An evaluation of UK Airport Terminal Designs
Liquid,
If airports didn't have all the shops and they concentrate on being efficient (without an ultra heavy administrative and marketing structure) may be airports would be more profitable.
Rwy in Sight
If airports didn't have all the shops and they concentrate on being efficient (without an ultra heavy administrative and marketing structure) may be airports would be more profitable.
Rwy in Sight
Join Date: Jul 2005
Location: SoCal
Posts: 1,929
Likes: 0
Received 0 Likes
on
0 Posts
PIK3141 - totally agree, although problematic for high-volume airports. Also needs a 'Chinese Wall' betwen arrivals and departures
liquid sunshine - no probs with shops per se here, BUT in most UK airports that means NO waiting areas. By all means have shops, but the main function for an airport still is to get pax from landside to airside and on an a/c with the least hassle and delay.
benlapworth - if you are looking to benchmark Birmingham T1 (which admittedly I've never been to), then you should perhaps look outside the UK. With the exception of LCY, there is not one reasonably well designed and managed (the latter perhaps being the more important) airport I know of in the entire country. They are all badly designed and managed by people whose prior management experience must be in running abattoirs. Horrid. The lot.
A bit more to your query:
STN: a mess, mostly for three reasons:
a) runs apparently well beyond capacity
b) security mostly understaffed
c) absurd up-down-sideways corridors to/inside the terminals
Access is reasonable, although not enough lifts from train platforms to terminal
LTN: as others have said here, used to be OK, but since they've built the new terminal, a joke. Nothing to add to Paxboy's comments
East Mids: would make any sub-Sahara country feel ashamed.
Common unpleasant factor are the tiny LCD screens giving flight info and the sometimes very late gate announcements. In STN it is sometimes almost physically impossible to get to the gate on time. Seem to be another BAA
ploy to increase pax time in the shopping areas.
liquid sunshine - no probs with shops per se here, BUT in most UK airports that means NO waiting areas. By all means have shops, but the main function for an airport still is to get pax from landside to airside and on an a/c with the least hassle and delay.
benlapworth - if you are looking to benchmark Birmingham T1 (which admittedly I've never been to), then you should perhaps look outside the UK. With the exception of LCY, there is not one reasonably well designed and managed (the latter perhaps being the more important) airport I know of in the entire country. They are all badly designed and managed by people whose prior management experience must be in running abattoirs. Horrid. The lot.
A bit more to your query:
STN: a mess, mostly for three reasons:
a) runs apparently well beyond capacity
b) security mostly understaffed
c) absurd up-down-sideways corridors to/inside the terminals
Access is reasonable, although not enough lifts from train platforms to terminal
LTN: as others have said here, used to be OK, but since they've built the new terminal, a joke. Nothing to add to Paxboy's comments
East Mids: would make any sub-Sahara country feel ashamed.
Common unpleasant factor are the tiny LCD screens giving flight info and the sometimes very late gate announcements. In STN it is sometimes almost physically impossible to get to the gate on time. Seem to be another BAA
ploy to increase pax time in the shopping areas.
Join Date: Nov 2002
Location: 39N 77W
Posts: 1,630
Likes: 0
Received 0 Likes
on
0 Posts
I think it's hard to beat the design of the new terminal B/C at Ronald Reagan Washington National Airport KDCA.
The architect was Cesar Pelli. Not only does it look nice, but it works. The very narrow space means that the main building is long and thin, but the side toward the field is mainly glass. The fingers with the gates are reasonably short and terminate is glass waiting rooms. Most of the eating places are at the gates, beyond security, but the three more upscale eateries are along the main Concourse where there are a number of shops. The Metro station is reached by short bridges with moving walkways (that sometimes work). The parking garages are just beyond that on the same enclosed walkways. The garages are unusual in that the upper levels are each slichtly inset with flowering bushes in the exposed parts. Nicest-look multilevel car parks I've seen. One can ride one's bike from downtown DC without crossing any streets.
http://www.mwaa.com/_/Gallery%20Imag..._aerial_bc.jpg
Terminal Map
Checkin counters are on the balcony.
http://tinyurl.com/8uyr3b
The new Southwest Airlines terminal at KBWI is also nice and spacious, but more conventional. I can't find any useful pictures.
