Programming 0 New Terminal Facilities Desinn ^ Te>

Programming

Dav to.'..-

0 New Terminal Facilities Desinn ^ Te>

DAVID A. DOSE

THESIS -Spring '80

GREGG COUNTY AIRPORT TERMINAL

ARCH.^22 - PROGRAMMING

Dr. Lawrance Garvin

11/79

TABLE OF CONTENTS

SECTION ONE

Goals aJid Objectives 1

SECTION TWO

Background Study 5

Introduction 6 Urban Context 8 Air Service History 19 Existing Facilities 22

SECTION THREE

Site Analysis 29

Introduction 30 Noise 31 Site Summaries 35 Maps (38)

SECTION FOUR

Activity Analysis 39

Airport Operations ^0 Activity Statistics & Perdictions

3 Activity Studies -50

SECTION FIVE

Space Summary 6I

Passenger Process 62 Cargo 63 Administration Sk Other 6^

SECTION SIX

System Performance 65

Structural 66 Electrical 66 Acoustical 66 Lighting 6? Mechanical 6? Baggage Handling 69 Passenger Loading 70

SECTION SEVEN

Space Functional Relationships. . .71

Space Relation Diagrams. . . .7^ Case Studies 79

SECTION EIGHT

Detail Space Requirements 83

Passenger Process 84 Cargo 97 Admlnstration 98 Other 100

SECTION NINE

Cost Analysis 101

Finance Sc Ovmershlp 102 Value Engineering IO3 Cost Estimate 104 Cost Breakdown 10^• Revenues & Expenditures. . .105

SECTION TEN

Bibliography IO7

-II-

INDEX OF DRAWINGS

SECTION ONE

SECTION TWO

East Texas Map . , . . .:. 6 Regional Map 8 Population Projection Graph 9 Resoux-ce Map 12 Sketch of Existing Terminal (front).18 Existing Facilities Map (22) Sketch of Existing Terminal (back) .21 Sketch of Existing Tower 23 Sketch of Existing Fire & Rescue . .25 Sketch of Existing Terminal (side) .27

SECTION THREE

Sketch of Landowners House 31 Sketch of Nearby Vacant House. . . .32 Aircraft Noise 33 Existing Site Simmary. 35 Site 'A' Summary 36 Site 'B' Summary 37 Site *G» Summary 38 Areal Photo (38) .Baslol-Land Use Map Slope Map • • Vegetation & Noise Map . . . . . . Micro Climate (winter) Map . . . . Micro Climate (summer) Map . . . .

SECTION FOUR

Model Airports List » Airport Activity Statistics ^5

Peak Hour Charts ^7 Airport Load Graph 47 Sketch of Existing Terminal Lobby .49 Flow Charts (deplaning passengers).51 Flow Charts (arriving passengers

and baggage) .52 List of Amenities =53 Gross Section Diagrams 54 Flow Charts (cargo) 58

SECTION FIVE

List of Required Square Footage . .62

SECTION SIX

List of Structural Requirements . .66 Noise Levels 66 Lighting Requirements . . . . . . .67 Air Change Requirements 69 Baggage System Diagrams 68 Jet Way Diagram 70 Jet Way Requirements 70

SECTION SEVEN

Space Relation Diagrams 72 Airport Operations 73 Passenger (access interface) .74

(non'i.nterfpce) . . .75 (inteijface) 76

Cargo . .11 Adminstrative 78

Case Studies (Lubbock Regional) . .79 (DF/W - Braniff Int.).80 (DF/W - Continal). . .81

-III-

INDEX OF DRAWINGS (cont.)

SECTION EIGHT

Ticket Lobby Image Sketch 86 Baggage Claim Lobby Image Sketch . .88 Security Image Sketch 90 Interface Lobby Sketch 92 Departure Lounge Image Sketch. . . .94 Apron & Loading System Image Sketch.96

SECTION NINE

Cost BreaJcdown 104

SECTION TEI'J

Bibliography 107

SECTION ELEVEN

Aircraft Data Aircraft Dimension Existing Terminal Floor Plans

-IV-

GOALS AND OBJEGTTVE.q

GOAIJS & OBJECTIVES

For the community

With the mass influx of population

migrating from the northern states to the

"Sun Belt" area, counties such as Gregg

must accomodate this new population in order

to maintain their productivity and other

aminities associated with mass growth to

provide for a stable economic growth.

With adequate terminal facilities

Gregg County Airport will become more at

tractive to larger airlines. This will

create more convient flights for the pop

ulation, so they can avoid commuting

140 miles to the Dallas Fort Worth area

for convient airservices. Remodeling of

the existing facilities will serve as the

catalyst attracting more passengers and air-

carriers. Thus allowing the airlines to

create a more convient schedule of flights.

To further add convient services to

the county and with concern for energy

conservation, a mass transit system through

out the city of Longvlew could be consoldated

into the airport and other transportation modes.

Restoration of the Old

The period in which the old terminal build

ing was constructed, marks the point in time that

East Texas descovered its wealth and experenced

rapid growth. Buildings of this era are important

to the people of this area and must be preserved

as part of thier heritage.

Today modern airports architecturaly lack the

romance of the most ordinary train station. All

efforts muat be taken to utilized the existing

facilities until maximum capacity is reached, but

before this situation occures, considerations for

designing new terminal building is evident.

In Designing the New

The primary goal of designing new terminal

facilities is so that long range needs can be met.

The key factor to this expansion of the terminal

building, the parking lots, and the runways. By

establishing new facilities that are capable of

vast expansion. East Texas will be assured of

adequate service as it experiences enormous

growth in the future.

Ability for the new facilities to meet

accelerated load growth. Flexibility in the

spaces of the terminal building, parking lots,

and access roads, all are necessary for effect-

iviness.

To simplify circulation, separation of

passenger activity is required(i.e. processing,

cargo, and admimistrative activities), where-by

the departure lobby or interface is to be sep-

erated from the noninterface.

Strong considerations for energy conserv

ation and utilization of passive and active

solar energy as well as use of low maintanance

materials, will achieve a lower operating cost

for the county.

The use of amenities such as restuarant,

cocktail lounge, meeting rooms, and cargo

rental space will attract additional building

use and revenue from Longvlew and other county

communities.

The New and The Old

(Terminal design objectives for the convience

to passengers)

Minimize walking distance of passengers

between thier cars to the departure lounge.

This design will function in the since of

passenger convenience, and also aesthetically

pleasing to promote human interaction. The

proposed new design will retain architectural

heritage while providing a more functional atmo-

phere with the use of wash and down lighting;

carpet as opposed to tile; and plants and

banners to stimulate the eye of Interest.

For New and Old

(economical feasiblity to airlines)

To provoke County support and interest in

the proposed design it is suggested that all

project operation cost be justified and alter

native revenue incomes be mentioned. By

providing this analysis it is not only sub

stantiate the feasibility for the county but

will also enable the corporate airlines to

maintain an effecient cost per passenger quotient.

With the information obtained through

market research will enable the county

to achieve an operation capable of retaining

monetary effeciency not only during peak hours

but also during slower times of operation. This

will facilitate high earnings and provide the

county with a profitable Institute in the near

future, assuming the county is able to receive

the largest airport capacity per dollar invested.

-Zj..

BACKGROUND STUDY

1. Introduction

2. Urban Context a) Gregg County Region b) Population c) Future Population Projections d) Economic Base

Raw Materials and Natural Resources Manufacturing Retail Trade

e) Education

3. Air Service History

4. Existlna: Facilities a) General b) Airfield c) Fire & Rescue d) Hangers e) Other Constructions f) Terminal Building

-5-

The Sunbelt, which includes California,

New Mexico, Texas, and several other Southern

states has become a popular area of expansion

and economic growth In the United States.

Oklahoma

} \ Pat M.?ysG,

/('Kansas

Denison " "" 0

Lakp Bonham

•^Resprvoir

'Paris

I Red niver

Mount Plea' ianl , ,^ t n i o i (n/i? . "XCypfest

CJ* Afikp rnwnknni , { rprlng^ l-nkc / I / rA tn/in

"•-If J r SSs ^^ Winnsboro Hubbard^ l-f>l"' Owlman

^ ^ Luke Hanttin^ftinke^ - 1 2 0

Texarkana

Lalrg l Vrip Wl PKlW!>n MILES FROM LONGVIEW

Lukp O Cip Pines'^

.'<e-:r-'VTO^\pr,i(e';rr/i(>'^ Tyler

•—* ^::.:-; .•^VT' l^^rshailj • Tyler,Kilqore«ff^ê''*'p ^, 1 /

! i t ( • I • ' • (

Lo'Jisinna

Galveston

EAST TEXAS MAP

City

Beatimont Carlhaqe Caddo Lake Center Dallas Denison Fort Worth Galveston Henderson Houston .lacksonvlll'' Jasper Kilgore Livingston Liilkin Marshall Monnt Pleasant Narogdoclies P.iris Poll Arthur San Augustine Sherman .Shreveport Texarkana Tyler

Miles

200 36 46 63

121 160 155 259

30 209 53

140 12

133 90 23 69 66

118 217 82

152 62 98 37

This sudden popularity can be attributed to the

moderate climate and low cost of living, as well

as the easy access to natural resoTurces and the heal

thy economy. Longvlew, Texas has been caught up in

the Sunbelt and now boast the title of the third

largest industrial area in Texas. Ironically, the

jet age overlooked the small community in Gregg

County and failed to provide adequate commair ser

vice because it was uneconomical with Dallas

located only 120 miles to the West. Air service

proceeded the late 70's have been Metro Flights to

Dallas, Houston and other near by cities. There

is a frequent large passenger carrier which arrives

and departs when the need arrises. Large aircraft

have been replaced with a smaller craft due to the

deregulation of the airline. The demand for the

air service in Longvlew is now Increasing due partly

to the growing popularity of East Texas. Also con

tributing to this constantly growing need is the

economic side of mass air transportation, the energy

crisis, and population growth during the past decade.

-6-

Without adequate terminal facilities Gregg County

Airport may seem unatractive for future services,

to the larger air carrier services. Unless this need

for air services is met, Longvlew will not be able

to keep up with the industrial and economic growth

of the rest of the Sunbelt, and will find its future

expansion greatly hindered. Background studies of the

Airport and Gregg County are divided into three areas;

Urban Context, Existing Airport Facilities, and The

History of the Airport. The following chapters on

Urban context is a study which is the basis of a

future airport load.

-7-

LONGVIEW'S RELATION TO REGION

URBAN CONTEXK^ GREGG COUNTY REGION

Gregg County is situated in the Industrially

expanding triangle of Dallas, Houston, and Shreveport.

Three major highways serve the area: Interstate 20,

U.S. 80 and U.S. 259. Easy access in the County is

made possible by Loop 281 and major thoroughfares

run in and around the Longvlew area. Several railroads

serve the area and provide passenger service, while

Missouri-Pacific, Texas & Pacific, Atchinson, Topeka

& Santa Fe railroad companies move freight to and

from the County.

Longvlew, the largest city and the County seat

of Gregg accomodates over 60% of the Counties pop

ulation. The remaider of the East Texans are scattered

in nearby towns such as Gladwater, Kilgore, Liberty

City, Pinetree, and Sprlnghill. Airport facilities

will also serve several towns within a 50 mile radius

Including Tyler, Henderson, Carthage, Nacodoches,

and Marshall. This is illustrated on the East Texas

area map on the preceding page.

wnviN ^rptiNCO ANO ASSoriAtcs

-8-

POPULATION

The city of Longvlew, over the years,

has maintained a strong and consistant rate

of population growth. As a result of this

growth Gregg County has also experienced an

Increase in population each decade. The

following information Illustrates the population

growth of Longvlew and Gregg County from 1930

throu^ the current year.

flu 10,000

YEAR

1939 1940 1950 i960 1970 1979

LONGVIEW

5,036 13,758 24,502 40,050 46,744-

GREGG

\5,ll^ 58,027 61,258 69,436 75,929

CHANGE

31-9^-23.7% 40% 57.7% 23.6%

Historical Analysis

The first discovery of oil in East Texas

in October of 1930 drew people to Gregg County

and its nieghboring counties like a magnet in

the 1930-1940 decade. The strike in Rusk County

spread to Longvlew and Kilgore in 1931 and brought

a period of prosperity to the area. This period

marked the greatest era for East Texas until

its popularity in the 70's. Although the mag

nitude of the jobs created by the oil industry

did not stay constant, the discovery opened

up opportunities in other industrial fields in

Longvlew. During the 30's and 40's, approximately

20 manufacturing plants set up operations in

Longvlew. From this strong industrial base the

city has rapidly expanded to its present day

-9-

prosperity and to a great extent is responsible

for the continued growth and wealth of the

community.

