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maneuvering areas should be flexible enough to meet the operating characteristics of the airline industry for handling passengers and for fast ground servicing of aircraft so that minimum gate occupancy time and maximum airline operating economy will be achieved. The final objective should be to develop a terminal area complex which provides all necessary services within an optimum expenditure of funds from the standpoints of capital investment and maintenance and operating costs. This should take into account flexibility and costs which will be required in future expansions of the terminal area. 69. Factors To Be Considered. A balanced flow should be established for the inbound and out- bound movement of passengers and goods through airport terminal area facilities from curb, road, car parking, and public transportation stops to aircraft and in reverse order. Volumes of passengers and goods at typical peak hours and the resulting traffic by ground transportation vehicles must be established to determine the requirements for capacities of curbs, vehicular parking, and public ground transportation stations; terminal building areas including ticket lob- bies, passenger holding areas, corridor widths, inbound and outbound baggage; and the number of aircraft gate positions and associated areas of aircraft aprons. These requirements are all closely related to passenger volumes, airline schedules, runway capacity, and number of operations by various types of aircraft. Only rough estimates of these space requirements should be developed for master plans since detailed analysis and dimensioning will follow in the final de- sign stage. In the selection of a terminal area concept, the following factors should be carefully studied: a. Passengers. (1) Adequate terminal area curb space for private and public transportation. (2) Minimum walking distance --Automobile parking to ticket counter. Minimum walking distance —Ticket coun- ter to passenger holding area. (4) Minimum walking distance —Passenger holding area to aircraft. Passenger transportation —Where long dis- tances must be traversed. (6) Pedestrian walkways to aircraft —As back- up to mechanical transportation systems for passengers. Efficiency of passenger interline connec- tion. (3) (5) (7) 52 (8) Baggage handling —Enplaning. (9) Baggage handling —Deplaning. (10) Convenient hotel -motel accommodations. (11) Efficient handling of visitors and sight- seers at the airport. b. Passenger Vehicles. (1) Public automobile flow separation from service and commercial traffic (a necessity at Large airports) . (2) Public transportation to and from the air- port. (3) Public parking —long term (3 hours or more) . Public parking —short term (less than 3 hours). (5) Airport employee parking. (6) Airline employee parking. (7) Public auto service area. (8) Rental car parking and service areas. (4) c. Airport Operations. (1) Flexibility. (2) Separation of apron vehicles from moving and parked aircraft. Passenger flow separation in the terminal building (departing and arriving). (4) Passenger flow separation from apron activities. Concession availability and exposure to public. (6) Airfield security and prevention of un- authorized access to apron and airfield. (7) Air cargo and freight forwarder facilities. (8) Airport maintenance shops and facilities. (9) Airfield and apron drainage. (10) Airfield and apron utility distribution. (11) Utility plants, and heating, and air con- ditioning systems. (12) Fire and rescue facilities and equipment. d. Aircraft. (1) Efficient aircraft flow on aprons and be- tween terminal aprons and taxiways. (2) Easy and efficient maneuvering of aircraft parking at gate positions. (3) Aircraft fueling. (4) Heliport areas. (5) General aviation areas. (3) (5)