ANNEX C

 FAA

Space Requirements based on Federal Aviation Administration’s (FAA)

“Planning and Design Guidelines for Airport Terminal Facilities”

Public Lobby / Lounge

Lobbies provide public circulation and access for carrying out the following

Functions: passenger ticketing; passenger and visitor waiting; housing concession

areas and other passenger services; and baggage claim.

Waiting Lobby

A centralized waiting area usually provides public seating and access to

passenger amenities, including rest rooms, retail shops, food service, etc.

Baggage Claim Lobby

This lobby provides public circulation space for access to baggage claim
facilities and for egress from the claim area to the deplaning curb and ground
transportation. It also furnishes space for such passenger amenities and services as car
rental counters, telephones, rest rooms, limousine service, etc.

Airline Ticket Counters / Offices

The Airline Ticket Counter (ATO) area is the primary location for passengers
to complete ticket transactions and check-in baggage. It includes the airline counters,
space and/or conveyors for handling outbound baggage, counter agent service areas,
and related administrative/support offices. In almost all cases, ticket counter areas are
leased by an airline for its exclusive use.

Outbound Baggage Facilities

The outbound baggage facility is that area where baggage is received by

mechanical conveyor from the ticket counters, online and offline connecting flights,
and curb-side check-in. It is sorted and loaded into containers or carts for subsequent
delivery to aircraft. At low-volume airports, bags may be manually moved through a
wall opening.

Public Corridors

Corridors are provided for public circulation between aircraft boarding gates
and various lobbies and other areas within the terminal building. The effective
corridor design width is the total width less obstacles (e.g., telephones, wastebaskets,
benches, protruding displays, etc.) with a minimum clearance of approximately 2 feet
(0.6 m) on each side. This clearance is provided because of the phenomenon known as
“boundary layer” in which a person will normally maintain such a clearance between
corridor, walls and obstacles. Viewing areas for video displays and passenger queue
areas extending into the corridor should also be treated as obstacles in design width
determinations.

Departure Lounges

The departure lounge is the waiting or holding area for passengers

immediately prior to boarding an aircraft. At most airports (excepting some low
activity airports), departure lounges are normally included in the space leased and
controlled by individual airlines.

Inbound Baggage Facilities

Inbound baggage handling requires both public and nonpublic building areas.
The public space (claiming area) is that in which passengers and visitors have access
to checked baggage displayed for identification and claiming. Nonpublic space is used
to off-load bags from carts and containers onto claim devices or conveyor systems for
moving into the public area.

Airline Operation Areas

Airline operations areas are those areas occupied by airline personnel for
performing the functions related to aircraft handling at the gate. Composition of
functions will vary among individual airports.

Food and Beverage Services

 These services include snack bars, coffee shops, restaurants, and bar lounges.
The basic service offered at small airports is the coffee shop, although separate
restaurants at some smaller city airports can be successful, depending on the
community and restaurant management. Large airports usually can justify several
locations for snack bars, coffee shops, bar lounges, and restaurants. Requirements for
more than one of each type are highly influenced by the airport size and terminal
concept involved. Unit terminals, for instance, may require coffee shops and/or snack
bars at each separate terminal.

Design guidelines from Federal Aviation Administration’s (FAA) “Planning and

Design Guidelines for Airport Terminal Facilities”

Size of Terminal Building

A rule-of-thumb of about 150 square feet (14 m”) of gross terminal building area per
design peak-hour passenger is sometimes used for rough estimating purposes Another
rule using 0.08 to 0.12 square feet (0.007 to 0.011 m’) per annual enplanement at
airports with over 250,000 annual enplanements can similarly be applied. At small
airports with less than 250,000 enplanements, estimates should be based on peak hour
considerations and simple sketches.

Space Requirements

Ticket Lobby

Ticket lobby sizing is a function of total length of airline counter frontage; queuing
space in front of counters; and, additional space for lateral circulation to facilitate
passenger movements. Queuing space requires a minimum of 12 to 15 feet (4 to 5 m).
Lobby depths in front of the ticket counter range from 20 to 30 feet (12 to 15 m) for a
ticket area serving 50 gates or more.

Baggage Claim Lobby

Allowance for public circulation and passenger amenities outside the claim area
ranges from 15 to 20 feet (5 to 6 m) in depth at small hub airports, 20 to 30 feet (6 to
9 m) at medium hubs, and 30 to 35 feet (9 to 11 m) at those airports serving large
hubs. Lobby lengths range from 50 to 75 feet (15 to 23 m) for each baggage claim
 device. For approximating lobby length and area, one claim device per 100 to 125 feet
(30 to 38 m) of baggage claim frontage should be assumed.

