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Chhatrapati Shivaji International Airport—Integrated Terminal Building

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Chhatrapati Shivaji International Airport—Integrated Terminal Building Introduction: Recent Structures in India In anticipation of the forthcoming IABSE Symposium in southern-most continent, Antarctica. Back on the Indian Kolkata in September 2013, this special issue of Structural subcontinent and aboveground, the last two papers present Engineering International presents a series of projects in or a light-weight, double layered cable-net roof system for the related to India. As varied as the country itself, the follow- retrofit of a swimming facility, as well as a 10 km-long infra- ing eight technical papers present structures ranging from an structure project in the technology hub of Bangalore. underground cavern to a research station in Antarctica. The Indian Group of IABSE is looking forward to welcom- In the first paper—and highlighted on the front cover—the ing delegates to the 36th IABSE Symposium, in Kolkata from new terminal building of the Mumbai airport is described, 24 to 27 September 2013 entitled “Long Span Bridges and including the elaborate roof and wall system. This is followed Roofs—Development, Design and Implementation”. More by two projects in and around New Delhi: a new signature information on this symposium, as well as other upcoming cable-stayed bridge with its backwardly inclined pylon and IABSE events can be found on the IABSE website under the addition of a cable roof system for the retrofit of a sta- www.iabse.org/Events. dium. A brief history of landmark bridges constructed over major rivers in India and the challenges faced in their con- B. C. Roy, Vice-President of IABSE, Chair of Scientific Committee struction is then elaborated. Next, the construction of one of 2013 IABSE Symposium in Kolkata of the world’s deepest caverns for the storage of liquefied petroleum gas in Visakhapatnam is detailed, followed by a Ann Schumacher, Editorial Board, Structural Engineering description of the new Indian research station on the world’s International Chhatrapati Shivaji International Airport—Integrated Terminal Building Charles Besjak, SE, PE, Director; Preetam Biswas, PE, Associate Director; Alexandra Thewis, PE; Raymond Sweeney; Damayanti Chaudhuri, PE; Skidmore, Owings & Merrill LLP, New York, NY 10005, USA. Contact: [email protected] DOI: 10.2749/101686613X13363929988296 Abstract an overall truss depth of only 4 m. In and domestic operations at one of the response to site constraints and prox- busiest airports in India in order to The new Integrat ed Terminal Building imity of the existing operational ter- achieve 24-h utilization. This 410 000 m2 a t Mumbai’s Chhatrapati Shivaji minal building, the mega-columns are terminal building is being constructed International Airport combines inter- also designed to serve as hoist mecha- at the location of the existing terminal national and domestic operations at nisms s uch that the entire roof can be with minimal disruption to its opera- one of the busiest airports in India. constructed without tower cranes. The tions. An international consultant with 2 The 410 000 m building, being con- Terminal Building also includes the vast experience in designing airport structed at the site of the existing largest and longest cable wall system terminals around the globe was chosen terminal, will achieve a capacity of in the world. The structural studies as the principal architect and engineer 40 million passengers per annum upon completed include solid finite element for the new building . One of the largest completion in 2014. analysis of connections to optimize construction firms in India was chosen The primary design feature of the material efficiency. Furthermore, the as the local designer and general con- building is a long-span roof covering a structural design prioritizes modular tractor for the project. The Ter minal total of 70 000 m2 over various func- construction for economy and facili- Bu ilding is being constructed in phases tional requirements, making it one of tation of an accelerated construction where Phase 1 includes c onstruction of the largest roofs in the world without schedule. the western pier, and Phase 2 includes an expansion joint. The Headhouse Keywords: airport terminal; long-span c onstruction of the Headhouse zone. Roof, supported by only 30 columns roof; unidirectional cable wall; struc- Upon completion of Phases 1 and 2, spaced at 64 m in the North–South tural efficiency; phased construction. the building will become operational direction and at 34 m in the East–West and Phase 3 will commence, which direction, produces a large column- Introduction consists of the demolition of the exist- free space ideal for an airport. By ing terminal building and the construc- increasing the depth of the trusses near Mumbai International Airport Limited, tion of the easte rn pier. Following the the columns and running trusses in owner-operator of Chhatrapati Shivaji completion of Phase 3 in 2014, the new both an orthogonal grid and a 45° grid, International Airport at Mumbai, is cur- terminal, shown in Fig. 1, will serve large spacing and cantilevers of 40 m rently building a new Integrated T ermi- approximately 40 million passengers along the perimeter are achieved with nal Building that combines international annually. 