Lecture 4: Landside By: Zuliana Ismail

Learning Outcomes Students able to: Describe major terminal design concepts Passenger’s Check in Explain the apron and gate system Describe about the passenger movement and baggage handling. Explain the ground access to airport

Landside Services For Passengers operations Facilities associated with the movement of passengers and baggage.

Landside Facilities PASSENGER MOVEMENT TERMINAL BUILDING BAGGAGE HANDLING PARKING LOTS LANDSIDE ACCESS ROAD PUBLIC TRANSPORTATION

Terminal Building

Terminal Building Terminal building is the main building where passengers embark and disembark aircrafts. The terminals are the ‘front door’ to the Airport and serve as the public interface between the airside and landside elements. The main building where passengers embark and disembark aircrafts. Arrival lounge Departure lounge Check in counters Baggage conveyor belt Immigration check Custom check Animal & plant quarantine Health quarantine Driveway to drop and pick passengers Security office Baggage disposal conveyor Baggage collection lounge Human metal detactors Baggage x ray machines Information panel displays Other facilities Retail shops Toilets Passengers aerobridges CCTV Public PA system Departure secured rooms

The world's largest airport terminal The Hong Kong International Airport passenger terminal building is 1.3 km long and covers an area of 135.9 acres and is the world's largest single airport building. It also has 48 aircraft parking stands with boarding gates and air bridges, the terminal has a capacity of 45 million passengers a year, arriving on 460 flights every day. Hong Kong

Airport Terminal Design Pier Finger Terminals Kansai International Airport Piers offer high aircraft capacity and simplicity of design, but often result in a long distance from the check-in counter to the gate (this way called as Contact Pier). Most large international airports have piers, including Chicago's O'Hare International Airport, Frankfurt International Airport, London Heathrow Airport, Amsterdam Schiphol Airport, Kuala Lumpur International Airport, Bangkok International Airport, Beirut International Airport and Miami International Airport. Pier finger terminal This terminal configuration evolved during the 1950s when gate concourses were added to the simple terminal building designs. A concourse is actually defined as an open space where paths meet. Passengers are usually processed at the simple terminal location and then routed down a "pier" where aircraft are parked in the "finger" slots or gates for boarding.

Airport Terminal Design Pier Satellite Terminal KLIA Airport This configuration involves a single terminal where all the ticketing and passenger processing takes place. Connected to this are numerous concourses that lead to one or more satellite structures. Need high speed escalators, monorails or electric-powered carts to reduce walking distances. Pier satellite terminal/ Remote satellite terminal This configuration involves a single terminal where all the ticketing and passenger processing takes place. Connected to this are numerous concourses that lead to one or more satellite structures. At the end of each concourse the aircraft are parked in a cluster. This increases the distance a passenger must walk to get from one terminal to another or one gate to another. People-mover systems are employed in these settings to reduce these walking distances. These systems can be high speed escalators, monorails or electric-powered carts. This design concept lends itself to a compact central terminal, but is difficult to expand without disrupting airport operations.

Airport Terminal Design Transporter Terminal Tampa Airport In this concept passengers are transported to and from the building to the parked airplane. With this concept, aircraft can be parked remotely from the terminal buildings thus increasing the amount of aircraft embarking and disembarking passengers. Airplane taxiing time to and from the runway is decreased as well as the amount of aircraft engine noise around the terminal. transporter terminal (remote aircraft parking concept) This concept is currently in use at Dulles International Airport and Tampa International Airport. In this concept passengers are transported to and from the building to the parked airplane. The mobile lounge can also be used as holding rooms for waiting passengers at gate positions. Airplanes are parked at gates placed along parallel rows. Several sets of parallel parking rows can be created as increased traffic deems such expansion necessary. This design has excellent expansion capabilities and can maintain the pace with increased airport usage. With this concept, aircraft can be parked remotely from the terminal buildings thus increasing the amount of aircraft enplaning and deplaning passengers. Airplane taxiing time to and from the runway is decreased as well as the amount of aircraft engine noise around the terminal.

Airport Terminal Design Semicircular Terminal Where to Locate A Terminal Key Considerations: 1. Proximity to Runways and Taxiways 2. Accessibility and Road Access 3. Room for Expansion 4. Availability of Services and Utilities 5. Impact on the Environment Terminal Design – Key Considerations Balance Between: Utilization of Facility Facility Investment Operational efficiency Architectural Advantages: Short distance Low cost construction Incheon Airport

What are the functions of Terminal Building?