The architect was Cesar Pelli. Not only does it look nice, but it works. The very narrow space means that the main building is long and thin, but the side toward the field is mainly glass. The fingers with the gates are reasonably short and terminate is glass waiting rooms. Most of the eating places are at the gates, beyond security, but the three more upscale eateries are along the main Concourse where there are a number of shops. The Metro station is reached by short bridges with moving walkways (that sometimes work). The parking garages are just beyond that on the same enclosed walkways. The garages are unusual in that the upper levels are each slichtly inset with flowering bushes in the exposed parts. Nicest-look multilevel car parks I've seen. One can ride one's bike from downtown DC without crossing any streets.
http://www.mwaa.com/_/Gallery%20Imag..._aerial_bc.jpg
Terminal Map
Checkin counters are on the balcony.
http://tinyurl.com/8uyr3b
The new Southwest Airlines terminal at KBWI is also nice and spacious, but more conventional. I can't find any useful pictures.
Prof. Airport Engineer
Join Date: Oct 2000
Location: Australia (mostly)
Posts: 726
Likes: 0
Received 0 Likes
on
0 Posts
Near the start of this thread, Hartington put the heart of the matter rather nicely:
Let me nail my colours to the wall from the start – I reckon there is room for both the basic terminal (and I’ve designed a couple of those, and I like the principle) and the commercial style (which I personally don’t like but which probably helps pay for the new terminals). Yes, some airports have become frankly unpleasant to walk around due to over-emphasis on shopping (Frankfurt), but some have become better places to spend time with better restaurants, more space, and more attractive surroundings (Dubai, but obviously not Stansted).
This so-called ‘commercial airport terminal’ style comes from some of the work by Rigas Doganis in his 1992 book: The Airport Business (still widely available). I suspect that BAA picked up a lot of their ideas from there (and probably Doganis picked up ideas from BAA).
To give the reason behind these commercial terminals, in Doganis’ chapter 7, talking about maximising concession revenue, he says [my bold type for emphasis]
In order for an airport to maximize its revenue from concession fees, the turnover of the various concessions must be maximized and the airport's 'take' or share of that revenue must be as high as is reasonably possible and commercially sound. Total sales by concessionaires depend on three factors. First, the total traffic handled by an airport and, in so far as passengers are the single largest source of sales by concessionaires, the characteristics of its passenger traffic. Second, the total amount of space allocated to those concessionaires operating shops, catering outlets, services and so on and the location of that space within the terminal building. Third, the skill of the concessionaires themselves in generating sales.
To what extent can an airport authority influence any of these factors? Through its marketing efforts and its expenditure on runways, terminals and other facilities an airport may have some influence on its total traffic levels or the composition of that traffic. However, in most cases its influence is likely to be indirect and fairly marginal since traffic generation is a function of both underlying demand, which is itself dependent on various exogenous economic variables, and supply features, which are determined by the airlines. Airports must try to push up their traffic by encouraging the opening of new routes, but their ability to do so is likely to be limited.
When it comes to space allocated to concessionary activities, airport authorities can have a much greater impact in the medium or long term if allowed to do so. In other-words, a commercially oriented airport will make adequate and sensible provision, in its master plans and development programmes, to meet the future needs of the different market segments it hopes to target with its concessions. In the short term, an airport authority may be limited by the space and airport layout that was planned some years previously and this may be inadequate for current commercial activities. Skill and the creative redesign of space is then needed in the short term to try to improve the allocation of space available for such activities until investment in new buildings or facilities can be financially justified. Finally, airport authorities cannot directly influence the skill of their concessionaires. However, they can place a high priority on concessionaires' skills and experience when choosing them.
For benlapworth as a student, I commend the book to you, and it should be found in the Uni library. For others interested in airport/airline technology, it is an excellent read (like all of Doganis’s books). He has got some interesting drawings showing passenger flows and how the positioning of shops can increase the percentage of passengers buying goods. Compelling stuff for the accountants that infest many airports today
However my interest is still in the basic terminals, and what Capot describes above is of great interest. That really sounds like a sensible approach, especially in the economic times we are now in. That works out to GBP 643 per sq.m. [$A1540 for the antipodeans], which is impressive and clearly the product of intelligent design. Cabot - if you have any more details, could you PM me please: I'm really interested in this design.
As with most BAA terminals I felt the shopping had been allowed to overtake the basic reason for the existence of the terminal and, as time went on and more passengers went through the place and they built more shops so the congestion got worse.
This so-called ‘commercial airport terminal’ style comes from some of the work by Rigas Doganis in his 1992 book: The Airport Business (still widely available). I suspect that BAA picked up a lot of their ideas from there (and probably Doganis picked up ideas from BAA).
