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LEVEL OF SERVICE ANALYSIS AND AIRPORT TERMINAL DEVELOPMENT (Case Study: Soekarno-Hatta International Airport, Indonesia) Sakti Adji Adisasmita Lecturer, Department of Civil Engineering, Faculty of Engineering, University of Hasanuddin Jl. Perintis Kemerdekaan Km. 10, Makassar, Sulawesi Selatan 90245, Indonesia Email: adjiadisasmita@yahoo.com
Abstract: Air transport is basically growing rapidly, given the advantages that can travel long distances and is the most reasonable alternative when the time is essential. Airport became one of the important gateway in and out of a contry. The study purpose is to analyse the level of service and airport terminal facilities development. The methodology used in this study was Terminal Area Techniques Analysis refer to FAA and IATA Standards, to analyse the development airport terminal facilities at SoekarnoHatta International Airport. The conclusion that can be drawn from the results of Terminal Area Techniques Analysis as follows: the total needs terminal 2D area was 51,996.59 m, 24.16 m/peak hours passenger and terminal 2E was 42,906.64 m and 24.60 m/peak hours passenger. The recommendations are: (1) the decision to develop the airport terminal facilities should be used as a second alternative, it is better to managing the traffic (passenger and aircraft flows) and flight schedules/frequency, such that the expected distribution of the number of passengers and aircrafts become more prevalent; (2) considered the suggestions and expectations of the terminal users based on interviews results and also the facilities should be placed as effectively and efficiently according to their function; (3) For further work can be considered to analyse the needs of domestic passenger terminal at Soekarno-Hatta Airport. Keywords: level of service, airport terminal, space standards
I. BACKGROUND Transportation is the movement of people and goods with vehicles, which is, fast, convenient, easy, economical, and environmentally friendly. The transport system greatly affect the pattern of life and economic development. A good transportation system in a region would have to distribute their products to other regions where its value will be higher, while the needs of the area could also be met from the producing areas [1,2].
Air transport is basically growing rapidly, given the advantages that can travel long distances and is the most sensible alternative when the time is demanding. Airport became one of the important gates in and out of a country. Aircraft must answer the demands for security, fast, convenient, environmentally friendly, and so on, but not necessarily the case with the airport, especially regarding the comfort factor. That's why the forecasting measurement is important to the airport to handle the growth of passengers and goods [9,25,28,29]. Airport terminal building should be planned to serve the number of passengers at peak hours with an estimated for long term period. It should also be flexible to the needs of the development. Passenger capacity has an important influence in determining the facilities within and adjacent to the terminal buildings. Airport terminal building should facilitate the movement of passengers and goods to/from airport, in the terminal and leaves the airside area [19,26,30]. Airport terminal has six (6) level of service respectively, from A to F. These level will affect the need for space in airport terminal building [19,26,30]. Increased in economic conditions followed by increasing number of airlines in Indonesia give effect to the price of air travel, which more affordable to the public. Along with the vigorous of Visit Indonesia Year, it is important to know the condition of Soekarno-Hatta Airport, Indonesia, the suitability of space availability, and the possibility of airport terminal development to meet the feeling of comfort and convinience [16,18,20]. The scope and limitation in this study research only concentrate on the needs of passenger terminal facilities development at Soekarno-Hatta International Airport not include the domestic terminal.
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II. LITERATURE REVIEW buildings can be small with low activity, or large Air transport is one type of and complex for the busy terminals. According to transportation sub-sector that developed the Standard Handbook for Civil Engineers Section rapidly and because of the special 18, terminal building should be planned to serve characteristics has become a favorite for long the number of passengers at peak hours with an trips. According to Annex 14 of ICAO
(International Civil Aviation Organization), airport is a certain area on land or waters (including buildings, installations and equipment) intended in whole or in part for arrival, departure and aircrafts movement. Airport infrastructure is divided into two major parts, namely air airside and landside. Airside consists of runway, taxiway, and apron. Meanwhile, landside consists of airport passenger terminal, vehicle parking and access road to/from the airport. Based on airport engineering book, the airport terminal building is refer to design and construction includes a variety of facilities for activities take off, landing, maneuvers and aircraft parking, aircraft maintenance and repair, refueling, managing of passenger and their luggage. Passenger transition from the land side into the airside centered on the terminal. Terminal
estimate/forecast for the next 10 years. It should also be flexible to the needs of development. Passenger capacity has an important influence in determining the facilities within and adjacent to the terminal buildings. The airport terminal building should facilitate the movement of passengers from the parking area to the aircraft. Passengers must be able to park, arrive by taxi, bus or other vehicle at the point closest to the ticket counter. Checked baggage at this point, then the passenger check-in process. At the waiting room there are rest room, public telephone, concession, restaurants, and so on [31]. In addition to examining the space for passengers in the terminal, also need to analyse the interests service users (passengers) to meet their comfort and convenience.