Four Key Functions of Terminal To process passengers (ticket check, customs clearance, immigration control) To provide various facilities for passenger (shopping, toilets, eating, meeting & greeting, business & conference). To organize passengers before journey by plane. To facilitate a change of transfer mode (ex: from train to plane, from car to plane, etc.). Passenger terminals serve the needs of different types of users by: Processing check-in, security, border controls, Aircraft boarding and disembarking, and Baggage handling for travellers; Providing for passengers waiting for flight or transferring between flights Providing passenger and airport visitor facilities, including food and beverage, toilets, shopping & other activities.

Inside Terminal Building

Parts of Terminal Building A terminal building could be made for passengers, cargo and for any other specific purposes. It comprises the basic physical parts as  Front side of the Terminal Visitors Area and Check-in Area Shop retails Security Hold Area & Baggage Make Up area Passengers Meet and Greet area Airlines offices, counters for Tour and Travel agencies counters for Taxi services Lounges of Business class or Executive Class passengers

Any airport’s aim is to provide high quality terminal facilities WHY?? T o handle the passengers traffic flows effectively . To provide a quality experience for customers, because terminals provide the first and last impressions for visitors to the airport. To become a HUB To ensure that terminal areas must serves and meets all the criteria that passengers demand

DEFINITION OF A HUB A hub for air travel is a major airport which has direct service to many other airports, but not necessarily by the same airline. An Airline hub, refers to an airport where a specific airline maintains large operations. These airports often have maintenance hangars, VIP lounges, and many international flights on that airline.

Definition of A Hub … Hubs are airports where a specific airline will concentrate operations so that they can funnel connections to each of the "spokes" in the network.

Steps to become HUB Provide Excellent Services (both Airside and Terminal) Provide Adequate Facilities Build Attractive and Effective Terminal. Heavy Promotions. Suitable charge fees.

What are the key factors to build an ATTRACTIVE & EFFECTIVE airport terminal building? What passengers expect from the terminal ? Easy Access from road or rail Efficient Baggage Delivery Full range of services Convenient parking, ground transportation Clean building Simple procedures that are not confusing Safe & Secure Environment

Attractive and Effective Terminal Ambiance (character/atmosphere of place) Cleanliness Ambiance Singapore Changi

Ambiance Singapore Changi

Attractive and Effective Terminal Unique Architectural Incheon

Attractive and Effective Terminal Good and adequate signage

Attractive and Effective Terminal Less walking distance for passengers

Attractive and Effective Terminal Dubai Airport Retail Shops Excellent retail stores Becoming mini township Branded stores

Attractive and Effective Terminal Many activities for passengers

Attractive and Effective Terminal Pleasing & good waiting environment

Attractive and Effective Terminal Accurate information

Attractive and Effective Terminal Passengers friendly Excellent customer service. Airport: Optimal utilization of space Separate areas for domestic and international pax Rigid division between secure and unsecured areas High level of security Revenue maximization (concessions) Low operating maintenance costs Safe operating environment Attractive building Airline: Reasonable operating costs Efficient operations ie. Passenger processing, baggage handling, aircraft parking, etc. Sufficient operational space Equal treatment with other airlines Input into decision making Community: Positive impression for the Community High level of passenger and airline services

Effective Terminal Efficient public transportation Hotels and rest rooms walking distance Well located facilities & services (restaurants, etc.) High security level, safe from any threat potential Terminal configuration with highest capacity Maximize use of available terminal resources Meet security objectives Issues Curbside and check-in space can limit operations Best practice is steady “funneling” of passengers through successively stricter security screenings Too many access points reduces security Terminal with maximum curb area and check-in Steady reduction of area as passengers proceed Resources are available under all conditions Operations tolerant to disruptions and expandable Single terminal for airport increases vulnerability to disruptions due to accidents or terrorism Constrained design (e.g. single terminal with no free space) not readily expandable Solution Multiple terminals Expansion option built into design

Passenger’s Movement

Flow chart of an embarking passenger

Aer Lingus Self Check-in Kiosk at Dublin Airport Airport Check-in are service counters found at commercial airports handling commercial air travel. The check-in is normally handled by an airline or a handling agent working on behalf of an airline. Passengers usually hand over any baggage they do not wish or are not allowed to carry-on to the aircraft's cabin and receive a boarding pass before they can proceed to board their aircraft. Check-in counters Aer Lingus Self Check-in Kiosk at Dublin Airport

Immigration Duties Immigration responsible for: Monitor persons who leave or enter the country, Checking for appropriate documentation, Arresting people wanted by international arrest warrants. Block the entry of dangerous people to the country.

