A $590-million upgrade to Sky Harbor International Airport’s Terminal Three in Phoenix is the building equivalent of liposuction—stripping tons of concrete from the structural bones in order to create a new, light-filled public space.
The on-airport location affects nearly every aspect of the design and construction team’s work. Crews have to deconstruct and construct while minimizing the impact on passengers and airline operations.
DWL Architects + Planners Inc.总裁Steve Rao说：“这就像在一个码头内建造一个终端，有500万人走过工作岗位。”
The 880,000-sq-ft Terminal Three was initially completed in 1979 for $48 million. As part of the city of Phoenix’s improvement program, this project will update the terminal as well as add capacity and consolidate facilities. Terminal 2 will be demolished upon completion of Terminal 3.
The first phase of the three phase project was opened to the public in early December. Phases 2 and 3 are underway, with completion expected in 2020. The building was completed using a design-build contract with a team comprising DWL Architects + Planners, SmithGroupJJR and Corgan, along with contractor joint venture HuntAustin.
“集会团队是机场的全明星团队。这是我们第一次共同努力。” Rao说。
著名的分包商包括BCS Inc.，Cannon＆Wendt，DSI，W.J。Mahoney，Aero Fire Protection，Able Steel，Kovach和Gannett Fleming。
Article Index:
外面
One of the biggest challenges during Phase 1 was the removal of vast amounts of concrete. Visually and functionally, it began with removing the precast concrete outer shell of the main processor building. The idea brought forth by the design-build team, and embraced by the city of Phoenix, was to share the sunlight and ambience of the desert Southwest with those using the airport. Crews replaced the precast concrete shell with a glazed, four-sided glass curtain wall. Precast concrete outer shell panels were detached primarily intact and placed on trucks with the help of a variety of hoists.
At the same time, designers made certain that the desert sun wouldn’t be a problem. Digital models determined where sunlight would impact passengers and operations at all times and on all days; tweaks to the design were made accordingly.
“Obviously, you don’t point a building west in this environment and take it lightly,” says Russ Sanders, principal with SmithGroupJJR. “We are in the Sonoran Desert, so we want the daylight but not the heat.”
玻璃外墙是由一个新的大厅收集到的，该大厅的数量较高，并有更多的周围区域景观机会 - 允许注入自然光。拆除了大量的夹层地板以打开该区域。许多机场运营也被移至新设施，他们占领的区域被完全删除。
凤凰城项目的所有者代表Art Fairbanks说：“这确实是通过减法的补充。”“卸下地板实际上是建筑物的行为的补充，因为您可以更快地到达目的地，并且为我们的乘客增添了更大的灵活性。”
The HuntAustin contracting team removed a variety of single and double concrete tee beams with the help of demolition saws and specially arranged hoists. Crews removed more than 4.3 million lb—or 2,150 tons—of concrete during Phase 1, including 54 single tees, each weighting 43,000 lb; and 42 double tees, each weighing 22,000 lb. Eleven cast-in-place concrete beams were also removed, including three that were 41 ft long and weighed 92,000 lb each.
Huntaustin的合同经理Ray Libonati表示，当将拆除分包商BCS带到团队中时，它提出了一项测序和安全计划，并通过Huntaustin Safetion Safety Protopitions增强了测序和安全计划。
Libonati说：“取出它是一回事，安全地做到这一点。”
According to the team, nearly all of the removed concrete has been staged in a nearby airport storage area and will be reused during Phases 2 and 3, which will contribute to LEED points. As designed, the facility is tracking LEED Silver.
Moving the old concrete out of the facility while the airport remained in operation required tight cooperation between the construction team and airport staff. For example, traveler routes to the airport connector PHX Sky Train were changed multiple times to make room for demolition and removal of the beams and decks.
Despite the tight working space, there have been zero lost-time safety incidents over more than 550,000 worker hours.
上和下
设计构建团队还采用了现代方法来寻找寻路，在安全检查站处增加了空间，并巩固了检查站的数量，更大的优惠空间和更新的票务柜台。
“Airports are massive, complex spaces, making travel confusing for a wide array of passengers. To minimize stressful situations, it was imperative the design was an intuitive, seamless experience. We did this by codifying functions and spaces in the building. Similar functional spaces receive similar or identical materials and treatments throughout the entire terminal campus,” says Hunter Floyd, associate with Corgan.
Achieving this seamless experience required partial rebuilds and rerouting of the underground baggage tunnel and excavating 18 ft below slab within the existing foundations.
Huntaustin项目总监James Augustyn说：“很难深入研究。”
Challenges also existed on the roof, which was formerly available for parking. Clearing the roof area included removing six cast-in-place stair towers extending 16 to 20 ft above the roof surface. “The internal structures as well as elevator structures had to be surgically removed,” says Libonati.
While demolition was tricky, maintaining systems exposed by demolition was an ongoing challenge. “The main electrical feeds and other systems had to be kept safe and not dropped on,” Libonati says.
The new roof area is now home to four air handlers. The team had to order one of those air handlers ahead of time during the early phases of design because the demolition required the removal of an original air handler from the service level. Temporary ductwork was then put in place for that new handler to serve the street level and service areas, though the handler will ultimately serve a different area when the project is complete.
Bearing loads on the footings were nearly exceeded, according to the project team. Carbon fiber was also used to wrap columns for increased support.
在决定要卸下哪些光束时，团队必须咨询结构工程师进行成本效益分析。卸下支撑后，将碳纤维包裹在圆柱上，这改变了细长的比率。
“What was a 30-foot-on-center beam system became 60 foot on center, for example, in the recomposure area,” says Sanders.
根据Libonati的说法，设计建造团队依靠结构工程师Gannett Fleming来确定可以修改哪些结构支撑。
“我们研究了每次成本和收益的光束分析。这就是为什么有些列仍然存在的原因，有些则不在。” Libonati说。
Holes for 14 skylights were also cut from roof-level concrete to provide additional natural light and connection to the outdoors by removing 8-ft by 30-ft double tees. Because the topping slab was already removed, the double tees had to be broken into smaller chunks and removed piece by piece.
Finishing Stage
通过第1阶段的完成，现在工作着重于完成处理器建筑东部的翻新，使Concourses现代化并提供基础设施的改进。当装修完成时，许多新的建筑系统，包括火灾，安全和HVAC，都需要“翻转”。
The south concourse, which is currently not in use, will be entirely demolished. The building’s former north-south footprint will become east-west and will be 232,500 sq ft with 15 gates. A new central plant will also be built as part of Phase 2, and many of the new mechanical systems built in Phase 1 will be switched over from the existing equipment after completion, expected in late 2018 or early 2019.
As part of the construction and change to the south concourse footprint, several service changes will also be executed, including the in-ground fuel supply system. Active and previously abandoned portions of the fuel supply system will be removed, and new jet fuel pipes and hydrant fuel pits will be installed to serve the redeveloped concourse. Electrical, water, sanitary sewer and communications will be reconfigured and connected to existing utility corridors.
Nine aircraft parking positions that will be displaced by the south concourse will be redeveloped, along with reconstructing apron pavement after the removal of existing pavement and building foundations supporting the existing concourse.
与第1阶段一样，升级也将提高乘客流程的效率，提供更多便利设施并扩大栅极容量。Libonati说：“虽然该项目的第一阶段可能是最复杂的，但第2阶段不是在公园里步行。”
第三阶段将包括对北部大厅和10门门的重塑。目前，北方大厅的改进将有望在2020年完成，将着重于继续在第1阶段实施的物质寻路哲学以及对特许区域的增强。