Future Projections

The city of Longvlew has grown from a small

town of 1,525 people in 1880, to a city of 58,000

to 60,000 in 1979- A steady growth occured between

1880 and 1930. Since 1930, Longvlew has experienced

vigorous and solid growth both in population and in

industry, due to the ab\mdance of resources of the

East Texas area. It is predicted that this growth

will continue and that the population should double

from 1979 to 1990.

-10-

Economic Base

While the first two periods of Longvlew*s

development may be attributed first to agriculture

and secondly to petroleum, the current development

period should be recognized as that of industrial

and trade diversification and expending influence.

The geographic relationship of Longvlew to the

natxrral resources, the people and financial re

sources of the state provide an opportunity for

continued significant expansion of the economic

base and the Community's population.

Raw Materials and Natiural Resources

Gregg County and its progressive cities of

Longvlew, Kilgore,and Gladewater are in the geo

graphical center of an area also known as the Natural

Resoirrces Belt of East Texas.

Oil

The extensive petroleum development in this area

constitutes the greatest proven oil pool in the nation,

Due to the magnitude of this industry, it would be

repetitious and superfluous to delve into it

deeply in this testimony.

Steel

Steel plus oil, two of the products which

hold the highest places in the economic and

physical assets of the United States both in

peace time and war time are in abundance in this

area. Gregg County is in the center of 22 East

Texas counties which contain one of the largest

iron ore deposits remaining in the United States.

Such deposits axe now being exploited and pro

duced by the expanding Lone Star Steel Co. imm-

ediantly North of Gregg County. R.G. LeTourneau,

Inc. now operates a steel mill in Longvlew.

Natural Gas

Natural Gas plus oil plus steel in abundance

points up in the importance of this area to the

entire United States. Gregg County is the

origin and a source of supply for the famous "Big

Inch" pipeline which is now carrying 450,000,000

-11-

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EAST Tt«AS OIL "ELO

NAfURAL ("lAS

RESOURCE MAP

-12-

cubic feet of gas daily to the East. One of

largest gas gathering centers in the world

adjoins Gregg County.

Timber

Gregg County is also located in the East Texas

Pine Belt which includes nearly all of the State's

saw timber and approximately 90% of all commercially

valuable tree growth.

Other Minerals

Lignite, clays and silica sands are abundant in

the area. There are several brick plants within a

thirty mile radius of Gregg County Airport.

Water

Fresh water in unlimited quantities is available.

Num-erous fresh water streams fed by about 44 Inches

of annual rainfall, the largest of which is the

Sabine River, provides huge volumes of fresh water

streams or from artificial lakes which can be constnict-

ed easily and cheaply. Lake Cherokee, a few miles

South of Longvlew, is an example.

In addition to rainfall there is an easily

accessible reserve of underground water.

Power

Southwestern Electric Go-operates is one

of the largest plants in Tesas, 180,000 kilo

watts, located near Longvlew on Lake Cherokee

and another North of Longvlew generating 40,000

kilowats.

-13-

Manufacturing

Manufacturing employment has accounted foi'

the largest gain of any in Longvlew in the past

20 years. In 1950,14.^ employed were in manu

facturing and In 1970 over 25% of Longvlew's

employees were involved in manufacturing. The

gain in durable goods manufactured represents more

than a threefold gain in 20 years and a similar

expansion occurred in the nondurable employment.

Few virban areas can boast so large a portion of

their portion of their employment involved in

manufacturing. In 1970, 18.6^ of the employed

persons in Texas were in manufacturing while in

Dallas Metropolitan Area 23.6^ of the employed

involved manufacturing. The high percentage

of manufactxrring employees in Longvlew is

considered to provide a strong supporting base

for other services relating employment. The

major manufacturers are listed and located on

the previous natural resources map.

Manufactviring

Durable Goods Nondurable Goods Sub-total

Nonmanufacturlng Wholesale & Retail Trade Transportation, Communications & Utilites Finance, Insurance. & Real Estate Service & Government Construction Agriculture & Mining

Industry Not Reported Sub- total

Resident-Employee Ratio

i960 Number of Employees

2,572 1.786

^J58^

5,771 , 1,796

971 6,753 1,898

2,366

^4,797 2.8

1

Percent of Total

1.04 7.2 17.6

23.3

7.3

3.9 27.2 7.7 9.5 3.5 100.0

Number 1970 of

Employees

4,15^ 2,640 6,79^

6,714

1,764

1,122 8,350 2,092

1,879

28,715

2.6

percent of Total

14.5 9.2 23.7

23.7

6.1

2.9 29.1 7-3 6.5

100.0

-14-

L\\^ *_f«»J.-l. XJ-GbV<L^>

As the City's geogaphic area expands more

of the County retail establishments will fall

within the city. It will be particularly

important to seek to retain the general

merchandise, apparel and accessory stores and

others in the downtown area of Longvlew as furture

shopping centers develop will tend to accelerate

the dispersal and create competitive conditions.

Retail Establishments

RETAIL SALE, I967

CITY OF LONGVIEW AND GREGG COUNTY City of Longvlew Gregg County

# of Establishments Sales (,iOOO) # of Establishments Sales Building Material, Hardware and Farm Equipment General Merchandise and Group Stores Food Stores Automotive Dealers Gas Stations Apparel and Accessory Stores Eating & Drinking Places Drug Stores Miscellaneous Re ta i l Stores Non-Store Re t a i l e r s

Total

26 29 84 63

100 42

101 18 101

6,881 1 5 , ^ 3 22,135

22,912 7,603 5.617 5,607 4,5^6 8,498 2.998

43 44 154 101 174

70 193 30 185 82

8,474 17,457 33,619

34,777 11,959

7,832 7,911 6,054

16,566 3,623

688 107,374 1,145 154,941

-15-

EDUCATION

Area Colleges

Kilgore Junior College Kilgore

Tyler Junior College Tyler

2 year co-educational


Stephen F. Austin Nacogdoches

East Texas State University Commerce



LeTourneau College Longvlew

East Texas Baptist College Marshall

Centenary College Shreveport, LA.

Ambassador College Big Sandy

Lon Morris College Jacksonville






-16-

Transportation is a vital factor in the

continuing growth of Gregg County. It has become

the largest and finest airport in East Texas due

to is expansion in the late 1960's. Longvlew

was automatically recognized as the key transpor

tation center in this area. Interstate 20 was

opened in April of I967 between Shreveport and

Dallas and the area was already served by U.S. 80

and thi'ee railroads. In the not too distant fu

ture Longvlew will have barge transportation on

the Sabine River. These are the elements that

make a big city bigger. Its what fed the indus

trial growth in the early days of the railroad.

Good transportation facilities attract industry.

Longvlew can boast of having the third largest

commercial runway facilities in Texas, its 10,000

foot length sTorpassed only by those at D-FW,

Houston, and Lubbock airports. These facilities

need to be utilized and the existing terminal

building should be brou^t up to date with air

trsinsportatlon technology. This inturn will

attract more airline services to satisfy the

communities needs and conveniance to the pass

engers. This action needs to be taken now while

the design of new terminal facilities across

the runways are in progress.

Sources

1. Texas Monthly, Longvlew Morning Journal

Dallas Morning News

2. Sprimger & Associates, Urban Planning

consultants, Dallas, Texas

3. U.S. Census

4 . R e t a i l Census, 196?

5. Longvlew Morning J o u r n a l , March 1, I967

Volume 35, No.50

- 1 7 -

v ^ - i " ~-

\

-18-

AIR SERVICE HISTORY

Upon completion in I957, the Civil Aeronaut-,

ics Board (GAB) awarded a certificate of public

convenience and necessity. Mid Continent Air

lines offered flints to Tulsa, Houston,

Muskogee, McAlester, and Dallas. Mid Continent

major competitor'Braniff•, supplied services to

Tulsa, Houston, Oklahoma City, Ft. Worth, Dallas

and Waco. In 1948, Delta Airlines began to offer

flights to Shreveport and Dallas. The GAB felt

that Delta should be allowed to fly to Austin,

Temple, San Antonio, Midland-Odessa, and Texarkana.

During this period of time aircrai't used were DG-3,

DC-4, DG-6, 1049G, and 340; capable of flights

up to 4500 miles. With a passenger capacity of

100 people these planes were short range and STOL

crafts. Gregg County Airport also had a good

strong air freight service.

In 1951 at the Central Renewal Proceedings

conducted by the CAB, Braniff Airways and Mid-

Continent Airlines merged and became Braniff Air-

lines. The decision of the case took Braniff com

pletely out of Gregg County Airport and was re

placed by Trans-Texas. Which survived such cities

as Dallas, Houston, Tulsa, Texarkana, Tyler, Beau

mont, and Shreveport. These points were also being

serve by Delta-G & S Airlines, which also was sus

pended in 1955. This loss of one plane and one

carrier was restored with flights offered to New

Orleans in 1959- The new aircrafts at these times

were the midrange crafts capable of a passenger

load of 120 people and a range of 4,000 miles

which are thej DG-7, DG-85O, and Boeing 707-120.

With the introduction of the jet-liners, the

DC 9&10, 707-120, 727-100, 707-320B, 737-100,

Gregg County Airport had been surpassedby technology.

It becajue uneconomical for a plane capabile of

trsinsporting I50 passengers 5,000 miles, to

service Longvlew, Unless there is an occupancy

rate of 60% for fligjits longer than 3OO miles

the jet-liners are not economical. Longvlew,

unable to generate this type of need, was un-

desircable to the larger Airline Companies.

-19-

The problem grew worse in the 70's, with the

Introduction of the wide bodied and sub-sonic

jets. Which one is the DC 10, with a passenger

load of 230 and a range of 4900 miles. The other

is Boeing's 7^7-320B capable of transporting

375 passengers, up to 9000 miles. The facili

ties at Gregg County Airport is capable of land

ing these airplanes, but the need for them has

not yet arrived.

Today air service is supplied to most

major cities in the southern region, by Trans-

Texas and American Airlines and several other

small companies. With the deregulation of Air-

travel in Fall of 79 the popularity of air travel

with its convenience and economical, the air

lines realize a market for the short range and

medium range aircraft services. Along with the

popularity of air travel, the growth of the

Gregg County region has developed a need for

convenient service and tearminal facilitier that

are capable of handling the load. With the

vast growth of the sunbelt region, predicted

by the turn of the century, East Texas will require

adaquate transportation services. Transportation

services facilities that can deal with short range,

medium range, and large capacity aircrafts.

-20-

•• -4

-dj.-

EXISTING FACILITIES

General

Gregg County, indicated in orange is

located 8 miles South of Longvlew on Airport

Road just off of State Highway 149. The

area has an abundance of water, found just

between the airport and the South Industrial

District is the Sabine River. The river at

one time was used by barges on their way to the

Gulf of Mexco.

