RSW 1-PR

TITLE: INTERNATIONAL
AIRPORT
 TABLE OF CONTENTS

Pages

I. INTRODUCTION……………………………………………………... 1
II. BACKGROUND ……………………………………………………… 2
III. DEFINITION OF TERMS …………………………………….……... 3
IV. DESIGN CONCEPT …………………………………………………. 4
V. DESIGN CONSIDERATIONS ……………………………………… 5
VI. DESIGN STANDARDS AND PARAMETERS …………………… 6
VII. LAWS AND ORDINANCES ……………..…………………………. 12
VIII. REFERENCES……………………………………………………….. 21
I. INTRODUCTION

International airports are more than just transportation hubs; they are intricate
ecosystems designed to facilitate global connectivity and commerce. As gateways to the world,
these airports serve as vital nodes in the global transportation network, accommodating millions
of passengers and tons of cargo each year.

Terminal buildings are the heart of any international airport, serving as the primary
interface between passengers and the aviation system. These sprawling complexes are
meticulously designed to handle a myriad of functions, from check-in and security screening to
boarding and baggage handling. Within these terminals, passengers encounter a diverse array
of amenities and services, ranging from duty-free shops and gourmet restaurants to relaxation
lounges and entertainment facilities.

Moreover, terminal facilities are evolving to embrace digital innovation and enhance the
passenger experience. Self-service kiosks, mobile check-in apps, and biometric authentication
systems streamline the check-in process, reducing wait times and enhancing efficiency.
Advanced security screening technologies, such as full-body scanners and automated facial
recognition, bolster security while minimizing inconvenience for travelers.

Beyond the terminal building, international airports feature extensive airside

infrastructure tailored to facilitate the movement of aircraft. Runways, taxiways, and aprons are
meticulously designed and maintained to accommodate a wide range of aircraft sizes and
configurations. Runway lighting systems, precision approach guidance systems, and ground
surveillance radar enhance operational safety, especially during adverse weather conditions or
low-visibility situations.

Air traffic control (ATC) facilities, including control towers and radar centers, play a
critical role in managing aircraft movements within the airport's airspace. Highly trained air traffic
controllers use advanced communication and surveillance technologies to maintain safe
separation between aircraft and expedite the flow of traffic, ensuring efficient departures,
arrivals, and ground movements.

In addition to terminal and airside facilities, international airports feature a diverse array
of support facilities essential for seamless operations. Cargo handling facilities, equipped with
advanced conveyor systems and automated storage solutions, facilitate the efficient movement
of goods and merchandise through the airport. Fueling stations, maintenance hangars, and
ground support equipment depots ensure that aircraft are fueled, serviced, and prepared for
departure in a timely manner.

Ground transportation services, including parking facilities, rental car agencies, and
public transit terminals, provide passengers with convenient options for accessing and departing
from the airport. Medical facilities, staffed by trained medical personnel and equipped with state-
of-the-art equipment, stand ready to provide emergency medical assistance to passengers and
airport employees in need.

As technology continues to advance, international airports are at the forefront of

innovation, exploring new ways to enhance operational efficiency, sustainability, and passenger
convenience.

Understanding the intricate interplay between terminal complexes, airside infrastructure,

and support facilities is essential for stakeholders across the aviation industry, from airport
operators and airlines to government agencies and travelers. By continually investing in the
development and enhancement of airport facilities, stakeholders can ensure that international
airports remain at the forefront of global transportation, fostering economic growth, cultural
exchange, and connectivity across borders.

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II. BACKGROUND

The development of international airports plays a crucial role in enhancing connectivity,

stimulating economic growth, and promoting tourism within a region. In the case of Lallo,
Cagayan, the establishment of an international airport represents a significant opportunity to
unlock the region's potential and capitalize on its strategic location.

