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B. Frank l\1cCu!!ou;h
TERMINAL BUILDING ANALYSIS ROBERT MUELLER MUNICIPAL AIRPORT
AUSTIN TEXAS
. OFFICE OF FEHR AND GRANGER flllfllllll OJ THI AflliiiCAN INITITUTI OJ AICHIIICTI
A I C H I T I C T I A N D PL A N N I N 0 C 0 N I U L T A N T I
401 IAIT PIPTII.NTH ITIIIT A U I T I N, T I X A I
TERMINAL BUILDING ANALYSIS
ROBERT MUELLER MUNICIPAL AIRPORT
A US TIN,
CITY COUNCIL Tom Miller, Mayor Wesley Pearson, Mayor Pro-Tem Mrs. Emma Long Ben White Lester Palmer
CITY MANAGER W. T. Williams, Jr.
TEXAS
DIRECTOR, DEPARTMENT OF PUBLIC WORKS S. Reuben Rountree, Jr.
ARCHITECTS Office of Fehr & Granger
GENERAL ANALYSIS
Terminal· Building, Austin Airport
The evolution of a program for the various facilities needed at
an airport consists of a complex series of calculation. The basic
problem is one of circulation, human and vehicular, and hence one
of coordination of the various points of the project.
As in any planning study in which a projection and prediction of
future needs is required, this program for the Terminal Building,
and supporting facilities for Robert Mueller Municipal Airport is
based on forecast of ten and twenty years requirements for pas-
sengers, airlines and related facility requirements. Forecasts
have been compiled from a study of population trends in Austin and
Texas, indications of future economic, governmental educational
and industrial growth and the past record of air traffic and its rela-
tion to the national average. These indicate an upward trend in air
traffic through 1980, based on the following:
1. A continuing increase in population.*
2. An increase in income exceeding the rate of population
growth.
3. Continuing improvements in the technological and service
characteristics of aircraft which will tend to increase the
airlines share of inter-city travel.**
-1-* Charts P-1 and P-2
** In 1957 for the first time airlines operated more passenger miles than either railroads or inter-city buses.
To establish the space requirements for the various functions
within the terminal building the annual passenger traffic forecast
has been reduced to peak hour traffic loads since the building must
be able to accommodate a normal peak period's traffic.
Close cooperation of city departments, commercial airlines,
civil aeronautics administration, weather bureau and others have
made possible sound economical planning for the terminal building"
Facilities and structures to be built immediately cannot be designed
for ultimate growth for obvious economic reasons. For this reason,
first stage program which will provide the necessary facilities for
approximately ten years is planned.
A second stage expansion program to provide additional facili
ties required, is projected in the master plan. This will provide
a terminal building and supporting areas sufficient to care for the
passenger traffic possible with the present runway system. It is
felt that a projection beyond this point is not practical due to the
unknown factor of technological developments in aircraft beyond
1980.
-2-
PLANNING ANALYSIS
According to the Civil Aeronautic Administration a new Ter
minal Building should be built sufficiently large in the first stage
of construction to accommodate the activities anticipated at the
end of a ten year period. Space thus provided may not be fully
utilized at the outset, but this condition is compensated for by the
advantages gained through accommodating traffic increases with no
interruption in service, and obviating frequent and costly additions
to the building. The original construction should be considered as
a "stage" of the final development, rather than the final develop
ment. The Terminal Building should be conceived in its final form,
so that when expansion is necessary, there will be a minimum of
structural changes required as succeeding stages in the construction
take place. This type of development, in keeping with long range
planning, is advisable not only from an economic standpoint, but
also from the standpoint of making provisions for possible future
changes in operating requirements.
A CAA study of activities at a representative group of air-
ports revealed the existence of relationships between the number
of annual passengers and the number of passengers accommodated
during the typically busy or peak hours. This study also revealed
that relatiohships existed between the number of peak hour passen
gers and the number of visitors, concession customers, and occupants
-3-
of public areas. For airports of like passenger volume, the peak
relationship fell within a sufficiently narrow range to permit use of
them for planning purposes.
According to the Airline Records* at the Austin Terminal the
peak period occurs in the Fall, Spring and Winter months between
the hours of 7:40 to 8:40a.m., 8:17 to 9:17a.m., 4:00 to 5:00p.m. ,
and 6:45 to 7:45 p.m. In 1956, the average peak number of total
passengers for this period was from 64 to 70 passengers enplaning
and deplaning. Thus, this would be considered the number of typical
peak hour passengers, This is approximately the same as the national
average of peak-hour passengers for airports handling the same volume
of annual revenue passengers which for Austin in 1956 was 139,668.
The forecast** of the annual passenger volume shows that in 1970
Austin will handle 403,560 enplaning and deplaning passengers, with
a peak hour rate of 162 passengers as shown on Charts no. C-1 and
C-2.
According to the CAA the Austin airport's potential traffic charac-
teristics will probably continue at the same rate as the national fore-
cast for U.S. total annual airline passengers. Then the projection of
the peak hour passenger rate will be 162 passengers in 1970 and 230
passengers in 1980, which would cover both the 10 year planning period
and the 20 year long range planning period.