Security Checks Confirming the identity of travelers, Checking a photo ID & transports. Body Screening using Metal Detector Gate Baggage scanning using X-ray machine One of the most important security measures at an airport is confirming the identity of travelers. This is done by checking a photo ID, such as a driver's license. If you are traveling internationally, you need to present your passport

Flow chart of an DISEMBARKING passenger

Custom Duties Customs responsible for : The processing of people, carriers, cargo, and mail into and out of the country.(including animals & hazardous items) The proper collection of taxes, fees, penalties for imported items. The prohibition of narcotics and illegal drugs.

BAGGAGE HANDLING

Baggage Handling System Functions : To process and move the passengers’s baggage From the check in area to the departure area or From the arrival gate to the baggage-claim area. Goals: Faster Safe Goals of the system Deliver each bag individually – including transfers – automatically from check-in or the unloading of the aircraft to the outward bound aircraft or baggage claim Maximum delivery times: Wide body aircraft – 30 minutes Narrow body aircraft – 20 minutes Designed to allow transport of baggage anywhere within the airport to or from the main terminal within 10 minutes Must move the baggage at a rate => the rate at which travelers move Deliver over 1000 bags per minute Baggage Handling Principles Minimize the number of handling operations Baggage handling system consistent with the aircraft movement characteristics (type of passenger, size of aircraft, frequency of flights). Avoid turns & level changes. Ensure that the conveyor belt slopes do not exceed 15 deg. Avoid baggage flow crossing passenger flows, aircraft flows, & air freight flows. Place baggage sorting areas nearby to the apron. Security Considerations In Terminal Design 1. Building design separates airside from groundside 2. Security Screening Requirements 3. Baggage Screening Requirements 4. Terminal Surveillance 5. Separation of Domestic from International Passengers Airport Ground Access Plans Key Considerations: Entry and Exit Road System Parking – for passengers, staff, car rentals, shuttle buses, taxis, etc Curbside drop-off pickup Public Transit Rail Systems

Methods of Moving Bags Manual Methods Multiple luggage pieces in one cart Not automatically sorted Automatic Methods DCV – Destination Coded Vehicles Each cart contains a single piece of baggage Automatically sorted Little or no human interaction required 3 Methods of Moving Bags Tug & Cart Labor intensive Manual Method Telecars Multiple luggage pieces in one cart Not automatically sorted Typically used in automated systems DCV – Destination Coded Vehicles Each cart contains a single piece of luggage Automatically sorted Not typically used or well tested Little or no human interaction required Selected for the Automated Baggage System at DIA System Components 300 486-class computers distributed in eight control rooms Raima Corp. database running on a Netframe systems fault-tolerant NF250 server High speed fiber-optic Ethernet network 14 million feet of wiring 56 laser arrays 400 frequency readers 10,000 motors 92 PLCs to control motors and track switches 3,100 standard baggage carts (DCVs) 450 over-sized baggage carts (DCVs) 2,700 photocells Over 17 miles of track Over 6 miles of conveyors

DCV – Destination Coded Vehicles DCVs = Destination-coded vehicles Automatic Scanner=scan the labels on the baggage Conveyors- Like a local ‘roads’ Baggage Handling Process DCVs Metal cart with wheels on the bottom and a plastic tub on top (mounted on a pivot) that tilts into three positions for automatically loading, carrying and unloading baggage Ride on a metal track like a roller coaster Travel up to 24 mph Slow to 4.5 mph for loading and 8.5 mph for unloading Photo-electric sensors trigger laser scanner when DCV is present and associate the bag with the DCV Located every 150 to 200 feet of track Data from scanners is transmitted to a computer that translates it by using a look up table to match the flight number with the appropriate gate

