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Indianapolis International Airport New Terminal Building
The new terminal building will be built in the "midfield" area of the airport property, between the two main existing runways. The $974 million project includes a new terminal, concourse, and parking garage, as well as site preparation, utility and road work, and airfield improvements.
Construction on the terminal began this past July and will be complete in 2008. Construction on the new airport control tower is complete and will open in 2006. It will be one of the tallest in the world at 340 ft. KEY INFORMATION Master Architect: Hellmuth, Obata + Kassabaum, Inc. Area: 1.2 million square feet Retail space: 90,000 square feet Office space: 55,000 square feet 40 passenger gates 96 passenger check-in counters 18 passenger screening checkpoints Here are some renderings: http://www.newindairport.com/galleri...nd_aerial3.jpg http://www.newindairport.com/galleri..._approach2.jpg http://www.newindairport.com/galleri...ivicplaza1.jpg http://www.newindairport.com/galleri..._interior1.jpg http://www.newindairport.com/galleri...civic_full.jpg http://www.newindairport.com/galleri...ivic2_full.jpg http://www.newindairport.com/galleri...ivic3_full.jpg http://www.hoknorthcentral.com/proje...useover1_2.jpg http://www.aviationcapitalmanagement...d2-660x120.jpg http://www.newindairport.com/galleri...ering_full.jpg Photos of the completed control tower: http://cmsimg.indystar.com/apps/pbcs...rder=0&Title=0 |
Some aerial construction shots:
Construction of new airport interchanges: http://www.newindairport.com/galleri..._i70a_full.jpg http://www.newindairport.com/galleri...i70_c_full.jpg Completed interchange: http://vh10018.v1.moc.gbahn.net/apps...rder=0&Title=0 Terminal site excavation (from 09/27/05): http://www.newindairport.com/galleri...2705A_5107.jpg http://www.newindairport.com/galleri...2705A_5115.jpg http://www.newindairport.com/galleri...2705A_5112.jpg http://www.newindairport.com/galleri...2705A_5116.jpg |
^ impressive...i really like the open spaces and the modern use of glass to allow natural light. are there any plans to add transit/rail infrastructure to the new terminal?
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Very nice, I like it.
Is this replacing the original terminal altogether? Or, is this essentially going to be a second terminal building? |
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http://www.in.gov/dot/div/specialpro...pics/hot03.jpg |
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Beautiful... :yes:
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Looks quite nice to me. I agree with wrightchr, the open spaces, glass, and use of natural light makes for a stunning space!
Aaron (Glowrock) |
wow...that is super nice...what's the status on having light rail?
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Right now the federal government is on it's second or third study of light rail/mass transit. Our bus system is a mess hear, I'm sure KM or Roy can fill you in with better details.
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Very nice airport!
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That is a wonderful terminal building. Indy is going to have a topnotch airport.
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cwilson posted this info regarding this at ssc: Quote:
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excellent planning
good job...nice open feel
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Making way for a MONSTER
Airport to dish out millions to accommodate Airbus A380 By Chris O’Malley comalley@ibj.com The 7,700 acres that are Indianapolis International Airport may soon look like the city squashed by Godzilla—when big, bad A380 comes to town. And it is likely to cost tens of millions of dollars to keep the beast happy. The A380 is the Airbus Industrie superjumbo jet. Airport managers want to start crunching—er, make that estimating—what it will cost to accommodate the world’s biggest airliner. They plan to ask the Indianapolis Airport Authority board for $200,000 from the 2006 airport budget to hire a consulting firm to study the existing footprint of runways and taxiways. Planners say they’re not sure what A380 accommodations will cost until they know exactly what work needs to be done. But in a 2001 survey of 14 airports by the General Accounting Office, it was estimated Indianapolis would need to spend $66 million to accommodate the “new, very large aircraft” segment such as the A380. “We know that there will be a need for some modifications. Two of the major issues are the turning radius of the aircraft and, because of the wings, the outboard engines might extend beyond the width of the taxiways,” said Dennis Rosebrough, spokesman for airport management firm BAA Indianapolis. If those engines hang over grassy areas, they could be damaged by ingesting grass, rocks or critters. Airfield improvements for the A380 are tentatively scheduled for 2007-2009, under the airport’s proposed 10-year capital plan. The estimated cost is $16 million, although planners say that’s more of a “placeholder” number that was penciled in, pending the outcome of