CHURL JONG KIM by Churl Jong Kim

Graduate Work Portfolio

Illinois Institute of Technology College of Architecture M.S. Arch Master Thesis Project Academic year 2013 - 2014 Academic adviser Arthur S. Takeuchi Mahjoub Elnimeiri Project adviser Derek A.R. Moore Ray clark Project title Underground Airport Produced by Churl jong Kim

Space as an architectural problem;

Acknowledgement

I would never have been able to finish this master thesis without the guidance of my academic advisors, and support from my family. I felt maybe I am too much blessed while I was working on the project. I would like to express my deepest gratitute to Professor Arthur S. Takeuchi for his excellent guidance, caring, and patience. I hold him in the highest repect. It has really been my privilege to work with him. He has always been the last professor leaving Crownhall for students including me to give sincere lessons. While someone suddenly appears and starts to ruin the historic masterpiece, all he needed was the small round table to discuss with students. I will keep everything I learned from him in mind for whole my life. I would like to thank Derek A.R. Moore for his guidance in the general airport planning. He cleared up all the question marks I had about the airport. Special thanks goes to Professor Mahjoub Elnimeiri and Ray clark, who were willing to advise me on structure and mechanical system. Finally, I would also like to thank my family and Narae Song. They were always supporting and encouraging me with their best wishes.

Contents

Abstract

12 - 15

Planning Idea

16 - 18

General Layout

20 - 29

Passenger-flow Control

30 - 35

Baggage Handling

36 - 39

Structural System

40 - 47

Mechanical System

48 - 51

Boarding Ramp

52 - 55

Comparision with Existing airports

56 - 59

01 Abstract The idea of this project is to investigate the possibility of an underground airport with passenger facilities below and aircrafts above with minimum over-ground space.

Expected advantages 1) loading and unloading passengers at two or more aircraft entrances thereby shortening the turn-around time of aircrafts 2) greater freedom for aircrafts to get into position to efficiently load and unload 3) potential for aircrafts to power-in and power-out of gate areas omitting the need for towing 4) shorter walking distances for passengers due to greater compactness 5) potential for an effective and efficient Automated People Mover (APM) system 6) greater potential for systematic airport expansion when needed 7) potentially reduced operating cost for ventilation, heating, and cooling

1. land on the runway

5. take-off

4. taxi to depart

parking position underground facility

2. taxi to the parking position

departure : power-out

arrival : power-in

3. deboarding/boarding

boarding device

boarding device underground facility

G.L. ± 0 B1 Level B2 Level

APM

Fig 01.1.

Fig 01.2.

APM

Fig 01.1. Expected advantages of the idea at the aircraft parking position Fig 01.2. Expected advantages of the idea on the sequence of aircraft movement

02 Planning Idea Instead of locating series of gates at the terminal, Gate Kiosk with two gates which almost works like a landing of an escalator at the apron level enhances the feasibility of the project.

transverse section

Reducing the influence of jet blast is a big task in airport planning. The rapid air movement produced by jet engines of an aircraft can cause severe damage to anything it touches. This must be the reason why most airports today do not allow aircrafts to power-out to depart. It must require huge amount of land, if aircrafts freely move around the apron under their own power. The gate kiosk idea reduces this influence by restricting the jet blast, so to make parallel parking with power-in and power-out possible. If this is feasible, it will enable loading and unloading passengers at two or more aircraft entrances thereby shortening the turn-around time of aircrafts. It will also omit the need for towing operation when aircraft exit to depart, and maximize the aircraft maneuverability.

required taxiway clearance departing taxiway DN

ELV

aircraft moving out to depart arriving taxiway aircraft moving into parking position

gate kiosk 3

waiting area

gate kiosk 4

arriving taxiway

gate kiosk 2

ELV

gate kiosk 1

waiting area

plan of lower level

aircraft moving into parking position

departing taxiway

longitudinal section

Fig 02.1.

Fig 02.1. Aircraft maneuverability and gate kiosk idea Fig 02.2. Gate kiosk idea at the gate

Fig 02.2.

Aircrafts are parked on either side of the kiosk. Arriving aircraft uses the taxiway closest to the gate kiosk, and departing aircraft uses the taxiway further away from the kiosk. This limits the influence of jet blast to the area required for clearance of the taxilanes. Aircrafts on the apron can freely move in and out of their parking position by utilizing the area already given. This makes the scheme workable for parallel parking with reasonable amount of land. The idea enables power-in and power-out of aircraft which omits the need of the towing operation. Most importanly, this makes possible simultaneous boarding and de-boarding at front and rear entrances of aircraft, since aircrafts park parallel to the gate kiosk.

Two gates occupy the small boarding space. The small boarding space is named Gate Kiosk, and it works almost like a landing of an escalator at the apron level. Passengers come up from an underground waiting area, and just check their ticket before boarding. There is provided a small waiting area within the apron level kiosk, just in case there is a little delay in enplaning.

Fig 02.3.

Fig 02.3. Perspective view at gate waiting area

03 General Layout

The final scheme is based on the gate kiosk idea. The grade level is assigned almost exclusively to aircrafts and their servicing operations. Nearly all passenger facilities are located below grade.

In the center between the parallel runways the underground terminal is located surrounding a large sunken landscaped park. The facility on the left side of the landscape is for international flights and the other side is domestic. To the left and right of the terminal, at grade are 4 rows of boarding gates, each containing 24 gates. These 8 rows of gates provide the initial phase of the construction with a total of 192 gates. A future expansion phase will add two more rows of gates on each side of the terminal for a total 12 rows, or a total of 288 gates. All gates are connected to the terminal via sky-lighted underground pedestrian concourses and the underground APM system. The pedestrian concourses can provide access to the gates in case of APM system breakdown. This will minimize and prevent chaotic delays. The scheme provides a proportion of 50% to 50% of domestic and international flights, but this can change if necessary. For instance, if the airport needs approximately 75% of domestic and 25% of international flights, the domestic APM line can extend to one of the international stations and turn that station into a domestic APM station. International APM trains no longer stop at the station. Figure 04.1 shows this in detail.