Situated in the northeastern part of Luzon Island in the Philippines, Cagayan Province
boasts a rich tapestry of natural landscapes, cultural heritage, and economic resources. Lallo,
one of the municipalities in Cagayan, is strategically located along the coastline, with access to
major transportation routes and proximity to key economic centers such as Tuguegarao City and
the Cagayan Economic Zone Authority (CEZA). Its strategic location makes it an ideal candidate
for the development of an international airport to serve both domestic and international air travel
needs.

The establishment of an international airport in Lallo, Cagayan, is driven by several

compelling factors. First, it holds the potential to catalyze regional economic development. The
airport can attract investments, stimulate job creation, and foster growth in sectors such as
tourism, trade, and logistics.

Secondly, improved air connectivity is crucial for linking Cagayan Province to domestic
and international markets. With an international airport in Lallo, residents and businesses would
gain convenient access to major cities and global destinations, leading to reduced travel time and
costs.

Additionally, the airport can serve as a gateway to promote tourism in Cagayan Province,
which boasts a wealth of natural attractions. By facilitating access to pristine beaches, scenic
landscapes, and cultural heritage sites, the airport can boost the local tourism industry and
generate revenue for the community.

Lastly, the establishment of an international airport can facilitate the movement of goods
and merchandise, supporting trade and commerce activities within the region. It can serve as a
logistics hub for import-export businesses, agricultural products, and other industries, thereby
enhancing competitiveness and market access.

The development of an international airport in Lallo, Cagayan, holds immense potential to

transform the region's economic landscape, enhance connectivity, and promote sustainable
development. By addressing key challenges, harnessing opportunities, and fostering collaboration
among stakeholders, the airport project can serve as a catalyst for progress, prosperity, and
resilience in Cagayan Province and beyond.

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III. DEFINITION OF TERMS

1. Terminal Building: The main facility where passengers check-in, go through security, and
board their flights. It houses gates, waiting areas, ticket counters, baggage claim, shops,
restaurants, and other passenger services.

2. Runway: The long, paved surface where aircraft take off and land. It's designed to support
the weight of aircraft and provide a smooth surface for takeoff and landing.

3. Taxiway: A paved pathway used by aircraft to move between the runway and the terminal
area, as well as between other parts of the airport, such as hangars or maintenance
facilities.

4. Apron: The area of the airport where aircraft are parked, loaded, unloaded, refueled, and
boarded. It typically surrounds the terminal building and is connected to taxiways and
runways.

5. Control Tower: A tall structure located within or near the airport that houses air traffic
controllers. They manage aircraft movement on the ground and in the airspace around the
airport to ensure safe and efficient operations.

6. Gate: A designated area at the terminal building where aircraft park to embark and
disembark passengers. Gates are equipped with jet bridges or stairs for boarding and
deplaning.

7. Baggage Handling System: A network of conveyor belts, scanners, and sorting equipment
used to transport checked baggage from the terminal to the aircraft and vice versa. It
ensures efficient handling and tracking of luggage.

8. Security Checkpoints: Stations where passengers and their belongings are screened
before entering the boarding area. Security checkpoints include X-ray machines, metal
detectors, and security personnel to ensure the safety of air travel.

9. Air Traffic Control (ATC) Facilities: Besides the control tower, there may be additional
ATC facilities such as radar systems, communication centers, and administrative offices to
manage air traffic within the airport's airspace.

10. Fueling Facilities: Locations where aircraft are fueled before departure. These facilities
include fuel storage tanks, pumps, and equipment for refueling aircraft safely and efficiently.

11. Hangars: Large enclosed structures used for storing and maintaining aircraft. They provide
shelter from the elements and space for maintenance, repairs, and inspections.

12. Cargo Handling Facilities: Areas dedicated to the processing, storage, and transportation
of cargo and freight. These facilities include warehouses, loading docks, and equipment for
handling various types of cargo.

13. Ground Transportation Services: Facilities and services for ground transportation, such
as parking lots, rental car counters, taxi stands, shuttle services, and public transportation
terminals.

