parking facilities are operated by the airport. However there is a possibility that a private company completes the parking lot demand at the vicinity of the airport property. Regarding parking location, only the premium parking will be located within walking distance of the main terminal. Its facilities will be located under the main terminal, next to its APM station. Its users, who are willing to pay a higher price, will access it through a tunnel. The rest of the air travelers will access the main terminal using the landside APM. Short-term parking will be located towards the centre at the first floor, whereas long-term will be located at the extremes. Straight ramps, which facilitate vehicle access to the nearest floor, are provided for the first seven floors. Due to space constraints, the upper floors are accessed by curved ramps. The economy parking will be placed there. It is the least expensive and least convenient on-airport parking location. A set of elevators and stairs at different points will direct the passengers towards the first floor, where a set of moving walkways will transport passengers to the landside APM station. Valet parking is intended to provide a convenient option for airline passengers interested in parking their vehicles at a location that does not require searching for space. The valet stand will be located at the curbside, which provides an easy walk to the landside APM station. The valet operator will lead the vehicle towards the parking lots inside the runway hump. In general, valet parking is used by long-term parkers and, to a lesser degree, by short-term parkers.

171 Page 171 Parking operator Location Parking customers served Transportation Parking Airport Private Runway Main Airline Greeters Employees to main facility operator operator hump terminal passengers terminal Premium x x x Main terminal parking Valet x x x x APM Short-term x x x x x APM or hourly Long-term x x x x x APM or daily Privately x x x APM operated Economy x x x x APM Employees x x x Several ways parking Additionally, cell phone lots may be provided, as a parking area for greeters to park, free of charge, while they are waiting to pick up arriving passengers. They will be located in the vicinity of the intermodal station. The air traveler calls the driver when she or he is ready to be picked up. The driver meets the passenger at the curbside. It will serve to relieve terminal curbside congestion by effectively reducing the associated dwell times of vehicles stopped at the curbside and by reducing the volume of recirculating vehicle trips on the terminal area roadways. Paris Charles de Gaulle has approximately 85,000 employees (approximately 1,400 employees per million annual passengers), being one of the airports with the highest ratio of employees per passenger in Europe. Airport employees include: airline flight crews, shift workers (airport operator, rental car companies, airlines, airport concessionaires, cargo companies and others) and administrative employees, who work for the airport operator, airline tenants, other airport tenants and other businesses located within the airport property. In general they commute to the airport using their private cars or public transportation. It is assumed that 90% (76,500) use private car, 4,000 use the train and the rest (4,500) use buses, either from the public transportation network or private, which are contracted by companies working at the airport to transport their personnel. Employee parking capacity will be highly influenced by their work schedules. The majority of airports operate the whole year 24 hours per day. Airport-based employees, particularly those who work for airlines and cargo handlers, typically do not follow the typical nine to five office working hours. Airline employee peaks usually occur between 5 a.m. and 6 a.m. and 2 p.m. and 3 p.m. Another complicating factor is the presence of flight crews. While on assignment, they behave like normal air travellers and they need

172 Page 172 courtesy vehicles or flight crew chartered vans. On a preliminary design, it is very difficult to know the number of employees working on each shift. One indicator of the number of vehicles driven by employees is the number of parking permits or identification badges issued. For example, from a survey in 1,996 at Los Angeles International, it was determined that 61% of airport employees had parking permits. The survey also indicated that 29% of the employees were absent on a typical day due to a great variety of reasons (being ill, working away from the office, vacation, etc.). Of those employees travelling by their private vehicles, 64% drove alone, 33% participated in a car-share program and the rest 3% biked or walked. The average occupancy was 1.38 passengers per vehicle. About 25% of the daily employee-generated trips occurred during a single hour. Thus the estimated number of daily vehicles will be: 85, Employees use the parking supply for the duration of their work day (typically less than 12 hours) and for the duration of airline flight crew members work assignment, which can take several days. As every vehicle will be parked for the duration of the shift, less than 24,000 parking lots will be required. It may be assumed a future increase in the number of employees proportional to the expected air traffic growth. Nevertheless, considering that airlines tend to reduce their number of employees in order to increase productivity and reduce costs. The number of vehicles within the peak hour will be: 24, = 6,000 vehicles. The number of parking lots dedicated to employees will be set to 14,000 (plus 2,000 flexible parking lots). Airport access roads shall be capable of accommodating the additional traffic generated by airport personnel. In case additional parking needs are presented a parking area at ground level can be placed next to the bus parking area. It would be a suitable location because employees would be near the end APM landside station. For employees several parking points have been arranged through the airport, based on their work location: dedicated employee parking, employee parking at public parking facilities and employee worksite parking. The first type will be placed within the terminal area. It may accommodate employees of a single employer, employees of multiple employers, or employees working in a particular location at the airport. These parking lots located at the area inside the circle will be accessed using a tunnel, which connects the northern curbside to the southern terminal and the outer industrial area, in other words, crosses the runway from north to south. Vehicles will be able to use ramps to access the surface at different points. A portion of the parking space inside the runway hump will be dedicated to employee use. In order to make a good use of space, the majority of parking lots will be arranged in several store buildings under the runway hump (9,000 parking spaces). It will also be provided a parking area for mixed-use (2,000 parking lots) by passengers and employees in the runway hump to increase parking flexibility. In order to prevent a saturation of the curbside road a deviation from the main access road has been arranged exclusively for airport employees to access their parking area. Lastly, employee worksite parking may be offered at various facilities at the Endless Runway airport. This type of parking may be provided in lots adjacent to the worksite, such as cargo buildings, aircraft maintenance hangars, outer industrial area and the control tower.

173 Page 173 Parking space for airport personnel. Number of parking Estimated surface Arrangement Area on lots (m 2 ) ground Control Tower 1,000 24,000 4 storey building 6,000 Fire station 2x150 2x3,600 on the ground 7,200 Industrial area 2,000 48,000 4 storey building 12,000 Inner Power Plant ,000 on the ground 12,000 Police & Security 200 4,800 on the ground 4,800 Outer industrial 1,000 24,000 on the ground 24,000 area Runway hump 9, , storey 60,000 building In addition to the previous traffic types, traffic generated by air cargo must be considered. It comprises the trucks transporting the cargo, the private vehicles driven by the employees in the air cargo terminals and customer trips. This traffic is generated by air cargo facilities (located inside and at the surroundings of the southern terminal), which are placed at the opposite side of the airport, freight forwarders and small package deliveries made directly to the terminal area. Volumes of trips generated by trucks, delivery vans and cargo employees are estimated separately. According to surveys, 70% of the traffic volume is generated by the last type. Service and delivery vehicles include those vehicles (1) bringing goods and materials (other than air cargo) to/from terminal building loading docks, consolidated warehouses, and other sites on an airport, (2) transporting individuals performing airport maintenance and construction, (3) being used by airport police, fire, and emergency response staff, and (4) making trips not directly generated by airport passengers, employees or air cargo. Seasonal airport -a-car. -0.1)/100

174 Page 174 Due to the seasonal characteristics of the traffic, it is preferred to choose the peak design hour in arrivals (5,499 passengers) as the value for sizing the parking areas. Firstly, the required surface for passengers will be calculated. Lastly, the number of necessary parking space for the airport employees, whose number ranges from 10,000 to 12,000, depending on the season, will be calculated. The parking capacity has been calculated according to the following parameters. Parking capacity for different type of cars %Use Number of Dwell Capacity Occupation Capacity (arr parking time (veh/hour) (pax/hour) pax/hour) positions (min) Bus ,300 Taxi Rent-a-car Private car 10 2, In order to estimate the total number of hourly passengers for each transport mode (called Total PHP at the next table), the hourly capacity for arrivals has been divided by 0.6. The equivalent Peak Hour Passengers at the design hour (PHPd) has been obtained, for each transport mode, dividing the total number of PHP by the percentage of use. Parking requirements per type of cars %Use Total PHP Equivalent PHPd Parking positions/eq PHPd Bus 80 10,500 13, Taxi , Rent-a-car , Private car 10 1,417 14, The next table shows the total parking capacity and which is the most limiting transport mode (the bus) in terms of assigned parking space.

175 Page 175 Parking capacity %Use Capacity (arr Total pax/h (for each Equivalent Equivalent and limit pax/h) mode) PHPd PHPd Bus 80 6,300 10,500 13,125 13,125 Taxi ,000 13,460 Rent-a-car ,860 13,460 Private car ,417 14,167 13,460 Total 100 8,076 13,460 The number of peak hour passengers (9,908) is less than the total parking capacity (13,460). Thus the number of parking positions supplied (750(buses) + 250(taxi) + 700(rent-a-car) + 3,330(private cars) = 5,030) is sufficient to meet the demand. The distribution of parking space is shown at the following table. Distribution of parking space Type of vehicle m 2 /vehicle Parking positions Surface (m 2 ) Bus ,000 Taxi ,000 Rent-a-car ,500 Private car 25 3,330 83,250 Total 5, ,750 Considering that Palma de Mallorca s airport has between 10,000 and 12,000 employees, depending on the season, 82% of employees use their private vehicles and the previous assumptions for the hub airport, the daily number of vehicles would be 12, The maximum number of vehicles at the peak hour would be: 3, = 775 vehicles. The employee distribution is the following: 5% working for the airport operator, 50% working in aeronautical related activities (airlines, handling, etc), 25% working for not related aeronautical activities (restaurants, tour operators, commercial activities) and the remaining 20% work in external companies. The number of dedicated parking lots for employees is 2,000, which covers the demand during the day. These parking lots will be spread through the airport.