the study. Generally, airfield improvements are funded by federal grants. The A380 is large enough to intimidate like Godzilla. Its wings are 50 feet wider than a Boeing 747’s. It’s 7-1/2 feet longer, 16 feet taller and nearly 300,000 pounds heavier than the U.S. plane that’s ruled the skies since the late 1960s. In January, Memphis-based FedEx said it would be the first to take delivery of the cargo-version of the double-decker A380, in 2008. It plans by 2011 to have a fleet of 10, which will replace its MD-11 freighters. FedEx intends to fly the European-built plane between Asia and its U.S. hubs, of which Indianapolis is second-largest, behind Memphis. Whatever FedEx’s timetable, Indianapolis International needs to plan for the A380 if only because it is a primary diversion airport for Chicago O’Hare, which handles thousands of international passenger flights. A significant chunk of those will likely be flown using A380s. “We could easily have a Lufthansa A380 diverted here,” Rosebrough said of the German airline that flies through O’Hare and is buying several of the super jumbos. If that happens, the A380 would fit at the midfield airport terminal when it opens in 2008, said midfield project manager John Kish. “Fit” is a loose term in this case; it would take a while to unload A380 passengers because only one jet bridge would be available under current midfield plans. The A380s will be able to dock to three jet bridges to quickly unload their 550-650 passengers, depending on the version. The largest 747, which rarely makes an appearance in Indianapolis, seats 525 people. “We didn’t configure anything differently to handle 500 people,” Kish said. The reason: Indianapolis is likely too small a city to lure direct international flights or others using something as large as the A380. Airport planners also are trying to watch costs, with the $1 billion midfield terminal now projected to cost some $25 million more than anticipated three years ago, thanks to rising security and other costs. “If somebody actually committed to A380 passenger service here, we’d probably add a new wing out the building with jet bridges specifically designed for the A380,” Kish said. “Wingspan isn’t much more than the 747. The difference is where the engines are. That’s why it’s an airfield problem, generally,” he said. The A380 is the first aircraft to fall under the Federal Aviation Administration’s “design group VI” designation that sets a standard of 200-foot-wide runways and taxiways a minimum of 100 feet wide, according to a report by Kansas City-based aviation consulting firm Burns & McDonnell. Indianapolis is built to meet the design group V capabilities that can accommodate a 747-400, with 150-foot-wide runways and 75- to 100-foot-wide taxiways. Burns & McDonnell said many airports might be able to handle the A380 without complete renovation of their fields by marginally widening taxiways and increasing the radius of paved intersections. The GAO survey in 2001 put the total cost of modifying the 14 major U.S. airports, including Indianapolis, at $2 billion. Airbus responded by saying it believes airports overstated the cost, which it puts at $520 million. “The costs … appear to us to be somewhat higher than reasonable,” Airbus said of the estimates for Orlando and Indianapolis in a response to the GAO study. “We have no basis for affirming the validity of the $66 million cost estimate given for IND [Indianapolis].” Rosebrough said Indianapolis has paved shoulders that extend 15 to 30 feet beyond the airport’s 150-foot-wide runways. That could ease the need to make changes. “It depends on what the FAA requirements are.” Airbus and Boeing have two distinctly dissimilar outlooks for future aircraft demand. By producing the A380, the European consortium that is Airbus says it is fulfilling the need for a more economical jumbo jet to ferry passengers between major hubs, particularly between continents. Wresting the largest airliner title from Boeing and the United States also reinforces a swelling sense of European pride over having already garnered more orders worldwide for commercial aircraft than Boeing. But critics wonder if Airbus will be able to sell enough planes anytime soon to offset its development costs and make a profit on the behemoth. In contrast, Chicago-based Boeing sees the future in 200- to 300-seat aircraft that can more efficiently service shorter, pointto-point routes rather than major hubs. The 787 uses advanced composites, improved aerodynamics and ultra-efficient engines to reduce fuel and operating costs. It will replace the venerable Boeing 757s and 767s. Boeing hasn’t quite written off the super jumbo. It vacillates on whether to produce a more-efficient version of the 747. Meanwhile, Airbus is trying to check Boeing’s 787 with an overhauled version of one of its existing airliners. |
New airport control tower has a blind spot