*See Chart A-1 ** CAA Forecast
-4-
LOADING GATES AND APRON ANALYSIS
For planning purposes it should be assumed that a plane normally
requires an average of 30 minutes on the loading apron.* Austin Air-
port handles at the present time 33 scheduled commercial airline air-
craft per day and has a peak-hour load of 7 aircraft. According to
the A. T. A. an airport which handles 7 aircraft operations per hour;
i.e. , 7 landings and 7 take-offs or a total of 14 plane movements per
hour, would require at least 3 gate positions; however, due to close
scheduling at the Austin Airport, there are often more than 3 planes
on the loading apron at one time. It would, therefore, seem feasible
to plan the loading apron capacity for at least 4 planes and possibly up
to 6 planes. We recommended that the Airport Administration
make a study of the gate requirements and recommend how many
will be required. This has been set at 6 gate positions to take care
of the immediate future.
By 1970 at the projected rate of growth there will be approxi-
mately two and one half times the peak-hour passenger load, which
means that the number of loading gates should be planned at the
present time to be increased at least two times the present needed
capacity, or 8 to 9 aircraft. The rate of increased gate capacity is
less than the projected rate of passenger growth since the trend is
toward larger aircraft rather thanan increase in the number of
scheduled flights.
-5-
*Air Transport Association of America Airline Airport Design Recommendations Part #1
By 1980 at the projected rate of growth there will be approxi
mately three and one half times the peak-hour passenger load which
means that the number of loading gates to be planned for in the long
range plan should be increased at least three times the present
needed capacity, or 12 aircraft. This could be decreased if the future
carrying capacity of aircraft is considerably increased, which is the
general tendency.
The 10 year and long-range capacity may be developed by the
capacity indicated in such stages as required; and, in order to
attain the estimated final stage, it is nece:o;sary only to locate the
initial construction in proper relation to the runway pattern and
preserve the areas of width and length required for the ultimate
development. If subsequent developments become stabilized and
the areas so preserved are not required, they may then be avail
able for other useful purposes.
The shape of the Loading Apron is optional and careful study*
has been given to the present needs and the ultimate capacity so
that the apron does not develop into a bottleneck. At th8 present
time the Finger Loading system will be the most efficient and econom
ical type loading system. This consists of piers stretching into the
field perpendicular or radial to the building, with planes grouped along
these extensions. By use of this system, the walking time and distance
for passengers from the waiting room to the aircraft can be reduced
-6-
* Charts C-10, C-ll and C-12
considerably along with the loading and rolling distances for baggage,
mail, etc. This will be important with the future increase in peak
hour load of aircraft.
The number of required aircraft loading positions, in any system,
can be held to a minimum through effective moniioriirg and control
of their use. To carry on the operation of these positions with a maxi
mum or near maximum utilization of the results in three important
effects:
(1) Savings in original and costly construction of excess aircraft
loading positions.
(2) Reduction in the length of passenger way or finger necessary
to reach the outermost positions.
(3) Reduction of the time and distance required for passengers
or apron service vehicles to reach the remote positions from the
terminal building.
The A. T.A. recommends that the Loading Apron should have
the aircraft loading position from 150 to 175 feet average spacing. The
actual spacing being dependent on the types of aircraft which will op
erate on the field. Distances and sizes of aprons should be similar to
those shown on drawing No. A-2.
-7-
OUTLINE OF SPACE REQUIREMENTS
Space Present Area
Public Spaces
Waiting Lounge
Ticket Lobby and Corridor
Baggage Claims
Public Restrooms and Nursery
Concourse, corridors, Lobby, closets, entrance foyer, miscl. areas
Airline Facilities Passenger service counters and operations
Braniff
Continental
Trans-Texas
Future
835
420
590
330
360
Total
-8-
*Source: CAA Charts C-3 thru C-7
STAGE 1 Recommended* Areas to take care of growth to 1970
Men Ladies Nursery
3,350
2,400
1,267
720 640 170
6,700
1,890
1,755
1,080
675
5,400
Present Area
Weather Bureau
Offices and Radar Storage
2,240*
Generator in basement
CAA Facilities Office
Control Tower Cab Control Tower Cab Storage Tower Chief Office in Tower Recorder Room in Tower A TCS Operations Room ATCS Operations Room Storage ATCS Chief ATCS and Tower Equip. Room Service Area Maintenance Storage SEMT Office Telco Room Engine -Generator Room in Basement
Junction Room in Tower Stairs, Misc. in Tower Tower Wiring Shaft Wiring Shaft Terminal Room Tower Toilet
Airport Administration Office and Storage
Restaurant Dining and Snack Bar Kitchen, Storage and
Miscellaneous
786
508
-9-
STAGE 1 Recommended Areas to take care of growth to 1970
1,300 200
50 1,550
324 200 160 100 450 100 180 624 160 150 160 100 200
2,908 320
1,000 120 176
30
365
2,664
1,200
Concessions Present Area
Vending machines, news novelties, gifts, display.