The river hasn't been used for transportation

for some time but has good potential for future

use. Antother source of water near the airport

is Cherokee Lake, located off of the Southeast

runway. The majority of the shoreline is a

zoned residential area with the exception of

the Southwestern Electric Power Company

plant on the North shore. The entire area is

RUNWAY DATA

E f f e c t i v e G r a d i e n t

% Wind Coverage

Insrument R/W

Pavement S t r e n g t h

Approach Surface

Runway L i f t i n g

Runway Marking

Naviga t ion Aids

R/W Lengths & Widths

13-31 0.087

93.7 Yes 320,000-TT 153,000-D 508 1

HIRL

a l l weather

ALS-ILS

10,000 X 150

17-39 0.24

94.9 No

45,000

50:1

MIRL

ins t rumen t

None

6109 X 150

4-22

0.33 92.6

No

25,000-D

40 :1

MIRL

b a s i c

None

5205 X 150

-22-

KJ ^L-~. .yW

•-^Âl>.^!^-^^^

-23-

covered by dense forests and heavy foliage,

indicated by the green, as well as open

pastTires indicated by the lifter shades.

The South Industrial District is the

largest of the three industrial sites and con

tains several of the largest companies and cor

porations. These include; Texas Eastman Co.,

Screw and Bolt Corp. of America, Trailmoblle

Division, Pullman Inc., and the Letourneau Steel

Mill and Manufacturing Co. The entire area is a

future prospect for housing and industrial growth.

Airfield

The existing airport site has great poten

tial for future air transportation service to the

East Texas area. The air field consists of 3 run

ways and 13 taxi-ways, all of which are well lit.

Eight of the 12 structures are located around the

apron which is located on the West side of the

airfield. The remaining buildings are to the South,

except for LTV which is found on the North side of

the site.

Air Traffic Control Tower

The (ATCT) is located 2,000 yards South of

the runway intersections. The towers maintain

contact with aircraft in the Immediate area of

the airport, and a radius of 150 miles. As of

1979 activity consisted mostly of general avia

tion, second was Airtaxi, third was Air Carrier,

and fourth was Military.

Fire suid Rescue

Constructed at the same time as the new

control tower in 1975, was the Security and Fire

Rescue located south of the Air Terminal. The

Fire station and seciArity located in the facil

ity is on 24 hour call and has all of the nece

ssary equipment to handle most any emergency

situation. In service is three modern heavy

pieces of fire fighting equipment.

Hangers

When approaching the airport from Longvlew,

the first building sighted is the Piper Hanger

w h i c h i s n o t t h e o n l y ^^tvnp•t11-rft I n n a t e d ar l ja r i f^pt

-24-

-25-

t o the a i r f i e l d . The Piper hanger i s the l a rges t

of the 6 hangers on the f i e l d and i s the regional

s a l e s headquarters for East Texas. The new and

second l a r g e s t hanger i s located near the West

end of the runway 35. Gregg Aviation, ju s t

south of the F i re and Secur i ty Rescue Building, i s

the t h i r d l a r g e s t hanger. The majority of t h e i r

a c t i v i t y i s a i r f r e i ^ t . Located next to Gregg

Aviation i s R. Lacy I n c . , and Eastex Aviation.

Both of these f a c i l i t i e s run chartered commuter

se rv ices to Dal las , Houston, and Shreveport. In

add i t i cn they a lso are involved in f l i ^ t t r a i n i n g .

The l a s t of the bui ld ings of t h i s type, G.A.P., i s

located a t the East s ide of runway 35, near the

threshold .

Other Constructions

The remaining types of bui ld ings on the s i t e a re :

Texas I n t e r n a t i o a l Reservation Computer Center, and

LTV's mul t i -mi l l ion do l l a r f a c i l i t y . T I ' s Reser

vation center i s located South of the terminal parking.

I t was constructed in 1975 and handles a l l r e s

ervat ions for TI. The computer center i s l o

cated West of the Fire Reserve adjacent to the

Terminal Building. LTV (Llng-Temco-Vought Inc . )

was constructed in the l a t e 6 0 ' s . At tha t time

i t was engaged primarely in design, development,

and production of a i r c r a f t s , m i s s i l e s , space man-

uevering systems, ground veh ic le s , and manage

ment of range and launch operat ions and engin

eering support se rv ices .

Teminal

The ex i s t ing a i r t e rmlna l was constructed in

1946 and opened in 1947 for se rv ice . I t s a two-

s tory free standing l i nea r bui ld ing where the pass

engers must walk out to the waiting planes on the

aprons. Three major function zones are well de

fined within the terminal . Ground leve l serves

a l l of the passengers needs; t i c k e t s a l e s , baggage

claims, lounge, cafe , a i rpo r t management, and car

r e n t a l , as well as a i r f r e l ^ t and the o f f ice .

-26-

-27-

The offices for the airlines and the Federal Ad

ministration are found on the second floor. An

observation deck was located at the roof level

of the second floor. Since the opening exterior

stairs have been removed and access was closed from

the tower. The original control tower is the domin

ating featxjre of the 33 year old building. The

building has its own architectxjral character that

marks the start of a new era for East Texas. Pre

servation and rejuvlnation as well as adaption are

essential guidelines for any future development of

the building.

-28-

SITE ANALYSIS

1. Introduction

2. Maps

a)

b)

c)

d)

e)

Basic Land-Use

Slopes

Vegetation and Noise

Noise Study

Micro-Climate Winter Summer

Site Analysis

a)

b)

c)

d)

Existing

Site A

Site B

Site G

( 3. Site Analysis <

-29

SITE ANALYSIS

Site analysis of the Gregg County has been

done by the use of five basic maps; Land use. Slope,

Vegetation and Noise, Micro climate for Jan. 21, and

Micro climate for June 21. The land use map describes

three major features of the site: the basic

land use, views onto, form, and within the site,

and site drainage. The slope gives a 3 dimen

sional study of the site land features. Moderate

and slight slopes as well as the direction of

drainage is shown by the intensity of the lines.

Plateaus are indicated by the white areas and the

valleys by the solid gray areas. The Vegetation

and Noise Map shows tree coverage and open fields

on the site as well as the noise generated areas.

Also Illustrated are the bodies of water. Micro

climate maps are the most complex and show the

slope thermal conditions, air movement and pre

vailing winds, as well as the climatic data needed

for future design. The selection of the site will

be influenced by the following factors:

1. Type of development of the surrounding

areas

2. Acceslbillty to ground transportation

3. Availability of land for expansion

4. Surrounding obstructions

5. Economics of construction

6. Availability of utilities

There are three large tracks of land that have

been selected for further development. Closer

views of the three sites are provided for further

detailed site analysis. Each site can be refered

to the basic land use map for relationships to

each other.

-30-

NOISE

Besides the very important problem of noise

created by overflying aircrafts, there are other

noise problems created within the airport and

the adjacent communities due to aircraft ground

operations and other maneuvers prior to take-off

and ai-ter touch-down. Noise due to aircraft man

euvers is catagorized into two groups; the first

is caused by ground movements and operations,

the second is during the Initial stages of the

take-off or the final stages of the approach

and landing procedures.

Noise created by ground operations of the

aircraft is broken down into three sources;

taxiing and holding noise, engine ground run

ups, and auxiliary power unit operations. An

aircraft leaving or returning to the air ter

minal passes near the terminal or airport per

imeter with dwellings not to far away. At other

times aircrafts may have to be put on hold were

the engines operate at a low power setting.

-31-

c \

/

A

•> \*^;û

•— —

•32-

So continuous flow of ground traffic then could

have effect on noise on adjacent to the site.

Engine ground rim-ups received early recognition

around air bases, it has also produced similar

situations at commercial airports. The engine run-ups

ocGure in a variety of situations either after an en

gine is overhauled it must be tested, or as part of a

repair or maintanance situation of the total air-

-c continuously as the en--33-

glne thrust settings are changed. Auxiliary

power unit operation is required either at passenger

embarking or loading or during cargo handling pro-

ceedures. Not only can the ground crew be affected,

but also passengers can be too in a acoustically

untreated building.

Ground noise created on the site must care

fully be delt with on and near the site. Across

is an illustration of the typical ground noise cont •

ures from AUP operations.

Noise generated by airport operations can ex

tend miles from the site, this intensity of noise

occures on take-offs and landings. The loss of

gr-ound effect takes a tremendous amount of thrust,

and is essentially an increase in noise levels that

occur as the airplane leaves the runway and the

excess attenuation of the ground falls away. As

an aircraft starts its glide path there is an

audible thrust change and is a significant factor

In the calculation of noise exposure. A more

important problem occurs just before landing

but principally occurring after touchdown, is

the noise produced through the thrust reverse

application. This sudden burst of noise of high

intensity but short duration is caused by the

sudden reversal of the exhaust gas flows.

The noise problems produced by the airport

can cause severe disturbances to those farm houses

and laJce houses in the vicinity of the airport, as

well as hearing hazards to ground staff. Besides

the obvious solution of source noise reduction,

the usual methods of control are the use of

barriers to obstruct the paths of noise pro

pagation and soTind-proofing of structures to

protect the occupants.

SOURCES

1. Landscaping for energy conservation

2. Time saver standards

3. FAA- Sound levels, resulting from aircraft operations

4. Planning & Design of airports

5. The Challenging Future

-34-

EXISTING SITE ANALYSIS

SUMMARY

ADVANTAGES

*Gost and maximum use of existing facilities

^Small Expansion

•Preservation and Adaption

*Small craft operation

*View of entire field

*Off-site drainage

*Flat and moderate slope

*Some vegetation coverage

•Good east sun exposure

•Good west sun exposure

•Good expansion in future

•Vehicular access

Further Existing Site Study:

DISADVANTAGES

•Piper hanger limits expansion

•Limited potential parking area

•Inter mixing airport traffic

-35-

SITE A - 63 ACRES

SUMMARY

ADVANTAGES

•Pleasant views on and off site

•Good access

•Good land topography

•Good access to runways

•Some tree coverage

•Good view of entire field

•Good North protection

DISADVANTAGES

•Smallest site

•LTV structure located on site

•Drainage through site

•Cold air pocket

•Limits new runway construction

Further Site A Study:

-36-

SITE B - 80 ACRES

SUMMARY

ADVANTAGES

•Drainage off site

•Variety of views

•Easy access

•Hi^ plateau

•Heavy tree coverage

•Good morning svin

•Noise protection

•North wind protection

•Good new runway expansion

DISADVANTAGES

•Valley throu^ site

•North slopes

•Screen views

•Limited air movement

•Evident destruction of trees

•Poor access to all runways

Further Site B Study

-.37-

SITE G — 143 ACRES

SUMMARY

ADVANTAGES

•Pleasant views

•Off—site drainage

•Best access to all runways

•Some trees on site

•Winter warm pocket

•Good vehicular access

•Good flexibility in new runway expansions

DISADVANTAGES

•Access valley throu^ site

•Cold air movement down valley

•North exposure

Further Site G Study:

-38-

S-^Jv^lV^ -S^^v

ACTIVITY ANALYSIS

1. Airport Operations

2. Airport Activity Statistics and Predictions

a) Demand Model

b) Alrtraffic Predictions Ji

c) Peak Hours ^

3. Activity Study ]] I'

a) Terminal '

b) Cargo

c) Building Construction

d) Utilities

e) Site Planning

-39-

AIRPORT OPERATIONS

An airport, like a modern city is devoted to

dynajnic movement. Its structured by a complex

system that facilitated passenger and cargo move

ment, maintalnance, aircraft control, and other

systems that provide for auxiliary support func

tions.

First, all of the movements and functions of

the passengers, cargo, and the airline employees

to and from the air-port are regulated by the

airport's timetable of the airlines and the

flights chosen by the passengers. Therefore

this timetable method is selected to describe

the airport operations. Passenger volume and

peak hour traffic have been determined by using

a demand model to a reasonable accuracy in a later

chapter.

Airlines are to take special care to corr

elate cargo movements to and from the community.

This movement is based on the county itself and

amount of its normal woking hours. This working

schedule is /renerally in conflict with the flight

schedule of the airlines. Also based upon this

schedule are working hours of the employees.