Soekarno-Hatta International Airport, Indonesia has an area of 18 km, has two parallel runway separated by two taxiways along the 2.400 m. There are two main terminal building that is
IV. RESEARCH METHODOLOGY A. Sources of Data The data will be used in this study Authority. Directorate General of Air Transport, Angkasa Pura II, the Central Statistics Agency consisted of two types of data that is primary and secondary data. The primary data collected through (BPS). The data collected, i.e. passenger and types of aircraft at peak hours, airport operating hours, field survey, observation, and interview techniques and the secondary data collected from Airport the size of airport terminal facilities and so on. B. Regulations/standards for Space Calculation The calculation of passenger terminal area at Soekarno-Hatta International Airport will be
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terminal area; Public = 30% of the total public area; Services = 15% of the total service area; Other = 17% of the total other area of the terminal. In the terminal there are areas that can be leased, and the area that should not be leased. The percentages for both are 55% areas that may be leased and the administration and 45% areas that should not be rented. Airline ticket counter, a place to report entry (check in), (see attachment), where the relationship between linear ft (m) of frontage vs equivalent aircraft. Airline Ticket Office (ATO) and Supporting Services, (see attachment). Outbound Baggage Room, inspection of baggage for departing passengers, (see attachment). Inbound Baggage Claim, performed after the passengers got off from the aircraft then claim the luggage. To determine the space of this area, should be known the percentage of passengers who got off from the aircraft at peak hours, then
connected with the Figure (see the attachment). From the graph in the attachment will be obtained the length of claim area, used the figure in the attachment. Aircraft Departure Lounge (Departure Lounge or Boarding Lounge), an area waiting for flight departure, need data of aircraft type and seat capacity in order to obtain the size of the departure lounge which can be seen in the table (see attachment). Lobby and Ticketing, can be obtained from the figure (see attachment). Lobby waiting area, can be obtained from the Figure (see attachment), then reduced to the ticket counter area. Food and beverage, can be obtained from the figure (see attachment). Concessions and other terminal services, knowing the annual passengers, then use figure (see attachment).
V. TECHNICAL ANALYSIS OF TERMINAL AREA DEVELOPMENT Keeping the comfort of all terminal users, particularly passengers, one of which need to be considered is terminal area, such that the condition is not too crowded or cramped. Conditions that would be too crowded, long queue at each process in the terminal, will led panssengers frustration and bad image.
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Areas that may be leased and airport administration = 55% x 51,684 = 28,406 m, and
Table 4 Calculation of the Airport Terminal 2D Facilities No Airport Terminal Facilities 1 Airline counters frontage/check-in (see attachment), AEF 29.5, length of linear counter = 75, width area = 2,15 m, required area = 75 x 2,15 2 Airline Ticket Office (ATO) and Support Space (see attachment) Lobby and Ticketing (see attachment), area of graph = 1700 ticket counter = 3 161,25 4 Lobby Waiting Area (see attachment), seating for up to25% at peak hours = seating for 538 passenger/hour 5 Departure Lounge, (see attachment), area needed = (B 737-300 = 1 x 100 = 100) + (B 737-400 = 1 x 100 = 100) + (B 747-400 = 1 x 360 = 360) + (Airbus 320 = 1 x 250 = 250) + (Airbus 320-200 = 4 x 250 = 1,000) + (Airbus 330-300 = 4 x 250 = 1,000) + (Airbus 340-200) = 1 x 250 = 250), Total = 3,060 m 6 Outbound Baggage Room, (see attachment) 7 Inbound Baggage Claim, (see attachment), 27% arrival = 29,5 AEF x 0,27 = 8 AEF, estimated that 70% passenger came at first 20 minutes = 8 x 70 % = 5,6 AEF,
1,200 650
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8 9 10 11
12 13 14 15 16
required 73,7 m long for baggage claim area, baggage claim type D Food and Beverage, 58% x 7,813,415 (annual passenger), (see attachment) with usage factor of 40% Airline Operations and Support Areas, 2 x ATO area Other Airline Space, 20% x poin no. 9 Lobby Bag Claim, estimates of 2 pick-up passenger/passenger + 1 passenger (3 people), estimated waiting time average was 30 minutes, area needed 1.8 m/passenger and 27% of arrival peak flow = 3 x 1,8 m x 0,5 jam x 0,27 x 2,152 Other Concessions and Terminal Services, 58% x 7,813,415(annual passenger), (see attachment) Other rental areas, 50% of poin 12 Other Circulation Areas, 0,7 x (total item 1,2,5,6,7,9,10) x 2 Subtotal 1 Area Mekanikal = 15% x subtotal 1 Subtotal 2 Struktur = 10% x subtotal 2 Total
It can be said that the total area needs for the development of Terminal 2D, Soekarno-Hatta
International Airport was 51,996.59m, where peak hours passenger was 24,16 m.