Telephones and lockers
Travel Insurance Sales
Car Rental Systems
Miscellaneous
2 offices-fixed Base Operators Rental offices and future expansion
Mechanical and air conditioning (Basement, Main Floor and Tower)
Basement Storage
Wall allowance TOTAL Stage 1
First Stage - Basic Sg. Footage
Main Floor
Tower
Basement Total Sq. Footage
-10-
STAGE 1 Recommended Areas to take care of growth to 1970
280
120
80
120
240 1,175
2,360
250
2 140 37,745
33,053
2., 268
2,424 37,745
COST ANALYSIS
Stage 1
Building Loading Finger Vehicle covered loading
Contingency Fees
Loading apron for 6 planes 11, 600 sq. yds. 8" concrete 42,000 sq. yds. asphalt
300 car min. parking, drive 31,000 s. y.
Curbs 12,000 l. Ft.
Lighting parking area
-11-
652,000.00 40,000.00 12,000.00
704,000.00
35,000.00 45 000.00
784,000.00
260,800.00
24,800.00
7,200.00
20,000.00
$1,096,800.00
TOTAL PASSENGERS PER YEAR 1947- 1957
1. Passengers originating (departing) flights in Austin.
Year 1947 1948 1949 1950 1951 1952 1953 1954 1955 1956 1957
Comm. Airlines 37,482 33,445 37,252 38,247 43,975 45,545 49,630 53,553 62,228 69,996 74,590
*Civilian Transit 30,177 27,196 21,899 36,088 36,474 30,248 26,562 33,093 36,926 44,417
Total Airline and Civilian 67,659 60,641 59,151 74,335 80,449 75,793 76,192 86,646 99,154
114,413
**U.S. Military 1900 1500 3000 3500 4500 4500 5000 6000 4500 6000
*Estimated from Radio Contact Records
**Estimated. Some U.S. Military Flight Information on classified.
2. Passengers terminating (arriving) flights in Austin.
Comm. *Civilian Total Airline Year Airlines Transit and Civilian **U.S. Military 1947 35,625 30,173 65' 798 1850 1948 33,495 27,192 60,687 1500 1949 36,391 21,899 58,290 3000 1950 36,279 36,094 72,373 3800 1951 42,214 36,472 78,686 4500 1952 45,320 30,235 75,555 4500 1953 47,887 26,353 74,240 5000 1954 52,864 33,093 85,957 6500 1955 61, 716 36,928 98,644 5000 1956 69,672 44,433 114, 105 6000 1957 72,808
*Estimated from Radio **Estimated. Some Contact Records U.S. Military Flight
Information on classified
-12-
1956 MONTHLY AIRLINE TOTAL PASSENGERS OFF AND ON
Braniff Trans-Texas Continental off on off on off on Totals
Jan. 3189 3205 374 296 1750 1725 10,539
Feb. 3226 3114 444 310 1574 1604 10,272
Mar. 3599 3895 625 450 2023 2034 12,626
Apr. 3418 3678 574 403 2104 1957 12,134
May 3628 4059 573 481 1947 1951 12,639
June 3255 3496 646 470 1900 1904 11,671
July 2846 3032 605 502 1649 1639 10,273
Aug. 3133 3370 648 500 1754 1656 11,061
Sept. 3250 3229 855 541 2046 1920 11,841
Oct. 3299 3699 858 675 2057 1989 12,567
Nov. 3300 3681 736 611 2038 2117 12r483
Dec. 3155 3343 730 534 1864 1936 11,562
Totals 39,298 41,801 7,668 5,773 22,706 22,432 139,668
%of total all 56.5% 59.8% 11% 8.2% 32.5% 32% airlines
*Source: Airline Records
-13-
PASSENGERS ARRIVING AND DEPARTING AIRPORT
Commercial Airlines Military* Civilian* Total Total Month Arrive Depart Total Arrive Depart Arrive Depart Arrive Depart
Jan.1957 5, 726 5,794 11,520 3,176 3,174 5,941 5,939 14,843 14,907
Feb.1957 5,612 5,644 11,256 3,648 3,648 8,467 8,463 17,727 17,755
Mar.1957 6,801 6,993 13,794 3,424 3,424 8, 149 8,147 18,374 18,564
Apr. 1957 6,612 6,654 13,266 3,212 3,212 7,790 7, 790 17,614 17,656
' May 1957 6,260 6,655 12,915 3,632 3,632 10, 142 . 10,142. 20,034 20,429
June 1957 5,907 6,200 12,107 3,624 3,266 10,691 10,691 20,222 20,513
July 1957 5, 511 5,581 11,092 5,096 5,096 11,498 11,498. 22,105 22,175
Aug.1957 5,653 5,852 11,505 5,636 5,636 11,691 . 11,689 22,980 23,177 I
"" ,--1
I
Sept. 1957 6,130 5,907 12,037 5,398 5,396 10,389 10,392 21,917 21,695
Oct. 1957 7,243 7,310 14,553 4,880 4,882 10,979 10,977 23,102 23,169
Nov. 1957 5,445 5,758 11,203 1,926 1,924 9, 715 9, 715 17,086 17,397
Dec. 1957 5,908 6,242 12,150 2,644 2,644 10,104 10,103 18,656 18,989
Totals 72,808 74,590 147,398 46,296 45,934 115, 556 115,546 234,660 236,426
* Estimated number of passengers from tower reports.