Therefore all major elements of movement to and from

the airport are worked around the preestablished

timetable on a programmed basis. This technology

can overnight change the preestablished schedule,

thereby changing all relationships and movement

to and from the airport. This occurs in three ways;

1. The aircraft manufactured have demostrated its

ability to produce new aircrafts with greater speed,

capable of carrying a gross load comparable to

that of existing aircraft. With these faster air

crafts, time zones that had one relationship now

have another. This affects the schedule and all

of the related disciplines. With the introduction

of Boeing l^f^ in March of I982 and the 767 in June

of 198/f, many airports will have problems with

-40-

adequate apron space. Because the wlngspan of

the two new jet liners are 25 feet longer than

most gates are designed for. This creates the

problem of aircrafts not being able to power out

away from loading gates on their own.

2. The ability to change and increase the pay-

load of the aircraft for both passengers and

cargo creates a new condition. This requires a

revision of function and all disciplines in

order to accept greater nvimbers of passengers and

increased cargo movement within a short period

of time. It also creates voids during other per

iods of the day.

3. This condition results fran both increased

payload and Increased speed. This will totally

change the predetermined schedule. Therefore, a

constant program factor in the development and

design of all functions and disciplines is the

fact that flexibility for future growth and

expansion must be incorporated.

Schedules established by the airlines must

be reasonably sound, for smooth operations. Under

the deregulation law of 78, any permanet change

requires 60 day notice. Because of the factors

that are dealt with it is essential that the depar

ture schedule may sometimes not be kept due to ad

verse weather conditions, mechanical difficulties,

and to the special considerations that arise l om

time to time. Even though an airline may usually

run on schedule, a 10 or 15 percent deviation

can raise havoc at the airport. Obviously no

two airports function in the same manner, there

fore an overload factor was evaluated. At the

same time efficiency on a 24 hour schedule is

high on the list of consideration of priorities

because peak hour operation may only be reached

two or four hours daily. Restraints have been

exercised to carefully control the amount of

-41-

structure that is designed to provide an econ

omically correct solution.

The airport functions as a trcinsfer point be

tween air vehicles and ground vehicles. Statistics

on Individual aircrafts in service today axe

available in the appendix. The ground vehicles

utilized at the airport are mostly passenger cars

and trucks. Also included are rapid transit

systems of many descriptions and special loading

vehicles which can be utilized for supplementary

transfer within the airport property. The

dreaJii of mass transit from center city to outlying

airport is about faded due to the enormous con

struction cost Involved, as well as operating

losses. Moreover, most passengers who use the Gregg

Goiinty Airport come from the suburb and not downtown.

But with the increasing intensity of the energy

crisis, cities of similar size are developing

mass transit systems that can be tied to the air

port as well as other modes of transportation net

works .

The economic health of the airport and the

importance to stay within the bounds thereby

established cannot be over emphasized. The succ

essful operation of the airport will demand total

cooperation with the surrounding communities

and coimties. It thereby follows the every effort

to establish proper working relationships among

the many varied systems within the airport will

be predicted upon a successful relationship with

the surrounding community.

-42-

AIRPORT ACTIVITY STATISTICS AND PREDICTIONS

By the use of a demand model, air traffic and

passenger loads have been determined with reasonable

accuracy on a short and Intermediate range. Vari

ables in the method were social, technological,

and economics, as well as travel demands. The

forecasts were also make on a long range basis.

This demand model on a 20 year forecast is very

approximate and places a strong emphasis on the

flexiblility needed in the terminal design. De

mand model forecast method was broken down into

five steps.

First: the observation of past and current

trends of airtravel demand. Not only for Gregg

County but other airports and communities that

have experienced similar growth patterns. For

review, see urban study in the introduction.

Second: inventory of the vai'iations as well

as similarities in the economic, social and tech

nological factors.

Economic Trade

General Bulsness

Education

Population

Flight Requirements

These economic factors narrow down the airports

which should have the types of airport loads and

fli^t requirements similar to Gregg County in the

future. The population of the model determined

the magnitude of the load expected for Gregg

County facilities.

-43-

MODEL AIRPORTS

1985 - Texarkana. Tx. - overall

others: Abilene, Tx. - Education, economic trade,

f l l ^ t requirements

Port Auther, Tx. - trade, economics.

Fort Smith, La. - trade.

Monroe, La.- general flights, education, economics.

1990 - Dallas, Tx, (love field) - economics, buisiness, key flights within Texas and

southwest region, education

others: Baton Rouge, La. - economics,

Jackson, Miss, - flight volume and schedules

Montgomery, Ab. - general flight schedules

2000 - Lubbock, Tx. (international) - flight schedules, flight volume, education,

economic growth.

Midland-Odessa, Tx. - trade, economics, education,

general flight scheduling, volume.

Lincoln, Neb. - volume, education

Shreveport, La. - trade, flights.

Little Rock, Ark. - volume, economics, education.

-44-

Third: Relationships based on the economic

factors were established to determine which

airports would serve as a primary study model.

Fourth: Projections for Gregg County were thus

determined by closely comparing the airports to

airports on a 5, 10, and 20 year range, (see table)

Fifth: Through a closer study of the airport

flights and schedules, the economic factors that

determined the schedule, and peak loads. Through

this model study, peak loads were reasonably

predicted for Gregg County, (see peak load graphs)

A ERPORT ACTIVITY STATISTICS - TRAFFIC FORGAST YEAR

1 75 Total Daily Avg. Weekly Avg. Monthly Avg. 1 Peak Date Peak Day Dly. Peak Op. 1980 Daily Avg. Weekly Avg. Monthly Avg. Peak Day

1985 Total Daily Avg. Weekly Avg. Monthly Avg. Peak Day

1990 Total Dally Avg. Weekly Avg. Monthly Avg. Peak Day

Carrier

2056 5 39 171 3/6 Tues. 10 124 .3 2 10 ThTor.

3608 8 61 291 Tue.

9850 24 171 821 Tue.

ITIlvlERANT OPERATION Taxi G

8198 22 157 683 7/23 Fri. 39 10831 30 206 900 Thur.

13449

36 257 1118 Fri,

9850 24 171 821 Fri.

eneral

45250 123 869 3770 9/22 Wed. 43 42288 115 812 3524 Sun.

34884

95 671 2907 Sat.

29376 80 565 2448 Sat.

Milt.

1034 2 20 86 11/12 Fri. 4 1968 6 3^ 164 Fri.

Peak

Tues. Nov, Dec.

Thur, Apl. Oct.

LOCAL General

48726 133 941 4060 10/2

354

OPERATION Milt.

1928 5 36 160 5/15

144

TOTAL

107192 292 2064 8932

567

290 2002 8736

51941 279 1977 8648

49076 256 1768 7975

-'O-

AIRPORT ACTIVITIES STATISTICS - TRAFFIC FORECAST CONT.

Year 2000 Total Daily Avg. Weekly Avg. Monthly Avg.

ITINERANT OPERATION Carrier Taxi G eneral 17524 4420 22032 48 12 60 337 85 423 17568 3110 I836

LOCAL OPERATION

AJRTRAFFIC PREDICTIONS

The volume of air carriers flying into

Gregg GoTonty Increases due to the demand and con

venience requirements of the community. The

increases of the air carrier lessons the need

for air taxi services between Longvlew and other

major cities in the southwest. As shown in the

Air Traffic Prediction Graph is a general trend

in airport growth for several reasons. Tur

bulence by the large jet liners require a 4

minute delay before a small class A air

craft may take-off. Turbulence is not the only

reason. Jet liners require a long approach and

departure. Small crafts can easily be over

taken by the larger planes. Alternatives for

TOTAL

^3976 240 1690 Gl^Z

general aviation lies in Longvlew's other air

field which handles small crafts only.

Peak Conditions are broken down into hours,

days, and months. The hourly scale is illustrated

by the use of the graphs. The graphs show peak

hour experienced in the late morning. These are

based on departures and arrivals, because of

this it must be kept in mind tliat the 6:00 clock

to 7J00 clock a.m. loads are generally departures.

While the 8:00 clock to midnigVit loads are arrivals.

This information determines the volume of space

needed for arrival and departure lobbies. Non

interference peak was determined by Friday and

Saturday due to overlapping of generally busi-

-46-

ma CAHBIKil AHS TAXI FEAI HOURS

600

(Wo.of 500

400 -

300 -

i!00

100

0 _

tyss

6 7 8 9 10 U U 1 2 3 <» i 6 7 8 9 10 11 12 (tb>e of day)

600

(Ho.of 500 Pass . )

IfOO

300

200

too

0

800

700

600 (Ho.of ;oo Pass . )

1*00 -

JOO -

200

100

0

1990

6 7 8 9 iO U U 1 2 3 •» 5 ^ 7 8 9 10 11 12 ( t u « of lay)

6 7 8 9 10 a 12 1 ,2 3 •» 5 ,6 7 8 9 10 11 12 ' ( i u » at day)

800 -

Aia Tmrnc PEBDICTIOW3

• . , 812

700

6oo

- . 6 7 .

• Ganscal Airlattoo

500

m

It

300

'•65

'•23

...,<£ Air Taxi

-ooooooo-^ „o<"> 257 °Oo

o* 206

ooo* _ 157

171 "•> •*171

100

t* Air Carrlar

°«ooooooo 85

1975 1980 1985 1990 1995

rCAB

ness men and travelers experienced on these days.

The peak month can be expected in the last quarter

of the year.

-48-

49-

TERMINAL

Flexibility is the key consideration for design

in respects to parking lots, public transportation

systems, curb frontage, baggage claim areas, check-

in areas, gates lounges and aircraft positions.

All of these elements and the airline operations

must be independently capable of growth. In

dependence and flexiblility are required to meet

the rapid change of aircraft technology and its

essential that the terminal adapt quickly to these

changes.

Parellminary Design conciderations is to be

based around two factors; the convenience to pass

engers and efficiency of operations for the airlines.

The existing facilities are a single level type

system with all processing of passengers and bag

gage occurs at the level of the apron level (See

Cross section diagrams). Seperation of arriving'

and departing passengers flow is achieved hori

zontally. In order to completely understand the

movement of passengers and baggage throuôut the

terminal facilities. Flow charts identifying

each stage of movement have been supplied. The

charts are not intended to represent space rela

tionships, only the process in which the passengers

baggage must go through when they are departing

and arriving. (Diagrams have been obtained from

Time Savers Standards)

-50-

PEFIANTNa IHTIBHATIOMAL

rAr.SEnc.ER

T~T ALIFH I

PUBLIC HEALTH b l P U R L I C I

I IMHInnATtON PASSPORT roHTHul, n

OAUGAOE CLAIM

I I US I I cusrms I

HEI(T-A-CAB 1 EHl [ IHtORHATION

1

MENTAL PIC. -UP

i ^^

( PR rvATE I f VEIItCLF I I

I T R A N S F E R I TO DOMESTIC I

PlIRLIC THAN.SPORTATIOtl I CONTINUE PER ENPLARINO

I . 1 PASSENGER n.OW

I Ê.^TINATlON DECISrON

I AIRPORT I EX fT I

DEPLANING PASSENGEItS ( i n t e r n a t i o n a l )

~ : ? i -

I DEPLANINa I I PASSKKOERS I

I

E§S I fiBEETEHS I J TEHMINATIKol I TRANSFKH I

I »Î PASSEMOER I I rNFORHATION I

I iHTFAiiME I I i r r i E R i i n r I TRANSFER I I TRAH-SFFR I

£ RENTAL

PICK-UP

CONTINUE lER LHFIANFNO PASSENGER FlOW

VALET z±

"CK-UP ] I Zfl'^... I |rRA»s';"c';,VA^T.O,f»| '^^l^^' |

' l ic t f 0E.S1 IHATIOH I nECrBION I ziz

I A I R P O R T I

^

DEPLANING PASSENGERS (National)

i P B O r i E AT I HOME OR I

I saiEiiuiE i ^ r MOTIVATION ^ ^ ^ ^

UEPAJITIJIIE •I'O AIHPONI-

I ROUTE

D E C m r o N

ATRFORT ENTRANCE

I AFRITNE

DECISION

I

10 FARKINO M I BAO

GUNB CHECK

I l l ' N , TERM I I SHORT TERM I

FAHKIHU I I PAHKrNO I

HWAI LT PARKING CURB

FiiiiEiFV-H --'"- H-'• 1- '

i f IT

21 I INTLKNATIOKAL : • LOUN'Ê :

i t I U A T E I LllGNOt. I

I IHTRALIHE I I ENTRY TO I I I N T E B I I N E I

TRAM3FEH I I RUI IK ING J | TRANSKEil |

I —' i I PLIGHT I I iicTrT

[NF0Rt4AT10N I I COIMII'tH

AflRIVING PASSENGERS

S2;5Z:SZ^S: ( IHTHALINE I INTLJII fNE HAiiiAcJE I IIAGC.AUE

I ' ' ! I n CUBI>

HAG CHECK

i

CuUNTbll RAG CHROK [ OAIK

MAG l . l l t O

i h..{;,\.:f: LJ\ A G I N < ;

I.Ht.Hr- fEHU 1 ORG ILKM IIOLG

i r ^ r ^

II IANM Kll TO AlHi:ilAI r

n V2 I A l l l iHAFl '

HA(!I;A<;II; SYSTEM

-52-

Amenities and administrative functions take

place on the second level, but without switch

ing to the undesireable shuttle bus operation.