176 Page 176 Surface area requirements per parking space Number of parking lots Estimated surface (m 2 ) Arrangement Control Tower 300 7,500 on the ground Fire station 2x50 2,500 on the ground Industrial area ,000 on the ground Power Plant 100 2,500 on the ground Exterior ,500 on the ground Water supply 100 2,500 on the ground Cargo 100 2,500 on the ground The following figure depicts the parking layout at the outer part of the seasonal airport. Parking distribution at the seasonal airport 7.6 Curbside The curbside will be located between the intermodal terminal and the parking under the runway hump. The arrivals and departures curbside will be vertically separated in order to prevent vehicle and pedestrian conflicts. Departing passenger drop-off would occur on the upper level and passenger pickup on the lower level. Several lanes will provide the arriving and departing vehicle with a sufficient level of service. The lanes adjacent to the parking structure will be used by commercial vehicles, such as taxis, vans or shuttles. The side next to the intermodal station would be available for private vehicles. For picking up passengers, taxis have a waiting area capable of accommodating up to 1,500 vehicles and services for taxi drivers. In order to facilitate

177 Page 177 the loading of vehicles it will be necessary to have several load zones, which must be grouped in different areas of curbside to prevent excessive queuing. The organization of queues relies on a taxi control center, which uses the latest technologies in operations management. Its estimated required space is 30,000 m 2. All bus types will be parked at the intermodal station, except for the airport express shuttle, which will be parked adjacent to the parking structure. This provides a major congestion relief to the curbside, where only light weight vehicles will be allowed. Two bus categories are used: tour operators buses and public transportation buses. The first type of bus demands parking positions. The estimated space will be 22,900 m 2, occupying 170 parking positions, located at the intermodal terminal. Intermodal bus and railway station. Private bus area

178 Page 178 Access area Regarding buses that belong to the public transportation network, their stops will be arranged at another area of the intermodal station. The closest area near the terminal façade will be used by public buses. For emergency vehicles and disabled people, special areas will also be reserved for them along the curbside, as well as 2% of the total parking positions. Rental Car Areas would be provided at both sides of the parking under the runway hump. Consolidated rental car facilities within the runway hump would generate passenger demand that would justify and support the introduction of the landside APM. High-capacity flow-through elevators, as well as stairs and normal elevators, will be available at several points in each parking floor. They will transport the passengers to the departure s lobby, where they will be able to access the landside APM station. Escalators occupy more space than elevators. Moreover, baggage carts are typically prohibited from escalators. They also are challenging for families travelling with children, for the elderly and for the disabled. Therefore, high-capacity elevators are the most convenient solution for the vertical transition of passengers who carry their baggage. These elevators are run on preprogrammed schedules and have a 50-person capacity. The elevator schedules can be set to reduce the number of trips during nonpeak periods. These elevators require a relatively constant demand to be effective, which applies to the Endless Runway traffic conditions. At certain parking points, near the long-term parking lots, there will be bag-check plazas, where passengers could check-in or obtain their boarding passes, while remaining with their vehicles. Upon completion of this process, passengers would proceed to park their vehicles or their well-wishers would drop them off to the curbside. The following figure shows the location of a drive-through self-service bag-check plaza that would serve the parking structure under the runway hump. Vehicles are parked in drive-through-style parking spaces before passengers exit their cars to check their baggage and retrieve their boarding passes. When this transaction is completed, passengers return to their vehicles and drive to an available space at the parking

179 Page 179 under the runway hump. These passengers then take the landside APM and, upon arriving at the terminal, proceed directly to the security checkpoint. Baggage would then be transferred by trucks to the main terminal, where it will be screened. Given that passengers are relieved of handling their baggage before entering the curbside, a bag-check plaza would decrease congestion on the curbside and the departures hall without increasing their physical size. This reduction in the number of vehicles idling on the curbside roadways would also decrease vehicle emissions. These facilities would also provide a customer service benefit resulting from the ability to check baggage prior to walking to the terminal building from parking, relieving air travelers from the need to carry their baggage to the main terminal. Passengers using the bag-check plaza could then bypass the ticketing and baggage check area of the terminal building and proceed directly to the security checkpoint. The facility would be located at one of the extremes of the parking structure, near long-term parking lots, because it caters to leisure and business travelers on long trips who are likely to have check baggage. Shortterm parking lots are used predominantly for business travelers on short trips who have only carry-on baggage. 7.7 transportation Bag-check plaza parallel layout transportation, except for the express airport shuttle, that will park at the curbside, buses will park at the intermodal station. The opportunity to move an entire mode of transportation into a consolidated location would improve the traffic on the terminal roadway, increasing the airports access level of service. The most appropriate railway station is one that facilitates railway-plane modal exchange for the largest number of passengers. Train will arrive at the intermodal station. A tunnel will connect the intermodal station

180 Page 180 with the arrivals lobby located under the runway s hump. There will be check-in and baggage transportation assistance in order to help passengers to transport their baggage from the intermodal station to the main terminal and vice versa. A landside APM will connect the facilities under the northern hump to the main terminal. An airside APM system with two tracks (one per direction) links the four terminals. It will take 208 s for a passenger to move from terminal A to D.

181 Page Passenger conveyance Big airports require significant distances for passengers transitioning from land-based to air-based transport. Therefore passenger conveyance technologies are required because of excessive distances within the airport complex. Three basic technologies are generally considered: buses, moving walks and APMs. Buses usually serve larger distances, as the table shows. The maximum distance served by frequent, express bus service is approximately 19 km. Buses provide more flexibility because routes and stations can be changed easily but can contribute to roadway congestion and auto emissions. Buses constitute the more typical transport technology for remote facilities located more than 5 km away from the main terminal. There are two types: standard and articulated buses. The first type can accommodate between 30 and 40 passengers and the system capacity can range from 400 to 500 passengers per hour, assuming five-minute headways. The second type can accommodate between 50 and 60 passengers and the system capacity can range from 600 to 700 passengers per hour, assuming five-minute headways. Furthermore apron buses can carry 80 to 100 passengers but they can only operate in the airside. For a typical airside airport application, a main terminal to remote concourse bus system with two separate routes serving the concourse at three-minute headways for each route can achieve system capacities of 3,000 to 4,000 passengers per hour. Infrastructure costs are higher for APMs than for buses. The APMs high-investment cost can be justified when passenger flows are over 1,000 PHPd. System demands are even higher (2,500 to 4,500 PHPd) for APM systems connecting a main terminal with other terminals, a rental car centre, long-term parking and urban/regional transit. APM systems length serving all such applications is longer, ranging from 3 to 5 km. The landside APM capacity can reach 3,000 PHPd assuming 50 passengers per vehicle, three-vehicle trains, and three-minute headways. The typical airside capacity ranges from 8,500 to 9,000 PHPd assuming 75 passengers per vehicle, four-vehicle trains, and tow-minute headways. APMs are not subject to roadway-based congestion and interference and they provide high levels of passenger comfort and safety. Moving walkways (also known as moving sidewalks or travelators) are more suitable for moving passengers inside a concourse. Typical walkways speeds range between 27 and 37 m/min (approximately one-half normal walking speed). The resulting passengers speed ranges from 27 m/min when they are standing to 64 m/min when they walk on the moving walk. Typical capacity ranges from 1,600 to 3,700 passengers per hour when they use baggage carts at the landside, or 4,000 to 5,000 when they move on the airside with carry-on baggage. Although the capacity is high, their low speed often results in unacceptable travel times. Conveyance capacity Conveyance technology Distance served (m) Capacity (pphpd) Bus 800 5,000 3,000 4,000 APM 300 5,000 3,000-9,000 Moving walk ,600 5,000

182 Page 182 APM and bus capacities [29] Travel time vs distance comparison [29]. 8.1 Factors that influence APM implementation In order to know if an APM system would be necessary in the context of the Endless Runway concept, the first step consists of identifying the factors that influence an APM implementation. The most important factors that influence landside APM implementation include: terminal configuration and geometry, passenger level of service, ridership volumes and costs and benefits. The most important factors for a landside APM

183 Page 183 implementation are: passenger/employee volumes, facility spacing, terminal roadway capacity, regional rail station proximity, costs and revenues and the airport s desired transport level of service Airside (in terminal) factors Terminal configuration and geometry Remote terminals with a single structure housing the processing (check-in, security, baggage claim) and the rest with airlines gates only usually have APMs (elevated or underground), often in conjunction with moving walks. Although elevated guideways are cheaper than underground ones, underground APMs would be preferred for the Endless Runway. In order to allow the vtp (vertical tail plane) of the largest aircraft (A380, m high) to pass under the guideways, the required elevation of guideways would turn out to be excessive. Moreover it would cause problems for the air traffic control vision of the apron. The Endless Runway APMs would include O/D passengers and connecting passengers. As the following figure shows, airside APMs allow greater airline hub (connecting) operations to take place regardless of the terminal configuration. For both contiguous and remote terminal configurations, APMs allowed for approximately 50% more gates. The linear distance between the centre of the main terminal and the southern terminal is approximately 1,600 m and 1,160 between the main terminal and each of the lateral ones. This distance is the minimum distance possible between terminals. If the guideways adopt a curved shaped, distances would increase. The following table depicts typical distance ranges with their typical assigned transportation mode. It is observed that both distances are higher than 900 m, which reinforces the choice of an APM system. It was also specified that the number of gates was 164, each one capable of handling connecting flights. The following table shows that, with more than 60 connecting gates, an APM or bus is preferred. Connecting gates vs. terminal type by airside technology.

184 Page 184 < 450 m m > 900 Distance between main terminal and furthest concourse Moving walk Apron bus and APM APM < < 60 Number of connecting gates Moving walk Mix of conveyance technologies APM and buses Airports that involve APMs usually need to transport passengers in the context of physically separated facilities, spaced at a significant distance between each other. This scenario coincides with the Endless Runway terminal configuration, as the distance between concourse edges is about 300m, and the linear distance between centres is over 1 km. These distances and the traffic volume are within the range of an APM system. The four concourses will be better connected and hub operations between facilities will be allowed. On the landside, facilities in the runway hump need to be communicated with the main terminal. Thus the Endless Runway airport configuration suggests the implementation of two APM systems: an APM airside system, serving the 4 concourses, and a landside APM system, connecting landside facilities with the central processing concourse. Passenger level of service The passenger level of service is measured in terms of walking distance and trip time. The maximum walking distance from security to the furthest gate considered to be a threshold of acceptable level of service is 600 m. Beyond this distance conveyance means are required. Elevated APMs and moving walks do not require vertical level change whereas apron buses and underground APMs require such changes. The geometrical constraints of the apron and terminal location force the airside ER APM to be underground. The advantage of this consists of not exposing passengers to the elements while boarding or alighting the system, which increases the level of service. Ridership volumes The characteristics of the traffic lead to a high volume of PHP (20,266 PHP at the hub airport). Since the APMs are the best conveyance type that can accommodate high ridership volumes, this reinforces the choice of an APM system to communicate the Endless Runway facilities. Ridership volumes are different for landside APMs than for airside ones. As passengers have not cleared security and checked their baggage, landside APM systems need to accommodate large pieces of baggage and even baggage carts. On the other hand, airside APM systems are usually designed to accommodate passengers

