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• Chapter 9. TERMINAL AREA PLANS 67. General. The development of the terminal area plan and plans for components within the ter- minal area will evolve from demand/capacity analysis and from the airfield configurations and land use cri- teria established in the airport layout and land use plans. This does not mean that the terminal area concept which is selected for a particular airport will not have a vita] impact on the airport layout plan. In fact, the airfield configuration and the terminalarea configuration must fit together and adjustments in both layouts must be made as the master plan evolves. Regardless of these necessary design adjustments, the details of the terminal area plan will follow the devel- opment of the airport layout plan. The Airport and Airway Development Act of 1970 states that, "terminal area means that area used or intended to be used for such facilities as terminal and cargo buildings, gates, hangars, shops, and other serv- ice buildings; automobile parking, airport motels and restaurants, and garages and vehicle service -facilities used in connection with the airport; and entrance and service roads used by the public within the boundaries of the airport." This, of course, should be interpreted to include aircraft aprons and taxiways required for the maneuvering of aircraft and service equipment in the vicinity of terminal building gates and other facilities. In many instances, these facilities may be contiguous within one general location on the airport, and in other instances, particular segments of the terminal area such as hangar or cargo areas may be situated at locations remote from the main terminal complex. The general locations of these facilities will be indicated on the land use plan as described in Chapter 8. However, the details of the terminal area components should be developed and presented as prescribed in this chapter. The degree to which terminal area plans are de- veloped under master plan efforts should be limited to concept studies and conceptual drawings. This will include the dimensioning of overall areas on lay- out plans and development of schematic drawings adequate for delineating basic flows of passengers, baggage, cargo, and vehicles. This will include move- ment from car parking areas or curb space to aircraft and back again. The development of details which are required in construction drawings and specifica- tions should not be included in the airport master plan. It should also be kept in mind that concept drawings should not be so definitive as to preclude important changes which will evolve with the develop- ment of detailed plans. Such changes are inevitable as an airport project moves through final design and construction. Terminal area plans which are a part of the master plan should first provide an overall view of the ter- minal area (scale of 1"=500' to 1"=1000") and should then provide large scale drawings (scale of 1"=50' to 1"=100') of important segments within the overall plan. Thus, large scale views should be provided of terminal building areas, including aircraft parking and maneuvering areas, cargo building areas, hangar areas, airport motel sites, service facilities, and airport entrance and service roads, as appropriate to the particular airport development. 68. Objectives. The objective of the terminal area plan should be to achieve an acceptable balance be- tween passenger convenience, operating efficiency, facility investment, and aesthetics. The physical and psychological comfort characteristics of the terminal area should afford the passenger orderly and con- venient progress from his automobile or public trans- portation through the terminal to the aircraft and back again. One of the most important factors affect- ing the air traveler is walking distance. It begins when the passenger leaves his ground transportation vehicle and continues on to the ticket counter and to the point at which he boards the aircraft. Therefore, a prime objective in the development of a terminal area plan should be to minimize the walking distance by developing convenient auto parking facilities, con- venient movement of passengers through the terminal complex, and conveyances which will permit fast and efficient handling of baggage. The planner should establish objectives for average walking distances from terminal points to parked aircraft. Conveyances for passengers such as moving walks and baggage handling systems should be considered. The functional arrange- ment of the terminal area complex with its aircraft 51