The terminal will have ample curb space to accommodate large influxes of passengers who choose to come by car, ample check-in space, ample space for security, customs, immigration operations, etc, and potential to accommodate many kinds of concessions, conference centers, theaters, etc. The inner circumference of the terminal will also provide passengers with easy access to nearly all modes of transportation and walkable access to covered parking below the park. The park will function as the terminal’s forecourt and the centroid of the airport. In hot, arid climates, the landscaped park can be mainly a water basin with monumental fountains. In the center of the park will be the airport control tower with unimpeded views of all runways, taxiways and apron areas. The park can also contain a large hotel and convention facilities. Above all, its most desirable features will be the nice and ample landscaped view and natural daylight that will suitably complement and support the underground facility at its busiest edge.

The terminal and its landscaped park are accessed from landside via underground vehicular roadways that slope up to the park’s level at the terminal, as well as from an underground city transit system. Underground parking is located below the landscaped park and the city transit system will have several stations suitably located along the inner circumference of the linear terminal.

AUTOMOBILE ACCESS TO MECHANICAL BUILDING/APM MAINTENANCE AREA

AUTOMOBILE/CITY TRAIN APPROACH FROM THE CITY CONNECT TO REMOTE PARKING

14763' (4.5km)

INTERNATIONAL GATE KIOSK

384'

DOMESTIC GATE KIOSK

SPACE RESERVED FOR SERVICE LOADING DOCK

CENTRAL PLANT

BRIDGE CONNECTING THE TERMINAL AND LANDSCAPE AT B1/B2 LEVEL

INTERNATIONAL APM STATION AT B3 LEVEL

312'

336'

BRIDGE CONNECTING THE TERMINAL AND LANDSCAPE AT B1/B2 LEVEL

192'

APM MAINTENANCE AREA

144'

384'

CENTRAL PLANT

DOMESTIC APM STATION AT B2 LEVEL

LANDSCAPE 384'

336' CITY TRAIN STATION AT B3 LEVEL

APM STATION AT B3 LEVEL

BRIDGE CONNECTING THE TERMINAL AND LANDSCAPE AT B1/B2 LEVEL

DOMESTIC/INTERNATIONAL APM BELOW THE UNDERGROUND PARKING GARAGE

CARGO

APM STATION AT B3 LEVEL

BRIDGE CONNECTING THE TERMINAL AND LANDSCAPE AT B1/B2 LEVEL

336'

LANDSCAPE

INTERNATIONAL APM STATION AT B3 LEVEL

FUTURE EXPANSION 2 ROWS OF GATE SATELLITE (48 GATES CAN BE ADDED)

CITY TRAIN STATION AT B3 LEVEL

384'

DOMESTIC APM AT B2 LEVEL

6624' (2km)

BRIDGE CONNECTING THE TERMINAL AND LANDSCAPE AT B1/B2 LEVEL

APM STATION AT B3 LEVEL

2448'

INTERNATIONAL APM AT B3 LEVEL

2448'

FUTURE EXPANSION 2 ROWS OF GATE SATELLITE (48 GATES CAN BE ADDED)

CONTROL TOWER

DOMESTIC TERMINAL AT B1/B2 LEVEL

APM STATION AT B3 LEVEL

INTERNATIONAL TERMINAL AT B1/B2 LEVEL

CITY TRAIN STATION AT B3 LEVEL

DOMESTIC APM STATION AT B2 LEVEL

MAINTENANCE

SPACE RESERVED FOR SERVICE LOADING DOCK

INTERNATIONAL GATE SATELLITE DESIGNED FOR CODE E (GROUP 5) AIRCRAFT

SPACE RESERVED FOR SERVICE LOADING DOCK

INTERNATIONAL GATE SATELLITE DESIGNED FOR CODE C (GROUP 3) AIRCRAFT

DOMESTIC GATE SATELLITE DESIGNED FOR CODE C (GROUP 3) AIRCRAFT

DOMESTIC GATE SATELLITE DESIGNED FOR CODE E (GROUP 5) AIRCRAFT

AUTOMOBILE/CITY TRAIN APPROACH FROM THE CITY BELOW GRADE

SITE PLAN

CITY TRAIN APPROACH FROM THE CITY

FUTURE EXPANSION 4TH RUNWAY

UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM

AUTOMOBILE ACCESS TO CARGO AREA/MECHANICAL BUILDING AUTOMOBILE APPROACH FROM THE CITY

SCALE :

DATE : 7/5/14 REV : 11/5/14

200

400

600

800

1000 ft

32'X32' BAY FOR PARKING

48'X48' OF TYPICAL BAY 336' BY PASS LANE

DOMESTIC TERMINAL

TERMINAL CURB (4 INNER LANES, 5 OUTER LANES)

APRON LEVEL ON GRADE 15'-6"

3' 4'

STRUCTURAL DEPTH

B1 LEVEL : DEPARTURE LEVEL

CHECK-IN DESKS

SECURITY CHECK

BAGGAGE CLAIM AREA

CITY TRAIN STATION

BAGGAGE SORTING AREA

DOMESTIC APM

SECTION (DOMESTIC TERMINAL) UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM SCALE :