Baggage Handling using DCVs Check-in: Agents put tag on baggage Bag’s owner, Flight number, Final destination, Intermediate connections and airlines Automated bar code scanner After reading the bar-code, the system will know where that bag is at all times. Hundred of computers keep track of the bag. Conveyors Hundreds of conveyors with junctions connecting all of them Sort all of the bags from all of the different airlines and send them to DCVs that are headed to the proper terminal and gate DCVs –Destination Coded Vehicles Headed to proper destination Move bag quickly (5 times faster than conveyors) Tracked by computers Functionality of original design Check-in Bar code labels Bag’s owner Flight number Final destination Intermediate connections and airlines Automated bar code scanner Array of bar-code scanners arranged 360 degrees scan baggage Typically able to scan 90% of luggage Luggage unable to be scanned is routed to another conveyor to be manually scanned Theoretically after reading the bar-code, the system will know where that bag is at all times Conveyors Hundreds of conveyors with junctions connecting all of them Sort all of the bags from all of the different airlines and send them to DCVs that are headed to the proper terminal and gate Conveyor can only advance when there is an empty cart onto which the leading bag can be placed Conveyor speed depends on the rate of delivery of empty carts Baggage Handling Process DCVs Tracking computer guides the DCV to its destination by communicating with the radio transponders mounted on the side of each DCV DCVs move via linear induction motors mounted approximately every 50 feet of track Tracked by computers Control PLCs Handle DCV merges into traffic Control track switches Monitor each of he system’s radio transponders Track gate assignments for potential re-routing Track obstructions or failures Automatically detour around a stalled vehicle or jammed track Performance Tests Bags fell out of the DCVs causing the system to jam Even with a system jam, bags continued to be unloaded because the photo eye at that location could not detect the pile of bags on the belt and could not signal the system to stop DCVs crashed into one another – especially at intersections DCV didn’t appear when summoned Baggage incorrectly loaded and misrouted Bags were loaded into DCVs that were already full so some bags fell on the tracks causing the carts to jam because the system lost track of which DCVs were loaded or unloaded during a previous jam and when the system came back on-line, it failed to show the DCVs were loaded Timing between the conveyor belts and the moving DCVs was not properly synchronized causing bags to fall between the conveyor and the DCVs. Bags became wedged under the DCVs which were bumping into each other near the load point. Result Inadequate performance caused several delays in the airport’s opening totaling 16 months Automated system was designed with no backup system in place An additional 5 months was required to build a traditional tug and cart system at a cost of 51 million dollars Debts came due prior to the airport’s opening costing the airport 1.1 million dollars day in interest and opportunity cost Cost overrun totaled over 253 million dollars Total Airport cost amounted to more than 4 billion dollars What went wrong? Despite its importance, the baggage handling system was an afterthought The airport was 2 years into construction before the baggage system was considered The system would have to be retrofit into the airport as it was designed initially including narrow tunnels and tunnels with sharp turns making it extremely difficult to navigate the DCVs The time constraint was impossible to overcome The 21 month schedule precluded extensive physical testing or simulation of the full system design More significant problems Reliable Delivery System consists of over a hundred waiting lines that feed into each other Belt will only advance when there is an empty cart Empty carts will only arrive after they have deposited their loads Cascade of queues Pattern of loads on the system are highly variable Depend on the season, time of day, type of aircraft The number of possible scenarios is enormous Complexity System of this size providing time sensitive delivery of materials on such a large scale had never been done before 12x as many carts traveling 10x the speed of carts typically used at that time Not just an increase in complexity relative to current systems, but a leap in complexity System must track tens of thousands of bags going to hundreds of destinations – all in real time Distributed computer system In addition to regular error checking, software must guard against electrical disturbances in the communications, have multiple levels of redundancy and be able to recover from errors very rapidly Misreads Compounded by the fact that not only are the scanners required to read data from the tags attached to the baggage, but the information must also be transmitted by radio to devices on each of the DCVs. This duality compounds the errors. Line-Balancing problem All lines of flow should have balanced service Need to have sufficient empty carts to accommodate the bags coming off the conveyor belt In a postmortem simulation, the inability of the system to provide adequate empty carts was the primary cause of its failure. A simulation was also completed prior to the start of the project, but due to a lack of communication, BAE was not notified by airport officials of the results; The results stated, in essence, that the system would not work as it was initially designed