14. Airport Lounges: Exclusive facilities for passengers with memberships or specific ticket
classes. Lounges offer amenities like comfortable seating, refreshments, Wi-Fi, and
business services to enhance the travel experience.

15. Medical Services: Facilities equipped to provide medical assistance to passengers and
airport staff, including first aid stations, clinics, and emergency response teams.

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IV. DESIGN CONCEPT

Creating an international airport design inspired by cabibi shells or clams found in Lallo,
while integrating principles of organic architecture, is a visionary approach that harmonizes
human-made structures with the natural environment. The concept envisions an airport terminal
that not only serves as a functional hub for air travel but also becomes a symbolic representation
of the region's unique coastal identity and commitment to sustainable design.

The cabibi shells, often found along the coastline of Lallo, exhibit elegant forms and
intricate patterns. These natural elements serve as a rich source of inspiration for the airport's
architectural design. The airport terminal's structure, in particular, emulates the curvilinear
shapes and overlapping patterns of the cabibi shells. By incorporating these organic shapes into
the terminal's architecture, the airport creates a visually striking silhouette that captures the
essence of the coastal landscape.

Organic architecture, as pioneered by architects such as Frank Lloyd Wright, emphasizes

the integration of buildings with their natural surroundings. In the context of the airport design,
this principle translates into a holistic approach that considers the site's topography, climate, and
ecosystem. Rather than imposing rigid geometries, the airport's design embraces fluid forms and
soft lines that mimic the contours of the coastline. Curvilinear pathways guide passengers
through the terminal, encouraging intuitive navigation and fostering a sense of harmony with the
environment.

Moreover, the use of natural materials and textures further enhances the airport's
connection to its surroundings. Materials such as wood, stone, and bamboo are incorporated
into the terminal's construction, reflecting the region's commitment to environmental stewardship.
Interior finishes feature textures and patterns reminiscent of seashells and coastal landscapes,
creating a warm and inviting atmosphere for travelers.

In addition to its aesthetic appeal, the cabibi shell-inspired airport design prioritizes
resilience. Passive design strategies, such as natural ventilation and daylighting, are integrated
to minimize energy consumption and enhance the comfort of passengers.

Ultimately, an international airport inspired by cabibi shells and organic architecture

serves as more than just a transportation hub—it becomes a symbol of the region's cultural
heritage, environmental consciousness, and commitment to innovation. By seamlessly blending
human ingenuity with the beauty of the natural world, the airport design creates a transformative
experience that celebrates the spirit of Lallo and its coastal identity.

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VI. DESIGN STANDARDS AND PARAMETERS
V. DESIGN
VI. DESIGNCONSIDERATIONS
STANDARDS AND PARAMETERS

 Terminal
A. Choice of Airport Location:
Design: Factors
The terminal to Consider
serves as the primary interface between passengers and
The
the airport facilities. Terminal design airport
conditions within ten miles of the shouldsite will frequently
prioritize passengerimpact
flow,thecomfort,
outcomeand
of
the airport’s construction.
convenience. Key Site placement
elements and runway
include check-inorientation
counters, rely heavilyscreening
security on the airspace
areas,
and accompanying
immigration ground tracks facilities,
and customs along thedeparture
runway’s lounges,
take-off and landing
retail corridors.
and dining outlets, baggage
claim areas, and gate facilities. Design considerations should also account for
These factors
accessibility determine where
requirements and theplanes
needs can land safelywith
of passengers over 95% of
reduced the time, where
mobility.
obstructions that protrude into the flight path must be removed, and where the noise from planes
might
 be intolerable
Airside for nearby homes,
Infrastructure: Airside businesses, and
infrastructure outdoor spaces.
encompasses runways, taxiways, aprons,
and aircraft parking stands. Design considerations include runway orientation and length
to accommodate various aircraft types, taxiway layouts to minimize aircraft congestion,
and apron design to facilitate efficient aircraft movements and turnaround times.