185 Page 185 with carry-on bags. Therefore, the same APM vehicle that might carry passengers on the airside would carry only on the landside. This APM system enables the movement of passengers between rental car centres, parking lots and the main terminal. As parking lots and rental car centres will be located under the runway hump, the landside APM will be installed in a tunnel. Moreover it will serve as an intermodal connection between the railway systems. Additionally air traffic trends show that the percentage of connecting passengers is likely to increase in the future, so air travellers will need an efficient way to go from one concourse to another. All these factors lead to the need for a high-capacity, high-reliability and highquality passenger conveyance between the different facilities of the airport. Costs and benefits As far as costs are concerned, system equipment costs and annual operating costs range from relatively low for buses, to moderate/high for moving walks to high regarding APMs. Furthermore indirect costs should be taken into account. For example, dual-lane moving walks increase the concourse width by 3 meters. Airport revenues are proportional to gate utilization. An APM reduces connecting times and therefore generates greater revenues for the airline and airport. A landside APM can indirectly impact costs and revenues for an airport. For example, since there is a correlation between parking proximity and parking pricing, the same parking can be viewed as closer if it is served by an APM than if it is served by a bus. Therefore parking prices can be set higher, increasing airport revenues. Furthermore, it has been previously indicated its effect in terminal roadway expansions and communicated the terminal with the rail station Landside factors Passenger/Employee Volumes and facility spacing Landside APMs can move over 6,000 PHP, while bus systems can move up to 2,000 PHP. Departing passengers (approximately 12,000 PHP) plus employees clearly exceed 2,000 PHP. Therefore a landside APM is preferred. Moreover systems that range from 450 to 3 km typically have flows of 700 to 1,200 passengers per mile. Terminal roadway capacity Since lengthening and widening the terminal roadways sometimes becomes complicated, landside APMs constitute an efficient means of supplementing them. They allow the airport to increase passenger volumes. This is very practical for the Endless Runway, because increasing roadway capacity could interfere with existing facilities, which would result in higher costs. Regional rail station proximity A remote at-grade railway station located near the northern outer edge of the Endless Runway has been selected due to construction costs. APMs are an efficient means to serve two points between 300 m and 3 km. The distance from the rail station to the main terminal is within this range. Distances between 60 and 300 m are better served using moving walks. The bus distance between stations and the terminal ranges from 800 m to 5 km. Although the distance between the terminal and the station is within that range, it is more efficient

186 Page 186 having an APM with several stations (rail station to parking lots inside the hump to terminal), thus preventing passengers from changing transportation mode. Airport s desired conveyance level of service APMs beat buses as regards to weather protection, the ability to accommodate baggage carts and trip time. An APM user can expect about half of the overall trip time compared with a bus rider. The trip savings come from shorter headways, greater alighting/boarding rates, faster average speeds and more direct routes. All these factors altogether reinforce the necessity of having an airside and a landside APM system in the Endless Runway. In conclusion the APM technology is the one that best meets the goals and objectives of the Endless Runway airport. Once the need of an APM has been identified, the APM operation has to be determined. In this sense, the spots with more passenger activity need to be found, in order to set station locations. Several alternatives that connect these stations will be analysed and evaluated. For example the airside APM can be elevated above the apron or installed in a tunnel. The ridership demand will help in sizing the fleet. The final step would be estimating the costs and justifying the investment, which is outside the scope of this deliverable. 8.2 APM systems An APM system has six main components: vehicles (1), guideway (2), propulsion and system power (3), command, control and communications (4), stations (5) and a maintenance and storage facility (6). An analysis will be carried out in order to specify the type of vehicle for the Endless Runway airport. Typically, a 12 m APM vehicle can carry between 50 and 75 passengers and can be coupled into trains as long as four to six vehicles. Landside APMs are capable of accommodating the lower end of the range whereas airside APMs have the upper end. The guideway is the track, including supporting structure, which contains, supports and physically guides the APM vehicles. It can be constructed in a tunnel, at ground level or elevated. Two parallel guideways (one for each direction) will be provided and trains will follow them side by side in order to make a good use of tunnel sections. A high level of redundancy is needed because failure of an APM, especially at the airside, due to the time-critical nature of the gate-to-gate connections of airline passengers, would have a catastrophic negative effect on the airport normal operation. The propulsion system uses electrical power by either direct current (DC) or alternating current (AC). Various systems have been developed depending on the distance between two points. Systems longer than 600 m usually use self-propelled vehicles. They consist of a rubber-tired self-propelled system. These vehicles propulsion may be provided by DC rotary motors, AC rotary motors and AC linear induction motors (LIM). The typical airside station-to-station speeds are 45 km/h. Up to 70 km/h can be reached for longer station-tostation distances. For shorter distances and simple routes (up to 800 m), cable-driven systems are used, which are cheaper than the first ones. Beyond this distance the desired level of service can be exceeded. The

187 Page 187 propulsion is achieved via attached cables that are driven from a fixed electrical motor drive unit located along the guideway, usually at one end of the system. System line speeds of 45 km/h can be achieved with longer station-to-station distances, but typical airside station-to-station speeds average 30 km/h. Command, control and communications equipment is needed to operate the driverless APM vehicles. As far as stations are concerned, passengers access the vehicles using automatic station platform edge doors. The stations also have APM equipment rooms to house command, control, and communications equipment and other APM equipment. Stations that receive cable-driven APMs are provided with bull wheels in charge of vehicle propulsion. The platform configuration can take three forms: centre platform with cross flow, side platform with cross flow and triple platform with flow through. The last type offers the best level of service because it allows for simultaneous boarding (from the centre platform) and alighting (from the side platforms). Moreover it is possible to segregate passenger types. At the alighting side, doors will open a few seconds prior to allowing boarding doors to be opened. This will be the selected platform for the airside APM and part of the landside APM although this platform requires large space and high costs. The trains that are slightly separated will meet at the end of the station in parallel guideways, resulting in a tunnel section for both trains. Two side platforms will be considered as part of the landside APM system. Since they can provide simultaneous flowthrough boarding and alighting, they also offer a good level of service. Furthermore trains follow a straight guideway as they approach the stations whereas in the case of centre platforms the guideways would have to curb as they enter the station, increasing slightly operation time. Platform configurations [29] The maintenance and storage facility provides a location where maintenance, storage and administrative functions are carried out. Specifically, the maintenance functions include: vehicle maintenance, cleaning, washing, storage of parts, tools, machinery, spare equipment, fabrication of parts and storage of spare vehicles.

188 Page APM system configuration The current APM market offers different system alignment configurations: single-lane shuttle, single-lane shuttle with bypass, dual-lane shuttle, dual-lane shuttle with bypass, single loop, double loop and pinched loop. APM configurations [29]. These configurations are analysed and the best configuration that suits the Endless Runway needs will be selected. The first two types are indicated for low-demand environments, as the number of trains is limited (one for the single-lane and two for the single-lane with bypass). As a single point failure would shut down the system, their use is recommended when alternative means of conveyance are available to transport passengers between two points. As it is difficult to install long moving walks or bus services at the airside, this APM configuration will not be considered. Dual-lane shuttles are more flexible than the previous system, as one lane can be shut-down during non-peak periods to allow for maintenance. This system also provides redundancy in the case of failure. Although this configuration serves a higher demand, the number of trains is limited (two and four trains for dual-lane and dual-lane with bypass respectively). This system can be considered for moving passengers from long-term parking lots to the main terminal. Although dual-lane and pinched loop systems have a similar appearance, the second one operates differently. Its trains travel in a loop and are capable of reversing directions and changing lanes with the help of switches. Distances and number of trains are not limited. This system provides an excellent level of reliability and highcapacity. This system is suitable for connecting the intermodal station with the station under the runway hump and to the main terminal.

189 Page 189 While the previous APM systems can be cable-driven or self-propelled, loop systems configuration are served with the second propulsion type. Distances and number of trains are not limited. A one-way movement does not provide an efficient way to move passengers. For example, if a passenger wants to go to the adjacent station located in the opposite direction, the passenger must ride through the entire loop and all other stations. Moreover failures can lead to the shutdown of the whole system. The double-loop configuration solves these issues. They also serve higher demand levels than shuttle systems. This system is suitable for connecting the four concourses between each other at the airside. 8.4 The Endless Runway APM system The Endless Runway APM system will be defined employing the following sequence: route alignment and guideway, ridership, system capacity, stations, other facilities, safety and security and level of service. Guideway The guideway can be constructed of steel or reinforced concrete. An emergency walkway along the guideway should be provided in order to allow emergency egress from a disabled train. It will be located adjacent to one of the guideways, at vehicle floor height and an unobstructed exit path to a station or another place of refuge will be provided. In order to define the APM route alignment, several factors will be taken into account: directness of passenger route, trip times, passenger walk times and distances, ride quality, avoiding transfers between APMs, ease of use, physical constraints, simplicity of passenger wayfinding and visual connectivity. Passengers perceive a direct route with few stations in between as the shortest trip time. Straight routes also favour ride quality, in other words, lateral forces imposed on the passengers are minimized. Shuttles, loops and pinched loops are easy to use for passengers. For preliminary planning, the width of a generic APM is 3.7 m, its track separation ranges between 4.5 and 6.7 m, the total width of ROW (right-of-way) ranges from 8.5 to 12 m. Since the airside APM describes a curved trajectory, self-propelled trains are chosen instead of cable-propelled ones. Moreover they are limited by bullwheel friction, grade, and cable lengths. Thus self-propelled vehicles will be selected for both airside and landside APM systems. For the landside APM, a straight guideway alignment has been selected because it is the most efficient solution. Ridership In order to calculate the volume of the airside APM fleet, the peak hour for the design day is used. For a landside APM system, the landside environment components need to be considered: the location and size of airport parking, the presence and location of the intermodal station, rental car lots and the roadway network and the number of connecting passengers.

190 Page 190 Annual passengers = 60,970,551 Peak month = 6,132,084 Average day = 204,403 passengers Arrivals/Departures at the design day = 684/786 = (47%/53%) Peak arrivals = 8,716 pax Peak departures = 12,480 pax Total peak = 20,266 pax As the departures peak is the most restricting one, it will be chosen to size the APM system. The demand for the landside APM would be: 2 min surge = 12, (2/60) = 290 pax Gate distribution is 27.5% for the northern and southern terminals (concourses 1 and 3, respectively) and 22.5% for the lateral concourses (2 and 4). Since a major number of passengers will board and alight at the main terminal, the estimated distribution of boarding and alighting passengers for the airside APM is: Concourse 1, 2, 3, 4 = 30 %, 22.5 %, 25 %, 22.5 %. Hourly surge concourse 1 for each direction = 3,744 Hourly surge concourse 3 = 3,120 Hourly surge concourse 2, 4 = 2,808 2 min surge concourse 1 = 125 pax 2 min surge concourse 3 = 104 pax 2 min surge concourse 2, 4 = 94 pax System capacity and fleet sizing The first step to determine the APM capacity is to calculate the round trip for a single train. Although it is usually calculated using specialized computer modelling, an analytic estimation will be presented here. APM capacity will be adjusted during the day, but here the maximum capacity will be estimated. Having more trains in operation than is necessary during an off-peak period incurs unnecessary wear and tear on the trains and related equipment, shortening maintenance intervals. Once the headway (time between trains) is set, the ratio round trip time/headway gives the number of trains.

