邱小勇，譚奔，潘磊

Abstract:With the rapid economic and technological development in China, the airport terminal, as a building type sensitive to economic and technological situations, has undergone a trend of rapid change and evolution in recent years. This paper analyses the changes in the airport terminal design from the macro urban planning level, the middle airport planning level and the micro terminal designing level, and puts forward demonstrations and imaginations on the terminal design by combining the cases such as Tianfu International Airport of Chengdu and Jiaodong International Airport of Qingdao.

Keywords:development of urban agglomeration, airport terminal core area development, passengers walking distance, technological development, efficiency matching, flexibility

1 宏觀層面：城市群之間以及城市內(nèi)的協(xié)調(diào)發(fā)展

1.1 城市群之間協(xié)調(diào)發(fā)展

十八大以來(lái)，在以習(xí)近平同志為核心的黨中央堅(jiān)強(qiáng)領(lǐng)導(dǎo)下，我國(guó)深入實(shí)施區(qū)域協(xié)調(diào)發(fā)展戰(zhàn)略，如京津冀協(xié)同發(fā)展、粵港澳大灣區(qū)建設(shè)、長(zhǎng)三角一體化發(fā)展等。這類區(qū)域城市群的協(xié)調(diào)發(fā)展，會(huì)極大地帶動(dòng)該區(qū)域的經(jīng)濟(jì)增長(zhǎng)。將軌道交通引入機(jī)場(chǎng)，提升綜合集疏運(yùn)能力，建設(shè)協(xié)同共享的城市機(jī)場(chǎng)群，是各個(gè)區(qū)域協(xié)調(diào)發(fā)展的重要內(nèi)容之一，機(jī)場(chǎng)航站樓在城市群發(fā)展中將扮演越來(lái)越重要的角色。

以成都天府國(guó)際機(jī)場(chǎng)為例，在選址上，成都天府國(guó)際機(jī)場(chǎng)就選在了成都市龍泉山以東，其目的之一便是更好地把機(jī)場(chǎng)影響力輻射到東面的各級(jí)縣市。天府國(guó)際機(jī)場(chǎng)樓前引入蓉昆高鐵線，并在GTC 設(shè)站?？?。該線路建成后將很便捷地聯(lián)系起成都與川東南城市，如資陽(yáng)、內(nèi)江、自貢等，也能和重慶、昆明形成良性聯(lián)動(dòng)，促進(jìn)西南城市群之間的快速融合。

從目前的發(fā)展趨勢(shì)來(lái)看，大型機(jī)場(chǎng)與軌道交通形成多層次的交通系統(tǒng)是宏觀層面的一個(gè)快速變化點(diǎn)?？梢詴诚?，在不遠(yuǎn)的未來(lái)，軌道交通與機(jī)場(chǎng)航站樓之間的關(guān)系將從短距離的二元并置到一體化的以機(jī)場(chǎng)功能為主的空鐵聯(lián)運(yùn)綜合體。一體化的綜合體設(shè)計(jì)是機(jī)場(chǎng)航站樓可能的發(fā)展方向。

1.2 城市內(nèi)的協(xié)調(diào)發(fā)展

機(jī)場(chǎng)航站樓在城市新區(qū)發(fā)展過(guò)程中往往能起到提振經(jīng)濟(jì)的作用。成都市設(shè)立的天府新區(qū)，它的新區(qū)起搏器就是天府國(guó)際機(jī)場(chǎng)。待未來(lái)機(jī)場(chǎng)落成后，依托天府國(guó)際機(jī)場(chǎng)龐大的人流、物流，天府新區(qū)將構(gòu)建起層層外放的開發(fā)圈層，形成富有航空特點(diǎn)的活力經(jīng)濟(jì)圈。機(jī)場(chǎng)土地的合理開發(fā)和規(guī)劃就顯得格外重要。合理的開發(fā)與規(guī)劃不僅能使得機(jī)場(chǎng)運(yùn)行更有效率，還能讓周邊土地價(jià)值最大化，實(shí)現(xiàn)新區(qū)的快速發(fā)展。

城市內(nèi)其他區(qū)域和以航空為核心發(fā)展出來(lái)的新區(qū)之間也會(huì)產(chǎn)生緊密聯(lián)系。城市軌道系統(tǒng)、城市公路網(wǎng)，都會(huì)受到牽引，在新區(qū)形成復(fù)合密集的交通體系，更好地刺激城市基礎(chǔ)設(shè)施建設(shè)，拉動(dòng)周邊區(qū)域協(xié)調(diào)發(fā)展。

2 中觀層面：機(jī)場(chǎng)規(guī)劃中的變化趨勢(shì)

2.1 機(jī)場(chǎng)大系統(tǒng)的高效運(yùn)轉(zhuǎn)

從目前幾大核心城市的樞紐機(jī)場(chǎng)發(fā)展來(lái)看，隨著該區(qū)域經(jīng)濟(jì)水平的快速發(fā)展，機(jī)場(chǎng)年旅客吞吐量和貨郵吞吐量逐年上升：北京首都機(jī)場(chǎng)2019 年旅客吞吐量再破1 億，上海浦東機(jī)場(chǎng)年旅客吞吐量7600 萬(wàn)人次，廣州白云機(jī)場(chǎng)年旅客吞吐量7350 萬(wàn)人次。從增速來(lái)看，一座機(jī)場(chǎng)/多條跑道/多座航站樓的發(fā)展方式不可避免。因此在中觀規(guī)劃層面來(lái)看，需要將多航站樓的機(jī)場(chǎng)大系統(tǒng)進(jìn)行統(tǒng)籌研究。如何把這個(gè)系統(tǒng)塑造成一個(gè)高標(biāo)準(zhǔn)、全融合、一體化的綜合交通樞紐是規(guī)劃中必須考量的問(wèn)題。