The operation has been quite economical and

suitable because of the low passenger volumes

in the past. As shown in the Gross section

diagrams, the remodeled new facilities should

convert into the two level passenger terminal

system. This will allow direct loading of

passengers and seperation of passengers and

cargo. In both accounts the placement of air

crafts on the apron are to be power-out type

positions. In the two level system jetways are

to be used for loading passengers while the

plane is on the apron. Directly related with

the loading technique is the concept and funct

ion of the gate lounges. In this area the open

dynamic and static concepts are to be used.

The basic function requirements are ticket count

er with all its communication equipment.

semisecure seating capacity to handle the pass

engers, flight identification, last-minute bag

gage drop, and circulation pattern which seperates

the deplaning passengers from the boarding

passengers. The depairture gate is the major

function of the interface lobby; while ticket

sales, baggage check, and baggage claim are the

functions of the non-interfaced lobby. (For a more

indepth study, see Detail Space Requirements)

Other general considerations for the con

venience of the passengers include: automated

doors, extra wide escalators, and moving walk

ways. Use of bilingual messages throughout the

airport are required for passenger guidance.

This terminal must also provide ajnenities

for the traveling public. These are to include

all of the following listed, each item has been

determined by the passenger volume:

Gar Rental Agencies* Cocktail Lounge Duty Free Shop Employee Snack Bar & Cafeteria* Gift Shop Hotel Information

-53-

ONE LEVEL CURB i-TOHINT

PASSKNCtinS

. BA(>;AGE APROH

ONE AlTD ONE LEVEL

I'ASSFJNGBHS DULY

UARIX)

ONLY

ARRIVTNr, >

\ ^ - -\

t — CARGO

- - UlECK

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CROSS SECTION DIAGRAMS

-54-

Insurance Vending* Parcel Lockers* Obseration Deck Newstand* Restuarant* Showers/Dressing Rooms For Grew Telegraph* Telephone* Valet

Restroom Facilities*

* Considered essential by airline operators

In addition to the amenities, medical and

First-Aid facilities should be included in the pass

enger terminal if they are not provided elsewhere

in the airport.

Public Information systems should be designed

in as well as the prime airline information

system that the airline user feels they can afford.

Some consideration needs to be devoted to the net

effect of space demands in presenting accurate up

date information to the traveling public.

For the remodeled existing facilities the move

ment system of passengers and baggage is the same.

These movements pattern are illustrated for

arriving passengers, deplaning national passenger.

deplaning international passengers, and baggage.

The architectural spaces are to perform the move

ment of passengers, employees and cargo are further

described, and relationships of these spaces are

demonstrated in following chapters.

-55-

CARGO

As the aircargo industry grows, the complex

on the airport designed to handle aircargo is

a significant element in the airport planning

and design. The facilities must provide for the

effecient transfer of air cargo between surface

transportation and aircraft. Four cargo centers

should be located so that an affective transfer

of cargo between air and surface is achievable.

Four primary considerations dictated the

site considerations for the cargo complex.

1. Taxi distance from most used runways

should be as short as possible, and yet smoothly

incorporated with the passenger operations.

2. Cargo facilities are to be readily

accessible by surface vehicles from the passenger

aircraft loading positions for efficient servicing

of aircraft carrying both passengers and cargo.

3, All four cargo areas are to be readily

from all access roads to the airport to assure

non-interference of vehicular traffic with air

craft movement areas.

4. Adequate space is to be allowed for

expansion of air cargo operations without en

croaching on other airport functions, particularly

without interfering with the expansion of the

passenger process.

These four primary considerations indicate

the general relationships with other functions

and activities. For the cargo facility to func

tion properly, design considerations are to

take into account the following: aircraft park

ing aprons, and requirements for aircraft parking

and loading. Roads on and off of the site as

well within the site should have convenient access

from the, passenger tex^minal. Tx'uck parking and

manuevering areas must also be provided. Park

ing areas for customers and visitors are required

-56-

with direct access to the receptionist. Employee

parking must also be considered but no direct

access is needed.

The air carrier cargo area is required to be

planned for multiple occupancy. There are four

major functional elements to be considered in

the air carrier cargo area. These are the freight

handling areas, administration area, personnel and

customer accommodations and service facilities.

The first and most evident function is freight

handling, there must also be truck dock positions,

facilities for airport to airport customers

who use other than trucks, and the delivery and

pick up of small shipments.

Recieving, sorting, weighing, lableing,

and building up of loads for shipment are the

major activities in the processing of freight

from the truck to the aircraft. There are a

number of factors which had a profound effect

on total space requirements.

1. Cargo turnover was affected by such

variables as types of aircraft, frequency of

service, time of day of arrivals, and departures

Inbound, outbound, and directional preponder

ance of cargo.

2. Density of cargo accounts for con

siderable conciderable amount of space. A ton of

cut flowers occupies many times more space

than a ton of machine parts.

3. Character of cargo creates a need for

specific space allocations. Refrigerated

storage is required for perishable cargo, and

other temperature controlled areas and needed

for live cargo. Bonded storage is needed

for customs, import/export control, as well as

security accomodations for valuable cargo.

4. Methods of handling and storage cause

variations in space requirements. Operations

utilizing forklifts and pallets require more

square footage for circulation and manuever

ing.

-51-

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SPECIFIC LOCATION

I I iirrciu.iNE I I I CARGO I

I - I . CARGO

CHECK-TH

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CLEARANCE

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FACILITIES

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TO AIRLINE

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CARGO CARGO

-58-

In order to have proper cargo operation

adequate administatlve space is necessary. This

can be broken down into the reception area, sales

offices, management and general office space,

and communications centers, as well as centers

for efficient movement of freight, and the air

craft space control office. In order to pro

vide for efficient operation, equipment must

be kept in good working order at all times

maintalnance and storage of materials handling

equipment, such as containers should not be

overlooked. The functions of maintalnance

and storage may be joined, or they may be

completely seperated.

BUILDING CONSTRUCTION

Building design consistent with functional

requirements and the need for economic construc=

tion and maintalnance cannot be overemphasized.

The buildings may have to be constructed beyond

the jurisdiction of the Longvlew building codes.

Materials and methods of construction and de

sign of the airport buildings are not gov

erned by building codes of Longvlew.

Selection of the structural system to be

used for the building should be based on

careful considerations of the insurance rates

for various classes of buildings construction

and occupgincy.

SOURCES

1. Planning and Design of Airports #12

2. Future Magazine Dec. 4, 78

3. The Challenging Future #14.5

4. Airport Planning #11

5. The Airport #3

6. Architectural Record Sept'77

7. FAA Alrtraffic Prediction 1978-1990

8. Aircraft Engineering

SPACE SUMMARY

Passenger process

Cargo

Admin1strat ion

Other

-61-

SPACE SUMMARY

1. PASSENGER PROCESS TOTALS

1.1

l . I l

1.12

1.13

1.14

1.15

1.2

1.21

1.22

1.23

1.24

1.25

Access Interface

Auto Parking

Connection and Conveyance

Gurbside load/unload

Airport Access Modes

Curb Baggage Check

Processing (non-interface)

Ticket Lobby

Airling Ticketing Offices (See 1.44) Sales Baggage Check

Baggage Claim Lobby

Security Offices

Amenities Car Rental Lockers Hotel Information Food Dlspensslng Postal Services

1.26 Informatlon/Phone

1.27 Rest Rooms

1.3 Transitions

1.31 Seculty Check

1.32 Employee

1.33 Ver ica l Circulat ion 1.4 Processing ( in t e r f ace )

650 spaces

400-500 ft.

5500 sq. f t .

3100 sq. f t .

5500 sq. f t .

180 sq. f t .

600 sq. f t .

100 sq. f t .

1300 sq. f t .

-62-

1300 sq. f t .

26000 sq. f t .

17,900

1,300

I ' ^ l Depar tu re Lounges 35OO sq. ft.@ T icke t Counter Las t Min. Baggage Drop Cont ro l Po in t Loading F a c i l i t i e s S e a t i n g

1.42 V i s i t o r Observat ion

1.43 V i s i t o r S e a t i n g

1.44 A i r l i n e P i l o t / F l i g h t , A t t e n d a n t Rooms (See 1.22)

1.45 Amenit ies

Phone Newstand/Shops 700 sq. ft. Insurance Machine Snack Bar I6OO sq. ft. Cocktail Lounge 800 sq. ft. Kitchen 2000 sq. ft.

1.46 Rest Rooms 1300 sq. ft. 2. Cargo 15,^00

2.1 Access Interface

2.11 Parking ^00 ft.

2.12 Loading Docks ^00 f't.

2.2 Administrative (30; ) 2100 sq. ft.

2.21 Receptionist *1^0 sq.- ft-

2.22 Offices *385 sq. ft.

2.3 Handling (25%) ^°50 sq. ft.

2.31 Dooks

2.32 Small Pack Check/Claim

2.33 Plain Loading

2.34 General Operations (sort)

2.4 Storage {55%) ^850 sq. ft.

2.41 Short Term

-63-

2.43 Special

2.44 Lost

2.5 Customer and Personnel Accomodations and Circulation

3. Administration

3.1 Airport Director

3.11 Receptionist/Secretary

3.12 Offices

3.2 TV/Radio/Press Room

3.3 Meeting Rooms

3.4 Communications

4. OTHER

4.1 Mechanical Rooms

4.2 Communication Equip. Rooms

4.21 Switch Room

4.22 Generator Rooms

4.23 Paging Equip.

4.24 Phone Equip.

4.3 Janitor Supplies

4.4 Employee Lounge

4.5 Kitchen Service

4.6 Rental Space (50%)

4.7 Deplaln Baggage Check Circulation

1400

8580

5000 sq. ft.

800 sq. ft.

1450 sq. ft.

780

4350 sq. ft.

640 sq. ft.

240 sq. ft.

240 sq. ft.

280 sq. ft.

280 sq. ft.

1000 sq. ft.

2300 sq. ft.

4750 sq. ft.

16,800

TOTAL SQUARE FOOTAGE 85,980 sq. ft.

-64-

' 'if *5.~ ' ^

î',

SYSTEM PERFORMANCE

-65-

SYSTEM PERFORMANCE

Structure - The performance of the structural

system Is based around three factors: clear

spans, floor loads, and cantalevers. Clear-

spans in both the interface and noninterface

lobby can be expected to reach 40 to 50 feet.