8 Technical Report Structural Engineering International 1/2013 In order to create one of the largest roofs in the world without an expan- Future development sion joint, the roof mega-columns and steel roof structure were kept com- pletely independent from the base Arrivals concrete structures below. Large forecourt openings in the concrete base struc- Headhouse: ture allow the mega-columns to pass departure, arrivals, immigration through as well as create architec- and baggage claim tural design features. This allows the Concourse, retail and Headhouse Roof structure to move baggage handling independently in response to loads, particularly expansion and contraction caused by temperature variation. This Pier gates thermal gradient is applied to the steel in the structural analysis model and accounted for in the design of the roof members. In response to the functional require- ment of the space below the roof, the entire Headhous e Roof is supported on just 30 composite mega-columns. Following requests from the client, the design team sought to minimize the number of columns in the depar- ture halls. However, the final design surpassed this constraint and resulted in a departure hall entirely free of columns through the use of com- posite mega-columns space d 64 m in one direction and 34 m in the per- Fig. 1: Architectural renderings (clockwise from top left) plan view of integrated terminal pendicular direction. The structural building; approach roadway at departu re level; check-in con course; aerial view of system for the Headhouse Roof is integrated terminal building akin to a two-way flat slab system. Increasing the depth of the trusses near the columns and running trusses in an Owing to the scale and project occu- Long-Span Structural Steel orthogonal grid as well as along a 45° pancy, the client directive was to meet Headhouse Roof grid results in an overall truss depth of the requirements of the Indian codes 4 m for the roof system. The greater as well as satisfy requirements of the The primary design feature of the truss depths near the columns create International and American codes. Termina l Building is a long-span roof “column pod” areas which seamlessly This was achieved by evaluation of the covering the departures roadway, integrate into the pyramidal skylights most stringent conditions at all stages check-in hall, security, and passport that serve as major architectural fea- control functions. The architectural of design and analysis. Early in the tures. All of these aspects of the cladding of the roof and ceiling fea- design process, an evaluation of local Headhouse Roof can be seen in the tures a molded surface and sky- construction techniques, available structural model in Fig. 2 as well as in lights over the column locations and con struc tion materials and availabil- the construction photographs of Fig. 4. ity of skilled labor played an impor- throughout the terminal ceiling, allow- tant role in the choice of the building ing natural light to flood into the main The lateral system for the Head house hall. The Headhouse Roof, covering Roof comprises steel moment-resisting materials. Concrete was selected as 2 the primary building material for the 70 000 m and spanning over seven frames consisting of com posite mega- individual concrete base structures, is columns and long-span ste el roof base building, while steel was used for supported by only 30 composite mega- trusses. Frame action is achieved the structural framing of the roof in columns. Beyond typical gravity and between the primary roof trusses and order to achieve a lightweight system seismic loads on the roof, special load- the composite mega-columns in the with large column-free spaces. The ing considerations were taken for the North–So uth direction and between construction site of the new terminal cable wall which applies a significant the secondary roof trusses and the building is located within clo se prox- wind load to the roof structure and composite mega-columns in the Ea st– imity of the existing terminal that had whose cables are pre-stressed against West direction. Additional trusses to remain operatio nal during construc- the roof trusses at the northern end running at 45° to the orthogonal grid tion, which resulted in an elongated of the terminal. The wind loading also provide additional stability and dia- X-shaped plan utilizing repetitive, presented challenges as a significant phragm stiffness. The weaving of the modular designs that accommodate portion of the Headhouse Roof is orthogonal and diagonal trusses, in construction phasing and permit rapid open to the outdoors and behaves as addition to ensuring diaphragm action construction.
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