航站樓之間的陸側(cè)聯(lián)系可以選擇地鐵或航站樓穿梭巴士進(jìn)行聯(lián)系，航站樓之間的空側(cè)聯(lián)系一般來(lái)說(shuō)，選擇空側(cè)捷運(yùn)系統(tǒng)是比較好的一個(gè)選項(xiàng)。由于捷運(yùn)系統(tǒng)產(chǎn)品的國(guó)產(chǎn)化，使得投資總造價(jià)和運(yùn)維成本下降，大型樞紐航站樓內(nèi)引入捷運(yùn)系統(tǒng)是不可避免的一個(gè)趨勢(shì)。

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1 成都天府國(guó)際機(jī)場(chǎng)鳥瞰效果/Aerial view rendering of Chengdu Tianfu International Airport

2 成都天府國(guó)際機(jī)場(chǎng)樓前多種交通形式匯聚/Multi-level transportation system of Chengdu Tianfu International Airport

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2.2 機(jī)場(chǎng)規(guī)劃中的彈性預(yù)留

大型樞紐機(jī)場(chǎng)航站樓的規(guī)劃要注重空間使用的彈性和運(yùn)營(yíng)的靈活性，用來(lái)應(yīng)對(duì)機(jī)場(chǎng)航站樓發(fā)展中的快速變化。特別是在機(jī)場(chǎng)用地規(guī)模沒有條件擴(kuò)展的情況下，空陸側(cè)的規(guī)劃都應(yīng)留有余量。

首先在土地利用上應(yīng)該留有余量，使得空側(cè)能根據(jù)遠(yuǎn)期需求的變化進(jìn)行不同方式的拓展，陸側(cè)航站樓核心區(qū)土地能根據(jù)旅客吞吐量變化進(jìn)行功能調(diào)配。其次，陸側(cè)道路系統(tǒng)的容量要有富余，特別是出發(fā)/到達(dá)車道邊，應(yīng)在設(shè)計(jì)中考慮設(shè)計(jì)一定的余量。這一點(diǎn)從近期出現(xiàn)的分層出發(fā)車道邊設(shè)計(jì)中可以看到變化趨勢(shì)。

國(guó)內(nèi)國(guó)際可轉(zhuǎn)換機(jī)位的設(shè)置能夠很好地實(shí)現(xiàn)國(guó)內(nèi)國(guó)際量的調(diào)配，也能為虛擬航班提供近樓靠橋使用的可能性；組合機(jī)位的設(shè)計(jì)可以提高登機(jī)廊橋的使用效率和適用性；樓內(nèi)預(yù)留設(shè)施設(shè)備的可擴(kuò)展空間，也能為遠(yuǎn)期容量的發(fā)展留有余地。

2.3 城市功能高度綜合的發(fā)展趨勢(shì)

大型樞紐機(jī)場(chǎng)航站樓和GTC 形成以機(jī)場(chǎng)為主的一體化交通綜合體后，還會(huì)根據(jù)城市發(fā)展需求，增加其他城市功能進(jìn)去（如公園、會(huì)展、大型購(gòu)物中心、體育場(chǎng)、植物園、酒店、會(huì)議中心等）。航站樓前1km 內(nèi)的核心區(qū)將成為重要的城市綜合體，吸引城市內(nèi)外的旅客和市民前來(lái)活動(dòng)。這些功能的實(shí)現(xiàn)得益于機(jī)場(chǎng)航站樓強(qiáng)大的交通樞紐能力，能夠更便捷的組織人流貨流在該區(qū)域的流動(dòng)。虹橋核心商務(wù)區(qū)就是該理念的國(guó)內(nèi)先行者，從現(xiàn)在的情況來(lái)看取得了良好的社會(huì)反響。

3 微觀層面：航站樓建筑設(shè)計(jì)

3.1 集中式航站樓與旅客步行距離之間的關(guān)系

由于我國(guó)機(jī)場(chǎng)建設(shè)主要由政府出資，為了避免建設(shè)不久的航站樓就需要擴(kuò)建的尷尬場(chǎng)面，現(xiàn)在各地方在修建大型樞紐機(jī)場(chǎng)的時(shí)候都會(huì)一次性修大一點(diǎn)，因此形成我國(guó)大型樞紐航站樓以集中式航站樓構(gòu)型為主的局面。集中式航站樓有很多優(yōu)點(diǎn)，比如調(diào)配靈活，應(yīng)對(duì)遠(yuǎn)期發(fā)展有空間余量，但是會(huì)帶來(lái)旅客步行距離過(guò)遠(yuǎn)等問(wèn)題。

在最近的設(shè)計(jì)競(jìng)賽中，往往機(jī)場(chǎng)運(yùn)營(yíng)方又會(huì)追求高近機(jī)位率，導(dǎo)致空側(cè)岸線長(zhǎng)度變長(zhǎng)，進(jìn)一步加大了樓內(nèi)旅客步行距離。國(guó)內(nèi)好幾座大型航站樓都因?yàn)檫^(guò)長(zhǎng)的旅客步行距離（近1km），引來(lái)旅客的詬病。因此，怎樣做到既有高近機(jī)位率，又能很好地進(jìn)行樓內(nèi)調(diào)配，并能兼顧較舒適的旅客步行距離是設(shè)計(jì)中很重要的思考點(diǎn)。故成都天府機(jī)場(chǎng)一期選擇兩個(gè)單元式航站樓的構(gòu)型，就是希望可以探討出能兼顧多方效益的設(shè)計(jì)思路。