50 ft

DATE : 7/5/14

REV : 11/1/14

48'X48' OF TYPICAL BAY

F5.2

32'X32' BAY FOR PARKING

384' INTERNATIONAL TERMINAL

BY PASS LANE

TERMINAL CURB (4 INNER LANES, 5 OUTER LANES)

APRON LEVEL ON GRADE

STRUCTURAL DEPTH 3' 4'

SECURITY CHECK

B1 LEVEL : DEPARTURE LEVEL

CHECK-IN DESKS

15'-6"

EMIGRATION

BAGGAGE SORTING AREA

CUSTOM AREA

ARRIVAL HALL

CITY TRAIN STATION

B2 LEVEL : ARRIVAL LEVEL

B3 LEVEL

2 TRACKS FOR DEPARTURE/2 TRACKS FOR ARRIVAL

BAGGAGE CLAIM AREA

PARKING GARAGE 1

8'-4"

INTERNATIONAL APM(TOTAL OF 4 TRACKS )

CUSTOM AREA

14'-6"

STRUCTURAL DEPTH

IMMIGRATION

23'

B3 LEVEL

ARRIVAL HALL

13'-6"

14'-6" 8'

B2 LEVEL : ARRIVAL LEVEL

13'-6"

PARKING GARAGE 2

8'-4"

PARKING GARAGE 1

23'

STRUCTURAL DEPTH

PARKING GARAGE 2

SECTION (INTERNATIONAL TERMINAL) UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM SCALE :

50 ft

DATE : 7/5/14 REV : 11/1/14

F5.3

DOMESTIC GATE KIOSK FOR CODE C (GROUP 3) AIRCRAFT/737 1

1 SECTION 1-1'

48’

WAITING AREA

48’

ELV ELV

WAITING AREA

ELV ELV UP

SECONDARY SERVICE POD UP

144’ WAITING AREA

at Elev. 0'-0"

at Elev. -18'-0"

ALTERNATIVE SECONDARY SERVICE POD LOCATION (mechanical system can be separated from baggage conveyor)

SECONDARY SERVICE POD

SECTION A-A'

* Emergency exit needs to be provided at every gate kiosk. This will have to be decided after considering the location of spur tunnel and secondary service pod. * Size of the gate kiosk can be reduced to install the air scoops.

SPUR TUNNEL

MECHANICAL SYSTEM BAGGAGE CONVEYOR (possible to expand if necessary)

ALTERNATIVE SPUR TUNNEL LOCATION (mechanical system can be separated from baggage conveyor)

GATE KIOSK AREA UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM SCALE :

DATE : 7/5/14 REV : 11/7/14

100

125 ft

F3.1

INTERNATIONAL GATE KIOSK FOR CODE C (GROUP 3) AIRCRAFT/737

SECTION 2-2'

2 DEPARTURE LEVEL

48’

ARRIVAL LEVEL

WAITING AREA

OPEN TO BELOW

LIGHT WELL FOR LOWER LEVEL

ELV ELV

48’

DEPARTURE

ARRIVAL

ELV ELV DN

DN UP

DN DN

144’ OPEN TO BELOW

WAITING AREA

LIGHT WELL FOR LOWER LEVEL

at Elev. 0'-0"

at Elev. -18'-0"

DEPARTURE LEVEL SECONDARY SERVICE POD

ALTERNATIVE SECONDARY SERVICE POD LOCATION (mechanical system can be separated from baggage conveyor)

ARRIVAL LEVEL

SECTION B-B'

SPUR TUNNEL

MECHANICAL SYSTEM BAGGAGE CONVEYOR (possible to expand if necessary)

ALTERNATIVE SPUR TUNNEL LOCATION (mechanical system can be separated from baggage conveyor)

GATE KIOSK AREA UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM SCALE :

DATE : 7/5/14 REV : 11/7/14

100

125 ft

F3.2

DOMESTIC GATE KIOSK FOR CODE E (GROUP 5) AIRCRAFT/747 3 ELV ELV

SECTION 3-3'

3 ELV ELV

WAITING AREA

SECONDARY SERVICE POD

WAITING AREA

QUEUING AREA

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

384’

AIRLINE DESK

BOTH WAITING AREA WILL BE IN USE WHEN CODE E (GROUP 5) AIRCRAFT IS PARKED

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

ELV ELV

WAITING AREA

48’

QUEUING AREA

ELV ELV

SECONDARY SERVICE POD

QUEUING AREA

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

384’

AIRLINE DESK

BOTH WAITING AREA WILL BE IN USE WHEN CODE E (GROUP 5) AIRCRAFT IS PARKED

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

QUEUING AREA

ELV ELV

WAITING AREA

SECONDARY SERVICE POD

240’

96’ at Elev. 0'-0"

at Elev. -18'-0"

ALTERNATIVE SECONDARY SERVICE POD LOCATION (mechanical system can be separated from baggage conveyor)

SECONDARY SERVICE POD

SECTION C-C'

SPUR TUNNEL

MECHANICAL SYSTEM BAGGAGE CONVEYOR (possible to expand if necessary)

ALTERNATIVE SPUR TUNNEL LOCATION (mechanical system can be separated from baggage conveyor)

GATE KIOSK AREA UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM SCALE :

DATE : 7/5/14 REV : 11/7/14

100

150

200

250 ft

F3.3

INTERNATIONAL GATE KIOSK FOR CODE E (GROUP 5) AIRCRAFT/747

ELV ELV

SECTION 4-4'

4 ELV ELV DN

WAITING AREA

ARRIVAL

DEPARTURE

WAITING AREA DN

DN DN

QUEUING AREA

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

384’