LIST OF AIRLINE SCHEDULES AS OF
APRIL 1, 1958
Flight No. De12art. Time TJ::J2e Aircraft Braniff
28 7:00AM Convair 525 8:19AM DC 6
23 8:37AM DC 3 228 9:13AM DC 3 no operate Sun.
34 10:49 AM Convair 15 11:04 AM Convair 42 1:39PM Convair 48 3:36PM . DC 3 39 4:04PM Convair 54 5:39PM Convair
382 6:59PM Convair no operate Sat .. 53 7:14PM Convair 57 7:49PM Convair
261 10:22 PM DC 3 no operate Sat. 564 10:44 PM Convair
3 1:24PM Convair
Continental 110 7:55AM DC 3 no operate Sun. 311 8:33AM Convair 113 12:09 PM DC 3 312 1:44PM Convair 315 4:28PM Convair 114 4:56PM DC 3 117 7:40PM DC 3 no operate Sat. 316 8:34PM Convair
Trans-Texas 91 8:30AM DC 3 no operate Sun. 70 9:17AM DC 3 no operate Sun. 90 9:36AM DC 3 no operate Sun. 94 2:34PM DC 3 97 3:00PM DC 3 93 7:20PM DC 3 no operate Sat. 72 7:25PM DC 3 no operate Sat. 73 7:26PM DC 3 no operate Sat.
or Sun. 92 7:34PM DC 3 71 10:54 PM DC 3 no operate Sat.
-15-
1956* AVERAGE TOTAL PASSENGERS FOR
AIRLINE FLIGHTS
Flight Airline Plane Arrival Dept. Min. on Average total No. Co. Type Time Time ram12 12ass. on and off
28 B Conv. 6:49am 7:00am 11 22 110 c DC 3 7:49 7:55 6 13 525 B Conv. 8:09 8:19 10 12
a311 c Conv. 8:25 8:33 8 22 91 TT DC 3 8:26 8:30 4 7 Peak hour 23 B DC 3 8:27 8:37 10 14 of operation
a228 B DC 3 9:03 9:13 10 11 70 total pass. a 70 TT DC 3 9:14 9:17 3 4 a 90 TT DC 3 9:31 9:36 5 4
34 B Conv. 10:39 10:49 10 21 15 B Conv. 10:54 11:04 10 17
113 c DC 3 12:04 pm 12:09 pm 5 11 42 B Conv. 1:29 1:39 10 18
312 c Conv. 1:36 1:44 8 23 94 TT DC 3 2:32 2:34 2 5 97 TT DC 3 2:56 3:00 4 7 48 B DC 3 3:26 3:36 10 12 39 B Conv. 3:54 4:04 10 25
315 c Conv. 4:20 4:28 8 24 114 c DC 3 4:51 4:56 5 15
54 B Conv. 5:29 5:39 10 21 a382 B Conv. 6:49 6:59 10 13
53 B Conv. 7:04 7:14 10 25 b 93 TT DC 3 7: 1fl 7:20 4 5 b 72 TT DC 3 7:22 7:25 3 4 ab73 TT DC 3 7:23 7:26 3 5
92 TT DC 3 7:30 7:34 4 3 b117 c DC 3 7:34 7:40 8 10
316 c Conv. 8:26 8:34 8 17 b261 B DC 3 10:12 10:22 10 15
564 B Conv. 10:34 10:44 10 12 b71 TT DC 3 10:51 10:54 3 3
3 B Conv. 1:14 1:24 10 11
a - no Sunday schedule b - no Saturday schedule *Data compiled from total enplaned and deplaned passengers taken
during 6 average weeks throughout 1956; Jan. 22-28, March 25-31, June 3-9, Sept. 16-22, Nov. 18-24, Dec. 16-22.
Abbreviations: B - Braniff; C - Continental; TT - Trans-Texas; Conv. - Convair Note: See following Chart A-1
-16-
PEAK - HOURS PASSENGERS
1956 Airline Activity
US Enplaned Passengers Austin Enplaned Passengers Austin Enp. Pass. ~ US Enp. Pass.
1956 Peak Hours
From CAA chart C-2 Peak hours passengers From actual count peak hour passengers
40, 752,563 * 69,672 **
.171%
• 68 for 1956 = 68 for 1956
Therefore Austin can be considered a typical station as compared with the national average.