The structural system must handle these types

of loads as well as cantaleavers of 20 to

30 feet. Special considerations are needed for

foundation design due to the high level of

clay in the soil on the site. Floor live

loads are to be designed as follows:

Lobbies 100 psf Offices 80 psf Snack Bar 100 psf Cocktail Lounge 100 psf Kitchens 100 psf Meeting Rooms 100 psf Cargo & Storage 125 psf Stairways 100 psf

Electrical - Utilities are to be supplied by

local conpanles. A back-up system is required

to assiure operations during a black out. Both

landing lights and terminal facilities are

required to be incorporated into the emer

gency power system. This automatically /•/•

starts the moment utilities are cut off. Electrical

transformer should be located seperate from struc

ture or delt with so that vibrations and noise

not sent through structure to other spaces. Peinel

boxes should be located in zones which maybe cut

off without affecting other spaces.

Acoustics - Noise form aircraft operations can be

hazardous to passengers and airline crew. Other

than take off and landings there is extremely

high noise levels from tax:iing and engine run-ups.

Acoustical considerations must be taken to sound

proof the building from these noise sources. Not

only aircraft operations but large lobbies loaded

with people moving is a major problem. In these

type spaces materials must be selected to reduce

in building noise. Acoustics require special

interest so that occupants are not disturbed by

noises.

Lobbies Cargo Operations Offices Meeting Rooms

45 dbl 55 dbl 30 dbl

Gockta i l /Snack Bar 40 d b l Ki tchen 50 d b l

L i f t i n g - Lig j i t ing v a r i e s from space t o space

because of t h e s p e c i f i c r equ i r emen t s and t h e type

of a c t i v i t y t h a t t h e space h a s . L igh t ing i s t o

p l ay a major r o l e i n i n t e r i o r d e s i g n . F i x t u r e s

a r e r e q u i r e d t o have a low mainta lnance f a c t o r

and h igh e f f i c i e n c y r a t i n g . Depending on t h e

space r e q u i r e m e n t s and i n t e r i o r des ign scheme,

l i g h t s o u r c e s maybe n a t u r a l , i ncandescen t , or

f l o t i r e s c e n t . Below a r e t h e foo t cand le r e q u i r e

ments fo r t y p i c a l spaces .

Space Source fc

Lobbies I ,N 20-30

Of f i ce s I,N 40-60

Snack Bar I,N 10-20

C o c k t a i l I |N 5-10

Kitchen I , F 10-50

Meeting Rooms I,N 3O-7O

S a l e s Counters I ,N ,F 50-70

Cargo Opera t ions F, N 25-40

F,N 20-30

I,N 10-15

I ,N ,F 10-40

S,M . 3

S,M,I 5-10

Cargo Storage

Stairs

Restroom

Parking

Gurbfront

F - Flourescent I - Incandescent M - Mercto y N - Natural S - Sodium

Mechanical - System should be devided into seper

ate zones. Areas such as administrative and air

line offices maintain a constant occupancy thus

allowing very little deviation in air require

ments. While public lobbies occupauicy changes the

system should adapt to the change to save energy.

This is a very complex system and requires con

stant monitoring of occupancy loads, sun heat

gain, outside temperature change and humidity

adjustments.

Considerations for passive and activity

solar applications should be made. All mechanical

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-68-

equipment will screen from public view. Noise cre

ated by mechanical systems should be kept to a

minimian. Listed are the air change requirements:

Space air change/hr.

Lobbies Of f i ce s Snack Bar C o c k t a i l Lounge Ki tchen Meeting Rooms Cargo Opera t ions Cargo S to rage Restrooms

BaffgaRe Handl ing System

15-25 6-20 6-20 15-20 10-30 10-30 20-40 10-25 25-35

Devided into three individual systems: curb check,

airline tidket check, and baggage claim. First;

the curb check system is an automatic telecar sys

tem with cars propelled by low maintainace con

vection motors. When baggage is checked in at the

curb the car is programmed to stop at the correct

starting zone, then return to curb check. Second;

each of the four ticketing zones corresponds to

a cargo zone and has its own conveyer system.

The luggage is given a belt fli^t code ticket

when checked in. Then it is sent on to a con

veyer belt to the sorting area. After baggage

has been sorted its then loaded on carts and is

ready to be transferred to the proper plane.

ThirdJ deplaned luggage is either sent to baggage

claim or is transferred to another plane. Bag

gage claim has a common deplane baggage check

on the apron level. From this point, the bag

gage is covered to the jet claim located in the

departure lobby.

-69-

Passenger Loading Bridges

So that passengers boarding and deboardlng are

not exposed to weather conditions, jet-way loading

bridges are to be used. System must be flexible

for a variety of aircraft use. This requires an

apron drive telescope bridge with rotating ends

to fit properly against any airplane door.

Bridge movements are horrizontal and vertical

and are controlled by a control console, but is

capable of manual operation in case of power fail

ure. The complete bridge assembly is weather

proof both when parked with the weather door closed

and/or sealed to the airplane.

Demintlon requirements

Maximum

Minimum

Minimum

Minimum

Minimiom width

Minimum

Minimum

extension

extension

floor width

interior length

inter-tunnel ramp

cab door width

cab door height

80 ft.

45 ft.

4»-10«

7'-0'

4'-8'

2'-8'

6«-8'

For specification, see appendix.

rerminal building Aircraft

door

Typical aircraft loading jelway. (Ralph .V/. Parsons and F.-i.4.)

-10-

SPACE FUNCTIONAL RELATIONSHIPS

-7i-

FUNGTONAL SPACE RELATIONSHIPS

The purpose of this section is to establish

the physical relationship which spaces have with

each other. These relationships are measured in

various degrees of importance, these are; man-

ditory, primary, secondary, and communications

only.

Manditory - able to handle large flows of

traffic without bottle necking or causing con

fusion. Its important that the flow of traffic

must not be interupted, whether it be passengers,

baggage or employees.

Primary - relationships established are

important circulation functions, yet a large

volume of adverse circumstances occur.

Secondary - relationships must exist, but

these relationships are not to have a major

influence on design decisions.

Communication - either terminal or airport or

alrtraffic communication is necessary.

-72-

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CASE STUDIES

Advantages:

*Flexibility of Departure Lounges

*Gi:eates Large Open Spaces to Handle Rushing crowds

*Simple Circulation

*Access Eind Departure Lounges (on the same level to simplify circulation)

*Good use of Natural Lighting

*Good seperation of interference and noninterference (as well as ticket and baggage claim)

Disadvantages:

*Organization of waiting and departing passengers

*No seperation of Boarding and Deplaning passengers

*Limited facilities for Security check and control

•79-

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Advantages:

*Seperation of Depaz-ture Lounges and main flow of Departure; Lobby

*Seperation and control over both boarding and deplaned Passengers

*Variety of Departure Lounges; size and configuration Disadvantages:

*Access and Departure Lounges are on sajne level *No Seperation between Ticketing Lobby and Baggage Claim Area

*Non Interface functions intermix with interface causing some unnecessary cross circulation

*Gonfusion of Baggage Claim Areas

-80-

(g©Miro(f aiiNimfL Mmm^ tVMLAS/FOWT yvORTH AHPORI

Advantages:

*Seperation of Deplaned and Boarding Passengers

*Variety of Departure Lounges

*Seperation of Departure Lounge Circulation with Departure Lounges

*Good Seperation of Noninterface and Interface lobby

*0rganized Baggage Claim System Layout

*Direct Level Access from Parking and Departure Lounge

Disadvantages:

•Weekend Security between Departure Lounge and Ticketing, due to the mixture of aminities in both Lobbies

*Gonfusion of Ticket Sales (Two Counters)

-81-

DETAIL SPACE REQUIREMENTS

-83-

PASSENGER PROCESS

1. Access Interface

1.11 Auto Parking - Rou^ly 700 parking spaces

should be supplied; 250 long term, 350 short term.

Additional considerations for expansion, since

parking is the second largest source of revenue

that an airport has. Automatic ticket entry will

supply the time card which is used to determine the

ajnount due. At least three total booths are

required or one for every 200 short term spaces

and one for every 400 longterm spaces. Types

of Parking:

1. Airline Passengers

2. Visitor Accompanying Passengers

3. Specti^tors

4- Car Rental and Limos±nes

5. People Employeed at the Airport

6. People that have Bulsness at the Airport

Rental car and employees should be supplied with

seperate parking facilities. Rental parking lots

should hold about 50 cars and must be able to lock

them up to prevent vandlism. Rental car companies

are required to deliver and pick-up the card at

the curb frontage.

1.12 Connection/Conveyance - Convenient access

to the various automobile parking facilities on the

airport, such as walkways, shuttle busses, or

automatic conveyance systems. Pedestrian ride-

away is a necessity but without great hinderance

to traffic flow. Pathways are to be designed to

handle peak hour traffic. Automatic systems

could be designed in all systems and over all

pedestrian safety is a necessity.

1.13 Curb Frontage - Facilities for loading and

unloading passengers using collective airport access

-84-

modes, such as bus stops, llmosine stations, and

rapid transit should be considered. Private modes

of transportation is vital such aa passenger cars and

rental cars. The curb frontage is very critical be

cause if it becomes conjested, it will cause the

entire airport operation to fail. Curb frontage

will be devided into two areas, one for arriving and

the other for departing passengers. '

Time Duration in Minutes

Enplaned Deplaned Private Cars 2 3 Valet Cars at Curb 3 3 Valet Quewing 5 Rental Gars 3 3 Taxi 5 5

Curb frontage should conform with all airport buil

ding and fire codes to insure safety of all pedes

trians. Lifting of the area is required for

early morning and night and adverse weather

conditions. Adequate weather condition protection

as well as accessibility to the handicapped is

required. Adequate seating and lotering facilities

are necessary.

1.14 Airport Access Modes - Major access to

and within the airport will be designed for pass

enger cars. Circulation within and to the airport

will be assisted by a minimum of directional signs,

yet effectively direct the public to their desig

nations. Seperation of circulation types at the

airport entry; parking, freight, and passenger.

The only traffic which is at the curb frontage

is vehicles delivering or picking up passengers.

With the concern for utilization of mass transit,

considerations should be design in, if not only

for the future;

Gar Pool Information

Bus Systems

High Speed Rail or Monorail

1.15 Gurbfront Baggage Check - Baggage Handling

System is general left up to the airlines to

select, but if curb check is to be used, an auto

matic system like Boeing Telecar, which is pro-

gramable to send the baggage to the proper air

line cargo area.

-85-

-86-

1.2 Processing (noninterface)

1.21 Ticket Lobby - The lobby should supply ad

equate space for passenger movement and circulation,

as well as seating and various amenities discussed in

section 1.23. Ticketing lobby will have seperate

facilities for arriving and departing passengers.

Arriving pa.ssenger lobby contains all ticket

sales counters and space for lines to form at these

counters. Some seating should be located to serve

all ticket counters. Scheduling, location and

direction aids shall be supplied to assist pass

enger circulation. Ticketing lobby shall be de

signed to handle a 1000 sq. ft, per 100 typical

peak hour arriving passengers, or 4500 sq. ft.

Passengers arriving on flights should be easily

directed to the baggage claim area. Adequate

standing and sitting, waiting area sliould be de

signed aroxond claim area. This lobby should con

tain such amenities as; hotel information, telephone

communication, rental car, and airport security

office. Designed space 1000 sq. ft. per 100

typical peak hour, or 4500 sq. ft.

Area common to both lobbies should have

adequate restroom facilities, amenities, lockers,

access to freight offices, access to airport

administration and airport offices. Amenities

located in this area are: food dispensing, and

postal services and information.

1.22 Airline Ticketing - Each airline has its

own coimter which should be easily recognized by

the public, fll^t information, ticket sales,

baggage check, and reservation confermation takes

place at each ticket counter. Each airline is to

choose its own reservation communication system

to be installed. To insure four zones with sep

erate conveying systems. Each system delivers

to its cargo handling zones for sorting and load

ing on the proper plane. Boeing Conveyer System

-87-

-88-

is to be designed on this four zone, for more

information see system performance.