AIRLINE DESK BOTH WAITING AREA WILL BE IN USE WHEN CODE E (GROUP 5) AIRCRAFT IS PARKED

OPEN TO BELOW

LIGHT WELL FOR LOWER LEVEL

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

ELV ELV

WAITING AREA

ARRIVAL

DEPARTURE

WAITING AREA DN

48’

QUEUING AREA

ELV ELV DN

DN DN

QUEUING AREA

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

384’

AIRLINE DESK BOTH WAITING AREA WILL BE IN USE WHEN CODE E (GROUP 5) AIRCRAFT IS PARKED

OPEN TO BELOW

LIGHT WELL FOR LOWER LEVEL

WAITING AREA

3574 SQFT FOR 238 PASSENGERS

QUEUING AREA

ELV ELV

ELV ELV DN

WAITING AREA

ARRIVAL

WAITING AREA

DEPARTURE DN

DN DN

240’

96’ at Elev. 0'-0"

at Elev. -18'-0"

DEPARTURE LEVEL

ALTERNATIVE SECONDARY SERVICE POD LOCATION (mechanical system can be separated from baggage conveyor)

ARRIVAL LEVEL

SECONDARY SERVICE POD

SECTION D-D'

SPUR TUNNEL

MECHANICAL SYSTEM BAGGAGE CONVEYOR (possible to expand if necessary)

ALTERNATIVE SPUR TUNNEL LOCATION (mechanical system can be separated from baggage conveyor)

GATE KIOSK AREA UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM SCALE :

DATE : 7/5/14 REV : 11/7/14

100

150

200

250 ft

F3.4

04 Passenger-flow Control Passenger flow at airside needs to be controlled by segregating domestic and international, as well as departures and arrivals at the international facility.

APM MAINTENANCE AREA

INTERNATIONAL APM STATION AT B3 LEVEL

DOMESTIC APM IS EXPANDABLE FOR FUTURE CHANGE

DOMESTIC APM STATION AT B2 LEVEL

INTERNATIONAL APM IS EXPANDABLE FOR FUTURE CHANGE APM STATION AT INTERNATIONAL TERMINAL APM STATION AT DOMESTIC TERMINAL APM BELOW PARKING GARAGE

INTERNATIONAL APM AT B3 LEVEL

DOMESTIC APM AT B2 LEVEL

4 TRACKS/ 2 TRACKS FOR DEPARTURE 2 TRACKS FOR ARRIVAL

2 TRACKS OPERATING TO 2 DIRECTIONS

OPERATING TO 2 DIRECTIONS

APM STATION AT INTERNATIONAL TERMINAL

APM STATION AT DOMESTIC TERMINAL

Train to

GATE 48-72 TERMINAL

Fig 04.2.

Fig 04.2. Perspective view at international APM station (arrival level / B3) Fig 04.3. Perspective view at international APM station (departure level / B2)

Fig 04.3.

INTERNATIONAL GATE KIOSK FOR CODE C (GROUP 3) AIRCRAFT/737

ARRIVING PASSENGER

ARRIVAL LEVEL

SECTION 2-2'

2 DEPARTURE LEVEL

DEPARTING PASSENGER

WAITING AREA

OPEN TO BELOW

LIGHT WELL FOR LOWER LEVEL

ELV ELV

ELV ELV DN

DEPARTURE

ARRIVAL

DN UP

DN DN

ARRIVING PASSENGER

OPEN TO BELOW

DEPARTING PASSENGER

WAITING AREA

LIGHT WELL FOR LOWER LEVEL

at Elev. 0'-0"

at Elev. -18'-0"

DEPARTURE LEVEL MECHANICAL ROOM

ARRIVAL LEVEL

ALTERNATIVE MECHANICAL ROOM LOCATION : mechanical system can be separated from baggage handling system

SECTION B-B'

SERVICE TUNNEL MECHANICAL SYSTEM BAGGAGE CONVEYOR

(possible to expand if necessary) ALTERNATIVE SERVICE TUNNEL LOCATION : mechanical system can be separated from baggage handling system

arrival

GATE KIOSK AREA

departure

UNDERGROUND AIRPORT GATE KIOSK IDEA WITH PARALLEL RUNWAYS SCHEME F M.S. MASTERS THESIS, ILLINOIS INSTITUTE OF TECHNOLOGY CHURL JONG KIM

Fig 04.4.

SCALE :

DATE : 7/5/14 REV : 10/4/14

Fig 04.4. Passenger flow control at the gate kiosk

100

150

200

250 ft

F3.2 35

05 Baggage Handling In order to maximize convenience in airport operation, the system delivers all the check-in baggage from check-in desks to aircrafts by baggage conveyors.

BAGGAGE SORTING AREA AT B3 LEVEL

BAGGAGE SORTING AREA AT B4 LEVEL

BAGGAGE RECEIVING POINT

BAGGAGE CONVEYOR LINE

ELV ELV

GATE KIOSK

SECONDARY SERVICE POD

BAGGAGE RECEIVING POINT

ALTERNATIVE SECONDARY SERVICE POD LOCATION : mechanical system can be separated from baggage handling system

SECTION THROUGH THE GATE KIOSK AND CONCOURSE ELV ELV

SPUR TUNNEL MECHANICAL SYSTEM BAGGAGE CONVEYOR (possible to expand if necessary) ALTERNATIVE SPUR TUNNEL LOCATION : mechanical system can be separated from baggage handling system

BAGGAGE RECEIVING POINT

SECTION THROUGH THE CONCOURSE

Fig 05.3.

ELV ELV

Fig 05.2.

Fig 05.2. Baggage handling system at the baggage receiving point Fig 05.3. Transverse section of the concourse

06 Structural System The roof and columns of the underground facility must resist the load at the apron level including the heavy aircraft load.