1970 Forecast
US Enplaned Passengers Austin Enp. Pass. = .00171 x 118,000,000 = Austin Total Passengers 2 x 201,780 •
From CAA chart C-2 peak hour passengers
1980 Forecast
US Enplaned Passengers Austin Enp. Pass. . 00171 x 168 M Austin - Total annual passengers
From CAA chart C-2 peak hour passengers
-17-*Source: CAA
** Source: Airline Records
=
118,000,000 * 201,780 403,560
162
168,000,000 * = 287,280 = 574,560
= 230
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A I R LIN E s c H ROBERT MUELLER A U S T I N AVERAGE PASSENGERS PER
10 II
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MIDNIGHT 12
E 5 MUNICIPAL
FLIGHT a TIME
2
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19 58
AIRPORT T E X A S
ON RAMP
A-1
CENTER OF RUNWAY
TAXIING
CLEARANCE
I
I I I I I I I I I I \ \
75' MINIMUM
TURF
75' NINIMUM
PAVED TAXISTRIP
TURF
''--~--------------r--~~ 0
in CD ... --- ....... ,.--------- ~ TAXIING a ' / t! \ NANE I I TURF (IN 1ST w
I \ S'tZW3E) t--01
___ ,./ .... (f)
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CLEARANCE ~ 1&.
(f) 0 z
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z IIJ :IIi 0
L 0 A D N G A P R 0 N
AVERAGE OF 1!50' ON CENTERS PROBABLY SUFFICIENT FOR APRON PLANNING FOR AIR· CRAFT OF IMMEDIATE FUTURE. AVERAGE OF 175' MAY BE DESIRABLE AT SOME AIRPORTS. MANEUVERING AREA, PARKING APRON AND CLEARANCES ARE INCREASED OVER THOSE SHOWN FOR SINGLE RUNWAY PATTERN TO PROVIDE ADEQUATE CLEAR· ANCE FOR OPERATION OF AIRCRAFT WITH GREATER WING SPAN. ALSO TWO· WAY TAXIING IS PROVIDED FOR LARGER AIRCRAFT DUE TO INCREASED APRON ACTIVITY WITH LARGER NUMBER OF LOADING POSITIONS.
SCALE IN FEET
100~~50~~0~~~'0~0----2~00~~~300._ ... 4~00~~~500
0 z 01
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:2 0
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1000000 ~-- --~
800 000
t --I
-
600000 ·- --i -- .. ---·-
400000 I I
~:"'~ 379,~00 -- ---r------ -- ---- - --
._,. I --~ r
~2e1,ooo 1
- ----·- .• ~ ~·'::.~ I 200Mt1 -------
.... ---, ----r--~
~· 204,000
I ••• I I ' I ··2 I
I ~ I 100.000 I
__ 80.000 ;·· J_ ~ --- -+ --
1--- - ------ ··----r----.... -- t_ -------- --
.L_ - -- ••• ~ - .. ---,-----
' 60000 - ! L- --- -t-- -----...... •••••••• ~ -- -- ---- I ••• ~-· / 40000 --~·- r-- -- ------- -- -~ •• , ....... ... -+ I
e.-~-- ----- - --- - -· ! •••
;.··
~ -----+-----I
~ i _ _gQ.Q.oo--+- • !I ----- ------------ ---- ----
~~~ ----t----- - . ----------1
•• I ' i •• i ' •• v '
I
I
••• ~· I i '
I I !
• 10000 -··· 1.._ f-- --· -- --- -+ --f-- ' ----c 8000 ~· - ·- - --~ ---- ~-----~ + 6000 •• - ---
•• - 4.QO.Q- •• ~ --
~·· ,.........
2000 I I I 1000 I
1850 v 1860 1870
'"CI I I-'
1629
I f ., --------
1880
--- . - LEGEND:
--- t--- --t----~ -----+---- •••••••••••••••••••• IIIIIIIIIIIIIUUIIIIUIIIIIIIIIIIIIIII ----- ----
--f------ t--
t--- t--
--- ----- -- --------t---· ---- 1--·
1890 1900 1910 1920
POPULATION RATE OF GROWTH CITY OF AUSTIN
TRAV 15
CITY OF
1930 1940
CHART COMPARISON
TRAVIS COUNTY
COUNTY
AUSTIN
1950
FORECAST ·------FORECAST
-- ------
1960 1970 1980
! r--
1990 2000
10000 ----8.000
.. ---r-· - i -
. ~-~ ~ --- - - ---
____§,OM ·-----~- ---- - - --- 1---
---- ... ---- ---- -- ----~- I ----
-- -- --~- - ~ --
____4000 --·. - ---- ---- ---- --
--
_____2.900 " .... '"""'""""""" ---......... a'llll"""'
~:.::::: ~ 15,803,600 ~~697,36
••••••••• ......... .,.,.A
I 000 ..... -- 10,045,90(1 ----
800 • _,_ . - ·--- - . - ---~ ---
-- 75 994 !5 5 ~-'--~6-~00 r--§_DO ··- -- -- - ..... -
--, ...••..