More than 300 feet of runway obscured by FedEx hub will be closed, dozed to give controllers view Indianapolis International Airport this month will launch a highly unusual project—shortening a runway. Perhaps just as odd is the reason: Controllers in the airport’s new air traffic control tower, opening next spring, won’t be able to see the southern 324 feet of the 7,604-foot crosswind runway. The FedEx hub is in the way. “The control tower needs to see the surface of the runway,” said John Kish, manager of the $1 billion midfield terminal construction project that necessitated the new control tower. The Indianapolis Airport Authority will accept bids on Jan. 12 for shortening its shortest runway, which is expected to cost $5 million to $10 million. The work also includes repairs to apron surfaces near the runway. So unusual is a runway amputation—airports tend to lengthen them—that one might reasonably wonder whether someone goofed in picking the location of the 340-foot-tall, $32 million control tower complex. Absolutely not, insists Kish, saying the need to shorten the runway was known from the start. It’s not one of the midway terminal’s better-known projects, like the relocation of Interstate 70 and the dramatic ramp system that will connect the interstate and the new terminal. The question of whether spending millions of dollars to shrink a perfectly good runway is the best solution is open to debate, however. “To chop up 130 feet and no longer use the rest is stupid,” said Michael Boyd, president of an Evergreen, Colo., aviation research and airport-consulting firm. “Does it help safety? No. Does it make it unsafe? No. It’s still going to cost you some money.” Boyd, who often has been critical of the Federal Aviation Administration, said he still has to wonder whether the agency could have picked a better spot for its new tower to avoid the expenses of shrinking runway 14/32. Most of the runway amputation is paid for under the federal Airport Improvement Program, funded by aviation user fees. The other 25 percent comes from local matching money. Tower location ideal Kish said the new control tower location was chosen based on a number of considerations, including the need to optimize views of the airport’s two principal runways. One of the parallel runways is 11,000-feet long and the other stretches 10,000 feet. The new terminal is being built between them. “We didn’t want to screw up the visibility of the main runways in bad weather,” Kish added. He also said lopping off portions of FedEx’s second-largest U.S. hub wasn’t cost effective or practical. Building the tower taller than its current 340-foot height, to see over the FedEx hub, would have been costly and would have violated airspace restrictions, said FAA spokeswoman Elizabeth Isham Cory. “The airport has to be careful what they say because the FAA is like the Gestapo if you tick them off,” said Boyd. But airport officials did suggest to FAA a more cost-effective solution: installing cameras at the obscured end of the crosswind runway so tower controllers could view the area. According to airport officials, the FAA responded that a camera might not give controllers a clear view of smaller, general aviation aircraft that share the runway with big jets. Also, the federal agency said a variety of service vehicles that go to and fro might be hard to spot. Arguably, though, the new tower is so far to the west of the current tower that controllers will need binoculars on the best of days to see in detail the unobstructed part of the crosswind runway. Safety issues? Perhaps more important than cost considerations is whether shortening the runway to 7,280 feet from 7,604 feet significantly hurts the safety margin for takeoffs and landings. Just last month, a Southwest Airlines Boeing 737 overshot Midway Airport’s notoriously short 6,500-foot runway while landing in heavy snow. The plane crashed through an airport fence onto a city street, killing a 6-year old Indiana boy in his parents’ car and injuring 10 others on the ground. Breathing room in Indianapolis is nowhere near as shallow as Midway. There’s about 2,400 feet of grass between the south end of the crosswinds runway and High School Road—slightly less between the north end of the runway and Perimeter Road. Airport officials also point out the crosswind runway is used infrequently by airliners—usually when winds make landing on the main runways precarious. However, at times pilots will request to use the crosswind runway to shave off arrival time because it is close to the main terminal and thus requires less taxiing. Runway length matters the most where larger aircraft land. Generally, the largest planes using the airport with any frequency are FedEx’s DC-10s. According to FAA guidelines, the desired minimum runway length for those jumbo jets ranges from 6,600 feet to 6,780 feet, depending on model variation. FedEx also flies Airbus A300 aircraft, for which the FAA recommends a minimum desired runway length of 6,840 feet to 7,280 feet for an airport at Indianapolis’ elevation. “It’s still long enough to accommodate all the uses we need. The final length is still in excess of 7,000 feet,” Kish said. But FedEx was concerned about the runway-shortening plan when it was first proposed, according to an airport official. Others also had misgivings as well. “Originally, it was causing us some concern,” said Mike Wells, a member of the Indianapolis Airport Authority board. But Kish said consultants studied the issue and found the runway reduction would have negligible impact. FedEx spokeswoman Paula Bosler said the company and the airport developed a solution, but she would not elaborate. “There aren’t any concerns on our part.” While aircraft type dictates runwaylength guidelines, companies that fly aircraft also have their own policies, said Betty Stansbury, director of Purdue University’s airport. “That 350 feet [reduction] could make a big difference.” http://tampa.ibj.com/Repository/geti.../Pc0040300.jpg http://tampa.ibj.com/Repository/ml.a...sh-skin-custom |