The primary structural system consists of two way structural steel floor framing moment connected frame, at the ground floor. It is of a grid of 8 ft, and structural bay size is 48’ by 48 ft. At the parking garage area the structural bay is reduced to 32’ by 32’. The floor system at basement levels (the underground portion) is of reinforced concrete waffle slab. Glass can be casted into the slab to let the light penetrate down to the lower level. The gravity support for the floors is provided by steel columns spaced at 48 ft, and at 32 ft at the garage areas. These columns are architecturally exposed but they are fire-protected by a fire retardant paint. A system of retaing reinforced concrete walls is adopted. They retain the earth pressure. But they also provide support to the floor systems. The roof and columns must resist the load at the apron level including the heavy aircraft load. As for the roof structure at ground level has the same floor system, but there are three load conditions : skylighted roof under aircraft load, skylighted roof without aircraft load, and non-skylighted roof without aircraft load. For the analysis, since the aircraft load is the most critical problem to be dealt with, structure of the roof under aircraft load will be designed. Skylite system also needs to be examined as a part of roof structure design.

32’X32’ BAY FOR PARKING

48’X48’ OF TYPICAL BAY

120’

336’

COLUMN LINE

ROOF WITHOUT AIRCRAFT LOAD

ROOF UNDER AIRCRAFT LOAD

APRON LEVEL ON GRADE B1 LEVEL : DEPARTURE LEVEL B2 LEVEL : ARRIVAL LEVEL B3 LEVEL PARKING GARAGE 1&2

REINFORCED CONCRETE SLAB

20 psf 15 psf 35 psf

LIVE LOAD

aircraft snow

700 psf 30 psf

TOTAL

D.L. L.L.

70 psf 730 psf

Fy = 50 ksi fb = 0.66 x Fy = 33 ksi fv = 0.40 x Fy = 20 ksi fc = chap E E = 29 x 106 ksi

6 @ 8’ = 48’

8’ 8’

6 @ 8’ = 48’

skylite system sub-structure with louvers estimated weight of steel

6 @ 8’ = 48’

DEAD LOAD

8’ 8’

LOAD TABLE (ESTIMATED)

8’ 8’

800 psf

Fig 06.2.

78’-11.5”

913,000 lb 913,000 lb x 0.9 (90%) = 812,700 lb

APPROXIMATED AREA OF MAIN GEAR

1,100 sqft

12’-7”

36’-1”

MAXIMUM DESIGN TAXI WEIGHT OF B747 ASSUME 90% OF LOAD IS ON THE MAIN GEARS

10’-1”

41’-5”

AIRCRAFT LOAD ASSUMPTION

APPROXIMATED LIVE LOAD OF AIRCRAFT

812,700 lb / 1,100 sqft = 738.818181 psf

Use 700 psf for calculation

44”

36” 58”

Assumed area of load distribution : 1,100 sqft Fig 06.3.

Fig 06.2. Basic roof framing plan Fig 06.3. Aircraft load (B747) assumption

DESIGN SKYLITE STRUCTURE Worst case : an aircraft wheel at the center of span Worst case Load Load of one wheel = 821,700 / 16 (# of wheel) = 51,356 lb 51,500 lb Worst case load = 51,500 / 2 (2 WT at the center) = 25,750 lb

m f

618,000 33,000

8’

PxL 25,750 x 8 x 12 618,000 m = = = 4 4 = 18.73 in3

span 8 x 12 allowable deflection = = = 0.55” 175 175 P x L3 25,750 x 83 x 123 actual deflection = = < allowable deflection 48 x E x I 48 x 29 x 106 x I Solve for I

I >

25,750 x 83 x 123 48 x 29 x 106 x 0.55

= 29.76 in4

4’

4’ Fig 06.4.

Use W8x35 : S = 31.2 in3, I = 127 in4 or WT9x79 : S = 20.8 in3, I = 160 in4

DESIGN SKYLITE GLASS STRUCTURE

8’

Glass specification fb (Typical design stress for 0.8% probability of breakage) = 11,200 psi (fully tempered) E = 10.4 x 106 ksi Load on glass W = 6400 plf M = 58900 lb*ft S (required) = 5.26 in3 Use 4’x4’x1-3/4” tempered glass for structural skylite panel S = 10.72 in3, I = 5.359 in4, deflection = 0.2063” (allowable=0.2743”)

4’

4’ Fig 06.5.

Fig 06.4. Basic skylite structure framing plan Fig 06.5. Basic skylite structure framing plan with glass

DESIGN SEEPAGE TUBE STRUCTURE

1 21" TEMPERED GLASS

bd2 = 6

1 x 0.252 6

= 0.010416666

0.01042 in4

bd3 = 12

1 x 0.253 12

= 0.001302083

0.00130 in3

2 m = WL 8

2 = 540 x 2.75 8

= 510.46875 lb-in

SEEPAGE DRAIN: 2"x3"x 41 " ST. STL. RECT. TUBE

1 4"

1 1 4" 2"

1" 24

1" 12

Aircraft load in pound per linear inch = 540 Check 1/4” thick standard 2” x 3” rectangular tube

1 2"

AIR SPACE

ø HOLE 12" O.C.

1 4"

INNER LITE CLEAR OR PATTERNED

1 2"

ø DRAIN TUBE

W24X192 G1

span 2.75 allowable deflection = = = 0.011458333” 240 240 5WL4 5 x 540 x 2.754 actual deflection = = 384EI 384 x (29 x 106) x 0.0013 = 0.010665” < 0.011458333”, ACCEPT

LOAD TABLE (APPLIED) DEAD LOAD

skylite system sub-structure with louvers weight of steel

LIVE LOAD

aircraft snow

TOTAL

D.L. L.L.