- -- -·-- ,-•••••• ..--I"'"
400
••• ~ ••• .... --••••••• ~ 3,048,710
23,191,876 ~ 200 -- v
/ 100 -- -
80 - LEGEND: 60
"""""" -·-· - ••••••••••••••••••••• IIIIIIIIIIIIIIIIIIHIIIIIIIIUIIHU - ----~ u.s. POP. IN 100,000'$ FORECAST
/ --
40 ------TEXAS POP. IN 1o.ooo·s FORECAST
/ -
---~--- ·- ,--- ~---
~(. ... 20 --j--· - --- j--- --- -
10 1850 1860 1870 1880 1890 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000
POPULATION CHART RATE OF GROWTH COMPARISON STATE OF TEXAS UNITED STATES
--
)> 0 ~ c: )> r
c: ~(/) o·
- )> CDUI::U Q)r
g)~ ., 0"0 ::0)> 1"1(/) 0(1) J>m (/)Z ~C)
1"1 ~ ::u 0(/)
-)> Ul z CDz Oc:
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0 I I-'
180
_160
140
120
100
80
60
40
20
16
12
8
6 1946
- -
I' II/
-/ ~ ~.,
~~
1948 1950
-- - - - - --.......
-··••' ... ...... ,-••••• 'ita ooc 000 ..... ..,.. ·-· ....... ~.. ..•... ll ...
•••• .... ....., ..••. -..,. ~- ..... 403,56:> -· ~· /
,. ..... .... ••• ,.. ......
... fill' .... .. .., ....... ~ ...... . ... ~
" _ ..... - ... ~ / "'40,7S2
563 -·· ...
~ 201,78)
/ •••• • ~ ~~ •• ....... / v / , .139,66€
/ ~
/ / ~
~ v / ~
LEGEND :
k:::E -.. ·-----· ,. U. S. ENPLANED FORECAST
~ •••••••••••••••• ,, ACTUAL TOTAL AIRLINE FORECAST PASSENGERS - AUSTIN
;~ m~~--~-IUUIWWJJIWUWIIWIIIIIItlu. #fiJ I E PLANE FORECAST
1952 1954 956 1958 1960 1962 1964 1966 1968 970 1972 1974
P A S S E N G E R AIRLINE u. s. a AUSTIN,
T R E N 0 T. E X A S
- -168,0 :>o,ooq4• •••••
~-······ 574 560
•••• 114t
~·······
2 187 280 .......
1976 1978 1980
-19oo laoo
1700
I600
1500
400
300
200
100
80
60
40
30
-
)>
c: (/) ~
z
)>
::u r z 1"1
"0 l> (/) (/) 1"1 z C) 1"1 ::u (/)
)> z z c: )> r r -<
~ % 0 c: (/) )> z 0 (/)
0
' "'
400
380
360
340
320
300
280
260
240
220
200
180
160
140
120
100
80
~
40
20
0
I
~ v
~ It'
~ " ,
2 3 4 500000 6 7 8 9 1.000000 II
~ ~
/ ~
/ ~ ~
~ ~
/ ,
/ v 1980 FORECAST --/
~
~ 1970
162 403,560
v v
v
TYPICAL PEAK
RELATED TO TOTAL
230 PEAK HR. PASSENGERS
574,560 TOTAL ANNUAL PASSENGERS
FORECAST PEAK HR. PASSENGERS
TOTAL ANNUAL PASSENGERS
HOUR
ANNUAL
PASSENGERS
PASSENGERS
TOTAL ANNUAL PASSENGERS
DATA FliOM. U.S. DEPARlMENT OF COMMERCE CIVIL AERONAUTICS ADMINISTRATION
0 • ..
12 400
380
360
340
320
300
280
1260
240
. 220
200
180
160
14<:
120
IOC
eo
60
4C
20
0 r
I 24 00
-
0
~
~
36
~ v
"
48 60 72 84 96 108 120 132 144 156 168 OSEATS ¢ 2000 3000 4000 5000 6000 7000 SQ. FT.
.
~ """' ~
~ v
l/ ~
~ ,
l/ ,.
v I ~ 1980 FORECAST
K- 230 PEAK HR.PASSENGERS 102 SEATS IN WAITING ROOM
l/ 4250 SQ. FT. IN WAITING ROOM
I
v • , l/
... v I~ ~
]/
w A T N G REQUIREMENTS SPACE
B y P E A K H 0 U R
1970 FORECAST 162 PEAK HR. PASSENGERS 74 SEATS IN WAITING ROOM
3080 SQ. FT. IN WAITING ROOM
R 0 0 M AS DETERMINED
PASSENGERS
DATA fROM U.S. DEPARTMENT OF COMMERCE CIVIL AERONAUTICS ADMINISTRATION
400
380
360
340
320
300
280
260
240
220
200
180
160
140
120
100
80
60
40
20
0
12 100 180
~
24 200 360
],..-~
,..