此外，多個(gè)航站樓之間需要捷運(yùn)系統(tǒng)進(jìn)行聯(lián)系，捷運(yùn)系統(tǒng)的建設(shè)會(huì)變得不可或缺。那么通過(guò)樓內(nèi)捷運(yùn)來(lái)減少旅客步行距離也應(yīng)該是一個(gè)值得關(guān)注的設(shè)計(jì)點(diǎn)，樓內(nèi)捷運(yùn)的使用將很好地對(duì)國(guó)內(nèi)大型集中式航站樓進(jìn)行補(bǔ)充，從而形成樓內(nèi)高效的旅客流程。

3.2 體驗(yàn)式航站樓

當(dāng)代航站樓在設(shè)計(jì)中越來(lái)越強(qiáng)調(diào)體驗(yàn)感。航站樓需要在形象、空間、選材、色彩等內(nèi)容上圍繞當(dāng)?shù)靥攸c(diǎn)進(jìn)行設(shè)計(jì)。此外樓內(nèi)的各式增值服務(wù)，比如展覽、觀演、互動(dòng)活動(dòng)等，既服務(wù)了旅客又提升了服務(wù)的品質(zhì)，還起到了良好的宣傳作用。

3.3 智慧航站樓

航站樓內(nèi)的應(yīng)用技術(shù)發(fā)展也是非常值得關(guān)注的一個(gè)設(shè)計(jì)點(diǎn)。從整體趨勢(shì)來(lái)看，隨著大數(shù)據(jù)、人工智能、5G 萬(wàn)物互聯(lián)等技術(shù)的發(fā)展，航站樓的智慧性將體現(xiàn)在智慧運(yùn)行、智慧安全和智慧服務(wù)3 個(gè)方面。通過(guò)搭建生產(chǎn)運(yùn)行智能管理系統(tǒng)，實(shí)現(xiàn)空地運(yùn)管信息動(dòng)態(tài)聯(lián)動(dòng)，實(shí)現(xiàn)機(jī)場(chǎng)的智慧運(yùn)行；以人證識(shí)別、指紋識(shí)別、人臉識(shí)別、虹膜識(shí)別技術(shù)為基礎(chǔ)，結(jié)合自助值機(jī)、自助行李托運(yùn)等設(shè)備，可以實(shí)現(xiàn)安全的旅客無(wú)接觸通關(guān)，提高旅客滿意度；利用微信小程序或手機(jī)APP 實(shí)現(xiàn)旅客樓內(nèi)的全方位線上服務(wù)，提供室內(nèi)定位、智能客服、樓內(nèi)商品網(wǎng)購(gòu)、訂車訂票等多種精準(zhǔn)服務(wù)。

3.4 對(duì)非航收入的重視

非航收入的提高越來(lái)越受到機(jī)場(chǎng)運(yùn)營(yíng)方的重視。它不僅能帶來(lái)更好的旅客服務(wù)體驗(yàn)，還能為機(jī)場(chǎng)賺取不菲的收入?？v觀全球的優(yōu)秀機(jī)場(chǎng)航站樓，許多都在“怎樣營(yíng)造更好的機(jī)場(chǎng)商業(yè)”上下足了功夫，比如樟宜機(jī)場(chǎng)、史基輔機(jī)場(chǎng)、成田機(jī)場(chǎng)等。它們也通過(guò)良好商業(yè)的打造贏得了旅客的青睞，許多機(jī)場(chǎng)都漸漸成為了旅客們的旅游目的地，實(shí)現(xiàn)了機(jī)場(chǎng)功能角色的綜合性躍升。

3.5 建筑形象空間對(duì)地域特點(diǎn)的反映

建筑形象和空間應(yīng)該反映地域化特點(diǎn)，特別是氣候特點(diǎn)，比如全年溫差較大的北方就不建議在航站樓內(nèi)設(shè)置大型庭院，因?yàn)檫@不僅不節(jié)能，也起不到太多庭院該有的景觀效果；而全年溫?zé)?，過(guò)渡季節(jié)較長(zhǎng)的南方就可以考慮在樓內(nèi)設(shè)置大型庭院，既能起到通風(fēng)換氣調(diào)節(jié)小區(qū)域氣候的作用，還能在樓內(nèi)呈現(xiàn)常年綠意盎然的景觀效果。

另外，建筑形象和樓內(nèi)空間應(yīng)該對(duì)城市精神有一定的反映，通過(guò)形到、意到和形意結(jié)合的設(shè)計(jì)創(chuàng)意，創(chuàng)造城市新名片，為城市刻畫新的精神內(nèi)涵。

4 案例分析：青島機(jī)場(chǎng)

4.1 項(xiàng)目概況

青島膠東國(guó)際機(jī)場(chǎng)定位于“面向日韓具有門戶功能的區(qū)域性樞紐機(jī)場(chǎng)，環(huán)渤海地區(qū)國(guó)際航空貨運(yùn)樞紐”，新機(jī)場(chǎng)設(shè)計(jì)目標(biāo)年為2025 年，滿足年旅客吞吐量3500 萬(wàn)人次，遠(yuǎn)期目標(biāo)2045 年，滿足年旅客吞吐量5500 萬(wàn)人次。

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3 成都天府國(guó)際機(jī)場(chǎng)出發(fā)大廳/Departure hall of Chengdu Tianfu International Airport