INDIANAPOLIS' NEW AIRPORT TERMINAL
Sights for soaring eyes Airport to settle Friday on 16 works of art One of the largest artworks that will grace the new terminal at Indianapolis International Airport was conceived on a farm in the remote mountains of central Pennsylvania. At a mill-turned-studio along the banks of the Susquehanna River, artist Rob Fisher, Bellefonte, Pa., sketched out "JetStream," a floating series of aluminum sculptures that mimic a school of fish in the air. Fisher's creation anchors a collection of 16 works -- winnowed from 550 entries -- that airport officials are expected to approve Friday to adorn the interior and exterior of the yet-to-be-built airport terminal and the parking garage. The $3.8 million project would put Indianapolis in the company of other cities across the nation that are advancing their reputations in arts and culture by using their most visible gateways as showcases. "This is one of the most impressive, organized and defined art programs I've seen," said the 66-year-old Fisher, whose artwork resides at Philadelphia International Airport and other public spaces. "They're going to get one magnificent airport out of this. I think it's going to set the standard." The airport art will reside inside and outside the $1.07 billion midfield terminal, which is scheduled to be completed in 2008, and will be seen by millions of air travelers each year. Bronze benches shaped and painted like luggage. Large murals made of colored glass. Glass tiles depicting the Indiana landscape, and terrazzo floors representing Indiana's state song and its rich tradition in amateur sports. "We haven't really had a true art program up to now," said Lacy M. Johnson, president of the Indianapolis Airport Authority. "We've tried to incorporate as much of an Indiana theme as possible." Officials working on the terminal project point out that airport terminals serve as prime vehicles for public art given their immense square footage and foot traffic. The new terminal will incorporate nearly 22 football fields of space and is expected to serve more than 10 million passengers annually. And travelers -- especially in this era of long security lines -- often spend large chunks of time lingering in airport terminals. Airport officials from Denver to Orlando, Fla., have sought to boost their cities' reputations in arts and culture by using their most visible gateways as permanent showcases. Airport planners in Indianapolis expect to spread the works throughout the terminal so travelers are offered a jolt of creativity at each stage of their journey, said designers Julia Moore and Ted Givens of Blackburn Architects in Indianapolis, which has coordinated the art effort. "We're trying to think in advance where people are going to be spending their time," Moore said. "Then we're asking, 'What are they going to be looking at?' " Among the works: • On the pedestrian bridge from the terminal's parking lot, travelers will walk under a field of interactive lights called "Electroland" that will follow them as they go. The piece is by artists Cameron McNall and Damon Seeley, Los Angeles. • In the ticketing hall, patrons will see two large limestone carvings by Bloomington artist Dale Enochs that represent the four elements: air, earth, fire and water. • At the terminal's central meeting area, passengers will gaze up at Fisher's abstract "JetStream" piece and down at a circle design made of tile that conveys the phases of the moon by Lynn Basa, Chicago. • Separate murals by two artists -- Nhat Tran, Indianapolis, and Dixie Friend Gay, Houston -- will hang for viewing by passengers waiting at security checkpoints. The 42-year-old Tran plans to use a special Asian lacquer to create a mural that will depict various forces of nature. "Each person has a personal voice," she said. "This is my voice, and I hope that is my contribution to our community." Other works include large glass murals in the concourses by Martin Donlin, East Sussex, England; a three-dimensional abstract mural by noted Indianapolis artist James Wille Faust near the escalators; and bronze luggagelike sculptures in the baggage claim area by Ron Baron, New York. Planners also are hashing out separate artworks for the parking garage and the approach to the terminal. Display cases in the ticketing hall will show temporary exhibits. "We're hoping this is an art program that will both be appreciated and coordinated with the structure," said John Kish, director of the terminal project. Indianapolis' push is one of the latest among airports both large and small that have sought to add a creative flair to their terminals by housing rotating exhibits or spending