25 psf 15 psf 35.75 psf 700 psf 30 psf 75.75 psf 730 psf 805.75 psf Fig 06.6.

Fig 06.6. Skylight detail

DESIGN COLUMN

48’

8’

Steel specification Fy = 50 ksi fb = 0.66 x Fy = 33 ksi fv = 0.40 x Fy = 20 ksi fc = chap E E = 29 x 106 ksi

Load on columns 805.75 x (48’ x 48’) x 1/2 = 928,224 lb

8’

Design column at 16’ height check W18x119 for the load (A = 35.1 in2, S = 231 in4, Ix = 2,190 in3, Iy = 253 in3) h = 16’ K = 1.0 I Ix + Iy 2,190 + 253 r= = = = 5.90 A A 2 x 35.1

8’

KL = 1.0 x 16 x 12 = 32.54 r 5.90 Cc =

2xπxE Fy

Fa =

(KL/r)2 ) x Fy 2 x Cc2 = 5 3 x (KL/r) (KL/r)3 + 3 3 8 x Cc 8 x Cc (1 -

6 @ 8’ =48’

8’ Fig 06.7.

= 107 > 32.54 (32.54)2 ) x 50,000 2 x 1072 (32.54)3 5 3 x 32.54 + 8 x 1073 3 8 x 107 (1 -

47,687.89501 1.777193027

= 268,333.267

allowable load = Fa x 2 x A = 26833.267 x 2 x 35.1 = 1,883,695.344 > Load on column, OK

Fig 06.7. Patial framing plan with columns

07 Mechanical System The system is consist of primary and secondary system. The secondary service pods will receive the primary services and provide local distribution.

INTERNATIONAL GATE SATELLITE FOR CODE E(GROUP 5) AIRCRAFT/747 B1 (DEPARTURE) : 520,704 sqft B2 (ARRIVAL) : 516,096 sqft TOTAL : 1,036,800 sqft

DOMESTIC GATE SATELLITE FOR CODE E(GROUP 5) AIRCRAFT/747 TOTAL FLOOR AREA : 479,232 sqft

SERVICE LOADING DOCK

CENTRAL PLANT total floor area to service (before expansion) : 9,693,180 sqft total floor area to service (after expansion) : 12,076,540 sqft

PEDESTRIAN CONCOURSE

SECONDARY SERVICE POD

DOMESTIC APM STATION

B1 (DEPARTURE) : 128,512 sqft B2 (ARRIVAL) : 134,656 sqft B3 (STATION) : 43,776 sqft TOTAL : 306,944 sqft

B1 (DEPARTURE) : 133,377 sqft B2 (ARRIVAL) : 141,568 sqft B3 (STATION) : 43,776 sqft TOTAL : 318,721 sqft

LOCAL ZONING

B1 : 400,608 sqft B2 : 400,608 sqft TOTAL : 801,216 sqft

INTERNATIONAL APM STATION

B1 (DEPARTURE) : 73,738 sqft B2 (ARRIVAL) : 73,738 sqft TOTAL AREA : 147,456 sqft

B1 : 353,198 sqft B2 : 353,198 sqft TOTAL : 706,396 sqft

PEDESTRIAN CONCOURSE

B1 (DEPARTURE) : 55,296 sqft B2 (ARRIVAL) : 55,296 sqft TOTAL AREA : 110,592 sqft

TOTAL FLOOR AREA : 67,968 sqft

INTERNATIONAL TERMINAL

LOCAL ZONING

B1 (DEPARTURE) : 43,392 sqft B2 (ARRIVAL) : 43,008 sqft TOTAL AREA OF LOCAL ZONE : 86,400 sqft REQUIRED MECHANICAL ROOM SIZE = 3% OF THE AREA = 2,592 sqft

B1 : 822,524 sqft B2 : 822,524 sqft B3 : 1,194,624 sqft TOTAL : 2,839,672 sqft

B1 (DEPARTURE) : 73,738 sqft B2 (ARRIVAL) : 73,738 sqft TOTAL AREA : 147,456 sqft

LOCAL ZONING

SECONDARY SERVICE POD AREA OF LOCAL ZONE : 39,936 sqft REQUIRED MECHANICAL ROOM SIZE = 3% OF THE AREA = 1,198 sqft

AREA OF LOCAL ZONE : 30,336 sqft REQUIRED MECHANICAL ROOM SIZE = 3% OF THE AREA = 910.08 sqft

DOMESTIC APM STATION

B1 (DEPARTURE) : 128,512 sqft B2 (ARRIVAL) : 134,656 sqft B3 (STATION) : 43,776 sqft TOTAL : 306,944 sqft

PEDESTRIAN CONCOURSE SPUR TUNNELS

B1 (CONCOURSE) : 155,136 sqft B2 (STATION) : 21,888 sqft TOTAL : 177,024 sqft

PEDESTRIAN CONCOURSE B1 (DEPARTURE) : 55,296 sqft B2 (ARRIVAL) : 55,296 sqft TOTAL AREA : 110,592 sqft

SERVICE LOADING DOCK B1 : 353,198 sqft B2 : 353,198 sqft TOTAL : 706,396 sqft

CENTRAL PLANT total floor area to service (before expansion) : 6,842,160 sqft total floor area to service (after expansion) : 8,105,520 sqft

PEDESTRIAN CONCOURSE

SECONDARY SERVICE POD

INTERNATIONAL APM STATION

B1 (DEPARTURE) : 133,377 sqft B2 (ARRIVAL) : 141,568 sqft B3 (STATION) : 43,776 sqft TOTAL : 318,721 sqft