191 Page 191 At the airside APM, trains describe a circular trajectory. Therefore the non-uniform circular motion equations will be applied: θ = ω0 t + α t ; ω = ω0 + 2α θ 0 = initial angular velocity = 0 interval Typical APM systems have maximum train speeds between 50 and 65 km/h but recent vehicle designs can be specified for up to 80 km/h. As landside APM trajectories are straight and airside APM curves, the lateral forces on standing passengers during acceleration, deceleration, or going through curves can result in the need for speed restrictions so as to provide adequate ride quality. This means that higher speeds will be allowed in the landside APMs. It is assumed that trains reach the same linear speed (55 km/h) at the same time as for a straight track. For the typical train acceleration (maximum of 1 m/s 2 ), the time needed to reach the mentioned velocity is: t = v a 55/ 3.6 = = 15.3s 1 And the distance for a uniformly accelerated linear motion during that time interval is: = x = x + v0 t + a t 2 1 = x = final position; x 0 = initial position = 0; v 0 = initial velocity = 0 eleration The angle variation will be calculated using the following formula: 117 m θ = A R 117 = = rad 2 2 ω v 55/ 3.6 α = = = rad/s 2 ; ω = = = θ R 840 The time needed to reach a quarter of the circle is: rad/s t = 2 θ = α 2 ( π / 2) = 51.4 s

192 Page 192 Dwell times vary depending on the traffic a station experiences. For a lightly loaded station, dwell times between 20 and 30 seconds can be assumed. For heavy traffic stations, dwell times may exceed 1 minute. As stations in the ER airport are highly loaded, the chosen estimated time for boarding and alighting is 1 min. Therefore, the round trip time for the whole circle is: RTT = = s. It is assumed that the minimum headway that can be achieved for each direction is 2 minutes. This leads to. Landside APM vehicles follow a linear trajectory. The distance between the different stations is: From the intermodal station to the station under the runway hump: 250 m. From the station under the runway hump to the main terminal: 810 m. Although the distance between parking facilities under the runway and the intermodal station could be covered by moving walkways, it has been preferred to use an APM to increase the LOS (passengers do not like changing from one transport mode to another one, and the trip time would be reduced). Passengers could access the intermodal station or head to the bus parking, immediately above the end station Once again, a linear accelerated movement has been considered. The necessary time from the intermodal station (1) to the parking station (2) has been called t 12 and from the parking to the main terminal (3) t 23. x = x 1 + v ( t t + a t ) ( t 0) v = 0 m/s. a = 1 m/s 2. t = 0 s. t = = t 23 = = Considering a 1 minute dwell time, and 60 s to reverse trains at end stations, the RTT is: = s. Thus the number of trains will be, assuming 2 minute The typical airport APM vehicle is approximately 12 m long and 3 m wide and can be coupled into trains as long as four vehicles. The capacity of a single 12 m vehicle is about 50 and 75 passengers landside and airside, respectively. Thus the APM capacity for a 4 vehicle-train is: /2 = 6,000 PHP. Four vehicles will be

193 Page 193 operating at the landside APM, with 5 trains operating simultaneously. When demand is reduced, the number of operating APMs per direction can be reduced. During peak periods, the headways would have to be reduced up to 1.3 minutes. Therefore, one full-length standby train and a sufficient number of spare vehicles to accommodate periodic maintenance activities and unexpected repair activities will also be provided. Trains will be provided with walk-through capacity in order to equalize the passenger distribution throughout the train. Nevertheless, there will be barriers between cabins to segregate traffic type. The airside APM capacity of a four-vehicle train will be: /2 = 9,000 PHP, which is sufficient to cover almost all the expected demand. During peak periods, another train can be added, reducing headway up to 1.4 minutes. Stations Given the costs of stations, it is often preferable to have shorter headways and shorter trains. This leads to shorter stations. However it is advisable to give some margin to platform lengths, due to the high expansion costs. The size of the stations is based on the length of the trains. The maximum train length is about 73 m. It has been previously estimated that every train would require four cars. If the traffic increases, more cars would have to be added. Since station platforms are difficult and costly to expand once constructed, its size should meet the ultimate airport APM ridership demand. Considering the number of vehicle per train previously determined, the minimum length of platform for both airside and landside APM stations is 4 12 = 48 m. In order to allow additional vehicles to be added, the platform length will be 75 m for both airside and landside stations. The tripe-platform configuration has been for both landside and airside APM stations selected because it allows accommodating shorter or fewer trains due to shorter dwell times. This is also the best approach to maintaining passenger type separation and the most efficient one in high-demand situations. The flow-through movement that it provides permits the de-boarding passenger unobstructed access for alighting the trains while affording boarding passengers the same unobstructed access. Boarding and de-boarding passengers are not required to use the same doors and platform spaces. The platform size is increased compared to centre and side platforms. As the airside and landside APMs will be constructed below the ground floor, vertical circulation to access the stations will be required. Vertical circulation elements are: escalators, elevators and stairs. Escalators are constant-speed passenger conveyance devices that transport people along an inclined slope. Nominal speeds for standard escalators are between 27 and 37 m/min. A descending escalator has lower capacity than that of an ascending one due to a person s natural hesitation to be sure they have their footing before the vertical drop begins. Moreover passengers with baggage board at a slower rate than passengers without baggage. The capacity of a 1 m width escalator for airside passengers is 50 persons per minute, while for landside passengers about 40 persons per minute with carry-on and checked baggage. Three escalators will be installed at each side of the platform. Their capacity is 6 50 = 300 passengers per hour for the airside and 6 40 = 240 passengers per hour at the landside. The following table shows typical escalator characteristics. For the Endless Runway airport, very large escalators have been chosen.

194 Page 194 Escalator characteristics [29] Size Nominal Width (cm) Single-Step Capacity Typical applications Medium 81 One pax with one bag Smaller airports Large 102 Two pax Metro systems, larger airports, APM stations Very Large 122 Two pax plus Newer large airports An adequate number of elevators will also be installed at each side of the platform. A general range of sizes for airport elevators is as follows: Small elevators: 173x130 cm = 2.25 m2 with door width of 91 cm. Large elevators: 213x213 cm = 4.5 m2 with door width of 122 cm. The elevators should have doors at both ends for a more efficient boarding and de-boarding of passengers. Passengers with wheelchairs must use elevators. Stairs need to be readily accessible along the path of the passengers. Descending movements will see a greater percentage choosing stairs than ascending movements. At congestion points, the number of passengers using the stairs will also increase. The access to the platforms will be provided at both ends of the platform. This configuration provides a better level of service because it distributes the passenger load between two vertical circulation cores. It prevents cross flows of passengers, which can cause congestion. Not only it improves passenger circulation but also limits platform width, as the congestion at one end of the platform may lead to increase its width. It can also reduce queue sizes and minimize walking distance on the platform. Since airside stations will be located below the ground floor and parallel to the concourse, stations will be best served by double-ended vertical circulation. Airside APM For the airside APM, the following parameters have been considered: Surface occupied per pax = 2 m2. Surface occupied carry-on baggage (one per passenger) = 0.8 m2. Considering the number of passengers previously estimated (concourse 1 = 125 pax, concourse 3 = 104 pax, concourses 2, 4 = 94 pax), the necessary platform area for passengers on each direction will be:

195 Page 195 Platform Area 1 = 125 ( ) = 350 m 2. Platform Area 3 = 104 ( ) = m 2. Platform Area 2,4 = 94 ( ) = 263 m 2. As a 3 platform configuration has been selected, the distribution of space will be: Platform Area 1 = 175 (lateral) (centre) (lateral). Platform Area 3 = 146 (lateral) (centre) (lateral). Platform Area 2,4 = 132 (lateral) (centre) (lateral). Platform space will be divided into three areas: vehicle boarding queue area, circulation zone and vertical circulation queue area. The vehicle boarding queue area, which corresponds to the area previously estimated, is a space in front of the platform edge doors where passengers form a bulk queue during the boarding process. The circulation zone has been estimated as 40% of the queue area and the vertical circulation as 15% of the mentioned area. The circulation zone is the general segment along the platform used by passengers to enter and exit the station and to access vehicle boarding queue areas and vertical circulation queue areas. The space allotted to each passenger is 2 m 2 plus 0.8 m 2 for their carry-on baggage. The vehicle boarding area and the vertical circulation queue area shall not encroach on this circulation zone. The vertical circulation queue area is a space in front of vertical circulation devices where passengers form a bulk queue to access elevators and escalators to leave the station. Thus the platform areas will be: Platform Area 1 = 271 (lateral) (centre) (lateral). Platform Area 3 = 226 (lateral) (centre) (lateral). Platform Area 2,4 = 205 (lateral) (centre) (lateral). Finally, a factor of 1.4 will be taken into account in order to consider future traffic peaks. The considered platform area will be: Platform Area 1 = 380 (lateral) (centre) (lateral). Platform Area 3 = 317 (lateral) (centre) (lateral). Platform Area 2,4 = 286 (lateral) (centre) (lateral).

196 Page 196 APM station at the main terminal (level -1) Layout of an airside APM station located at one of the lateral terminals.

197 Page 197 Airside APM stations layout. Landside APM The landside APM will have three stations, at underground level: one at the intermodal station, one in the runway hump and at the main terminal. Arrivals and departures flows will be separated using the aforementioned system. At the main terminal meet an airside with a landside APM station. The crossing will be at different levels. The landside station will be located at the lower level (-2) and the airside at level -1. Although at the pinched-loop the main terminal end station tracks are on the same level for both directions, the stairs and escalators on one side head towards the departures level (+1) whereas passengers access the platform from the arrivals level (0). Once each train reaches the end station and has no passengers, it changes its track with the help of switches. At the end landside station under the main terminal, escalators will guide departure passengers to the departures (level +1). Arriving air travellers will access the platform from level 0. In order to avoid the mix of arriving and departing passengers at the central platform, one way doors will be installed at the departures and arrivals level. For the landside APM, considering passengers with baggage, the estimated floor space is 2.3 m 2 (IATA B LOS, see Appendix B). The platform area for each direction at the main terminal and parking under the runway stations would be: Platform Area = ( ) = 1,034 m 2.

198 Page 198 The whole platform area will be distributed in this way: 517(lateral) + 1,034(centre) + 517(lateral). As the traffic at the intermodal station would be 23% of the total, the platform area at the end station will be: Platform area: 119 (lateral) (centre) + 119(lateral). APM landside station

199 Page 199 Switches at the end of the station to change tracks. Landside APM stations layout.

200 Page 200 The following table summarizes the APM characteristics. APM characteristics Airside APM Landside APM Guideway length (m) 5,278 m 1,060 m Alignment Underground. Dual lane loop. Underground. Pinched loop System capacity 9,000 PHP 6,000 PHP Number of vehicles Vehicles per train 4 4 Capacity/vehicle Number of trains 4 5 Area/Passenger m m 2 Round trip time 446 s 605 s Headway 2 min 2 min Propulsion Self-propelled Self-propelled Maintenance facility Offline. Southern terminal Offline. Near intermodal station Control facility Southern terminal Station under runway hump Number of stations 4 3 Station platform type Triple platforms Triple platform-side platform 15 A typical 12 m long vehicle is considered. 16 In a vehicle.