4 成都天府國(guó)際機(jī)場(chǎng)T2商業(yè)中心/T2 commercial centre of Chengdu Tianfu International Airport t

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青島新機(jī)場(chǎng)選址青島市膠州東北，距離青島市中心約 40km。近期征地約 15.63km2，全場(chǎng)規(guī)劃?rùn)C(jī)位總數(shù)為 178 個(gè)，近期建設(shè)T1 航站樓，建筑面積約478,000m2，樓前設(shè)置交通中心208,000m2，包含濟(jì)青高鐵、兩條城市軌道線的機(jī)場(chǎng)站，以及停車樓、長(zhǎng)途車站和商業(yè)中心等功能。遠(yuǎn)期在陸側(cè)繼續(xù)擴(kuò)建航站樓，在空側(cè)東西兩側(cè)陸續(xù)擴(kuò)建第三、四跑道。

新機(jī)場(chǎng)航站樓概念設(shè)計(jì)按照“規(guī)劃導(dǎo)引、安全第一、功能齊備、便捷舒適、環(huán)保節(jié)能、協(xié)調(diào)美觀、質(zhì)優(yōu)價(jià)公”的原則，確定以“齊”字狀為總體布局，以富有張力的連續(xù)曲面將極具向心力的5 個(gè)指廊與大廳融為整體，實(shí)現(xiàn)大集中與單元式的合理平衡，造型融合仿生學(xué)設(shè)計(jì)理念，一期工程猶如岸邊的一顆海星。

4.2 機(jī)場(chǎng)跑道間距的變化趨勢(shì)對(duì)航站樓構(gòu)型的影響

機(jī)場(chǎng)的設(shè)計(jì)容量與跑道的布局密切相關(guān)，單跑道起降容量在40 架次左右，近距跑道在60 架次左右，而遠(yuǎn)距跑道可以達(dá)到80 架次。國(guó)內(nèi)機(jī)場(chǎng)近年一直經(jīng)歷著高速的增長(zhǎng)，隨著航空業(yè)務(wù)量的持續(xù)增長(zhǎng)，新建的大型機(jī)場(chǎng)在規(guī)劃中選擇采用遠(yuǎn)距跑道的模式。

按照民航總局令第123 號(hào)的相關(guān)規(guī)定，當(dāng)兩條平行跑道中心線的間距分別不小于 1035m、915m、760m等時(shí)，相應(yīng)的允許航空器分別按照獨(dú)立平行儀表進(jìn)近、相關(guān)平行儀表進(jìn)近、獨(dú)立平行離場(chǎng)、隔離平行運(yùn)行等4 種模式運(yùn)行。

遠(yuǎn)距跑道距離的選擇又進(jìn)一步影響航站樓的構(gòu)型設(shè)計(jì)，從表1 中，我們可以看到國(guó)內(nèi)機(jī)場(chǎng)普遍采用大間距的遠(yuǎn)距跑道。

航站樓在滿足航空器安全運(yùn)行的前提下，可以通過(guò)增加指廊數(shù)量來(lái)增長(zhǎng)停機(jī)岸線，獲得更多的近機(jī)位數(shù)，青島新機(jī)場(chǎng)和北京大興機(jī)場(chǎng)，在跑道間距達(dá)到 2200～2400m 的情況下，均選擇了單樓集中五指廊的布局，把近機(jī)位數(shù)量做到了極致。

表 1 機(jī)場(chǎng)遠(yuǎn)距跑道距離與航站樓構(gòu)型/Table 1 Spacing of the airport long-distance runway and the terminal conf iguration

5 青島新機(jī)場(chǎng)雪景/Snow scene of Qingdao New Airport

6 旅客步行距離比較/Comparison of passenger walking distance

4.3 青島新機(jī)場(chǎng)對(duì)旅客流程的關(guān)注

對(duì)旅客的關(guān)懷是快速變化的機(jī)場(chǎng)設(shè)計(jì)中不變的主題，青島新機(jī)場(chǎng)方案設(shè)計(jì)之初就確定了空陸側(cè)整體平衡的設(shè)計(jì)原則。

航站樓方案比選中，我們對(duì)比了不同方案對(duì)旅客步行距離及停機(jī)岸線的影響，采用五指廊向心布局，航站樓值機(jī)大廳更靠近航站樓的中心，旅客安檢后前往候機(jī)區(qū)最遠(yuǎn)距離控制在650m 以內(nèi)。是3000 萬(wàn)～4000 萬(wàn)級(jí)別航站樓中，步行距離最短的航站樓之一。

同時(shí)，五指廊構(gòu)型提供了優(yōu)越的停機(jī)長(zhǎng)度，近機(jī)位數(shù)量比例相對(duì)需求值，達(dá)到80%的比例，可以停放47C22E2F 或者69C13E（按組合機(jī)位計(jì)算）。從機(jī)場(chǎng)服務(wù)質(zhì)量要求和未來(lái)發(fā)展趨勢(shì)來(lái)看，原來(lái)按照70%的近機(jī)位比例進(jìn)行設(shè)計(jì)，已經(jīng)不能滿足新時(shí)代機(jī)場(chǎng)對(duì)人文機(jī)場(chǎng)的要求（表2）。