^•23 Baggage Claim - Located in the depart

ing passenger lobby, the baggage claims is con

solidated with all of the airlines. Boeing's

Jet-Glaim System is to be designed to handle

deplaned baggage. The system is loaded at a

common deplane baggage check. The security off

ice should be located near the race track where

passengers claim their luggage to prevent theft.

1.24 Security Office - Offices with direct

communication to all other airport facilities, as

well as a video monitoring system. Reception

with waiting and one back office, (l80 sq. ft.@),

is for 24 hour security and public complaints.

1.25 Amenities

1. Car Rental - counters for two rental car com

panies should be supplied in the departing pass

enger lobby. Approximately 200 sq. ft. sales and

a 100 sq. ft. office for each rental company.

2. Lockers - Located in the arriving and passenger

lobbies (between). Should be designed away from

major flow of circulation.

3. Hotel Information - Information on Hotel

vacancies and prices.

4. Food Dispensing - Cokes, snacks, cigarettes,

etc., located in common area out of the flow of

circulation.

5. Postal Services - Vending machines and mail

drops.

1.26 Information and Phones - A phone center

and a place where a passenger may go to get

any information needed is required in the non-

interface lobby. Information about flights,

pagging services, directions within the airport

arjd Gregg County. An information desk or booth

with a square footage of 100 feet, will be ad

equate for one clerk, files and directory.

Video screen can be used to display arrival and

departure as well as their deviation from the

-89-

-90-

schedule. Four to six phones should be located

in both the noninterface lobby and the inter

face lobby.

1.27 Rest Rooms/circulation - Circulation in

both lobbies should accomodate typical hour load

with consideration that the passengers could be

carrying luggage and accompanied with several

guests. All transitional spaces should be wide

enou^ so that bottlenecking does not occur.

Rest Rooms should be located in convenient

locations and well marked. Three pair of rest-

rooms for both interface and noninterface lob

bies, 2600 sq. ft. total.

Directional signs assisting passengers

threw the airport facilities and to their des

ignation should be displayed in the main flow of

traffic

1.3 Transitions

1.31 Security Check - Located between the

ticket sales lobby and the interface lobby.

Metal detector gate that everyone inter-

Ing the lobby must pass through. Also all lug

gage, purses and any other packages have to be

x-rayed to check for firearms or explosives.

Video siorvelance for security office is needed

at this point.

1.32 Employee - Automatic locking doors

from pilot and crew ready room are required for

each airline. Or a common ready room or cor

ridor for all airlines with only one door leading

to the interface lobby. If a corrador and sep

erate ready rooms is used automatic locking

doors are needed between all airlines and the

corridor as well as the corridor and the inter

face lobby for security reasons.

Stairs and elevators are needed to connect

airline operation, cargo and administratinn if it

is located on a third level.

-91-

-92-

1.33 Vertical Circulation - Vertical access is

required at two points: the departure lounge and

the apron level for loading of small crafts, and

between all levels of operation. Elevators are

required for services and access between levels.

If moving stairs or conveyors are used to move

people the number of stairs and elevators can be

reduced.

1.4 Processing Interface

1.41 Departure Lounges - Basic functioning

requirements for the departxrre lounge are a ticket

counter with all is communication equipment, a

semi-secure seating area with sufficient seating

capacity to handle the passengers, flight iden

tification, last minute baggage drop, and cir

culation patterns which seperates the deplaning

passengers from the enplaning passengers.

Size approximation for preliminary design.

Type Plain Area (sq. ft.)

B-747 6000

L-lOll DC-10 B2702 B757 B-767 DC-8 B-707 B-737 B-727 DC-9

Visitor Observation -

4000 4000 4000 4000 4000 3500 3500 2000 2000 1500

- Area which <

for waiting passengers or guests to watch air

crafts take-off. Both seating and standing room

is needed. Must also be located out of the flow

of circulation.

1.43 Visitor Seating - Located in several areas

in departure lo\inges, and near observation area.

Visitor Seating is not a major design factor.

Locate seating out of the flow of all traffic

and allow room for luggage and packages to be

laid down in the floor.

1• 5 Amenities -

1. Phones - located in central areas, total

of six phones to the interface lobby.

-93-

-94-

2. Newsstand/Shops - a single shop located in

the injterface lobby to sale; periodicals, tobacco,

gifts and necessities.

3. Insurance Machines - seperate from all other

sales counters and in an easily found location.

4. Snack Bar - to serve 16 to 18 hour daily. Items

for breakfast, lunch, and dinner, as well as cof

fee and snacks. A 25 to 30 ft. service line is

needed with steajn food warmers and hot plate

storage. Seating accomodations for 60 to 80

people or I8OO sq. ft..

5. Cocktail Lounge - Music, liquor bar and seat

ing for 30-40 people or 800 sq. ft..

6. Kitchen - to serve flights with a meal served

and snack bar. Need facilities for food storage,

preperation, packaging, and clean-up. Space

requirements are 2000 sq. ft. and 20 feet of

loading dock frontage of access to this area.

-95-

u. u o o o a o o « D f > t ^ l O C ° ' ^ « * X " ' D

•- \

-96-

CARGO

2.1 Access Interface

2.11 & 2.12 Parking & Loading Docks - the need

for 400 feet of frontage for cars and truck docks.

Each of the four zones have one loading dock and a

36 in. door. Estimated Cargo frontage by using

percentage of square footage of areas.

Airline Cargo Zone 35 ft.® 140 ft.

Mechanical 27 ft.@ 81 ft.

Kitchen 30 ft.

Employee 60 ft.

Equipment 20 ft.

Rental Space 70 ft.

Total 400 ft.

Overhead doors are to be used and all doors and

entries require to well marked for guidance.

2.2 Administrative - There will be four air

line cargo zones, each with its own baggage con

veyance from ticket sales. To assure flexibility

in this area only temporary pai-titions within each

zone will be used. Of the total sqviare footage

required by the airline company, 30 % is ad

ministrative. For a single zone exist, if they

handle more than 25 % of the airports cargo move

ment. Administrative office space required for

a typical day are:

Small package check/claim

Receptionist

Dispatch/Communications

Records

Access to apron

2.3 Handling - A typical cargo zone requires

25^ of its total sqare footage for handling.

2.31 Small Package Check/Claim - Space for

people to park their vehicles, walk in and"

check or claim a package. This type of space

requires a 48 in. h i ^ counter and access to store-

age area. Some seating may be supplied.

2.32 Docks - For larger packages of truck

deliveries a loading dock is required. Adequate

area is needed for movement and temporary

-97-

Storage of goods. Should comply with all air

port building codes. Area must be well lit both

Inside and out.

2.33 Baâge Conveyance - See system performance.

Adequate space is needed for unloading baggage off

of conveyor belt to carts and sorting.

2.34 Plane Loading - Overhead doors (2) located

on the apron side are required for each typical

zone. Space for parking carts and trucks is also

required on the interior. Space should be well

vented for operation of butane propelled lifts

and moving equipment.

2.4 Storage - The remaining 55% of a typical

cargo zone is used for storage.

2.41 Short Term - storage basically is area

designated for artlq^lg which will be shipped again

with in six operational hours. The majority

of the area is used to place baggage after its

been sorted and is waiting to be loaded on a cart.

2.42 Long Term - storage of articles which

will not be shipped within the next six oper

ational hours. Use of space will be organized

for quick and easy access to any girticle.

2.43 Special - storage of items such as

live animals, perishible goods or any item tha

requires special temperature control. Also

storage of valuable goods.

2.44 Lost/Found - long term storage and

filling of items which have been miss shipped

or lost.

2.5 Customer and Personal Accomodations

Small break area for coffee, water, etc. each

zone should have a restroom and easy access

to stairs and elevators.

3.

3.1

ADMINISTRATION

Offices

Spaces required for administration area:

Receptionist Secretaries Director Asst. Director

-98-

FAA office Conference Room Work and Storage Room Engineer Break Room

Access by stairs and elevators and corridors

to airline offices, cargo, and passenger ticket

ing and departure lobbies.

3*2 TV/Radio/Press Room - for use of inter

viewing by any media of the press.

Special conditions required for this space

of 700 sq. ft. :

TV Lighting Public Address System Seating Storage

Special Acoustical

For more data see system performances.

3.3 Meeting Rooms - Space of 1450 sq. ft. for

meetings which is also capable of being par

titioned off into smaller spaces of 96O and 480

sq. ft.. Storage space is required for chairs,

tables, etc.. Adequate coat storage is also re

quired for each smaller space.

3«4 Communications - A dispatch station for

Administrators. Incorporated near receptionist

and director's office.

-QQ-

4. OTHER

4.1 Mechanical Rooms - to contain all air

handling equipment, plumbing, service sink and

electric and lifting panels. Three zones are to

be used each 1450 sq. ft. for a total of 4350

sq. ft.. All mechanical equipment is to be hid

den from air and ground.

4.2 Communications

4.21 Switch Room - 640 sq. ft.

4.22 Generator Room - power supply to insvire

operation during a black-out. Space needed for

equipment - 240 sq. ft.

4.23 Paging Equipment - 240 sq. ft.

4.24 Phone Equipment - 280 sq. ft.

4.3 Janitor Supplies - for storage of all

janitor supplies and equipment needed to maintain

building. - 280 sq. ft.

4.4 Employee Lounge - space for airport

employees to change clothes, take a break, eat,

rest, etc. Space requires:

Lounge BreaJt Area Dressing Rooms w/Showers Restrooms

Lockers

Total square footage - 1000 feet.

4.5 Kitchen Services - bulk storage of a]

frozen, refrigeration and dry goods for kltcl:

and cocktail lounge.

4.6 Rental Space - Further expsinsion of

airline cargo zones - 4750 sq. ft.

4.7 Deplaned Baggage Check - unloading ax

for baggage from cargo carts to baggage claln

conveyors - 1200 sq. ft.

-100-

' t ? ^ : . ^ ^ " ^

COST ANALYSIS

-101-

Financing & Ownership

Gregg County Airport is presently under owner

ship of individual authorities that run the

airport on behalf of one local authority. This

is a step in the right direction being the trend

toward public ownership is international, and not

private. In order to Insure the successfulness

funding of the new air terminal ownership ml^t

possible by shifted to Quasi-Governmental Organ

izations (by shared ownership with other East

Texas Counties) or affiliation with DFW International.

The Airport to some degree will be self-

financing, with a healthy return on invested cap

ital. The initial capital requirement for the con

struction and development of the airport cannot

be financed by its ovm resources. Therefore the

new terminal development proceeds on the basis on

money aggregated from a variety of sources such as

general obligation bonds, self liquidating general

obligation bonds, revenue bonds, local taxes,

and state and federal grants.

1) General Obligation Bonds - an investment se

curity that can be sold at a low interest rate;

lowering the limited total available debt, level.

2) Self Liquidating General Obligation Bonds -

secured in the same manner as General Obligation

Bonds; however with the recognition that the bond

is financing and a revenue reducing project,

the issue does not contribute toward the overall

debt limitation set by Texas.

3) Revenue Bond - the entire debt service is paid

from project revenues, but is subject to the

general debt limitation. This bond also have a

higher interest rate and can be sold on the open

market.

-102-

4) Local Governmental Taxes

5) State Finance - usual match. Federal funds 5O-5O

or in the case of no Federal funds, local.

6) Federal Grants - Are available through Federal

Airport Act of 1946 as amended in I955, 1959, 196I,

1964, 1966; and currently by the Airport and Air

way Development Act of I970 as amended in I976; and

the Airport Development Acceleration Act of I973.

Value Engineering - can be achieved in a

variety of methods.

*Planning: To meet precise objects.

*Arx-angement: Simplification of structure

by use of conponat parts

*Engineering Services: Omission of air condition

ing or other services in certain areas and utilization

of passive solar resources.

*SimplificatiQn of design and use of stand

ardized conponants.

-i03-

COST ANALYSIS

Average cost of new Airport te rminals b u i l t between

1975-77; $38-$43/sq. f t .