 Air Traffic Control and Navigation Systems: Effective air traffic control systems,
including radar surveillance, communication, navigation, and landing aids, are essential
for ensuring safe and efficient aircraft operations. Design considerations include the
location and configuration of control towers, radar installations, and navigation aids to
provide comprehensive coverage and support air traffic management.

 Safety and Security: Airport design should prioritize safety and security measures to
protect passengers, employees, and aircraft operations. This includes the design of
secure perimeters, access control systems, surveillance cameras, emergency response
facilities, and fire protection systems. Terminal layouts should facilitate efficient security
screening processes while maintaining passenger comfort and privacy.

 Passenger Experience: Enhancing the passenger experience is a key priority for airport
According to the Federal Aviation
design. Considerations include Administration, runway siting
wayfinding signage, mustterminal
intuitive address all three
layouts,
restrictions. Communities
comfortable seating areareas,
advised to preventaccessibility
cleanliness, the construction of public
features, assembly
amenities such buildings
as Wi-Fi
within 3connectivity
miles of theandairport reference point due to the severity of aircraft crashes
charging stations, and high-quality retail and dining options. near schools
Design
and public spaces.
should also accommodate the diverse needs of passengers, including families, business
travelers, and passengers with special requirements.
B. Design and Layout (Geometric Design of Airport)
 Airplane Physical Features
Support Facilities: In addition to passenger terminals, airports require various support
Before
Additionally,
facilities to eachbeginning
plane
facilitate inany design work, cargo
themaintenance,
aircraft airport needs ittoisbenecessary to ground
able to take
operations, have a handling,
off with firm
onlygrasp of the
one fueling,
working
functionality
engine, andwhichother
means and structural
the runway
operational characteristics of
needs to Design
requirements. the airplanes
be longconsiderations that will be using
enough and obstacle-free the
include the layoutairport.
enough andto
accommodate that. Adequate
accessibility of support stopping space
facilities, should be
integration withincorporated
terminal andintoairside
the stopping zone ifand
operations, the
pilot cancels take-off of
optimization before the rotation.
logistics and supply chain management.

 Runway Length
The ideal runway length is based on aircraft type, maximum take-off weight,
engine performance, landing and braking performance, flap position, and required safety
features.

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VI. DESIGN STANDARDS AND PARAMETERS

 Runway and Taxiway Guidelines

The FAA has established a standard set of parameters for issues like runway width,
separations between runways and taxiways, safety areas around runways and taxiways,
shoulder width, pads to redirect jet blasts, object-free areas, and so on. These norms heavily
influence airport design standards, which depend on airspeed and airplane mass.

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VI. DESIGN STANDARDS AND PARAMETERS

 Runway Pavement Design

Pavement design methods are based
on the gross weight of the aircraft.
Since it is impracticable to develop
design curves for each type of aircraft,
composite aircraft are determined, and
loads are converted from the actual
aircraft to the design aircraft, the
design aircraft being the one that
requires the greatest thickness of
pavement. The traffic forecast, which
includes the mix of aircraft anticipated,
is converted to a traffic forecast of
equivalent annual departures.

*AIRPORT SYSTEM

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VI. DESIGN STANDARDS AND PARAMETERS

 Aircraft Parking Configuration

 Typical Aircraft Parking Patterns

For Phase 1, small jet aircraft is assumed to

park at self-maneuvering positions, where
passengers are desired to be protected then
transported by rump-buses. However, many low-
cost terminals in the world allow passengers to
embark/disembark the aircraft using the both front
and rear doors and walk on the apron, for the sake
of minimum turn-around time and competitive
airfare of the airlines. In the event, the manners of
the passengers to walk on the apron are properly
regulated to prevent interfering with the movements
of ground service equipment and aircraft blast wind.