F.
the extent that it takes four of the area to be served by passengers at peak hours.
Areas that may be leased and airport administration = 55% x 41,808 = 22,994.40 m,
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Table 6 Calculation of the Airport Terminal 2E Facilities No Airport Terminal Facilities 1 Airline counters frontage/check-in (see attachment), AEF 22.2, length of linear counter = 65, width area = 2.15 m, required area = 65 x 2.15 2 Airline Ticket Office (ATO) and Support Space (see attachment) 3 Lobby and Ticketing (see attachment), area of graph = 1,047.1 ticket counter = 139.75 4 Lobby Waiting Area (see attachment), seating for up to25% at peak hours = seating for 435.50 passenger/hour 5 Departure Lounge, (see attachment), area needed = (B 737-300 = 2 x 100 = 200) + (B 737-400 = 1 x 100 = 100) + (Airbus 320 = 1 x 250 = 250) + (Airbus 320-200 = 2 x 250 = 500) + (Airbus 330-300 = 4 x 250 = 1,000) + (Airbus 340-200) = 1 x 250 = 250), Total = 2,300 m 6 Outbound Baggage Room, (see attachment) 7 Inbound Baggage Claim, (see attachment), 27% arrival = 22,2 AEF x 0,20 = 4.44 AEF, estimated that 70% passenger came at first 20 minutes = 4.44 x 70 % = 5,0 AEF, required 50 m long for baggage claim area, baggage claim type D 8 Food and Beverage, 42% x 7,813,415 (annual passenger), (see attachment) with usage factor of 40% 9 Airline Operations and Support Areas, 2 x ATO area 10 Other Airline Space, 20% x poin no. 9 11 Lobby Bag Claim, estimates of 2 pick-up passenger/passenger + 1 passenger (3 people), estimated waiting time average was 30 minutes, area needed 1.8 m/passenger and 20% of arrival peak flow = 3 x 1,8 m x 0,5 jam x 0,20 x 1,742 12 Other Concessions and Terminal Services, 42% x 7,813,415(annual passenger), (see attachment) 13 Other rental areas, 50% of poin 12 14 Other Circulation Areas, 0,5 x (total item 1,2,5,6,7,9,10) x 2 Subtotal 1 15 Area Mekanikal = 10% x subtotal 1 Subtotal 2 16 Struktur = 3% x subtotal 2 Total
Source: Analysis Result
1,000 450
It can be said that the total area needs for the development of Terminal 2E was 42,906.64 m, where peak hours passenger was 24,60 m.
Overall, the airport terminal (2D and 2E) development in general were influenced by the number of passengers at peak hours and the total area per passenger.