機(jī)場(chǎng)設(shè)計(jì)需要充分考慮不同機(jī)場(chǎng)旅客流程的特點(diǎn)，青島機(jī)場(chǎng)作為國(guó)內(nèi)地緣東部的機(jī)場(chǎng)，和其他中部機(jī)場(chǎng)不同，國(guó)內(nèi)中轉(zhuǎn)的需求低于國(guó)際中轉(zhuǎn)的需求。同時(shí)，基地航空公司山航和東航，分屬于星空聯(lián)盟和天合聯(lián)盟，且航班比例接近。青島機(jī)場(chǎng)設(shè)計(jì)充分發(fā)揮向心構(gòu)型的特點(diǎn)，將國(guó)際指廊設(shè)置在中間，不同聯(lián)盟的國(guó)內(nèi)部分分置在兩側(cè)，這樣形成非常便捷的國(guó)內(nèi)、國(guó)際流線。

我們還在國(guó)際指廊區(qū)域設(shè)置了6 個(gè)可轉(zhuǎn)換機(jī)位，這幾個(gè)機(jī)位均可以獨(dú)立實(shí)現(xiàn)順暢的國(guó)內(nèi)、國(guó)際機(jī)位身份轉(zhuǎn)換，并和中轉(zhuǎn)流程結(jié)合，實(shí)現(xiàn)樓內(nèi)快速國(guó)內(nèi)、國(guó)際中轉(zhuǎn)。

4.4 智慧機(jī)場(chǎng)的應(yīng)用

青島新機(jī)場(chǎng)設(shè)計(jì)過(guò)程正好經(jīng)歷了智慧機(jī)場(chǎng)快速發(fā)展的時(shí)期，自助設(shè)備、無(wú)紙化通關(guān)、智慧大通關(guān)等設(shè)施和政策紛紛落地，國(guó)內(nèi)硬件和軟件的開發(fā)也逐步完善。青島機(jī)場(chǎng)在設(shè)計(jì)和實(shí)施過(guò)程中不斷完善和修訂智慧機(jī)場(chǎng)策略。

（1）在值機(jī)區(qū)，比選多種方案，采用兩段式自助值機(jī)布局方案。每個(gè)值機(jī)島配有自動(dòng)回框系統(tǒng)，并在值機(jī)島之間形成一個(gè)完整的自助行李托運(yùn)區(qū)。

（2）在安檢排隊(duì)區(qū)，采用自助安檢驗(yàn)證通道和安檢通道自助回框設(shè)施。

（3）候機(jī)區(qū) 3 登機(jī)口設(shè)置自助登機(jī)設(shè)備，加快登機(jī)效率，節(jié)約人力。

（4）在航站樓設(shè)計(jì)中采用仿真模擬進(jìn)行輔助驗(yàn)證，同時(shí)對(duì)空側(cè)運(yùn)行效率和樓內(nèi)通道設(shè)施進(jìn)行仿真評(píng)估，并反復(fù)驗(yàn)證，優(yōu)化設(shè)計(jì)。仿真模擬隨著軟件的完善和硬件性能的提高，對(duì)于投資大、建設(shè)周期長(zhǎng)及人流量大的建筑設(shè)計(jì)起到良好的指導(dǎo)分析作用，正在逐步成為我們?cè)O(shè)計(jì)的優(yōu)選工具。

通過(guò)仿真模擬，我們直觀地看到了小角度空側(cè)港灣的運(yùn)行情況。結(jié)果顯示，小角度港灣在間距足夠大的情況下運(yùn)行是順暢的，擁堵僅出現(xiàn)在跑道起飛等候區(qū)。

通過(guò)導(dǎo)入高峰月航班時(shí)刻，結(jié)合設(shè)計(jì)年預(yù)測(cè)數(shù)據(jù)，形成非常真實(shí)的模擬結(jié)果，通過(guò)設(shè)施模擬，我們優(yōu)化了值機(jī)島布局，機(jī)組、員工安檢通道數(shù)量，邊檢排隊(duì)空間等原設(shè)計(jì)不足的地方。

4.5 青島新機(jī)場(chǎng)在新材料方面的嘗試

航站樓屋面采用不銹鋼焊接屋面，經(jīng)過(guò)時(shí)間的檢驗(yàn)，極大的減少了漏雨和風(fēng)揭的風(fēng)險(xiǎn)，特有的金屬質(zhì)感，在陽(yáng)光下更突顯出航站樓優(yōu)美的造型曲線。

另外，能源采用三聯(lián)供形式，利用余熱發(fā)電；交通中心屋面使用了5500m2的光伏發(fā)電，充分利用青島良好的日照條件；航站樓樓內(nèi)采用室內(nèi)可控制的電動(dòng)百葉窗，解決早晚東、西曬不利時(shí)段影響……青島膠東國(guó)際機(jī)場(chǎng)遵循中國(guó)民航四型機(jī)場(chǎng)建設(shè)行動(dòng)綱要的相關(guān)要求，在全生命周期內(nèi)實(shí)現(xiàn)資源集約節(jié)約、 低碳運(yùn)行、 環(huán)境友好的機(jī)場(chǎng)，并順利通過(guò)了國(guó)家綠色三星標(biāo)準(zhǔn)的設(shè)計(jì)評(píng)審。

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13 青島膠東機(jī)場(chǎng)構(gòu)型/Conf iguration of Qingdao Jiaodong International Airport

14 青島機(jī)場(chǎng)空側(cè)快捷中轉(zhuǎn)/Quick transfer on the airside of Qingdao Airport

15 不同值機(jī)方案比選/Comparison and selection of different check-in options

16自助行李托運(yùn)系統(tǒng)和回框系統(tǒng)/Self-baggage-check-in system and box return system

17 空側(cè)仿真模擬/Airside simulation

1 Macro-Level: the Coordinated Development Among Cities and Inside the City

1.1 The Coordinated Development Among Cities

Since the 18th National Congress, under the strong leadership of the CPC central committee, China has implemented the strategy of regional coordinated development, such as the coordinated development of the Beijing-Tianjin-Hebei Region, the Guangdong-Hong Kong-Macao Great Bay Area, the Yangtze River Delta Region. The coordinated development of such regional city clusters will greatly promote the economic growth of the region. It is one of the most important contents of the regional coordinated development to introduce the rail transit into the airport, improve the comprehensive collection and distribution capacity, and build a collaborative and shared urban airport cluster. Airport terminals will play an increasingly important role in the development of urban clusters.