36 300 570
48 400 780
60 500
1000
72 600 1220
84 700 1460
96 800 1730
108 900
2000
I/ I/
!A
120 1000
2280
v 1/
132 1100
2580
J v 7
144 <) LINEAL FEET, COUNTER 1200 <) SQUARE FEET, WORK AREA
2880 <) SQUARE FEET TICKET LOBBY •
I .,
1980 FORECAST
230 PEAK HR. PASSENGERS
99 L. FT. COUNTER
825 SQ. FT. WORK AREA
1/ 179B sa. FT. TICKET LOBBY
l/ I 1 1 1970 FORECAST
~ 162 PEAK HR. PASSENGERS
77 L. FT. COUNTER
~ 640 SQ. FT. WORK AREA
1316 SQ. FT. TICKET LOBBY
~ .,.
v ~ ~
~
PASSENGER SPACE
SERVICE COUNTER a TICKET LOBBY REQUIREMENTS AS DETERMINEO
8 y P E A K H 0 U R PASSENGERS
DATA FRail. U.S. DEPARTMENT CF COMMERCE CML AERONAUTICS AOMINISTRATIQM
400
380
360
340
320
300
280
260
240
2~0
200
180
160
140
120
100
80
60
40
20
0
0
"'
6 90
~ ,
I~ 180
~
~ ~ ,
18 ~70
/ ~ ,
,
24 360
30 450
36 540
42 630
I ~"
I
48 720
I ~" 1/
54 810
¢ LINEAL FEET OF COLtiTER OR RAIL ¢ SQUARE FEET EACH WORK AREA S LOeBY
/ j 1980 FORECAST
* 230 PEAK HR. PASSENGERS
33 L. FT. COUNTER OR RAIL , 495 SQ. FT EA , WORK AREA a LOBBY
I I I I I
/ I I I I I
)t 1970 FORECAST
162 PEAK HR. PASSENGERS
25 L. FT. COUNTER OR RAIL
370 SQ. FT. EA., WORK AREAS LOBBY
BAGGAGE CLAIMS SPACE B y
REQUIREMENTS AS DETERMINED
P E A K H 0 U R PASSENGERS
""'"""' U.S. OEPARTliiENT a' CONMERCE CIVL AERONAUTlCS ADMINISTRATION
0
0>
400 2000 4000 6000 8000 10000 12poo SQUARE FEET
380 1/ 36Cl
34C
320 i' 300
280 ~~ ~ ~' g2SCJ I
~~ ~~ ~ 1980 FORECAST ~---t--~~~-f--~--f---~-f--~--t-~---t--f---~-f--+-~ ; 2
20 230 PEAK HR. PASSENGERS H--t-.-,
5 7750 SQUARE FEET ~~~--.,~~q---~-f--~--f-~~-f--~--t-~---t--f---~-t--+-~
~~ ~ ~ ~~1~8~0~-t-~-+-+--+-+--+-+--+-+--4-4-~~~~~-t-~-t-~-+-+ qo~~~ --~~~ -~~
-' 1970 FORECAST ~ ~<:> """'.,. ~RGO ~ 5800 SQUARE FEET ..o liS... J f- 140 ..1 "-"' ~ ,
<3 160 162 PEAK HR PASSENGERS ---t--f-~---f--~--+-~---t V# ~G..,q ~~
IW ~ /~~~(~~~-~----""-"t---f-+--+-1--+--+-t--vh,.-+-t--+-i--+--+-t--+---1-+--+ ~~ .. ~ T.a~J.. ~
IOQ ,~ LEGEND: ~~Uf"lv~r '.c:.."':\ 80 I.., MGR. •MANAGER ~ (sUI .. / I e
SUPV. "SUPERVISOR tF ~~ --+--
6C ""' ~=~~~I~TIONS FLE~r-REAOY COMM /RfSV. --+--v RESV. "RESERVATIONS @-6
40 ~""" LOCKERS SERVI~ 0 . . 20
0
...o L.l - SPACE RELATIONSHIPS ---+---""""',.. - DIRECT - - SECONDARY
1r
AIRLINE OPERATIONS SPACE REQUIREMENTS AS DETERMINED
BY PEAK HOUR PASSENGERS
OATA FROM: U.S. DEPARTMENT OF COMMERCE CIVIL AERONAUTICS ADMINISTRATION
400 1000
~R~
360
340
320
300
'~ 1980 FORECAST
:_aru) 230 PEAK HR. PASSENGERS 1500 SQ. FT. KITCHEN 8 STOR.
:240 1--r--
:220
.__gQQ 1970 FORECAST 162 PEAK HR. PASSENGERS
1200 SQ. FT. KITCHEN 8 STOR./ 180 •
1'---4 160
140 • 120
I ~
I 100 •• 80 'f
.... l/ 60 ••
40 -··· .., ~ •••• ~
I"" 20 """ • I 0 I=
0
2000 3000
• II L'
~
I I ii
I • • • i ~ • I ,
~ ,
~
-If v ,
~ ~ ~
PUBLIC EATING SPACE REQUIREMENTS BY PEAK HOUR
4000 5000
J r ,
/ J
,. , " /
1980 FORECAST
230 PEAK HR. PASSENGERS
3000 SQ. FT. EATING AREA
1970 FORECAST 162 PEAK HR. PASSENGERS
2400 SQ. FT. EATING AREA
¢SQUARE FEET
DATA FROM. U.S. OER\RTMENT OF COMMERCE CML AERONAUTICS ADMINISTRATION
FACILITIES •••••••• KITCHEN 6 STORAGE
AS DETERMINED EATING AREA
PASSENGERS
AIRCRAFT LOADING POSITIONS
\ VIEW A VIEW
\ I \
KITCHEN EATING FACILITIES
SERVICE CONCESSION
WAITING ROOM
REST ROOMS
BAGGAGE CLAIM
DISPATCH I
VEHICLE PLATFORM
DIRECT __ _
C>
' Q) TERMINAL BUILDING SPACE
.A I \
VIEW
I
AIRLINE OPERATIONS
PASSENGER SERVICE COUNTER
TICKET LOBBY
- - - SECONDARY
I I I I MAIL
I EXPRESS CARGO
I I I I ·- SERVICE
D.tml. fROM. U.S DEPARTMENT OF COt.NERCE CIVIL AERONAUTICS ADMINISTRATION
RELATIONSHIPS
i~ ...................... ~tr ................. 2 ................ 1t , . , .