VI. CONCLUSION AND RECOMMENDATION The conclusion that can be drawn from the expected distribution of the number of passengers and aircrafts become more prevalent; (2) results of airport terminal developmnet at Soekarno-Hatta International Airport, as follows: considered the suggestions and expectations of the (a) total area needs for Terminal 2D is 51,996.59 terminal users based on interviews results and also the facilities should be placed as effectively and m, and (b) total area needs for Terminal 2E is 42,906.64 m. The recommendations are: (1) the efficiently according to their function, and (3) and decision to develop the airport terminal facilities for further work can be considered to analyse the should be used as a second alternative, it is better needs of domestic passenger terminal development to managing the traffic (passenger and aircraft at Soekarno-Hatta Airport . flows) and flight schedules/frequency, such that the
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REFERENCES
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Modelling, Simulation and Control, volume 11:3. Boeing. (2008), Airport Compatibility. Congdon, L., & Taylor. (1994). Expansion of Manchester Airport. Proc. Instn. Civ. Engrs. Transp., volume 105. Creswell & John, C. (1994), Research Design Qualitative & Quantitative Approaches. Thousand Oaks: Sage Publication. David, C. (1995), The Impact of New Aircraft Development on the Design and Conctruction of Civil Airports, Proc. Instn. Civ. Engrs. Transp., vol. 111, (1995), pp. 59, 63. De Neufville, R. (1995), Designing Airport Passenger Buildings for the 21st Century, Proceeding of the Institution of Civil Engineers, Transport, vol. 111:2, (1995), pp. 97, 101. [20]. Directorate General of Air Transport, Transport Department. (2005), Blue Print of Air Transport 2005-2024. Department of transport, Republic of Indonesia. [21]. Etter, R. (2008), Management of Land Acquired Under the Noise Compatibility Program. Federal Aviation Administration. [22]. Federal Interagency Committee On Noise (FICON). (1992), Land Use Compatibility, Federal Agency Review of Selected Airport Noise Analysis Issues, pages 2.6-2.7. [23]. Gerson, Richard F. (1993), Mengukur Kepuasan Pelanggan. Pelangi Sdn, Bhd. [24]. Ghobrial, A., and Kanafani, A. (1995), Future of Airline Hubbed Networks: Some Policy Implications, Journal of Transportation Engineering, vol. 121:2, (1995), pp. [25]. Greater Amman Municipality. (2007), Airport Corridor Concept Plan. [26]. Hart, W. (1985). The Airport Passenger Terminal. John Wiley & Sons, New York: A WileyInterscience Publication. [27]. Horonjeff, R., and McKelvey, F.X. (1988), Perencanaan dan Perancangan Bandar Udara Edisi ketiga. Erlangga. Grants. Jakarta. [28]. Kasarda, D.J. (2005), New Urban Development at and around Airports. The University of North Carolina. [29]. Kunkel, B. (2001), Airports and Compatible Land Uses. Mead & Hunt [30]. Martel, N., & Seneviratne, P.N. (1990). Analysis of Factors Influencing Quality of Service in Passenger Terminal Buildings. Transportation Research Record, volume 1273. [31]. Merritt & Frederick S. (ed.). (1986), Standard Handbook for Civil Engineers 3 rd Edition. International Edition Mc Graw-Hill, Singapore. [32]. Miami-Dade Aviation Department. (1997), Strategic Airport Master Planning Study. [33]. Narita Airport Website (http://www.narita-airport.jp). [34]. Planning and Development Services Department, San Antonio (2009), Stinson Airport Vicinity Land Use Plan. [35]. Raguraman, K. (2001), Key Concepts and Issues in Airport Capacity Planning and Management, Journal of Aviation Management, (2001). Sakti Adji Adisasmita, obtained Bachelor in Civil Engineering and MSc in Regional Planning and Development from the University of Hasanuddin, Indonesia; MEngSc in Transportation Engineering from the University of New South Wales, Australia and PhD in Aviation Transport from the University of Newcastle, Australia. Working as a Lecturer in Faculty of Engineering, University of Hasanuddin, Indonesia and has been involved in all aspects of the transportation sector consultancy, having experienced as transport specialist in several transportation projects. Currently, is a Chartered Member of the Indonesian Transport Society, Indonesian Airport Expert Association and Air Transport Research Society (ATRS).
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ATTACHMENT
(1)
(2)
Airline Ticket Office (ATO) and Supporting Facilities Source: Airport Engineering
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(3)
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(4)
(5)
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(6)
Aircraft Departure Lounge Aircraft Type Model CV-580: DC-9 -10; BAC-111; YS11-B; M-404; F-227B B-737; B-727 -100; DC-9 -30; CV-880 DC-8 -50; DC-8 -62; B-727 200; B-727 -300; B-707 (all); B720 DC-8 -61, B-757 DC-10, L-1011, A300, B-767, MD11 B-747 High capacity Wide body Seat Capacity Range 40 80 Av. 60 90 110 Av. 100 120 160 Av. 140 170 210 Av. 190 220 280 Av. 250 300 420 Av. 360 420 500 Av. 460 Average Departure Lounge Size 640 sq ft 60 sq m 1080 sq ft 100 sq m 1500 sq ft 140 sq m 2050 sq ft 190 sq m 2690 sq ft 250 sq m 3870 sq ft 360 sq m 4950 sq ft 460 sq m
(7)
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(8)
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(9)
(10)
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(11)
Level of Service Standards
A Check-in queue area Wait/circulate Hold room Bag claim area, excluding claim device Government inspection
Source: Airport Engineering
Level of Service Standards (m per occupant) B C D E 1.8 2.7 1.4 2.0 1.4 1.6 2.3 1.2 1.8 1.2 1.4 1.9 1.0 1.6 1.0 1.2 1.5 0.8 1.4 0.8 1.0 1.0 0.6 1.2 0.6
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