201 Page 201 Vertical circulation One elevator, 1 stair and 2 singledirection escalators for each of the 3 platforms at each station. One elevator, one stair and two pairs of escalators per side platform station. One elevator, 1 stair and 2 single-direction escalators for each of the 3 platforms at each 3 platform station. 8.5 Other APM facitlities Maintenance and storage facility Maintenance facilities can be located online or offline of the operation alignment. Offline maintenance facilities can accommodate a larger fleet of vehicles. As the Endless Runway APM system is quite large, it is better to place maintenance facilities outside of the passenger carrying alignment. The facility is typically composed of a large building where the vehicles are maintained and repaired, train yard, test, track, wash facility and a vehicle storage area. The train yard is composed of several tracks joined by switches, in order to allow effective routing between the maintenance building, vehicle storage area, vehicle wash facility and test track. Provisions for office and work space for personnel have also to be considered, for example, administrative areas, wash areas, eating and break areas and locker rooms. The airside maintenance building will be placed in the southern big terminal. Unlike bus maintenance facilities, where internal combustion engines are involved, APM maintenance facilities are quiet. Because of this, they can be placed within a terminal without causing any negative impact. This terminal will also house the power, command, control and communications facilities. Moreover two additional maintenance facilities will be placed under the stations of the eastern and western terminals. Below-car maintenance pits can make APM vehicle equipment accessible without jacking. The landside APM maintenance building will be placed next to the intermodal station, with an estimated surface of 20,000 m 2. Central control facility Both landside and airside APM systems need to be monitored and supervised by a central control facility. In the Endless Runway airport, it will be located in the southern concourse, in a dedicated room within the southern maintenance facility. Its estimated needs of space are 2,000 m 2. ATC (Automatic Train Control) functions are accomplished by automatic train protection, automatic train operation and automatic train supervision equipment. ATP (Automatic Train Protection) is used to meet the safety criteria and constraints. ATO (Automatic Train Operation) equipment performs basic operating functions within the safety constraints imposed by the ATP. ATS (Automatic Train Supervision) equipment provides for automatic system supervision by central control computers and allows manual interventions by central control operators using control interfaces. The central control facility includes a central control equipment room and a separate central control room.

202 Page 202 Power distribution APM systems require power to operate trains as well as for all controls and monitoring functions. The detailed power distribution layout is outside the scope of this project. Nevertheless two power distributions will be mentioned: AC and DC. On the one hand, AC distributions require substations separated 600 m, due to voltage drop. Their advantage consists of a smaller physical size of the substation. On the other hand, DC distributions can provide power to a much longer guideway (1,500 m between substations). Although this type of substations requires more and larger equipment, the greater distance between substations results in fewer substations and typically equates to significant cost savings. Seasonal airport The distance from the outer edge of the runway and the centre of the terminal is approximately 800 m. Considering that the PHPd is 9,900, the choice that makes sense with the previous reasoning is an APM system. This APM will connect the access area at the outer part of the circle with the terminal, at the basement level. The proposed APM will be similar to the landside APM for the hub airport. Furthermore, three tunnels will allow authorized vehicles to enter the inner part of the circle. Two of them will be dedicated to airport employees and another one for vehicles going to the cargo area. The first tunnels will have two lanes and vehicles will go in one direction. The cargo tunnel will only have one lane per direction and both direction in the same tunnel. Traffic can be deviated from one tunnel to another in case one tunnel becomes obstructed.

203 Page Future airport expansions Expansions or major renovation of the Endless Runway airports facilities, especially on the inner part of the circle, can be difficult due to space limitations. One option consists of relocating some of the major passengerprocessing facilities in the main terminal, such as check-in or baggage claim in a facility under the runway hump, similarly to the parking lots in the northern portion of the runway. This terminal facility would be connected to the airside using APMs. The construction of these passenger-processing facilities would not interfere with the normal operation of the first four Endless Runway concourses, which would result in lower construction costs and operational impacts. In this sense, part of check-in and baggage check, as well as rental car counters, could be moved to the intermodal station, which does not have so many space constraints as the facilities inside the circle. Furthermore, the ability to check-in and check baggage in proximity to parking relieves passengers of the need to transport their baggage with them to the main concourse. This process would be beneficial for the elderly and disabled. Additional curbside space could be placed outside the external passenger facilities. Vertical transitions could be minimized by locating all curbside operations on one level. As the passenger processing facility would be far from the concourses, the perception of a lower level of service could be compensated by introducing additional APM lines. Another alternative consists of placing passenger-processing facilities on a remote location, off-airport property, possibly in an urban location or some other heavily populated area with good transit connectivity (for example, an urban ground transportation centre). The high demand characteristics of the Endless Runway airport would justify this connection to the airport, provided that the city served by the airport has already an established ground transportation network. Passengers arriving at that facility from the airport would have the opportunity to commute with the local or regional transportation network. From that remote processing facility, passengers could board a non-secure transportation mode to the airport, which could be a rail service to the airport. The higher flow of passengers arriving at that remote processing facility would justify the implementation of an airport train. A relatively simple support facility would be provided with a waiting room and boarding pass kiosks. This facility could also be used as an alternative curbside. Air travellers could park their vehicles or be dropped off. The following figure depicts this concept. On the lower level, there is the regional transit system (urban buses and/or underground). The following level would be used by commercial vehicles, such as taxis and interurban buses. One side would be used for the passenger pick up and the other for the drop off. An arrivals hall with several concessions would be located between the pick up and the drop off curbside. The third level would be assigned to private vehicle drop off and pick up, arranged with a pick up and drop off curbside, similarly to the previous floor. A departures hall, including a check-in area would be placed between both curbsides, as well as several short-term parking lots. There air travellers could check their baggage before boarding the transit system link to the airport (a train or a bus), which would also be located on that level. This function could also be accommodated on the lower level but this time preference has been given to departing passengers. There are two ramps that direct the vehicles to the public parking structure above, which will consist of a multilevel parking.

204 Page 204 Remote passenger-processing facility vertical layout Second level of the remote passenger processing facility

205 Page 205 Detail of the second level Expansions on the airside are difficult due to the optimization of the inner space. As the following picture shows, if several linear concourses are added at the inner part of the circle, the number of hangars has to be reduced up to 16 hangars for narrow body aircraft and two for wide body aircraft. The available room for aeronautical activities is drastically lower because of space needed to access the hangar doors and push back operations. Another alternative would consist of placing circular, Y or X-shaped satellites at the corners of the inner area. This alternative would lead to a lower number of gate positions and space at the centre because of the space needed for push back manoeuvres and not being able to place gates near the centre of the terminal. Following the same procedure explained, the following table compares the results obtained. It can be concluded that the linear configuration is superior to the Y configuration as far as capacity is concerned. Linear vs. Y-shaped terminal Linear Y-shaped NBEG index Number of gates Capacity (aircraft/hour) Capacity (operations/hour)

206 Page 206 Linear concourses at the expanded airport Y-shaped satellites at the expanded airport When an Endless Runway airport expansion is necessary, the development of new landside and/or airside concepts and layouts must be considered due to space limitations. The development of a new landside concept is based on two airport attributes: physical and nonphysical. On the one hand, physical attributes that should be taken into account are: availability of land, roadway and parking access, availability and configuration of close-in parking, regional transit connection to the airport and rental car operations.

207 Page 207 Availability of land The location of available land for facility development would have a direct effect on the type of landside facility that could be developed. Due to traffic growth, both landside and airside facilities would eventually have to be expanded. Preference would be given to the expansion of airside facilities (new concourses, addition of piers, etc.) inside the circle. New landside facilities could be relocated into three different places: inside the runway hump, outside the circle but near the outer edge and in a remote location, such an urban ground transportation centre. The location of additional landside facilities would depend on the availability of land. If the airport has severe land constraints the first and third options would fit better, whereas an airport with undeveloped land would find the second alternative more desirable. Roadway and parking access As more parking surface is required, depending on the availability of land, either remote parking areas or an expansion of the parking structure under the runway hump can be carried out. The distance from one end of the parking structure to the centre is 375 m. The addition of more parking lots at both ends would result in a considerable walking distance to the APM landside station. Therefore moving walks would have to be installed along the parking structure. Instead of a remote parking, another parking structure can be built in front of the runway under the hump. A pedestrian bridge can connect this parking to the lobby under the runway hump. Regional transit connection to the airport The location of existing rail facilities influences affects the selection of an additional landside terminal. The integration of the intermodal station with a new landside terminal would also promote a synergy between the intermodal station with the landside terminal retail and concession services. On the other hand, non physical attributes are: facility cost, constructability and operational disruption, airport and regional policies, ground transportation characteristics and passenger characteristics. Facility cost The costs associated to ready the site and construct can range significantly from concept to concept. The most expensive concept would be expanding the facilities under the runway hump. The suitability of the other two concepts depends upon the new facility is built on a multistep site, if an existing facility has to be removed in order to build the new one and the capital and operating costs of transporting air travellers and their baggage to and from the new site. Constructability and operational disruption The ability to build a facility in an operational airport environment would likely create disruptions and airport passenger inconvenience if its location is directly adjacent to the existing terminal. In this sense, additional remote landside facilities would conceivably result in fewer construction-related impacts. Airport and regional policies Airport and regional policies pertaining to environmental initiatives may favour the implementation of certain landside concepts and operational schemes designed to reduce roadway congestion, annual vehicle-miles-

208 Page 208 travelled and air pollutants. For example, airports with a transit-oriented policy may find the remote processing facility concept attractive. Furthermore, regulations and policies in effect at certain airports may limit how the original airport facilities can be modified. Ground transportation characteristics The evolution of traffic volume and type will help determine the size and configuration of the components of the various landside concepts. For example, if the percentage of buses increases substantially, new facilities for accommodating these larger vehicles would be required. Passenger characteristics When the airport expands, the type of passengers being served must be considered. For example, if there is a large elderly population, assisted parking spaces or at least convenient close-in parking should be provided. The proportion of passengers with checked baggage, such as those travelling to leisure destinations, would also affect the locations of ticketing and baggage-check facilities.