Outbound Baggage Facilities

Since outbound baggage area requirements are determined by individual airline

policy, early input from the airlines is essential. The minimum size for an outbound
baggage room is approximately 400 to 450 sq. ft. (37 to 42 m’) per airline.

Security Inspection Stations

A security inspection station will generally include a minimum of one walk-through

weapons detector and one ’x-ray device. Such a station has a capacity of 500 to 600
persons per hour and requires an area ranging from 100 to 150 square feet (9 to 14
sq.m)

Departure Lounges

The table below presents information for estimating departure lounge areas on the
basis of aircraft seating capacity and load factors.

Building maintenance and storage varies, depending upon the types of maintenance
(contracted versus authority operated) and storage facilities available in other
authority-owned buildings.

Building mechanical systems (space ranges from 12 to 15 percent of the gross total
space approximated for all other terminal functions. A value of ‘10 to 12 percent is
used in relation to the connector element space. This allowance does not cover
separate facilities for primary source heating and refrigeration (H&R plants).

 CAAP

PROGRESS TO CALCULATE PASSENGER TERMINAL BUILDING

FLOOR AREAS

1. 1ST STAGE
a.) Forecast annual passenger of goal year
b.) Calculation peak hour passenger
 c.) Calculation the outline of [assenger terminal building floor area by
multiplying the peak hour passengers and the unit space per pessenger.

2. 2ND STAGE
a.) Deciding level of service
b.) Prepare capacity analysis data survey
c.) Calculation majpr passenger processing areas by using IATA capacity
calculation Formulae
d.) Calculation the convenience, public and support facilities areas by using the
proportion to the sum of major passenger processing areas.

LEVEL OF SERVICE (sq.meter/occupant)

A B C D E F
Check-in queue 1.8 1.6 1.4 1.2 1.0 System
areas breakdown
Waiting/circulate 2.7 2.3 1.9 1.5 1.0
Hold room 1.4 1.2 1.0 0.80 0.6
Baggage claim 2.0 1.8 1.6 1.4 1.2
area

Level of service “c” was adopted (Level of service C is recommended as the

minimum design odjective, because it denotes good service at a reasonable cost.

Processing and occupancy time

1.) Maximum processing time

Check-in counter : 95% passenger in under 3 minutes
Security: 95% passenger in under 3 minutes
2.) Average total processing time from outside to gate: 25-30 minutes
3.) Average processing time at various check points
Ticketing : 0.5 minutes
Security check-in baggage : 0.24 minutes
Check in counter: 1.5 minutes
Security check –in hand baggage: 0.24 minutes
4.) Average occupancy time:
Car/taxi in curbside: 1.5 minutes
Departure lobby: 15 minutes
Departure lounge: 30 minutes
Baggage claim area: 30 minutes
Arrival lobby
-passengers: 15 minutes -greeters: 30 minutes
UNIT SPACE
1.) Major functional floor area chall be computed using IATA formulae
2.) Unit space required per persons (sq. m)
-space fro well wishers: 1.5
-queuing area-check-in : 1.4
-departure lobby: 1.9
-baggage claim area: 1.5
-arrival lobby: 1.5
-waiting area of greeters: 1.5

OTHERS

1.) Check in counter: centralized type

2.) Baggage claim devices: racetrack type
3.) Assumption of baggages and hand baggages per passenger
- Baggage: 1.9 pieces
- Hand baggages: 2 pieces
4.) Baggages system service standards
-inbound baggage claim : average passenger wait of 7 minutes from of arrival in
claim area
-outbound baggage cut-off: 20 minutes before scheduled departure

FACILITY REQUIREMENTS CALCULATION

Source: Civil Aviation Authority of the Philippines

Departure Curb

Date required

a = peak hour number of originating passengers ---400

p = proportion of passengers using car/taxi----0.5

n = average number of passengers per car/taxi-----1.5

l = average curb length required per car/taxi (m)-----

t = average curb occupancy time per car/taxi (minutes)

Assumptions

n = 1.5 passengers

l = 6.5m

t = 5minutes

Separate curb length provided for buses

Average number of passengers and size of vehicle is same for cars and taxis

Curb length required

L=aplt/60n meters (+10%)

Example:

a = 210 passengers

p= 0.5 ( assuming 50% passengers use busses or tricycles )

L= 210 x 0.5 x 6.5 x 5 / (60 x 1.5) x 1.1 = 41.7, say 42m (total length required
including the arrival curb= 60m)

Departure concourse ( = Arrival Concourse)

Data required

a= Peak hour number of originating passenger

h’= Average occupancy time per passenger/ visitor (minutes)

s= Space required per person (m2)

o= number of visitors per passenger

Assumptions
h’= 20minutes

s= 1.5(m2)

50% of peak hour number of passengers arrive within the first 20 minutes

Area required

A= sh’/60 x a(1+o)/2 = 0.75a ( 1+o)m2

Example

a= 210passengers

o= 1.0 persons (see note)

(assuming that the local passengers : 50% the tourist 50%, 2 visitors/local passengers
and 1 visitor/foreign tourist.)