B1 (CONCOURSE) : 162,048 sqft B2 (STATION) : 21,888 sqft TOTAL : 183,936 sqft

DOMESTIC TERMINAL

B1 (DEPARTURE) : 30,720 sqft B2 (ARRIVAL) : 31,872 sqft TOTAL AREA OF LOCAL ZONE : 62,592 sqft REQUIRED MECHANICAL ROOM SIZE = 3% OF THE AREA = 1877.76 sqft

INTERNATIONAL APM STATION

DOMESTIC APM STATION

TOTAL FLOOR AREA : 90,624 sqft

LOCAL ZONING

B1 : 940,029 sqft B2 : 940,029 sqft B3 : 1,194,624 sqft TOTAL : 3,074,682 sqft

SECONDARY SERVICE POD

B1 (CONCOURSE) : 155,136 sqft B2 (STATION) : 21,888 sqft TOTAL : 177,024 sqft

SERVICE LOADING DOCK

PEDESTRIAN CONCOURSE TOTAL FLOOR AREA : 67,968 sqft

DOMESTIC APM STATION

B1 (CONCOURSE) : 162,048 sqft B2 (STATION) : 21,888 sqft TOTAL : 183,936 sqft

PEDESTRIAN CONCOURSE TOTAL FLOOR AREA : 90,624 sqft

SPUR TUNNELS

SERVICE LOADING DOCK B1 : 400,608 sqft B2 : 400,608 sqft TOTAL : 801,216 sqft

PRIMARY SERVICE TUNNEL

(APPROXIMATE SIZE OF 20’ WIDE AND 18’ HIGH)

PRIMARY SERVICE TUNNEL

INTERNATIONAL GATE SATELLITE FOR CODE C(GROUP 3) AIRCRAFT/737

(APPROXIMATE SIZE OF 20’ WIDE AND 18’ HIGH)

B1 (DEPARTURE) : 361,728 sqft B2 (ARRIVAL) : 375,552 sqft TOTAL : 737,280 sqft

CHILLED WATER HOT WATER HVE COMMUNICATIONS FUEL

2987’

3720’

CHILLED WATER HOT WATER HVE COMMUNICATIONS FUEL

DOMESTIC GATE SATELLITE FOR CODE C(GROUP 3) AIRCRAFT/737 TOTAL FLOOR AREA : 357,120 sqft

3672’

2987’

SUSTAINABLE DESIGN FEATURE : Utilizing prevailing wind

AIR SCOOP TURNS DEPENDING ON WIND DIRECTION at least 10’ height to supply fresh air

SECONDARY SERVICE POD

Fig 07.2. Location : Chicago, IL for analysis

Chicago wind potential energy per hour : Area = 384 ft x 10 ft = 3,840 sqft for analysis

Anaysis given : average wind speed in Chicago : 10.3 mph

10.3 mph x 5,280 ft (unit convert) = 54,384 fph Total ft*lbs = 3,840 x 1.0 x 54,384 x 0.075 = 15.663 x 106 ft*lbs

air weight at 70 °F ; 20 P.S.I., 50% R.H. = 0.075 pcf

Convert ft*lbs to watts :

15.663 x 106 ft*lbs x 1.3564 (unit convert) = 21.245 x 106 watts = 21,245 KW

Total floor area of the local zone at the concourse : 30,336 sqft Assume 67% of pedestrian passage Assume 33% of waiting areas, cantenns, etc

Potential energy of prevailing wind at 384 ft area = “21,245 KWH” Potential energy of prevailing wind at one bay (48ft) = 21,245 KWH ÷ 8 (8 bays in 384 ft) = “2,660 KWH”

Code requirement : pedestrian passage : 3.0 cfm/sqft waiting area, and etc : 1.0 cfm/sqft maximum velocity : 60 fpm

Potential energy of prevailing wind with 24’ radius scoop per hour : Area = π x r2 = π x 242 = 1,809.557368 sqft = 1,800 sqft for analysis 10.3 mph x 5,280 ft (unit convert) = 54,384 fph Total ft*lbs = 1,800 x 1.0 x 54,384 x 0.075 = 7.341840 x 106 ft*lbs Convert ft*lbs to watts :

Total ventilation air required : 30,336 sqft (floor area) x 0.67 (% of pedestrian passage) x 3.0 cfm (required air) = 60,975 cfm

7.341840 x 106 ft*lbs x 1.3564 (unit convert) = 9.958471776 x 106 watts = 9,958.471776 KW Potential energy of prevailing wind with 24’ radious scoop = “9,958 KWH”

30,336 sqft (floor area) x 0.33 (% of waiting, canteens, etc) x 1.0 cfm (required air) = 10,011 cfm

Total = 60,975 cfm + 10,011 cfm = 70,986 cfm

“Potential energy of prevailing wind at the scoop is 22.99 times more than what it is required.”

Total energy required per hour :

Cost saving :

Ditance traversed per hour : 60

433 KWH x 0.10 ($ per KWH) = $4330/HR

Total ft*lbs = 70,986 cfm x 60 x 0.075 (weight of the air) = 319,437 ft*lbs

$43.3 x 192 (total number of local zones before expansion)= $8,31360/HR

Total wattage = 319,437 ft*lbs X 1.3564 (unit convert) = 433,284 watts = “433 KWH”

$43.3 x 288 (total number of local zones after expansion)= $12,47040/HR

Fig 07.02. Utilizing prevailing wind for air ventilation

08 Boarding Ramp At the underground airport the boarding system needs to connect the gate at apron level to the entrance of the aircraft. Therefore, an underground airport demands its own method of boarding and de-boarding.