In Pattern 1, aircraft self-maneuvering is

made 360º directions with its blast wind blowing
around at the time of both arriving and departing
operations, where route and timing for the
passengers to walk are largely limited. Meanwhile,
in the Pattern 2 the self-maneuvering directions of
all aircraft are constant and such restriction to
passengers are limited only at the time of departing
operations. When aircraft movement increases and
wide-bodied aircraft is mobilized soon or later,
aircraft parking position for the Pattern 2 is easily
reset forward and push-back operations by towing
tractor can be commenced. For those reasons,
Pattern 2 is adopted for Phase 1 for the purpose of
this detailed design study.

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VI. DESIGN STANDARDS AND PARAMETERS

 Terminal Facilities
With regard to the terminal facilities, the following facilities need to be provided and are shown:
a. Passenger terminal building
b. Cargo terminal building
c. Control tower, ATC operation and administration building
d. Fire station and airport maintenance building
e. Power house
f. Water tank and pump house
g. Roads and car park

 Apron

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VII. LAWS AND ORDINANCES

A. Implementing Rules and Regulations of the National Building Code of the Philippines
(PD 1096)

• Classification and general requirement of all buildings by use of occupancy

General Classification of USE
Use/Character of
Zoning Classification
Occupancy of PRINCIPAL
Building/Structure
Group E-1
Business and Mercantile
(Commercial)
Division E-1 (Business and 7. Airports and C-1 (Commercial One or Light
Mercantile, where no work is heliport facilities Commercial) - a neighborhood or
done except change of parts community level of commercial use or
and maintenance requiring no occupancy, characterized mainly as a
open flames, welding, or use low-rise building/structure for low-
of highly flammable liquids) intensity commercial/trade, service, and
business activities, e.g., one to three (1 to
3) storeys shopping centers, small
offices or mixed-use/occupancy buildings
and the like.

i.) GENERAL DESIGN REQUIREMENTS

Table VII.2. Building Height Limit (BHL) by Type of Use or Occupancy

Building Height Limit (BHL)
Character of Use of Type of Number of allowable
Meters above
Occupancy Building/Structure storeys/floors above
highest grade
established grade
2. Commercial Commercial 1 (C-1) 3-5 10.00-15.00

Table VII.G.1. Reference Table of Floor to Lot Area Ration (FLAR) Designations/Rights
Type of Use or Occupancy Type of Building/Structure FLAR Designation/Rights
Commercial 1 (C-1) 1.70 up to 3.00 (at a 5-storey
Commercial
or 15.00 m BHL)

Table VIII.1. Reference Table of Maximum Allowable PSO, Maximum Allowable ISA, the
MACA, the Minimum USA and the TOSL by Type of Land Use Zoning per Lot
% of Total Lot Area (TLA)
Maximum Minimum
Building/structure
Duly Maximum Allowable USA TOSL
Use or
Approved Allowable ISA (Paved (Unpaved (ISA +
Occupancy
Zoning PSO Open Open USA)
Spaces) Spaces)
Commercial Commercial 70e 20 10 30
1 (C-1) 80f 10 10 20

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VII. LAWS AND ORDINANCES

Table VIII.3. Setbacks for Commercial*, Industrial, Institutional and Recreational Buildings
Road Right-of-Way (RROW)
Front (meters) Side (meters) Rear (meters)
Width (meters)
30.00 & above 8.00 5.00 5.00
25.00 to 29.00 6.00 3.00 3.00
20.00 to 24.00 5.00 3.00 3.00
10.00 to 19.00 5.00 2.00 2.00

*According to Executive Order No. 180, since none was indicated, National Roads – not less than
20 m; Provincial Roads – not less than 15 m; Municipal and City Roads – not less than 10 m.