millions on bigger pieces. Denver International, for instance, keeps large, temporary exhibits in three of its concourses. Kansas City International recently spent $270,000 to install a 35-foot-high aluminum sculpture near the airport's economy parking lot. Orlando International is adorned with more than 40 paintings, sculptures and other works, while the airport in Albany, N.Y., has a 2,500-square-foot art gallery. Attempts to place art in the terminal here have taken more than a year to come to fruition. A panel of national and local art experts whittled about 550 entries from around the world to about three dozen. Out of that smaller group came the 15 final artists. Hammond artist Tom Torluemke was the lone winner with two works: separate terrazzo floors. Fisher, who spent months working on his "JetStream" concept, said his inclusion in the terminal project is a privilege. "It's exhilarating to think of the millions of people that are going to look at it," he said. "At the same time, it also can weigh on you like a pyramid. "Airports are about transportation. I hope my piece also transports people." http://www.indystar.com/apps/pbcs.dl...=2006601180427 http://cmsimg.indystar.com/apps/pbcs...rder=0&Title=0 Varied works celebrate Indiana, flight "Baggage Claim" Bronze benches molded and painted in the form of vintage luggage. Located in baggage claim. Artist: Ron Baron, New York. Estimated cost: $150,500. "The Great Circle Route" Stone and glass floor that depicts the phases of the moon and other designs. Located in Civic Plaza. Artist: Lynn Basa, Chicago (formerly of Bloomington). Estimated cost: $235,000. "Flight Wave" Glass chevrons that will mimic birds in flight and emit different colors of light when the sun shines through them. Located just past the security checkpoints. Artist: Arlon Bayliss, Anderson. Estimated cost: $100,500. "People/Land/Sky Dream Windows" Abstract glass murals that depict poetry and other inspirational musings. Located in the terminal concourses. Artist: Martin Donlin, East Sussex, England. Estimated cost: $572,000. "Electroland" An interactive field of lights on the ceiling that follow pedestrians as they walk. Located on the pedestrian bridge between the parking garage and terminal. Artists: Cameron McNall and Damon Seeley, Los Angeles. Estimated cost: $401,000. "Elemental Indiana" Limestone carvings that show the four elements: air, earth, fire and water. Located in the ticketing hall. Artist: Dale Enochs, Bloomington. Estimated cost: $96,000. Untitled Abstract three-dimensional mural depicting many shapes and colors. Located above the escalators leading from the gates to baggage claim. Artist: James Wille Faust, Indianapolis. Estimated cost: $145,500. "JetStream" Collection of floating aluminum sculptures meant to mimic a school of fish, or clouds. Artist: Rob Fisher, Bellefonte, Pa. Estimated cost: $250,500. "Fields in Season" Six mosaics made up of tiny glass tiles that show different Indiana landscapes. Located in the terminal concourses. Artist: Ann Gardner, Seattle. Estimated cost: $120,000. "Autumn Prairie Morning" Mosaic mural depicting Indiana's native prairie. Located at the security checkpoints. Artist: Dixie Friend Gay, Houston. Estimated cost: $101,500. "The Cardinal Points" Glass wall showing images of a cardinal, Indiana's state bird, as well as the grid layout of Indianapolis. Located just after the security checkpoints. Artists: Stuart Keeler and Michael Machnic, Chicago. Estimated cost: $105,500. "On the Tip of Our Wings" Lacquer panels that portray various forces in nature. Located at the security checkpoints. Artist: Nhat Tran, Indianapolis. Estimated cost: $97,000. "The Glory of Sports in Indianapolis" and "A Work of Heart" Two terrazzo floors: One depicts Indianapolis' sports traditions; the other combines references of Indiana's state song, "On the Banks of the Wabash, Far Away," with the book "The Little Prince." Both are located in the plazas that join the terminal and concourses. Artist: Tom Torluemke, Hammond. Estimated cost: $149,500 (total for both works). "Cardinalis" A freestanding sculpture made out of a real airplane wing that serves as an homage to Orville and Wilbur Wright (Wilbur was born near Millville.). Located in the South Terminal Garden. Artist: John van Alstine, Wells, N.Y. Estimated cost: $170,500. "Baggage Follies" Train-station-style flip signs that show animations of passengers engaging in typical travel activities. Located in baggage claim. Artist: Janet Zweig, New York. Estimated cost: $150,500. http://www.indystar.com/apps/pbcs.dl...=2006601180396 |
Some new renderings:
http://www.newindairport.com/galleri...rings/EXT1.jpg http://www.newindairport.com/galleri...rings/EXT2.jpg http://www.newindairport.com/galleri...rings/EXT3.jpg http://www.newindairport.com/galleri...ings/EXT3n.jpg http://www.newindairport.com/galleri...rings/EXT4.jpg http://www.newindairport.com/galleri...rings/INT1.jpg http://www.newindairport.com/galleri...rings/INT2.jpg http://www.newindairport.com/galleri...rings/INT3.jpg |
Wow! Now that is awesome. I can't wait to fly into IND once this monster is finished. Looks top notch. Thanks KM.
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