THEARUPJOURNAL HONG KONG AIRPORT CORE PROJECTS SPECIAL ISSUE 1/1999 Vol. 34 No. 1 (1/1999) Editor: David J . Brown Published by Art Editor: Desmond Wyeth FCSD Ove Arup Partnership Ltd Deputy Editor: Beth Morgan THEARUP 13 Fitzroy Street Special thanks to London W1 P 690 Colin Wade. Hong Kong Tel: +44 (0) 1716361531 Editorial: Fax: +44 (0) 171 580 3924 Tel : +44 (0) 171 465 3828 www.arup.com Fax: +44 (0) 1714653675 JOURNAL e-mail: [email protected] 4 30 The Airport Terminal Platform screen doors Building Andrew Harrison Martin Manning etal et al 12 32 Cathay Pacific The acoustic design: VIP Lounge: Terminal Building and 'The Wing' MTRC stations Michael Tomordy SamTsoi 14 34 HACTL Tung Chung Station SuperTerminal 1 and tunnels Mike Harley Colin Wade etal 22 38 The Lufthansa Tsing Yi Station, Catering Facility viaducts, and PaulSuett development et al Charles Law et al 25 44 Ground Kowloon Station, Transportation tunnels, and Centre development Naeem Hussain Martin Mok etal etal 28 52 Fire engineering: Hong Kong Station the Terminal Building and Subway and the MTRC stations Peter Brotherton Peter Bressington etal THE HONG KONG AIRPORT CORE PROJECTS Tsing Yi "'Airport Express Line Tung Chung Hong Kong 1. Location plan In 1989 the Hong Kong Government's Port These contributed significantly to expediting Of these, Hong Kong, Kowloon, and Tsing Yi and Airport Development Study (PADS) named construction and controlling costs. are all megastructures incorporating massive the island of Chek Lap Kok off the north coast of We went on to fulfil a number of roles for projects commercial developments. Lantau as the site selected for Hong Kong's at Chek Lap Kok. The firm was appointed as lead While acting as consultants in fire and acoustic new Airport. consultant for Super Terminal 1 and the Ground engineering for the entire LAR, as engineers for The project was to be one of the biggest in civil Transportation Centre (GTC), as well as acting as the platform screen doors and designers for engineering history. Chosen for its clear airspace structural designer for the overall superstructure system-wide station features including the glass and convenient proximity to the urban areas of scheme design and for detailed design of the roof lifts, we were able to make a key contribution to Hong Kong and Kowloon, the originally 302ha and all visible steelwork at the Passenger Terminal, the visual coherence of all the LAR stations. island and its smaller Sha neighbour Lam Chau where we were also fire and acoustic engineers. During our involvement in the Airport Core were to be more than tripled in size through land We also played a key role in the construction of Projects as a whole, around 450 Arup staff from reclamation into a 1248ha site, now home to one of facilities for specific carriers. Arup was the IT and more than 20 offices gave of their best. the world's largest and most sophisticated communications engineer for Cathay Pacific's international airports. Each of the projects described in this Arup high tech passenger lounge, and project manager Journal stands independently as a significant The massive earthmoving and dredging operations for Lufthansa's new catering facility. feat of engineering and design. Collectively they involved in creating this vast platform were Equally significant was our contribution to the represent an outstanding body of work of which largely completed by mid-1995, at which time the LAR. Of its seven stations, we were involved with we are justifiably proud. design and construction of the airport's various five, including the Airport station housed in the components were already well under way. Peter Ayres GTC. Each required a unique combination of our Andrew Chan The new Hong Kong International Airport officially areas of special expertise. Michael Sargent opened on 6 July 1998 and can currently handle At the line's flagship development, Hong Kong Ove Arup & Partners Hong Kong Ltd 35M passengers and 2.6M tonnes of cargo a year. Station, Arup Associates were architects and Ove Development continues. A second runway is Arup &Partners engineers. At Kowloon, Tsing Yi due for completion in mid-1999 and will allow and Tung Chung we engineered the station some 50 aircraft movements per hour round the buildings, and associated civil engineering work clock, rising to a peak of 80 by 2040 when the including viaducts, tunnels, and roads. 2. Chek Lap Kok site plan. Airport will reach its ultimate annual capacity of 87M passengers and 9M tonnes of freight. Rail transport from Chek Lap Kok to Hong Kong is provided by the Mass Transit Railway Corporation's (MTRC) Lantau and Airport Railway (LAR). Comprising two separate lines, the Airport Express Line (AEL) links Hong Kong and Kowloon to the airport, while the Tung Chung Line (TCL) is a predominantly domestic service between Hong Kong, Kowloon ,and the new town of Tung Chung on Lantau. Together the airport and rail projects comprise two of the Government's 10 Airport Core Projects. From its inception the new Airport gave Arup a welcome opportunity to bring its total strength to bear. We seconded a team of civil, marine and geotechnical engineering experts to assist the then Provisional Airport Authority (PM), "'--- HACTL later to become the Airport Authority (AA), and Express Centre provided a wide range of consultancy services. Alrpon Express Line THE ARUP JQVRNA_!. 