DESIGN OF PUBLIC BUILDINGS/STRUCTURES

•Site Development
a) Location and Orientation - Position buildings for optimal natural ventilation,
lighting, and energy efficiency while considering functional needs, topography,
and site layout. North-south orientation takes advantage of cooling winds from
the southeast and southwest while reducing afternoon solar heat.
b) Site Drainage - Drainage is integral to site design, closely linked with building
placement, parking, roads, and topography. Ensure proper grading for parking
lots, roads, and walks to maintain positive drainage, integrating them into a
comprehensive system. Utilize existing drainage ways to preserve site
character and minimize earthwork.
c) Grading Design - Achieve site earth balance to avoid earth transport. Carefully
select finished elevations for backfilling if cut and fill is needed for parking,
roads, and site features.
d) Vehicular and Pedestrian Access and Circulation - Access and circulation
patterns to and within the site must be studied in the process of site planning.
Easy and direct access and smooth circulation should be provided for vehicles
and pedestrians including for disabled persons.
e) Site Utilities and Services - Ensure efficient underground utilities with
maintenance-accessible trenches, aligning them with roads and landscape to
prevent conflicts. Minimize utility relocation and coordinate the placement of
power, water, sewerage, communications, and drainage systems to prevent
crossing and contamination.
B. IMPLEMENTING RULES AND REGULATIONS (IRR) AMENDMENTS MINIMUM
REQUIREMENTS FOR ACCESSIBILITY (BP 344)

B.1 General Provisions

Accessible Ramps - minimum clear width of 1.20 m.; gradient not steeper than 1:12.;
maximum length of 6.00 m.; level area not less than 1.80 m at the top and bottom of any
ramp.
Parking - minimum width of 3.70 m and a length of 5.00 m.; a walkway with a minimum
clear width of 1.20 m. provided between the front ends of parked cars.;
Stairs - uniform risers of 150 mm (maximum) and treads of 300 mm (minimum).

B.2. Outside and Around Buildings

Dropped Sidewalks - less than 1.50 m. in width, the base/level surface at the bottom of
the ramp shall have a minimum depth of 1.50 m. with a width corresponding to the width of
the crossing.; minimum width corresponding to the width of the crossing (4.00 M minimum
for national roads and as mandated by Local ordinances for local roads).

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VII. LAWS AND ORDINANCES

Sidewalks and Walkways - sidewalks/walkways should have a maximum cross gradient

of 1:100 or 1%.; minimum width of 1.20 meters.

B.3. Inside Buildings and Structures

Accessible Entrances - one (1) entrance levels should be provided where elevators are
accessible.; entrances with vestibules shall be provided with a level area with at least a
1.80 m. depth and a 1.50 m. width.
Doors - minimum clear width of 900 mm.; clear openings shall be measured from the face
of a fully open door at 90 degrees and the door jamb.

i. WHEELCHAIR
Length 1.10 to 1.30
Width 0.60 to 0.75
Turning Space 1.50
Reach 0.70 to 1.20 above floor
Clear space under table 0.75

ii. SEATING CAPACITY OF DISABLED IN

ii.a. PLACES OF ASSEMBLY
4-50 2
51-300 4
301-500 6
Increase of 100 +1

ii.b. DROPPED CURB

Width 0.90 min
Gradient 1:12 max
Cross Gradient 1:20 max – to avoid water
Lowest Portion 0.025 max

ii.c. CURB CUT-OUTS

Width 0.90 min
Gradient 1:12 max

ii.d. WALKWAYS
Width 1.20 min
Gradient 1:20 max or 5% max
Cross Gradient 1:100
Lengthy Walkways width of 1.50 x 1.90 rest stop max dist
12.00 between stops

ii.e. HANDRAILS IN STAIRS, RAMPS & DROPPED CURBS

Height 0.70 – 0.90 above steps or ramps
1.00 to 1.06 at great heights
Extension of Railing 0.30