209 Page Conclusions This document assesses the Endless Runway concept to airport design. The three main airport elements of airside, landside and access, have been sized and detailed for two different scenarios, a large hub airport and a seasonal airport. In order to compare the Endless Runway airport with conventional airports, the traffic of Charles de Gaulle (61 million annual passengers) and Palma de Mallorca (23 million annual passengers) has served as reference for the calculations of both airport types. The radiuses of the inner and outer circles of the runway were set by other work packages (see D1.3 and D3.2) to 1,500 and 1,640 m, respectively. Thus the area occupied by the outer circle would be 9,186,000 m 2, considering that the runway safety area is set at 1,710 m from the centre. All essential facilities, such as fire stations, control tower and hangars can be included inside the circle. Non-related aeronautical facilities are located on the outside, occupying an estimated surface of 2,360,000 m 2. The total area occupied by the Endless Runway hub airport is approximately 11,545,000 m 2, approximately 36% of the original Paris Charles de Gaulle area. The same configuration has been used to study the seasonal airport. Taking into account that the reference traffic is only 1/3 of the hub airport, the capacity of the airside is substantially higher than the traffic demands. Arriving aircraft will access the two concentric taxiways using high-speed exits under a 45º angle with the runway. The transition curves will be clothoids. These curves allow to mitigate passenger discomfort when the aircraft enters a high-speed exit and smoothes the steering of the aircraft. The selected taxiway configuration is advantageous from an operational perspective. If the aircraft uses the optimum high-speed exit, the linear distance from the outer taxiway ring to the terminal façade is only m. Therefore it can be concluded that taxiing time can be significantly reduced if gates are adequately assigned. The apron length has also been reduced using the MARS system, which substantially increases gate flexibility. The selected terminal configuration has been linear midfield concourses, with a curved outer façade and a straight shape at the inner part of the circle. Although this configuration provides an excessive ground plan area, it is the best layout to optimize the apron area. The remaining room available has been used for cargo facilities, APM maintenance, handling vehicle parking and warehouses. The symmetrical distribution of terminals reinforces one of the main advantages of the Endless Runway concept: no preferential landing and take-off directions. Passengers move from one terminal to another via APMs. There is an airside APM, which connects the four terminals. Passengers access the main terminal using a landside APM. This APM connects an intermodal station, located outside of the circle, and the parking facilities under the runway hump. Conventional airports must dedicate considerable space for parking lots. In order to make a better use of space, parking facilities have been placed in several levels under the runway hump. The feasibility of this concept is subject to construction procedures and costs, which would require to be assessed. A classical alternative has been provided for the seasonal

210 Page 210 airport in case the acquisition of land and construction costs do not justify building parking facilities under the runway hump. It can be concluded that the Endless Runway concept can be advantageous in certain conditions (hub and seasonal airports with a certain level of traffic and reduced availability of space). The main issue identified as far as this document is concerned, consists of the runway being a limiting factor. Once the runway radius is set, runway capacity is also set and can only be increased by improving ATM operations and aircraft performance.

211 Page References [1] Planning and Design of Airports, Robert Horonjeff, 1975, ISBN: [2] Airport Terminals, Christopher J.Blow,1991, ISBN: [3] The Airport Passenger Terminal, Walter Hart, 1985, ISBN: [4] Ingeniería Aeroportuaria, Marcos García Cruzado, 2000, Madrid, ISBN: [5] Airport Engineering, N. Ashford, 1992, ISBN: [6] FAA Advisory Circular AC 150/5070-6B [7] The Endless Runway Concept Description High Level Overview, H.H. Hesselink et. al, D1.3_WP1_Concept_Description, version 2.0, 21 December 2013 [8] Airport Systems, Richard de Neufville/Amedeo Odoni, October 2,003, ISBN: [9] Google Earth [10] [11] FAA Advisory Circular AC 150/ A [12] FAA Advisory Circular AC 150/ [13] Optimal Configuration of Airport Passenger Buildings for travellers, Richard de Neufville, Alexandre G. de Barros and Steven Belin [14] Intermodal ground access to airports: a planning guide A good start, Philip S. Shapiro [15] Planning Airport Access in an Era of Low-Cost Airlines, Richard de Neufville [16] [17] [18] [19] Airport Cooperative Research Program Report 4 Ground Access to Major Airports by Transportation (Matthew A. Coogan, 2,008, Washington D.C., ISBN: ) [20] EUROCONTROL Trends in Air Traffic Volume 5 (Claire Leleu, David Marsh). [21] FAA Advisory Circular AC 150/ B [22] [23] AENA website: [24] IATA ADRM Airport Development Reference Manual (2,004, ISBN: ) [25] Aircraft Aspects of the Endless Runway, P. Schmollgruber, A. De Giuseppe, M. Dupeyrat, D3.2_WP3_Aircraft Aspects, 30 September 2013 [26] ATM Aspects of the Endless Runway, S. Loth, H. Hesselink. R. Verbeek, M. Dupeyrat, D4.2_ATM_Operational Concept, 30 June 2013 [27] Highway Capacity Manual, 2,000, ISBN: [28] Airport Cooperative Research Program Report 25v1 Airport Passenger Terminal Planning and Design, Volume 1 (Landrum & Brown, Cincinnati OH, Hirsh Associates, Ridgefield CT, Kimley-Horn and Associates Norcross GA, Jacobs Consultancy, Burlingame CA, The S-A-P Group, San Francisco CA, Transecure, Leesburg VA, Steven Winter Associates, Norwalk, CT, 2,010 Washington D.C., ISBN: )

212 Page 212 [29] Airport Cooperative Research Program Report 25v2 Airport Passenger Terminal Planning and Design, Volume 2, Landrum & Brown, Cincinnati OH, Hirsh Associates, Ridgefield CT, Planning Technology, Clearwater FL, Presentation & Design, Algonquin IL, 2010, Washington D.C, ISBN: [30] Airport Cooperative Research Program Report 37 Guidebook for planning and implementing Automated People Mover systems at airports, LEA+ELLIOT, Dulles, Virginia with Kimley-Horn and Associates, Houston, Texas and Randolph Richardson Associates, Fairfax, Virginia, 2,010,Washington D.C., ISBN: [31] [32] [33] Aircraft Characteristics Airport and Maintenance Planning Airbus AC_A380 [34] [35] [36] [37] Aircraft Characteristics Airport and Maintenance Planning Airbus AC_A320 [38] Normativa 3.1-IC. Trazado de carreteras, Ministerio de Fomento (2001). [39] ntrol.int&org=eurocontrol [40] Procedures for determination of airport capacity, Interim Report No. FAA-RD , Vols. 1 and 2 prepared for the FAA by Douglas Aircraft, Washington DC, April 1,973. [41] Airport Cooperative Research Program Report 40 Airport Curbside and Terminal Area Roadway Operations, Leigh Fisher, Burlingame CA in association with Dowling Associate and JD Franz Research and Wiltec, 2,010, Washington D.C., ISBN:

213 Page 213 Appendix A- Agreed contributions from the different WPs. The following table shows the agreed contributions and responsibilities by the partners involved in the consortium 17. Airport ER parameters Parameter WP2 WP3 WP4 Size of the circle (radius) contribute contribute yes Profile of the runway (bank angle) yes Width of the runway yes contribute Outer area of the runway (connection to outside) yes contribute High speed exits and entries Contribute yes Taxiway lay out (incl. inner and outer circles) yes contribute Apron lay out yes contribute De-icing areas location yes TMA lay out yes Terminal building location & organisation (incl. pax yes contribute movements) Other buildings locations, incl. tower yes contribute Gate and stand distribution yes contribute Airport curb side and APM yes Aircraft landing gear yes Aircraft engine design yes Scenarios (fleet mix, origin, destination, gate allocation, Y C C number of movements per hour) Runway operational procedures (landing) Y Runway operational procedures (take-off) Y Take-off performance Y Landing performance Y Runway allocation (segments) Y Taxiway operational procedures Y TMA operational procedures Y Key Performance Indicators for the simulation evaluation C C Y 17 Yes = this work package will have final responsibility for the definition of a parameter. Contribute = this work package has a strong relation to the parameter and will contribute to the definition of the parameter.

214 Page 214 Appendix B- Definitions. Apron: A specified portion of the airfield used for passengers, cargo or freight loading and unloading; aircraft parking; and the refuelling, maintenance and servicing of aircraft. Breakaway power: is the amount of power used to start to get an aircraft to taxi (i.e. breakaway from standstill). Castor angle: It is the angle formed by the longitudinal axis of the aircraft and the direction of movement of the nose wheel, or other reference point. Connecting passengers: They are those who change their aircraft between the origin and destination. In nearly all cases, connecting passengers who later connect to another domestic flight are not screened at the connecting airport. Rather, they deplane at the connecting airport at a point that is secure (behind the screening locations) and then proceed to the gates of their next flight without having to go to another screening process. Schengen: These are countries whose flights start or finish in those countries which have signed the Schengen agreement. It allows passengers to cross freely the borders of those signing countries: Germany, Austria, Belgium, Denmark, Spain, Slovakia, Slovenia, Estonia, Finland, France, Greece, the Netherlands, Hungary, Italy, Latvia, Lithuania, Luxemburg, Malta, Poland, Portugal, Czech Republic and Sweden. Schengen not EU: Norway, Switzerland and Island do not belong to the EU but have signed de Schengen agreement. As these passengers are only required to pass security controls, their treatment is equal to the national passengers. EU not Schengen: Flights whose origin or destination is carried out in countries which belong to the EU but have are not included in the Schengen agreement. These countries are: Bulgaria, Cyprus, Ireland, Rumania and the United Kingdom. Europe Not EU not Schengen: These are European countries that are not part of the EU and have not signed the Schengen agreement. These countries are: Russia, Ukraine, Serbia, Albania, Turkey, Macedonia, Croatia, Gibraltar, Montenegro and Belarus. Origin and destination passengers (O&D): They are those passengers who begin or end their trip at a particular airport. Narrowbody Equivalent Gate (NBEG): This metric is used to normalize the capacity of each gate, based on the wingspan of the aircraft that can be accommodated. 1 NBEG is equal to a typical ADG III narrowbody aircraft with a 36 m wingspan.

