## 2 Theoretical Background  
As the aviation industry continue to develop passenger terminals are required to be designed to ensure the adaptability to future changes at minimal costs, posed by passengers, airlines and/or aircraft. The most important elements of designing a passenger terminal are the assessment of demand (capacity) and level of service (LoS) standards [9; 10]. It is also important to define parameters such as waiting times and space per passenger for each airport terminal facility [11]. Further benefit to the operational efficiency of a passenger terminal is the additional classification of spatial and temporal parameters of passenger processing (space per passenger, maximum waiting times, seat occupancy rate, etc.) according to the IATA LoS standards [10], and the specific features of each airline business model. The aviation industry is still undergoing changes in the form of new service concepts and uncertainties regarding various issues, such as the level of service in relation to traditional or \"network\" (FSC), low-cost (LCC), and charter (CC) airline business models. Many airports do not have the possibility of selecting the service users, which places different business demands on the airport regarding services and capital investments. Each of the airline business models (full-service, low-cost, charter) has its own strategies to attract customers. Although full-service carriers provide the largest range of services, i.e., a better quality of service, their prices are significantly higher. Hence, passengers more often choose LCCs, whose prices are more affordable and whose growth impacts the business of other airlines. Due to the increase of LCCs, their impact on airports is also increasing, forcing the airports to adjust their terminals for LCCs, i.e., low-cost terminals (LCTs) [12; 13]. [PERSON] [14] was one of the first to predict the growth of LCCs and predicted the necessity for adaptation of passenger terminals to them in 2004. However, a potential problem with such terminals lies precisely in the different expectations from the perspective of airlines, passengers, and airport operators. LCCs offer a reduced volume of services, which is changing the traditional layout of the passenger terminal, e.g., it requires short aircraft turnaround times and limited \"dwell\" times for passengers [9]. LoS targets of LCCs are generally below the LoS optimum proposed by IATA [10], i.e., the interior design of low-cost terminals reflects the low-cost approach. Therefore, in conclusion, passenger profile forecasting is very important for establishing an adequate airport terminal design, which can ensure a satisfactory level of service to passengers and make sure that the terminal is capable of generating sufficient commercial revenue from LCC users and ultimately accomplish maximum operational efficiency [15]. A significant number of low-cost terminals (LCTs) have been built as a result of the worldwide growth of LCCs. This has led to the airport terminal concept with fewer airport terminal facilities offered to users (passengers) and reduced costs associated with the terminal development and operation [16]. The majority of the professional and scientific literature encourages selection of a simulation method to develop a new conceptual project and assess the future capacities of a passenger terminal. Many authors who deal with the analysis of the necessary capacities cite recommendations for maximum waiting times or sufficient available space per passenger in order to achieve a higher level of service at every airport terminal facility [17; 18; 19]. Furthermore, the ICAO Airport Planning Manual--Masterplanning [20] does not suggest a specific method that is most appropriate for capacity assessment but only states that the system must be capable of meeting the requirements that arise in terms of satisfactory quality and sufficient capacity for the time of the highest traffic load.