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VII. LAWS AND ORDINANCES

ii.f. RAMPS
Clear Width 1.20
Gradient 1:12
Length 6.00 max
Landings 1.50 min
Level Area Top & Bottom 1.80 min
Refuge when carriage exceeds 10.00m
1.50 – 2.00

ii.g. DOORS
Width 0.80 min
Clear Level Space 1.50 or 1.20
Doorknobs 0.82 – 1.06
0.90 preferred

ii.h. CORRIDORS – 1.20 min

ii.i. WASHROOMS & STORAGE

Stall 1.70 x 1.80
Turning Space 1.50
No. of water closets for disabled 1:20 +1 if greater than 20

Height of water closet 0.45

Flush 1.20

Max height of lavatories 0.80

Knee recess height 0.60 – 0.70
Knee recess depth 0.50

Handrail 0.80

Urinal height 0.48

Turnabouts 1.50 x 1.50

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VII. LAWS AND ORDINANCES

iii. ACCESSIBLE PARKING SLOT REQUIREMENT

Where parking spaces are required to be provided, the number of accessible parking lots
for vehicles driven by persons with disabilities or vehicles with passengers with disabilities shall be
in accordance with Table below:
Accessible Parking Slot Requirement
Total Number of Parking Slot Required Number of Accessible Parking Slots
1 - 25 1
26 – 50 2
51 – 75 3
76 - 100 4
101 – 150 5
151 - 200 6
201 – 300 7
301 – 400 8
401 – 500 9
501 - 1000 2% of Total Spaces
1001 - Over 20+ (1 For Each 100 or a Fraction Thereof Over 1000)

C. Implementing Rules and Regulations of Republic Act No. 9514 otherwise known as the
“Fire Code of the Philippines of 2008”

RULE 10. FIRE SAFETY MEASURES

Every building or structure, new or old, designed for human occupancy shall be provided with
exits sufficient to permit the fast and safe escape 44 of occupants in case of fire or other
emergency. The design of exits and other fire safety construction shall be such that reliance for
safety to life in case of fire or other emergency will not depend solely on any single fire safety
construction. Additional safeguards shall be provided for life safety in case any single safeguard is
ineffective due to some human or mechanical failure.

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VII. LAWS AND ORDINANCES

Capacity of Egress Level Egress components,

MEANS OF EGRESS including class
A ramps = 100 persons
Travel Distance Individual rooms subject to
occupancy by not more than 6 persons,
distance to exits do not exceed 15.00 mts
Access to exits
• Door from room to exit shall be of
hinge/swinging types.
• Minimum door widths = 0.70 meters.
• Exits shall discharge to a free &
unobstructed to the exterior of the building.
Floor of discharge is protected with automatic
fire suppression system
Headroom shall not be less than 2.30 mts
At least one entrance to every building should
be accessible from arrival and departure
ENTRANCES points to the Interior lobby One entrance level
should be provided where elevators are
accessible
Changes in level requires a ramp unless
dropped curb is provided.
RAMPS Clear width = 1.20 mts.
Maximum gradient = 1:12
Handrails will be provided on both side
Clear width = 0.80 mts.
DOORS Level space on the corridor side of the door be
a minimum of 1.20 mts corridor width
THRESHOLD Thresholds and sliding door height of 25 mm
WASHROOMS Minimum area = 1.70 x 1.80 mts.

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VII. LAWS AND ORDINANCES

D. Planning and Design of Airport Terminal Facilities at Non-Hub Locations

 Aircraft Parking

 Auto Parking

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VII. LAWS AND ORDINANCES

 Public Areas
a. Lobby/Waiting Area – 10-15% circulation space and allowance for visitors.
The depth of queuing space should not be less than 20 feet (6m).
b. Circulation Space – the amount of circulation space with respect to the gross
terminal area varies from approximately 20% to as much as 30%.
c. Passenger Security Screening – a security screening station requires in the
order of 100 to 150 square feet (10 to 15m2).
d. Departure Areas and Lounges – at non-hub volume airports, departure areas
can range in size from 500 square feet (50m2) up to 1200 square feet (120m2).
Seating in the departure areas can be approximated by providing one seat for
each 20 square feet (2m2).