A= 0.75 [ 210(1+1)] = 315m2 total concourse, including the arrival concourse=

630m2)

Note: Visitor ratio of one visitor/ passenger may look small, but quite a large portion
of the passengers may probably be tourists in the year of 2025. Tourists do not usually
have visitors as many as the local passengers. In our case, it is assumed local
passengers, being a half of the total passengers, will have 2 visitors/each while tourist
passengers will have almost none.

Security Check for check-in baggage

Data required

a= peak hour number of originating passengers

y= capacity of X ray baggage unit (pieces/hour)

w1= number of baggage per passenger

Assumptions:

Y=600 pieces/hour
W1= 1.5 piece (should be checked with the local conditions)

X-ray units required:

N=a w1/y= a/300 units

Example:

a= 210 passengers

N= 210 x 1.5/600 = 0.525, say 1 unit

Check-in Counters

Data required

a= Peak hour number of originating passengers

t1= Average processing time per passenger (minutes)

Assumptions:

T1= 2 minutes

Counters required:

N= a x t1/60 counters (+10%)

Example:

a= 210 passengers

t1= 2 minutes

N= 210 x 2/60 x 1.1 = 7.7 desks, say 8 counters

(In addition to the check-in counters, ticket sales counter will also be necessary.)

Note 1: with 6 check-in counter provided, 160 passengers may be processed within
one hour, provided no desk is idle at any time, sometimes, some passengers at the
check-in counters may prolong the procedure for some complicated problems such as
excess weight baggage, etc. An extra counter and an additional airline staff may be
needed to process the other passengers smoothly, and that is the reason for the 10%
addition.

Note 2: more than one airline may use the counters. In such a case, this calculation
must be done for the airline handling their peak hour passengers independently.

Note 3: assumptions is made that no business or first class check-in is to be accounted

in these domestic airports.

Security Check- Prior to Departure

Data required

c= peak hour number of departing passengers

y= capacity of X ray baggage unit (pieces/hour)

w2= number of baggage per passenger

g= time of arrival of first passenger at departure lounge

h=time last passenger should be on board

Assumptions:

y= 600 pieces/ hour

w2= 2 pieces (should be checked with the local conditions)

g= 60 minutes

h= 5 minutes

X-ray units required

N= 60(c x w2)/y (g-h) = 0.2c/ (g-5) units

Example:
c= 210 passengers

g= 60 minutes

N= 0.2 x 210/ (60-5) = 0.76, say 1 unit

Gate hold lounge

Data required

c= peak hour number of departing passengers

s’= space required per passenger (m2)

v= Average occupancy time per short-haul passenger (minutes)

k= proportion of short haul passengers

Assumptions:

c= 210

s’= 2.0 m2

v= 30 minutes

k= 1.0 (100%)

Area required:

A=s’(cvk/60)

Example:

A= 2.0(210 x 30/60 x 1.0)= 210m2

Baggage Claim Area (excluding Space Occupied by Claim Belts)

Data required

d= peak hour number of terminating passengers

 w= Average occupancy time per passenger ( minute )

s’’= Space required per passenger (m2) at baggage claim area

Assumptions:

w= 30minutes

s’’= 1.8m2

Area required:

A= dws/60m2 (+10%)

Example:

d= 210 passengers

A= 210 x 30/60 x 1.8 x 1.1= 207.9, say 210m2

Note: the baggage claim hall, as well as other main functional areas, must have
circulation spaces aside from the area calculated above. Where carts are used, cart
storing space must be added to the above, also. In addition to the above, space should
be provided for the un-claimed baggage of the previous flights that may be stored at a
corner of the hall.

 CONSTITUTION

[EXECUTIVE ORDER NO. 716]

April 03, 2008
TRANSFORMING THE CLARK INTERNATIONAL AIRPORT
CORPORATION (CIAC) INTO A SUBSIDIARY OF THE BASES
CONVERSION AND DEVELOPMENT AUTHORITY (BCDA), AND
AMENDING EXECUTIVE ORDER NO. 193 FOR THIS PURPOSE

WHEREAS, Executive Order No. 174, Series of 1994, designated the Clark Special
Economic Zone as the future site of a premier international airport;
WHEREAS, the development of Clark to be a globally competitive international
service and logistics center in the Asia-Pacific Region has been declared as one of the
10-point legacy agenda of this Administration;
SECTION 6. The Clark Civil Aviation Complex (CCAC) shall comprise the area of
two thousand two hundred (2,200) hectares, and shall be under the jurisdiction of the
CIAC.