1. Lecture 4: Landside
By: Zuliana Ismail

2. 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

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

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

5. Terminal Building

6. 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

7. The world's largest airport terminal
The Hong Kong International Airport passenger terminal building is 1.3 km long and covers an area of 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

8. 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.

9. 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.

10. 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.

11. 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

12. What are the functions of Terminal Building?

13. 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.

14. Inside Terminal Building

15. 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

16. 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

17. 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.

18. 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.

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

20. 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

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

22. Ambiance Singapore Changi

23. Attractive and Effective Terminal
Unique Architectural
Incheon

24. Attractive and Effective Terminal
Good and adequate signage

25. Attractive and Effective Terminal
Less walking distance for passengers

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

27. Attractive and Effective Terminal
Many activities for passengers

28. Attractive and Effective Terminal
Pleasing & good waiting environment

29. Attractive and Effective Terminal
Accurate information

30. 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

31. 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

32. Passenger’s Movement

33. Flow chart of an embarking passenger

34. 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

35. 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.

36. 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

37. Flow chart of an DISEMBARKING passenger

38. 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.

39. BAGGAGE HANDLING

40. 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

41. 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
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

42. 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

43. 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