1/1999 The Airport Terminal Building Andy F ter Craig Gibbons Martin Manning David Scott Introduction Competition entry Concept review By 1991 the Airport masterplan had been The competition design retained the distinctive After an appointment in early 1992, the first stage developed and this defined the layout of the airport plan form of the masterplan concept, but made of the project required the team to review the platform including its twin runways, the location significant improvements that greatly enhanced the masterplan and develop the outline technical and general arrangement of the Terminal Building, building's architectural character. Three essential proposals so that the cost plan could be reviewed the zones for cargo handling, aircraft maintenance, strands were interwoven: the functional planning, and confirmed. fuel storage, catering, and other commercial the engineering, and the need for a unifying Plan activities. In September 1991 the masterplan architectural concept. For the plan the design team Departing passengers arrive by road or rail at the formed the basis of a competitive tender for the returned to the 'upside down' building concept GTC in front of the Terminal Building and transfer Terminal Building's detailed design, with the which had been developed for the terminal at via bridge links to the processing building. Once additional requirement to develop the architecture Stansted 1. This put the mechanical engineering inside, the check-in desks of the Departures area of the building as a suitably impressive 'gateway' to plant and the baggage handling installation in the are accessed via further bridge links across a Hong Kong. basement and, above that in this case, two levels of spectacular Arrivals Hall. Beyond Departures. The design contract was eventually won by passenger areas for Arrivals and Departures. passengers pass through immigration and arrive at The Mott Consortium, comprising Mott Connell Additional areas for further plant. airline offices, or the East Hall, which contains a zone of restaurants, Ltd, Foster and Partners, and British Airports retail installations were placed on mezzanine levels shops, and other commercial activities. From the Authority pie. Ove Arup & Partners was appointed between basement and Arrivals, between Arrivals East Hall, the concourses extend in three directions as structural designer for the scheme design of and Departures, and above Departures. and provide 38 bridge-served gates for wide­ the superstructure and the full design of all visible The team also proposed the idea of modularity, bodied aircraft. Since the building is approximately steelwork. as well as being fire and acoustic not only to reduce the number of details to be 1.2km long, an underground train or 'APM' (auto­ engineers for the building (see pp28-29, 32-33). designed and then learned on site, but also to mated people mover) is located below ground The masterplan on which the design contract was provide some flexibility for the client to review what level. connecting the East and West Halls for based defined the layout of a Terminal Building he wanted during design and construction, and passengers departing from gates in the distant suitable for an international airport with 35M indeed during the life of the building. diagonal concourses. The APM tunnel also provides passengers a year initially, ultimately rising to As at other terminals, the enclosure above the a route for baggage circulation to and from the 87M pa. The plan defined the number of aircraft Departures level and the walls of the building baggage hall under the processing building and stands, the principal space requirements, and how provided the unifying element to the whole project. is extendable to link through to a future phase 2 the building was to be phased. Its key components At Stansted the structure is a series of independent terminal and its associated concourses. comprised the link to the Ground Transportation freestanding trees 36m apart in both directions. Arriving passengers follow a reverse route, the Centre (GTC}. the processing building, the At Kansai International Airport2, the roof spans the Arrivals level being located immediately below concourses, and the passenger transit system whole width of the terminal. At Hong Kong, the Departures. The vast baggage reclaim hall beyond within the building. singularity of passenger flow, and also the shape of the East Hall is located above the basement the building, led to the selection of parallel circular baggage handling hall and below the Departures section vaults spanning 36m, based on a diagonal level in the processing building.