215 Page 215 Track-in: It is the distance between the curved path followed by the nose wheel and the midpoint of the undercarriage of the main landing gear. Transit Stating Areas: The location where taxis, limousines, buses and/or other ground transportation vehicles are staged prior to being allowed access to the terminal to pick up passengers. The following table summarizes the controls that passengers must pass depending on their origin / destination location. From/To Nat/EU SCH EU NSCH INT Curbside Nat/EU SCH - Passport (Departures) Passport (Departures) - EU NSCH Passport (Arrivals) - - Passport (Arrivals) INT Passport (Arrivals) Security Security Passport (Arrivals) Security Customs Curbside Security Security Security - Passport (Departures) Passport (Departures) Peak Daily Activity: Demand for the average day of the peak month of the design year is determined by dividing the peak month demand by the number of days in that month. Peak Hourly Activity: Equivalent Aircraft (EQA) Factors (design Aircraft) Design aircraft: The design aircraft enables the airport design in such a way as to satisfy the operational requirements of such aircraft. When a new airport is designed the selection of at least a design aircraft is required. The aircraft characteristics that affect the design components are summarized in the following table. Aircraft characteristics Approach speed Landing and Takeoff Distance Cockpit to Main Gear Length (CMG) Outer to Outer Main Gear Width (MGW) Wingspan/Tail Height Design components RSA, ROFA, RPZ, runway width, runway-to-taxiway separation, runway-tofixed object. Runway length Fillet design, apron area, parking layout Taxiway width, fillet design Taxiway and apron OFA, parking configuration, hangar locations, taxiway-totaxiway separation, runway to taxiway separation

216 Page 216 Separation time: time between an aircraft leaves a stand and the following aircraft gets at the stand. Gates classification: the FAA classifies the gates into four types: - Gate Type A: airplane design group III with a wingspan between 24 and 36 m. - Gate Type B: airplane design group IV with a wingspan between 36 and 52 m and a fuselage length less than 49 m. - Gate Type C: airplane design group IV with a fuselage greater than 49 m and the same wingspan as gate type B. - Gate Type D: airplane design group V with a wingspan between 52 and 65 m. Taxiway design The ICAO and the FAA have published several guidelines as far as taxiway design is concerned. They stipulate that taxiway routes should be straight, direct and uncomplicated when possible. Where curves cannot be avoided, their radii should be large enough to allow taxiing speeds that range between of 30 and 60 km/h. Radii corresponding to different taxiing speeds is shown in the following table. Speed (km/h) Radius (m) The taxiway pavement should be widened on curves and at intersections to lessen the likelihood of an aircraft s wheels dropping off the pavement. The following table shows recommended taxiway edge safety margins by the FAA, which is the minimum distance between the outside of the aeroplane wheels and the pavement edge. Design item (ft) Airplane Design Group I II III IV V VI Taxiway safety area width

217 Page 217 Taxiway width Taxiway edge safety margin Taxiway shoulder width Taxiway object free area width Taxilane object free area width Taxiway centreline to Parallel taxiway/taxilane centreline Fixed or movable object Taxilane centreline to Parallel taxilane centreline Fixed or movable object FAA taxiway dimensional standards The FAA recommends a minimum separation between a runway and a parallel taxiway based on Airplane Design Group. The ICAO Annex 14 does not specify wing tip clearances. TDG (Taxiway Design Group) Runway centreline to taxiway/taxilane centreline-minimum (m) Runway centreline to taxiway/taxilane centreline recommended m The following table shows different dimensions for the design of intersections recommended by the FAA. 18 For ADG III taxiways intended to be used by airplanes with a wheelbase equal to or greater than 60 ft, the standard taxiway width is 60 ft. 19 The taxiway edge safety margin is the minimum acceptable distance between the outside of the airplane wheels and the pavement edge. 20 For ADG III with a wheelbase equal to or greater than 60 ft, the taxiway edge safety margin is 15 ft.

218 Page 218 Design Item (ft) Dimensions Airplane design group I II III 21 IV V VI Radius of taxiway turn R Length of lead-in to fillet L Fillet radius for judgmental oversteering symmetrical widening F Fillet radius for judgmental oversteering one side widening F Fillet radius for tracking centreline F FAA taxiway fillet dimensions ICAO Taxiway widths Code Letter Taxiway width (m) A 7.5 B 10.5 C 15 m if the taxiway is intended to be used by aeroplanes with a wheel base less than 18 m 18 m if the taxiway is intended to be used by airplanes with a wheel base equal to or greater than 18 m D 18 m if the taxiway is intended to be used by aeroplanes with an outer main gear wheel span of less than 9 m. E 23 F ADG III with a wheelbase equal to or greater than 60 ft, should use a fillet radius of 50 ft.

219 Page 219 Types of hangars: T-hangar: A grouping of hangars in a rectangular shaped building. The name is derived from the shape that the hangar within the rectangular building takes in the form of a T. Typical T-hangars have door widths of approximately 14 m. Conventional hangar: A square or rectangular-shaped hangar with large open-bay space capable of capable of accommodating multiple aircraft in a community setting. Conventional hangars typically range in size from 23x23 m to upwards of 9,300 m 2 per building. Conventional hangars are also referred to as community hangars. Executive (Box) hangar: A square or rectangular-shaped hangar that usually stands alone and is designed primarily to accommodate the business aircraft operations of a single company or individual who may or may not service (and stage) their own hangar. Executive hangars are typically larger than stand alone T-hangars, but smaller than most corporate hangars. In many cases, office, shop and/or storage space is located within the structure. Corporate hangar: A square or rectangular-shaped hangar similar to a conventional hangar, but used to accommodate the business aircraft operations of a single company who typically services (and stages) its own aircraft. Corporate hangars, which typically stand alone, are usually larger than executive hangars. Subsystem A B C D E F Check-in queue area Total Wait/circulate Hold room system breakdown Bag claim area Government inspection IATA level of service standards (m 2 per occupants). Processing facilities Short to acceptable (min) Acceptable to long (min) Check-in economy Check-in business class

220 Page 220 Passport control (arrival) Passport control (departures) Baggage claim Security check Maximum queue time LOS in processing facilities. Service conditioning/space standards A B C D E Few carts and few passengers with check-in luggage (row width = 1.2 m) Few carts and 1 or 2 pieces of luggage per passenger (row width = 1.2 m) High percentage of passengers using carts (row width = 1.4 m) Heavy flight load with 2 or more items per passenger and a high percentage of passengers using carts (row width = 1.4 m) Check-in queue area LOS standards (m 2 /occupant). Location Cart Availability Space available (m 2 /occupant) Speed (m/s) Airside None After check-in Few Departure lounge High Circulation requirements (m 2 /occupant).

221 Page 221 Appendix C Procedures Parking procedures used at an airport have a considerable effect on the apron design because the sizing varies depending on them. Power-in, push-out. It involves the taxiing of arriving aircraft directly into gate positions under their own power and are towed out by tractors. Parking is generally nose-in perpendicular to the building or pier finger. Thus the apron area can be minimized. Furthermore passenger loading can be carried out by loading bridges, thereby protecting passengers from the elements. Another advantage of this configuration consists of lower noise levels, as there is no turning movement. Nevertheless they require additional personnel and equipment. Besides the towing out manoeuvre can take additional time (around 2 minutes), during which access to the gate position for other aircraft may be inhibited. Moreover the rear aircraft doors may be too far from the building and therefore cannot be used effectively for passenger loading and unloading. Power-in, power-out. Aircraft taxi into and away from gate positions under their own power. The advantage offered is that there is no special equipment or apron personnel requirement. Parking is either parallel to the building/pier finger or at 30º, 45º, or 60º. Angle parking is normally used at apron station where traffic is relatively light. Although it is less costly operationally, it requires more apron area and permits fewer gates per pier finger/building length. This procedure is typically used at lower activity airports. This method fails to place the nose of the aircraft in the most desirable position. Moreover there is the possibility of engine damage from foreign objects and dirt on the apron. As in the ER it is intended to minimize the space occupied by the different facilities in the inner part of the circle, this option will be rejected. Nose to building clearances Regarding nose to building clearances recommended by the FAA, the distance between the nose of an aircraft and the building may vary anywhere between 4.5 to 9 m. This dimension is dependent on the method of push-out employed, whether the building is single or multi-level, the aircraft s nose gear position relative to its nose and the manoeuvring and parking requirements. A minimal clearance between 4.5 and 6 m is practical. Larger nose-to-building dimension are frequently required when a tug must operate in front of the aircraft. In addition, some separation is required to accommodate the adverse effects of jet blast as well as separation for maneuvering. Nose-to-tail clearances are presented in Table 11, which may be reduced by the use of jet blast fences a low break-away thrust operating procedures. In the aircraft gate area, it is required to provide certain wing-tip to wing-tip clearances, which are shown in table (). When passengers are transported from the terminal to a remote parking stand by means of a transporter a wing-tip to wing-tip clearance of 14 m should be allowed.

222 Page 222 Taxilanes are used on aprons by aircraft taxiing between taxiways and gate positions. There is a taxilane area dedicated to apron service vehicle roads, which is called Object Free Area (OFA). Its width is 49 m for gate types A, B and C and 84 m for types D. The following table shows the different clearances presented. Different types of apron clearances stated by the FAA Nose-to-Building Clearances Nose-to-Tail Clearances Wing-tip to Wing-tip OFA (m) (m) Clearances (m) (m) Gate type A Gate type B Gate type C Gate type D According to the ICAO, the minimum clearances between aircraft and from aircraft to the terminal or fixed objects are: Category Clearances (m) Taxilane axis to an object (m) Apron taxiway to object A B C D E F

223 Page 223 Appendix D Classical airport configurations Centralized vs Decentralized With centralized processing, all the elements in the passenger terminal are conducted around one area. Processes usually included are: baggage checking and claim, customs and immigration, ticketing and security controls. In general, a centralized passenger building is a good choice from the passenger, retail, owner and transfer perspectives. The owners appreciate that concessions are concentrated in one area, as there is a bigger flow of possible clients. The transfer passengers prefer remaining in the same concourse. It is also a convenient choice for rail and other forms of public transport, as it provides a single point of access to the terminal. Decentralization involves a distribution of baggage claim and check- in areas. There is no baggage classification system. Check-in counters are directly connected with the container and baggage car area. There is a redundancy in security and controls, as well as concessions which constitute a less efficient option. That is why it is not the best solution for retail, owners and transfers. Nevertheless passengers and airlines value this concept. As major airlines like to control their own space, it is a good choice for them. It also works well for airline alliances. However it can inhibit the growth of airlines at an airport, as they find it difficult to operate in different buildings. Walking distances can also be reduced, as smaller buildings are used instead of a single massive one. The selection of the processing depends basically on the type of airport operation, percentage of connections end security requirements. For example, a centralized process is more suitable for hub airports. A decentralized process suits small touristic airports with a predominant originating and terminating traffic. Barcelona/El Prat: example of a centralized configuration. [10]

224 Page 224 New York/Newark. Example of a decentralized configuration. [9] There are five basic types of terminal configurations: linear, midfield, finger piers, satellites and transporters Subjective comparison of configurations of airport passenger buildings [Source 8] Configuration Local passengers Transfer passengers Airline Owner Retail Linear (one side) Fairly good Poor Good Fair Poor Midfield linear Fair Good Good Fair Good Midfield X-shaped Fair Fair Fair Good Good Finger pier Fair Poor Fair Fair Good Transporter Fair Poor Good Poor Good

225 Page 225 Linear Passengers access linear buildings from one side and aircraft are parked on the other side. The initial idea was that passengers got to their flight through a narrow building, minimizing walking distances. However this approach is impractical because check-in and security facilities must be duplicated in front of each gate, instead of using a single area to serve a greater number of passengers simultaneously. Besides cars or ground transport cannot always find a parking space in front of their gates. It is unproductive from a retail point of view because there is not enough flow provided by single gates. In reality, a few access points are given and then arriving passengers flow to some central area for check-in, security, shopping and then proceed to their gates. That is why walking distances are not as minimized as initially expected. They are not suitable for airports which must accommodate hubbing traffic. Moreover manoeuvring in and out of gate positions requires the provision of an apron taxilane running full length behind the aircraft gates. The problem is that the apron taxilane will be twice as large as between piers. In the case of circular linear units, the apron area causes inefficiency because large areas between the taxiway system and the terminal remain unused.