I , E . ~ . • *~ • • • • • = = • • • • • • . ... . • I • • a • • = • • • • = • : 511 IUIIIIIIIIIIUIIIIIUIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII;i" I : • • • AIRCRAFT LOADING I FINGER • . :.. . . ~·----------1 . • •
I I_ I I • I • • • • • • I • • • • I • • • • I • • • • • • I • • • • I • • • • • • I . . ~ . = ~ : • • : I •••••••••••••••• : I t 5 I 5 : I : : DINING WAITING I :PASSENGER
=. c 0 N G E 5 s I 0 N s I • c 0 u N T E R, T 0 I L E T : B A G G A G E,
: ~ I :TICKETS, + = I + ETc.
··~··········.,l.l.... • .. ii - -r~. = •• BAGGAGE== 1:
CLAIM Ei IE !. ~ i E • = I : • = • : § I : : i I • :§VEHICULAR PLATFORM :
+..;.. I :
~--- BOARDING PASSENGERS
~111111111111111111 UNLOADING PASSENGERS
~··••••• BAGGAGE
TERMINAL BUILDING
GENERAL FLOW DIAGRAM c-9
'B' I \
••••••••••••••••••••••• . -----• • .. • a ..• • • • • • .. • a .• • • • • ... • = • • .. c• •
Li
~-,
/ ' I
\ I " / ~----
• a ..•
ONE-LEVEL FINGER SYSTEM
•••
I II II II I II IIIII
111111 ONE-LEVEL FRONTAL SYSTEM
\ I
I '- / --
"B'
RISSENGERS.-. • ••• •• BAGGAGE
AIRCRAFT LOADING ONE LEVEL
POSITIONS SYSTEM C-10
•o. 4-4------,
•
••••••••• • • • •
• •
• • ...... , ....•
"
TWO-LEVEL FINGER SYSTEM • D • 4-------'
I TWO-LEVEL FRONTAL SYSTEM
PASSENGERS • - • • • • • • .. BAGGAGE
AIRCRAFT LOADING
TWO LEVEL
POSITIONS
SYSTEM C-11
AIRCRAFT LOADING
SECTION "A~'A"
SECTION "s'~a"
,. ...... ,. c --::::> • •
• ....
.... ...
.. . ·: .... + -t .. ~···~
·!.\ "· •
• ••••••
-PASSENGERS
SECTION "c'!.!c"
POSITIONS
BAGGAGE <llll • •• ...
Data canpUae!l from Information provided through the court.sy of the Civil Aeronautics Administration
c- 12
SCALI ' 1• • •oo•. o•
MASTER PLAN _ STAGE I
BUILDING E RM 1 NAL T MUNICIPAL AIRPORT ROBERT MUELLER T E X A 5 A U S T I N
0 F F C E 0 F F E H R A N 0 G R A N G E R A. I . A .
LEGEND
Concessions and Rental Areas R-1 Concessions, News, Novelties, Etc. R-2 Lockers R-3 Telephones R-4 Vending Machines R-5 Insurance Machines R-6 Travel Insurance Sales R-7 Car Rental Systems R-8 Rental Offices
CAA Facilities C-1 ATCS Operations Room C-2 ATCS Chief Office C-3 ATCS Operations Room Storage C-4 Tower Chief Office C-5 ATCS Tower and Equipment Room C -6 Service Area C-7 Maintenance Storage C-8 SEMT Office C-9 Recorder Room in tower C-10 TELCO Room C-11 Tower Wiring Shaft C-12 Control Tower CAB C-13 Control Tower CAB Storage C-14 Control Tower Toilet C-15 Engine Generator Room in Basement
Weather Bureau W -1 Briefing and Observations W -2 MIC Office W -3 Briefing and Observations Storage W-4 Radar W -5 Electronic Technician W -6 Climatologist W-7 Engine Generator Room in Basement
Airport Administration A-1 Offices and Storage A-2 Storage A-4 Employees Toilet
Mechanical Equipment M-1 Mechanical Equipment Rooms M-2 Basement Area for Heating, Ventilating,
Air Conditioning and Mechanical Equipment
\
- ------- ~----.
I
"" / ,.' /'--., / ''- t ATt f __./'
;' ---------
- II:AIII,
-------------·----------__.J
FLOOR P LA N
I CAL[ •• ,., 'iJ..WI