To give the reason behind these commercial terminals, in Doganis’ chapter 7, talking about maximising concession revenue, he says [my bold type for emphasis]
In order for an airport to maximize its revenue from concession fees, the turnover of the various concessions must be maximized and the airport's 'take' or share of that revenue must be as high as is reasonably possible and commercially sound. Total sales by concessionaires depend on three factors. First, the total traffic handled by an airport and, in so far as passengers are the single largest source of sales by concessionaires, the characteristics of its passenger traffic. Second, the total amount of space allocated to those concessionaires operating shops, catering outlets, services and so on and the location of that space within the terminal building. Third, the skill of the concessionaires themselves in generating sales.
To what extent can an airport authority influence any of these factors? Through its marketing efforts and its expenditure on runways, terminals and other facilities an airport may have some influence on its total traffic levels or the composition of that traffic. However, in most cases its influence is likely to be indirect and fairly marginal since traffic generation is a function of both underlying demand, which is itself dependent on various exogenous economic variables, and supply features, which are determined by the airlines. Airports must try to push up their traffic by encouraging the opening of new routes, but their ability to do so is likely to be limited.
When it comes to space allocated to concessionary activities, airport authorities can have a much greater impact in the medium or long term if allowed to do so. In other-words, a commercially oriented airport will make adequate and sensible provision, in its master plans and development programmes, to meet the future needs of the different market segments it hopes to target with its concessions. In the short term, an airport authority may be limited by the space and airport layout that was planned some years previously and this may be inadequate for current commercial activities. Skill and the creative redesign of space is then needed in the short term to try to improve the allocation of space available for such activities until investment in new buildings or facilities can be financially justified. Finally, airport authorities cannot directly influence the skill of their concessionaires. However, they can place a high priority on concessionaires' skills and experience when choosing them.
For benlapworth as a student, I commend the book to you, and it should be found in the Uni library. For others interested in airport/airline technology, it is an excellent read (like all of Doganis’s books). He has got some interesting drawings showing passenger flows and how the positioning of shops can increase the percentage of passengers buying goods. Compelling stuff for the accountants that infest many airports today
However my interest is still in the basic terminals, and what Capot describes above is of great interest. That really sounds like a sensible approach, especially in the economic times we are now in. That works out to GBP 643 per sq.m. [$A1540 for the antipodeans], which is impressive and clearly the product of intelligent design. Cabot - if you have any more details, could you PM me please: I'm really interested in this design.
Last edited by OverRun; 8th Jan 2009 at 00:45. Reason: Added cost rates for Cabot's basic terminal
Join Date: Jul 2005
Location: SoCal
Posts: 1,929
Likes: 0
Received 0 Likes
on
0 Posts
Well, at long last we know who is responsible for these hellholes. May I suggest Mr. Doganis be forced to spend the rest of his days in the STN or LTN departure area? I'll even buy him a ticket on RYR - but will have a word with Mr. O'Leary first, to ensure it never departs 
Paxing All Over The World
This letter was in The Independent on Thursday 8th Jan 2009, following a comment in an article and a first letter enquiring about water fountains at major airports.
Letters: Gaza invasion - Letters, Opinion - The Independent
Water for sale
After searching in vain for a water fountain at Gatwick airport (letter, 6 January), I was told that they had been replaced by dispensers selling bottled water. The alternative offered was to use the taps in the public toilets. None was marked as suitable for drinking. I solved the problem by refilling my bottle courtesy of staff at Wetherspoons.
Diana Cormack
London N2
This letter was in the same newspaper the following day 9th January.
Water in the air
I have not surveyed the drinking-water fountains at Heathrow, Gatwick and Stansted airports (letter, 6 January), but I can confirm that East Midlands airport has none. There are plenty of expensive bottles of water for sale. I was also refused a cup of water on a recent flight, but was invited to buy a bottle, which I declined.
Sam Boote
Nottingham
Letters: Gaza invasion - Letters, Opinion - The Independent
Water for sale
After searching in vain for a water fountain at Gatwick airport (letter, 6 January), I was told that they had been replaced by dispensers selling bottled water. The alternative offered was to use the taps in the public toilets. None was marked as suitable for drinking. I solved the problem by refilling my bottle courtesy of staff at Wetherspoons.
Diana Cormack
London N2
This letter was in the same newspaper the following day 9th January.
Water in the air
I have not surveyed the drinking-water fountains at Heathrow, Gatwick and Stansted airports (letter, 6 January), but I can confirm that East Midlands airport has none. There are plenty of expensive bottles of water for sale. I was also refused a cup of water on a recent flight, but was invited to buy a bottle, which I declined.
Sam Boote
Nottingham
Last edited by PAXboy; 10th Jan 2009 at 01:32.