 Airline Space Requirements

a. Ticket Counter – approximately 8 feet (2.5m) should be provided between the
counter and the wall behind the counter for counter airline personnel and
baggage conveyors.
b. Counter Length – 2’6’’ – (0.75m) wide counter
c. Baggage Cart Unloading – the baggage handling area in the non-public space
for offloading baggage carts should be a minimum of 12 feet (4m) wide plus an
additional 10 feet (3m) of width for cart maneuvering or passing. The length of
the work area should be equal to the length of the claim room as a minimum.

 Concessions
a. Food Service – minimum of 80 square feet (8m2); minimum staffed facility of
400 to 600 square feet (40 to 60m2); higher volume non-hub airports (coffee
shop with some table seating and a separate kitchen) – 1,000 to 3,000 square
feet (100 to 300m2).
b. Beverage Service – minimum of 200 square feet (20m2)

 Minimum-Size Terminal Requirements

a. Approximately 10 to 12 acres (4 to 5 hectares) are needed to accommodate a
minimum-size terminal, a roadway system, and aircraft and auto parking.
Terminal facilities can be housed in approximately 6,000 to 8,000 square feet
(600 to 800m2), exclusive of mechanical, utility, or building maintenance areas.

D. Neufert Architect’s Data. 4th Edition

D.1. Runways - Runways (abbreviated RWY) are for the acceleration of planes for take-
off and for slowing after landing. The direction, length/width, and number are determined
by various factors:

The direction is determined by the local wind

and topographical conditions. The intention
should be that the airport can be flown into
95% of the time. A high frequency of strong
crosswinds can make necessary a second
runway for taking off and landing.

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VII. LAWS AND ORDINANCES

The number depends on the traffic volume; a parallel

with a spacing of more than 1310 m is beneficial to
enable simultaneous taking off and landing, thus
achieving full capacity.

The length/width depends on the type of the

aeroplane's design and the predominant local climatic
and topographical conditions, like temperature, air
pressure (analogous to elevation), terrain gradient
etc. (large airports have a runway of up to 4000 m
length and 40-65 m width).

D.2. Design Parameters for an Airport

D.3. Terminals and Apron

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VIII. REFERENCES

National Building Code of the Philippines (PD 1096)

Implementing Rules and Regulations (IRR) Amendments Minimum Requirements for Accessibility
(BP 344)

Neufert, E. (2019). Neufert Architects’ Data. John Wiley & Sons. Retrieved from Neufert-4th-
edition.pdf

Aragon, R. V. (n.d.). Province of Cagayan website:

MUNICIPALITIES. https://cagayano.tripod.com/townlal.html#:~:text=Lallo%20has%20been
%20known%20also,to%20the%20walls%20of%20Intramuros.

Bayoumi, A. (2023, July 10). What are the airport design standards that must be met to develop
an effective one? - Arch2O.com. Arch2O.com. https://www.arch2o.com/airport-design-standards/

Airport Planning and Design. Retrieved from: https://www.davuniversity.org/images/files/study-

material/Airport%20planning%20and%20design.pdf

Facility Requirements and Master Plan (Detailed Design Study Report of New Bohol Airport
Construction and Sustainable Environment Protection Project). Retrieved from:
https://openjicareport.jica.go.jp/pdf/12126066_02.pdf?
fbclid=IwAR0oBjYsHH3iPHER2DK1_jU4H9tWJUJKq_HFfRT5KlMN-tJI3bljN75q70o

AC 150/5360-9, Planning and Design of Airport Terminal Facilities at Non-Hub Locations, April 4,
1980. Retrieved from: https://www.faa.gov/documentlibrary/media/advisory_circular/150-5360-
9/150_5360_9_part3.pdf?fbclid=IwAR0czPh0dPChvgG9y0lx6Px8kGZpoQHClnsLbHq-
1ifuz00CtiqCQBgwaxU

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