226 Page 226 Figure. Munich Airport: example of a linear configuration. [9] Midfield These independent concourses are separated from the central facility. They are similar to satellites, but they are bigger and located far from the central building. Because of the distances involved, people movers are a necessity to transport passengers from one facility to another. This configuration is mostly used for highvolume airports, especially where there is a great amount of domestic transfer and interlining. Midfield concourses can be linear or X-shaped. On one hand, linear concourses are simply long buildings with aircraft positions on both sides. They are frequently wider in the middle section, around the people mover station in order to accommodate this facility, provide a central shopping area, and serve larger aircraft. They are typically flanked by dual parallel taxiways that allow aircraft to move between their gates and the runways with a minimum of turns and delays. On the other hand, X-shaped concourses are two intersecting fingers at about 90º. This shape is suitable when space is limited. At first sight, this configuration appears to reduce walking distances. The reason is that the maximum distance from the centre of the building to the farthest end is less for an X-shaped building than a linear one, given that both of them have the same number of gates. However this concourse actually increases walking distances for most passengers because the centre of the

227 Page 227 building cannot accommodate aircraft. So gates cannot be placed at the centre of the concourse (linear concourses can) and larger aircraft have to be parked at the end of the X. As this configuration involves more turns, taxiing times are higher than for linear ones. The X-shaped design complicates airline operations which can lead to an increased number of delays. Atlanta/Hartsfield-Jackson: example of a midfield configuration. [9] Pittsburgh: example of an X-shaped midfield concourse. [9]

228 Page 228 Hong Kong/Chek Lap Kok: example of a Y-shaped midfield concourse. [9] Finger piers The pier concept can be distinguished by aircraft parked in a line at either side of a connecting corridor or concourse attached to the main terminal. It is a relatively narrow extension to a central passenger facility. The ends can be widened, looking like a T or a Y in plan view. The overall configuration can also be radial or parallel. The T-geometry is sometimes used to create additional gates at the end of a pier, when maximization of the terminal unit is preferred over the construction of an additional unit. Efficiency at the quadrants of this geometrical shape is low because of conflicting push-out directions from interior 90º opposite gates. As a result, a large area of the concrete paving will be useless. Thus, land use will be very inefficient, due to taxiway spacing, when this terminal unit must operate in conjunction with future adjacent units. A T configuration mostly occurs as an isolated unit and may be used to avoid or postpone construction of additional terminal units. Aircraft gate movements at the top of the T may interfere with movements on the taxiway or may require an additional apron taxilane. The Y-shape may be used when a terminal complex is surrounded by multidirectional runways/taxiways. The angles outside and inside the Y cause constraints in flexibility of aircraft mix and aircraft gate movements. Unfortunately in this configuration piers tend to become quite long, which is detrimental as far as walking distances are concerned. Regarding the parallel versus radial configuration, the parallel one appears to be more effective. A radial configuration creates a useless, unpaved triangular apron area between piers. Since the distance between

229 Page 229 opposite pier ends will be large, the dimension between piers at the base tends to be reduced to a single taxilane and restricted to the smaller types of aircraft operating at the airport. This may turn out to be unacceptable when the traffic of larger aircraft increases. The short walking distances at the landside may seem attractive but the longer walking distances of the parallel can be alleviated by the installation of power walks. So space at the end allows dual taxilane capacity, which is very desirable when gate utilization reaches more than six departures per day per gate. However radial configurations have the advantage that large aircraft, which only operate in small numbers at airports, can be accommodated towar the end of piers withut causing major changes. The concentration of passengers in the central area favours the shared use of facilities, decreasing the required space for lounges. The gates placed in close proximity of the central facility are more advantageous in terms of walking distances than the ones located at the end of the pier. The steady flow of passengers across the gates is very attractive for retail stores. Piers increase effectively the air side periphery of the terminal. They can be very economic to build. The main disadvantage of this configuration is that it passengers are sometimes forced to walk farther, especially in big airports. This configuration can be a good solution for annual passenger volumes up to approximately 35 millions for domestic operations and 25 millions for international operations. At higher volumes, the physical size of the terminal is likely to give considerable problems with respect to passenger walking distances and transfer times through the terminal. Paris/Orly: example of a pier configuration. [9]

230 Page 230 Chicago O Hare: example of and Y pier configuration. [9] San Francisco International: example of a T pier configuration. [9]

231 Page 231 Satellites They are buildings separated from the central facility and connected by means of people movers and power walks. When finger piers become too long, it is a good solution in order to avoid long walking distances. The main advantage of the satellite is its accessibility from the terminal at a fixed distance. The connection to the central facility can be aboveground or underground. Satellites with underground connections allow aircraft to maneuver freely around the satellite. However this advantage is slightly reduced by the interference with baggage vehicular flow around the terminal. Moreover gates can be placed all around the satellite, making a better use of the available façade. Nevertheless underground corridors require multiple vertical transitions between the terminal and the boarding areas. X or T configurations, because of its entrant corners, reduce available apron space. Rectangular satellite units parallel with the terminal, their long sides facing the taxiways, may create interruptions caused by aircraft gate maneuvering into the taxiway system. Rectangular satellite units with their longer sides perpendicular to the terminal will only create interruptions on their shorter sides. Thus they are comparable to a pier concept with end gates. In circular satellites a maximum number of aircraft can be placed around the façade and occupy minimum apron area ate each gate position. Furthermore the constructed surface is minimized. However it poses several disadvantages: Expansions are difficult, as they can only be accomplished in two ways: by constructing a larger concentric circle (which is costly and disruptive to implement) and by adding rectangular areas. The apron area occupied utilized by ground handling equipments at adjacent stands can overlap. A mix of small and large aircraft will not be compatible, prohibiting maximum utilization of apron area. Aircraft with larger wingspans (A380 for example) must be positioned farther from the centre to accommodate the increased wingspans. This means that aircraft positions may constrain maneuvering by other aircraft on the surrounding taxiway or apron taxilane, or may constrain aircraft positions at other satellites. They are suitable for high traffic scenarios and high occupancy times.

232 Page 232 Tampa/International: example of a satellite configuration using APMs. [9] Las Vegas/McCarran: example of an X-shaped satellite. [9]

233 Page 233 Orlando: example of T and Y-shaped satellites using APMs. [9] Geneva: example of circular satellites communicated with the main terminal underground. [9]

234 Page 234 Transporter This configuration consists of a number of remote stands located on the apron. Passengers are moved from the terminal to the aircraft using special buses. Gates are usually not assigned permanently to any particular airline and the processing is totally centralized. On one hand, this configuration minimizes construction costs and frees aircraft from the difficulties of docking at passenger buildings. It also provides greater flexibility on the air side to changes in the size and maneuvering characteristics in newer aircraft. On the other hand, passengers have to bear sometimes severe weather conditions and have to walk up and down some stairs which can become an inconvenience for disabled and retired people. However the expensive lift lounges, which have a cabin that can be raised and lowered, let passengers board at the normal departures level of the terminal and make it possible to enter the aircraft horizontally. As it takes some time to load and unload those vehicles, the use of transporters adds min to a flight, which is inefficient from an operational point of view. These delays can pose several difficulties in the case of transfer operations. That is why transporters are unpopular with airlines. Nevertheless this disadvantage can be compensated if the remote stand is located closer to the runway than the terminal stands. The pure transporter form is unique to Washington/Dulles airport, although nowadays it is used widely as part of other configurations. They are suitable for seasonal traffic, particularly when traffic peaks are more than double the low season one. They increase the number of stands during peak periods. This is because the cost of transporters can be minimized when they are not needed. As they do not need drivers, power, cleaning and maintenance, the only significant cost is the depreciation of the vehicles. About three-fourths of the costs of transporters come from operating expenses: the drivers salaries and the running expenses. Nevertheless aircraft gates, even when unused, have to have climate control and be cleaned. In addition depreciation costs of the unused buildings must be taken into account. In contrast to transporters, almost none of the costs of a gate built into an airport building can be turned off when it is not needed. Thus an economic analysis must be carried out in order to provide the most cost-effective way to provide sufficient capacity during peak periods. It depends on two factors: utilization of the gate over the season and the difference in cost structure between the operation of buildings and transporters. Marginal cost of a gate = (yearly cost of a gate 22 )/(number of daily operations*number of days) Gate cost per passenger = (yearly gate cost)/(annual flights*number of passengers per flight for each gate) Transporter cost per passenger = (capital costs)/(annual flights*number of passengers per flight for the transporter) + (operating costs/number of passengers served by the transporter per flight*flights per hour) 22 Including depreciation, maintenance, climate control, and so on.

235 Page 235 As it can be deduced by these formulas, if a gate is used regularly throughout the year, it is more profitable than a transporter. In contrast, transporters can be more economical for the low utilization rates associated with stands used only in peak periods. Remote stands at Milan/Malpensa. [9] The basic principle in deciding which configuration suits the majority of requirements posed by the airports stakeholders. Thus an analytic view of the issues involved must be carried out. Three key considerations must be taken into account: taxiing distances around the building, flexibility and walking distances. Regarding taxiing distances around the terminal, the linear midfield concourse, compared to an X-shaped one, reduces the average taxi distance around the passenger building by 25% and halves the numbers of turns. The linear concourse allows for direct access to the gate from the taxiway, whereas several turns around de X or + may be required. Due to traffic variations, whatever current layout may somehow be inappropriate in the future. As the traffic in Europe is expected to grow the airport configuration must allow to be expanded. Furthermore the demand could possibly vary because of airline alliances, countries entering common custom areas, such as the European Union, Mercosur, Nafta and Asean. As long-term forecasts are imprecise the configuration of today will have to adapt to different circumstances. In general, centralized facilities can accommodate change more easily than decentralized ones. This is because, in a centralized facility, as one airline or type of service grows relative to another, it can move over gradually into other parts of the passenger building. This constitutes an issue for decentralized buildings. In order to achieve flexibility, sufficient space must be available for whatever