Take Chengdu Tianfu International Airport as an example. In terms of site selection, Chengdu Tianfu International Airport is located in the east of Longquan Mountain. One of its purposes is to have a better influence on all towns and cities in the east. Chengdu-Kunming high-speed rail line is introduced in front of Tianfu International Airport and set up a station in the GTC of the airport. Once this high-speed rail line is completed, it will be very convenient to connect Chengdu with the southeast cities of Sichuan, such as Ziyang, Neijiang and Zigong. It will also connect in a benign way with Chongqing and Kunming and promote the rapid integration of southwestern urban clusters.

Knowing the current development tendency, at the macro level, the formation of a multi-level transportation system between large airports and rail transit changes rapidly. It can be imagined that in the near future, the relationship between rail transit and airport terminals will transform from the short distance juxtaposition to the integration of air-rail transport complexity with airport functions as the main function. In this sense, the integrated complex design of the airport terminal would be a possible development direction.

1.2 The Coordinated Development Inside the City

Airport terminals often boost the economy during the development of new urban areas. International Airport is the development engine of Tianfu New District, an urban area set by Chengdu. When the airport is completed in the future, relying on the huge flow of people and logistics, Tianfu New District will build development circles layer by layer, forming a dynamic economic circular zone featured with aviation. To achieve this purpose, rational planning and development of airport land would be particularly important. Reasonable development and planning can not only make the operation of the airport more efficient, but also maximise the value of the surrounding land and realise the rapid development of the new district.

There will also be close links between the new area developed around aviation and other areas of the city. Urban railway system and urban road network will be pulled, forming a complex and dense traffic system in the new area, stimulating the construction of urban infrastructure, and pulling the coordinated development of surrounding areas.

2 Medium-Level: the Trend in Airport Planning

2.1 The Efficiency of Airport System

Analyzing the development of several airports in core hub cities, the throughput of passengers and goods in airports is increasing year by year with the rapid development of the regional economic level. 2019, the passenger throughput of Beijing Capital Airport has reached one hundred million, the passenger throughput of Shanghai Pudong Airport has reached 76 million, the passenger throughput of Guangzhou Baiyun airport passenger throughput has reached 73.5 million. In terms of growth, the development mod, one airport multiple runways and multiple terminals, is inevitable. Therefore, from the perspective of airport planning, it is necessary to study the multi-terminal airport system as a whole. How to shape the system into that of high standards, and fully integrated transport hub is a problem that must be considered in the future.

Landside connections between terminals can be made by subway of terminal shuttle bus. While airside connections be-tween terminals would be harder. Generally speaking, it is a good choice to use the airside APM (Auto Passenger Mover) system. Due to the localisation of APM system products, the total cost of investment and operation costs are reduced, consequently, the introduction of the APM system in large hub terminals is an inevitable trend.

2.2 The Flexibility of Airport Planning

The planning of large hub airport terminals should focus on the flexibility of space use and operation to cope with the rapid changes in the development of airport terminals. Especially in the case that the scale of airport land cannot be extended, the planning of the airside and landside should have design margins.

First of all, there should be design margins in land use, so that the airside can be expanded in different ways according to the change of longterm demands, and the land in the core area of the landside terminal can be allocated according to the change of passenger footfall. Secondly, the capacity of the landside road system should have design margins, especially the departure/arrival lane side. This trend could be seen from the recent emergence of the stratif ied departure lane.

It is necessary to set up swinging aircraft stands, which could realise the allocation of domestic and international sectors and provide the possibility for virtual flights to use boarding bridge. The design of the flexible aircraft stands can improve the efficiency and applicability of the boarding bridge. The building reserves expandable space for facilities and equipment, as well as room for future capacity development.

2.3 The Development of Highly Integrated Urban Functions

After the large hub airport terminal and GTC form an integrated transportation complex, other urban functions will be added (such as parks, exhibitions, shopping malls, stadiums, botanical gardens, hotels, conference centres, etc.) according to the needs of urban development. The core area, less than one kilometre from the terminal, will become an important urban complex, attracting tourists and citizens from inside and outside the city. These functions are realised thanks to the strong transportation capacity of the airport terminals, which can organise the flow of people and goods more conveniently in the region. The core business district at Hongqiao pioneers this concept in China, which has gained a good social response by now.

3 Micro-Level: Architectural Design of Terminals

3.1 The Relationship between Centralised Terminal and Passenger Walking Distance

Since China's airport construction is mainly funded by the government, in order to avoid the awkward situation that the airport needs to be expanded after the previous construction, all the constructions of large hub airports will be built a little larger, so the main formation of Chinese large hub terminals is centralised terminal conf iguration. Centralised terminal configuration has many advantages, such as flexible deployment, space margins to deal with the long-term development, but is also bring problems such as long passengers walking distance, etc.

In the recent design competition, the airport operators often pursue a high proximity rate, resulting in the increases of the airside shoreline length, further increasing the passenger walking distance in the building. Several large terminals in China have been criticised for their long walking distance (about 1 kilometre). Therefore, how to achieve the goal which could have a high proximity rate, a good in-building deployment, a comfortable passenger walking distance is important to be considered in the design. Therefore, in the first phase of Chengdu Tianfu International Airport the selection of two unit terminals aims to explore the design ideas that can balance the multi benef its.