Use ($40/sq . f t . ) (86 ,000 s q . f t . ) equals $3,440,000

At iZ/o I n f l a t ed r a t e / a f t e r 5 years (60^) to br ing

up to 1980 cos t ; and 14^ expected cost to mid-point

of const ruct ion (2 years) i s (289S).

.88 X $3,440,000 = $3,027,200 $3,440,000

Total Estimated $6,467,200 cost of construction

Tajclway -Aprons -P, '"king Lots -Access Road -Signage & Lifting -Site Development/landscaping

Cost Breakdown of Terminal Bjiilding

Item Cost

S t r u c t u r a l Elements

Substruct\ ire

Frame & Upper Floors Roof

3.3 $213,400

34.8 $2,250,600

2.8 $181,100

Carpentry & Millwork 2.9

Walls 3.0

Windows & Doors 6.2

Subtotal

$187,500

$187600

$401000

53^ $3,427,600

Finishes & Fittings

Wall 3.0 $194,000

Floor 2.7 $174,600

Gelling 2.3 $148,800

Hardware & Misc. 1.0 64,700

Fittings 4.0 $258,700

Subtotal

Furnishings

Services

Baggage Conveyor

Elevators

Mechanical

Electrical

Bond & Administration

Subtotal

Total

13.0 $840,700

4 .3 $278,100

1.2 $77,600

1.0 $64,700

14.1 $1,080,000

8.9 $575,580

4 .5 $291,000

29.7 $1,920,800

100^ $6,467,200

-104-

Revenues & Expenditures

Since, the feasibility of building and devel

oping a terminal relies greatly on the anticipated

revenue and expenditures, the financial aspect

of airport planning must take into consideration

both revenues and expenses; those two principle

divisions may be further grouped into the oper

ational & non-operational areas.

Operating Revenues - 98.5%

1) Landing Area

Landing Fees

Parking Fees

2) Concessions

Specialty Areas; news stands, food and drinks

Leisure Areas; television, observation

Travel Services; lockers, washrooms, rental

cars, rest areas, telephones.

personal services; barber, valet services,

off-terminal facilities; office rental, advertising.

3) Airline Leased Areas

Officers

Managers

Ticket & Check-in counters

Operations

Maintalnance Areas

Cargo Areas

4) Other Leased Areas

Industrial Areas

Fuel & Servicing Facilities

Fixed Base Operations

freight forwarders

Ware-housing

Land Use Rights-oil, farming, cattle, etc..

5) Other Operating Revenue

Equipment Rental

Resale of Utilities

Baggage Handling

Non-operating Revenues 1,5%

All income that occurs from sources that

are not directly connected to airport functions.

example: rental of non-airport land (LTV) or

from interest on accvimulated surpluses.

EXPENDITURES

Operational Expenses 86.4%

1) Maintalnance Cost

Up Keep of Facilities

Landing Areas; Runways, tapciways, aprons,

lighting equipment, etc.

.05-

Terminal Area; buildings, utilities, bag

gage handling, access routes, grounds, etc.

Hangers

Cargo Area

2) Operating Cost

Admini stration

Staffing

Utilities

Security

Non-pperatlonal Expenses 13.6%

The unescapable cost that would have to be met

even if the airport ceased operation. Typically

they include the interest payments on outstanding

capital debt and amortization charges on fixed

assets such as runways, aprons, buildings, and other

infrastructures.

-106-

BIBLIOGRAPHY

-107-

BIBLIOGRAPHY

1. Airport Building Code

2. Airport Fire Code

3. Blankenship, Edward G., The Airport. New York; Praeger Praeger Publishers, 1974.

3.5 Bollinger, Lynn L. , Terminal Airport Fineincing and Management., Andover, Mass. The Andover Press, 1946

4. Civil Aeronautics Board, In the Matter of Applica.tional Air Service In Texas, Oklahoma

and Louisiana. Docket No. 3246, Washington D.G., 1952.

5. Civil Aeronautics Board, In the Matter of the Gulf States-Midwest Points Service Investigation.

Docket No. 17726, Washington D.C., I968

6. Civil Aeronautics Board, In the Matter of the Application of Trans-Texa^ Airways for an Amend

ment of its Certificate of Public Convenience and Necessity for Route No. 82. Docket No. 7939,

Washington, D.C., 1957.

7. Dodge Construction Systems Costs, 1978, 76,77,79.

'^.^ Egan, David M., Concepts in Thermal Comfort, Prentice-Hall International, London, 1975-

8. F.A.A. Advisory Circulors and Federal Aviation Regulations.

9. F.A.A. Activity Statistics Projections 1979 - 1990.

10. Frederick, John H., Airport Management. Chicago: Richard D. Irwin, Inc., 1949-

11. Froesch, Charles and Prokasch, Walther. Airport Planning. New York: McGraw-Hill Book

Company., 1975.

11.5 Godfrey, Robert Sturgis, Building Construction Cost Data, 37 Edition, 1979.

12. Horonjeff. Robert., Planning and Design of Airports. Second Edition, New York; McGraw-

Hill Book Go., 1975.

-108-

12.5 Howard, George P., ed., Airport Economic Planning.. Cambridge, Mass. the MIT Press.

13. Landscape Planning for Energy Conservation. Enviornmental Design Press, 1977

14. Longvlew Chamber of Commerce, History of Longvlew.

14.5 Proceedings of the fifth World Airport Conference on Technological and Economic Change,

Airports. The Challenging Future.

15« U.S. Department of Transportation, F.A.A., Calculations of Maximum A-Wei^ted Sound Levels (DBA)

Resulting from Civil Aircrafts Operations. Office of Enviornmental Quality, Washington, D.C.,

Jime 1978.

2.5 Wright, Ashford, Airport Engineering. John Wiley & Sons. New York, 1979.

J. 7

APPENDIX

AIRCRAFT TY?S

H 'J < — — <

?-:-i-227

:-:ELI:C?TZ?3

r s - i i 2C9-iO 3707-220

3 - 2 0

372-

"VS30

: v - 2 Q 0

0C6

roS-io

r«g«»iiiiri-<iii -

MILES (1,C00)

'L.hJi: r, 1

[,n'^,i7' I

2 2 s : L.irjbJtKrj

UJUbUSS

(:CMSTRAINSI3 3Y USZR) 5 6 ^ 3 '

rizj

:z:3

K^'wriT -""4'"^^'-^'-''-*^'i..-i '-•

^ ^ —nrrrr?! r scd^sa^Bzs

^bQEIR

'iiiiti imv ijffMi f I'lutUuri rtif ' L vrvMfc'Ji

s a

Aittfuft ranqa. MILES (1 ,000)

X

1200

1000

800

NUMBER OF 500

PASSENGERS

400

200

0 1930 1940

Passangar-aiicraft capacitY growth tiand.

1950 1960 1970 YEAR ENTER SERVICE

1980

I ro I

GROSS WEIGHT (100.000)

12-1

10

KG

4 -

0-'

25

20

15

LB

10

1930

GrastHwaight growth.

SUBSONIC JETS LOW BYPASS RATIO ENGINE -

O C - 9 - 3 0 DC 8-50 '3'-»00 707.320B -0C-9--'0

ADVANCED SUBSONIC JETS-HIGH BYPASS RATIO ENGINE-

PISTON ' ^ AIRCRAFT

1049G

OC

"-^,7-.; Lj i .o*^*<^â^\ \ . 1 0 0 » « ^ 7 . 2 0 0 V ^ S 5ST \

| \P*SSfNGER AIRCRAtT J V S - ^ D C I O - Z O / J O — — ~

* » 0 C 6 ^ * « 3 « 0 ° ^

' D C I O I O / L I O U ( ^ CONCORDE

LONG HANG£ SHORT MEDIUM RANGE


1970 1980

OVERALL LENGTH 500

140

120

100 -\

80

60

40

20 i

I

oJ

I/) a:

400

300

200

100

0 "-1930 1940

OwfalLlangth giowth varwt ran.

1950 I960 1970

YEAR ENTER SERVICE 1980

WING SPAN

120 n 400

100

80

60

40

20

0

300

200

100

1930 1940

Wiogspan giowth versus ysai.


1980

X » I 1

OVERALL LENGTH 350 r

100 -]

j 300

.80

5 40

?0

0 ->

200

100

0 LB 0

•, 72 7 iOO XV^-DC-T/IOASG \ ^ ^ — D : 9-10 ' "^ DC 6. 737 100

— DC 3

10 15

KG 0 1 2 3 •i 5 6

GROSS WEIGHT (100.000)

Ovarill-langth growth itnui gross waight

20

WING SPAN l20 -1 400

IOC

8C -I

i/i

^ 60

40

20 -

0 -

300

200

100

I - 707 3 2 0 6 . 0 C . 4 1 / OC.8-50 , -DC 6 i / r - O C - 8 . 6 3 "•

' , '—10490/ ' /

500

w^z ;//;'

• 747 . 0 0 - 1 0 - 2 0 / 3 0

OCIO 1 0 / (»U S. SST' 7 0 7 . 1 2 0 ^ - 1 ° "

727 lOJ •^J CONCORDE

737 100 DC 9 .30

0 LB 0 a 10 12 u 16

KG 0 3 4 5 6 GROSS WEIGHT (100.000)

18 20

Vingspao growth «anus grou waight.

I

1

Ramp araa tiaiui.

JOOO

9 0 0

800

700

600

NUMBER • 500 OF

PASSENGERS 400

300

200

100

0

A L L CCO*«Oft«Y S C A T I M G - S O B S O W I C 5 I W C L E C L A S S SE.JfcTli4C - S S T S

MULTI DECK AIRPUAHES-

I Hh

_707 12 1049G—. \

n

m W III

mm^ rjfm

747

-Vr-

DC-lO/L-lOU ! - I i—<*>U.S. SST •

OC-6—. \ ' \ DC.8 _ 0 C - 4 = - > ^ W ^ 73 7 .100- , \ \ î.,®

707320B , - • _ _ _ CONCORDE _:

DC.3' h—DC.9-30 I

SQ FT 0

SQ METERS ^

10 20 30 40 50 60 70 80 90 100

SILL HEIGHT

ABOVE GROUND

12 -1 40

10 -

(/I

h- 6 UJ

30

- tii 20

2 -

0 -J 1930

Passengst dootsill-height trend.

2 3 4 5 6 7

RAMP A R E A / A I R C R A F T (lOOO)

MULTI-DECK-

U.S. SST—,

CONCORDE

1049G- 7 0 7 - 1 2 0 - i747.200B.C-i

OC-8 50l( ^ ^ ^ _ ^ 7 0 7 . 3 2 0 B h 7 4 7 . 1 0 0 ^ , W - ' : ^ D e C K

DC 10/ • DC-8.63 L 1011

DC-4

,DC-6 oDC-?' • 737-100 340 • 727100 • V ^ V c 9 30

1940 1950 1960 1970 YEAR ENTER SERVICE

1980

AVERAGE WAKE VELOCITV

— 100 150-

100-

X r 2

50

8 0

60

40

20

L_ 0

r40TE- VELOCITY IS AVERAGED OVER DIAMETER OF WAKE.

I VELOCITY ON CENTER LINE OF i WAKE WILL BE HIGHER.

200 FT BEHIND ENGINE (61 M) I i

yr- 6 8 10 12 14 16 LB 0

KG d ^ ' ^ ' l 3 4 6 6 T

GROSS WEIGHT dOCOOOi

bUCMtWl l»l lAhaus' cli«>»<i»''«'''-« '"••'• •'^•" "•"•••

EXHAUST WAKE DIAMETER

1 6 0 i

40

soul a:

•20-

10-

120

t : 80

40

200 FT BEHIND ENGI'^r (61 Ml ,

100 FT BEHIND ENGINE (30.5 Ml

1 !

LB 0 ^ 4 5 8 10 12 14 15

KG O " ^ 3 4 5 6 7 8

GROSS WEIGHT 1 0 0 . 0 0 0 -

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Documents

Programming 0 New Terminal Facilities Desinn ^ Te>