1. Collapsible structure

2. Material and structure

3. Weather protection

COLLAPSIBLE CANOPY: thin lightweight double-walled reinforced fabric

AIR INFLATED CANOPY

industrial scisoors lift and hinge

6” thick carbon composite

air inflated canopy

In order to resist the jet blast, the whole structure needs to collapse downward. This is to expose the least surface to wind and also to be clear of the aircraft wings when required. Its structure, probably at the landings needs to anchor the ramp to the ground to resist wind and engine forces and the anchorage needs to be able to quickly disengage to allow it to be moved out.

Since the underground airport maximizes the aircraft maneuverability, the boarding structure should be able to withstand the jet blast along with normal wind forces. The ramp structure can be built with Carbon Composite as its low density and high strength makes it a really compatible material, the density of Carbon Composites being about 20% of steel and 64% of aluminum. This is a very significant advantage for the ramp that needs to be moved in and out quickly.

Weather protection for passengers should be provided when required. Weather protection can be achieved by untilizing an air inflatable structure with collapsible canopy. This enables the canopy to be quickly blown up and down, depending on the weather condition.

1. Arrival : Aircraft approaching

2. Boarding / Deboarding : Aircraft parked

adjust angle to be connected to aircraft

extra ramp for 747 (not used for smaller aircraft)

adjust angle to clear out of the way of aircraft

adjust angle to be connected to aircraft

3. Departure : Aircraft leaving

adjust angle to clear out of the way of aircraft

detached segment

adjust angle to clear out of the way of aircraft

adjust angle to be connected to aircraft

detach to clear out of the way of aircraft adjust angle to be connected to aircraft

09 Comparison with Existing airports The statistical data of these aspects was compared with existing airports to demonstrate what some of the advantages of the underground idea are.

COMPARISON SUMMARY OF FINAL SCHEME

Final scheme Atlanta

Denver

Chicago

Incheon

Hongkong

Beijing

Amsterdam

Number of gates

199

167

189

Landusage of related apron area (sqft/gate)

107,960

175,149

99,871

345,979

293,636

637,681

164,198

203,760

191,040

the longest taxiing distance from the center of the furthest runway to any furthest gate

8,521

17,064

12,641

13,876

10,796

10,767

11,839

10,927

12,319

the shortest taxiing distance from the gate to the center of the closest runway

5,641

8,852

5,494

9,721

7,073

7,916

5,645

4,754

6,242

Runway offset distance

4,400

7,500

5,400

6,800

5,080

5,000

6,624

1,800

4,050

2,650

2,800

3,648

5,160

1,350

2,300

2,000

1,830

1,500

2,300

1,296

565

625

941

882.5

654

616.25

900

896

40,000

25,863

11,303

total number of parking space with 1 floor

10,368

total number of parking space with 2 floors

20,736

Average of 2,160

Before expansion

192

after expansion

288

Taxiing distance (ft)

Walking distance (ft) maximum walking distance from the terminal

741

average walking from the terminal max walking distance from the APM station average walking distance from the APM station

Parking space (car)

Curb length (ft)

800

Average of 817.5

1,062.5

1,650

900

Average of 550

a : No Parrallel Runway b : No Pedestrian Access c: No APM system

Based upon the statistical comparison with existing airports, the final scheme seems possible to pursue. The large number of gates should be able to accommodate the increasing demand in air traffic, and it can even be expanded without hindering on-going operations. Its adjustable ratio of domestic to international operation will also be very beneficial. The land usage of related apron area shows that the scheme’s parallel parking system is workable utilizing a reasonable amount of land. It shows that the scheme uses much less land than that of Incheon, Hong kong, and Beijing airports. This aircraft parking system enables simultaneous boarding at fore and aft entrances thereby reducing the turn-around time of aircrafts. It also makes unneccessary the towing operation by maximizing aircraft maneuverability with power-in and power-out of aircraft at gates. Taxiing distance is also relatively low reducing fuel consumption. Considering the large number of gates, the taxiing distance proves that the general layout of the airport uses the land very efficiently. Pedestrian access between the gate satellites will also be very advantageous. Atlanta, Denver, and Incheon airports use the same horizontal distribution concept as the final scheme, but they do not provide pedestrian connections. This access becomes very useful when there is APM malfunctioning, especially for the gate satellite concept. The underground airport can still operate with minimum delay in case of APM system failure.

In lieu of a monumental high-ceilinged terminal usual in most contemporary airports an alternative was sought that might be a little more compatible with the “Underground” concept underlying this project. Coupled with the need to relate many of the terminal functions to the outlying and far-flung gates in an even-handed manner, the desirability of centralizing such functions as rail transit systems, vehicular roadways and parking facilities and last but not least, to ensure a robust and centralized site for hotels, convention halls and other related activities that over time will naturally complement a major transportation hub, the centralized landscaped Park came about which could be gradually developed to its full potential just as the airport itself will reach its ultimate capacity. This Park will also provide the desired “center” both physically and symbolically while also integrating nature at a suitable scale with one of the modern era’s most advanced large-scale technologies.

For further information or deeper understanding of the project / Full text Visit http://share.iit.edu/handle/10560/3439 Contact Churl jong Kim

T. +852 2908 4050 / +852 2528 3031 C. +852 9787 2229 E. churl-jong.kim@arup.com / kimcj2190@gmail.com

To discover more publications of Churl jong Kim Visit

1. Work Samples https://issuu.com/churljongkim/docs/worksamples-1 https://issuu.com/churljongkim/docs/worksamples-2 2. Undergraduate work portfolio https://issuu.com/churljongkim/docs/portfolio-undergraduate 3. Graduate work portfolio https://issuu.com/churljongkim/docs/portfolio-graduate 4. Master Thesis Full text http://share.iit.edu/handle/10560/3439