Besides, multiple terminals need to be connected with the APM system, the construction of the APM system will be-come indispensable. Therefore, it would be worthy to consider in-building APM to reduce the walking distance. The use of inbuilding APM would well supply the domestic largescale centralised terminal, to form an efficient passenger flow in the building.

3.2 Experiential Terminal

Contemporary terminals are being designed with an increasing emphasis on experience. The terminal needs to be de-signed around local characteristics in terms of images, spaces, material selection, and colours. In addition, various valueadded services in the building, such as exhibitions, performances, and interactive activities, not only serve visitors well and improve the quality of service, but also play a good role in publicity.

3.3 Intelligence Terminal

The development of application technology in the terminal is another point that is worth paying attention to. From the overall trend, with the development of technologies such as big data, artificial intelligence, 5G, and the Internet of everything, the intelligence of the terminal is manifested in three aspects: intelligent transport management, intelligent security and intelligent service. Through the establishment of intelligent management system, realise the dynamic linkage of air and land transportation management information, realise the intelligent operations of the airport. Based on the technology of human identity recognition, fingerprint recognition, face recognition, iris recognition, combined with selfservice check-in machine, self-service luggage consignment and other equipment, realise the safe passenger non-contact customs clearance and improve the passenger satisfaction. Use WeChat small programme or mobile apps to realise the comprehensive online service in the passenger building provides a variety of precise services, such as indoor positioning, intelligent customer service, online shopping of goods in the building, car booking and ticket booking.

3.4 The Emphasis on Non-Airline Revenue

The increase in non-airline revenue has been paid more and more attention from airport operators. It can not only bring a better passenger service experience, but also make a lot of profit for the airport. Looking at the world's best airport terminals, many of them have put a lot of effort into "how to build a better airport business", such as Changi Airport, Shikiev Airport, Narita Airport and so on. They have also won the favour of passengers through good business, and many airports have gradually become tourist destinations for passengers, realising the comprehensive leap of airport functions and roles.

3.5 The Ref lection of Regional Characteristics

The architectural image and space should reflect the regional characteristics, especially the characteristics of the climate. For example, in the north China, where the annual temperature difference is large, it is not recommended to set up a large courtyard in the terminal, because it not only wastes energy but also precules have the image of a green landscape; In South China, a large courtyard can be considered to be set up in the building, which cannot only play the role of ventilation and ventilation to adjust the climate of the small area but also needs to present the perennial green landscape in the building.

In addition, the architectural image and the space inside the building should ref lect the spirit of the city. Through the creative design, the shapes, meanings, and forms are combined, and a new name card of the city can be created to depict the spiritual connotation of the city.

4 Case Study: Qingdao New Airport

4.1 Project Prof ile

Qingdao Jiaodong International Airport is positioned as "a regional hub airport as a gateway for Japan and South Korea and an international air cargo hub around the Bohai Sea Rim Region." The new airport is designed to meet the annual passenger throughput of 35 million by 2025, and meet the passenger throughput of 55 million by 2045.

The new airport is located in the northeast of Jiaozhou of Qingdao City, about 40 km from the centre of Qingdao City. The recently acquired land area is about 15.63 km2, and the total number of planned aircraft stand is 178. The Terminal 1 is to be constructed recently with floor area of about 478,000 m2. A traffic centre of 208,000 m2is also to be set up recently in front of the building, including the Jinan-Qingdao High-Speed Railway, the airport station of two urban rails, as well as parking buildings, coach stations and commercial centres. In the long term, the terminals will continue to be expanded on the landside, and the third and fourth runways will be gradually constructed on the east and west sides of the airside.

The conceptual design of the terminal of the new airport follows the principles of "planning guided, safety first, complete functions, convenience and comfort, environmental protection and energy saving, coordination and beauty, high quality and reasonable price". The overall layout of the new airport is designed to be as the shape of Chinese character "齊", and the five extremely centripetal airside concourses are integrated with the hall, displaying a continuous curved surface full of tension to achieve a reasonable balance between large concentration and separated sections. The design has incorporated bionics design concept, and the phase I of the project is like a starfish on the shore.

4.2 Impact of the Changing Trend of Airport Runway Spacing on Terminal Conf iguration

The design capacity of the airport is closely related to the layout of the runway. The taking-off and landing capacity of a single runway is about 40 sorties, that of the closely spaced runway is about 60 sorties, and that of the long-distance runway can reach 80 sorties. Domestic airports have been experiencing high-speed growth in recent years. With the continuous growth of aviation business, for the large newly-built airport, the model of longdistance runway has been chosen and adopted.

According to the relevant provisions of Ordinance No. 123 issued by Civil Aviation Administration of China, when the distance between the central lines of two parallel runways is not less than 1035 m, 915 m or 760 m, the corresponding allowable aircrafts shall operate in four modes respectively, namely independent parallel approach, dependent parallel approach, independent parallel departure and segregated parallel operation.

The distance choosing of long-distance runway further affects the configuration design of the terminal. From Table 1, it can be seen that domestic airports generally employ the long-distance runways with large spacing:

Under the premise of satisfying the safe operation of the aircraft, the length of the parking line can be increased by an addition of the number of airside concourses in the terminal layout to obtain more contact stands. Both Qingdao New Airport and Beijing Daxing International Airport have been set with the layout of a single building with centralised five airside con-courses when the runway spacing reaches 2200 m to 2400 m, which maximises the number of contact stands.

4.3 Attention to Passenger Flow of Qingdao New Airport

Caring for passengers is a constant theme in airport design of rapid change. The design principle of achieving the overall balance of the air and land sides has been determined at the beginning of the schematic design of Qingdao New Airport.

When comparing the options of terminal, the impact of different options on passengers' walking distances and parking lines has been compared. The five-airside-concourse centripetal layout has been used for that the check-in hall of the terminal is closer to the centre of the terminal in the layout. After the security check, the farthest distance to the terminal area is within 650 m, making it be one of the terminals with the shortest walking distance among those with 30 to 40 million throughout.

At the same time, the configuration of five airside concourses has provided superior parking length. Compared with the required number, the proportion of the contact stand number reaches 80%, where 47C22E2F or 69C13E is suited (calculated according to the combined stands). From the perspective of requirements on airport service quality and future development trends, the original design based on the contact stand ratio of 70% can no longer meet the requirements on the airport in the new era for humanistic airports (Table 2).

The characteristics of passenger flow in different airports need to be fully considered in airport design. Qingdao Air-port, as an airport in eastern China and different from other central airports, its domestic transit demand is lower than the international transit one. At the same time, the base airlines Shandong Airlines and China Eastern Airlines belong to the Star Alliance and the SkyTeam respectively and have similar flight ratios. The design of Qingdao Airport gives full rise to the characteristics of the centripetal configuration, setting the international airside concourse in the middle, and the domestic parts of different alliances are set on both sides, thus forming a very convenient domestic and international circulation.

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表 2 青島膠東機(jī)場(chǎng)機(jī)位統(tǒng)計(jì)/Table 2 Stand statistics of Qingdao Jiaodong International Airport

7構(gòu)型停機(jī)長(zhǎng)度比較/Comparison of parking lengths of different conf igurations

8 西安咸陽(yáng)機(jī)場(chǎng)構(gòu)型/Configuration of Xi'an Xianyang International Airport

9上海浦東機(jī)場(chǎng)構(gòu)型/Configuration of Shanghai Pudong International Airport

10 重慶江北機(jī)場(chǎng)構(gòu)型/Configuration of Chongqing Jiangbei International Airport

11廣州白云機(jī)場(chǎng)構(gòu)型/Configuration of Guangzhou Baiyun International Airport

12 北京大興機(jī)場(chǎng)構(gòu)型/Configuration of Beijing Daxing International Airport

There are also 6 switchable stands in the international airside concourse area, which can realise the smooth domestic and international flight switch independently, and combined with the transfer process, the rapid domestic and international transfer can be achieved in the building.

表 3 自助設(shè)備類型及數(shù)量/Table 3 Self-service equipment type and numbers

4.4 Application of Smart Airport

Qingdao New Airport has just been designed in a period of rapid development of smart airports. Selfservice equipment, paperless customs clearance, smart customs clearance and other facilities and policies have been implemented one after another, and the development of domestic hardware and software has gradually improved. In the design and construction process, the smart airport strategy of Qingdao Airport has been constantly improved and revised.

(1) In the check-in area, after comparing multiple options, a two-stage self-check-in layout plan was adopted. Each check-in counter is equipped with an automatic box-return system and forms a complete self-check-in area between normal counters.

(2) In the queuing area of security check, selfsecurity-check verification channel and self-boxreturn facility in the security channel are adopted.

(3) Self-boarding equipment is set up at the boarding gate of the waiting area 3 and etc. to speed up boarding efficiency and save manpower.

(4) In the terminal design, simulation has been used to assist verification. At the same time, the operational efficiency of the air side and the passage facilities in the building have been simulated and evaluated, and repeatedly verified to optimise the design. With the improvement of software and the improvement of hardware performance, for building design with large investment, long construction period and visitor's flow rate, simulation is gradually becoming the preferred tool for the design.

Through simulation, the operation of the smallangle airside harbour can be seen intuitively. The results show that the small-angle harbours operate smoothly as the intervals are large enough, and congestion only appears in the departure waiting area of the runway.

By importing the flight time of the peak month, combined with the predicted data of the design year, a very real simulation result is formed, and through the facility simulation, the original design def iciency like the layout of check-in counters, number of safety check channels for crew and employees, and queue space for frontier inspection has been optimised.

4.5 Attempts of New Materials by Qingdao New Airport

The roof of the terminal is welded by stainless steel. It proves that after a period of time, the risk of rain leakage and wind exposure is greatly reduced. The unique metal texture highlights the beautiful shape of the terminal in the sun.

In addition, the form of triple supply is used to provide energy and the waste heat is used to generate electricity; 5500 m2of photovoltaic power generation is used on the roof of the transportation centre to make full use of the good sunshine in Qingdao; indoor controllable electric shutters are used in the terminal to minimum the impact of the unfavourable period of the morning and evening. Qingdao Jiaodong International Airport complies with the relevant requirements of Outline of Action for the Construction of China's Civil Aviation Type IV Airport, and has been built with resource intensive and saving, low-carbon operation, and environmentally friendly throughout the life cycle, and has successfully passed the design review of the Chinese three-star green building standard.

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18 自助安檢驗(yàn)證柜臺(tái)/Self-security check verif ication counter

19 自助登機(jī)通道/Self-boarding channel

20 航站樓仿真模擬及優(yōu)化/Simulation and optimisation of the terminal

（1-20圖片來(lái)源/Sources: 中國(guó)建筑西南設(shè)計(jì)研究院有限公司/China Southwest Architectural Design & Research Institute Co., Ltd.）