Учебное пособие 2210

made considering the passenger characteristics from the entrance area to the ticket control point and from the ticket control point to the departure hall entrance indicates that the passengers cover the distances especially between the spaces in a short time as seen in Fig. 32.

Fig. 32. Time spent to cover the distances in the other terminal building

No matter how short it takes for the passengers to cover the distances between the spaces, the main spaces (entrance control hall, ticket control point and cleared hall entrance area) and the crowd that will gather at the entrances of the main spaces eliminate the advantage of shortening distances among the spaces and passengers’ covering the distances in a short time. Therefore, although it seems important to shorten the distances among the spaces, the arrangement of the spaces that particularly passengers have to visit before boarding the plane needs to be the central issue. Two different departure hall concepts are designed in the newly-designed terminal building complex. The designs can be seen in Fig. 33.

Fig. 33. Differences in the departure hall entrance area in the other terminal building

31

Russian Journal of Building Construction and Architecture

In the design of the other terminal building, symmetrical solutions were used on both sides along the entrance axis. In the design, the corridors were narrowed with stairs and projections, and the impact of this change on the flow was analyzed with ATArch-A. Fig. 34 shows the corridors that were first narrowed and then expanded.

Fig. 34. Narrowed and expanded corridors in the other terminal building

The flow in these corridor systems was analyzed via ATArch-A and presented in Fig. 35.

Fig. 35. ATArch-A flow analysis for the circulation corridor in the other terminal building

32

The results of the analysis indicate that the flow increases toward zone “z”. Considering the fact that this situation will lead to problems particularly when the number of passengers is vast, passing directly through “z” space rather than through “x” and “y” spaces would ease the flow. In addition to these analysis, ATArch-A can also analyze the values for the service level in the departure hall and the space where arriving passengers pick up their luggage. The ATArch-A screen view seen in Figure 36 forms an algorithm with respect to the standards determined by FAA and IATA and can predict such features as the service level of the space.

Fig. 36. ATArch-A analysis for the other spaces

ATArch-A, which makes the analysis of the departure hall based on FAA standards and the calculations by forming algorithm, can reveal the necessary square meter per space after the required service level is chosen. Furthermore, ATArch-A can measure the service level of the area where arriving passengers pick up their luggage taking the number of open conveyors and passengers and square meter into account. Accordingly, in case service level is inadequate, it may be changed by increasing the number of the conveyors. ATArch-A, which can analyze the main spaces, can also analyze the auxiliary spaces with respect to the standards. One of the auxiliary spaces is the passport control. As in the other spaces, ATArch-A can analyze the level of service in passport control area and calculate the waiting time of the passengers in present conditions. Based on the results of the analysis, the number of passport control points may be increased.

Results

Airports are the structures that are usually built under government guarantee. Based on the predictions made by ACI in 1998, it was stipulated that a 350 billion-dollar investment is necessary in the air transport industry (TRBNRC, 2010). Such an economic burden causes coun-

33

Russian Journal of Building Construction and Architecture

tries all around the world to make such investments cautiously and to keep them under control. Moreover, gradually escalating international air traffic has increased the competition among the countries (Pearce, 2015). Apart from the international competition, the most important characteristics of airports are the passengers. The facilities for passengers and passengers’ being able to leave the airport without any problems, safely and quickly are the essential features that must be present in terminal buildings. At airports which experience complexities in functions, numeric values gain considerable importance. Moreover, numerical analysis (monitoring, counting, data collection, etc.) of the people that use the building is of importance. When some data are acquired numerically, it will be more realistic to present quantitative solutions about the building during both the design and revision stages. If numerical data are obtained, necessities regarding the size, location and practices suitable for the purpose of the building can completely be satisfied. Size suitable for the purpose of the building brings with itself adequate and essential space design construct. Location serving the purpose helps optimally determines where and how spaces will be located and prevents complexities in functions. Practices suitable for the purpose, on the other hand, make it easier to reach everybody, and thus, the (in) accessibility of some spaces is determined. Such features enable to reveal the alternatives that are important to solve the common problems encountered in terminal buildings. In the present study, terminal buildings were redesigned in line with the present terminal concepts. Observational data indicate that knowing only about the peak hour passenger number does not have a meaning per se. It is necessary to find out both peak hour and pre-peak hour passenger number at the same time. A distance between these two data sets is not realistic. Therefore, pre-peak hour passenger number is as important as peak hour passenger number. ATArch-A is the first software in airport capacity analysis that functions with respect to architectural functions and the analysis of the capacity. The results obtained from the analysis may be used in the analysis of the capacity of terminal buildings. ATArch-A is a highly significant software in terms of management since it aims the effective use of airport terminal buildings. One of the fundamental shortcomings of terminal buildings is the lack of adequate connection among the terminal spaces. Thus, ATArch-A was developed to provide an insight into the modeling of the spaces through the analyses it conducts. Compared to other analysis software, ATArch-A can produce instant responses. Moreover, ATArch-A can be updated based on changing factors and conditions. Given the ineffectiveness and defectiveness of the present airport designs, the model and the software that were developed for airport terminal buildings are of great significance for capacity planning and for the improvement of the designs.

34

Conclusion

This study develops an algorithm for capacity analysis through the analysis of data such as related literature, and data belong to movements of about 20.000 passengers including waiting periods, walking axis, and transition time between spaces. This algorithm is transferred into a software program named as ATArch-A. Although the software is a capacity analysis program, it provides a significant analysis and synthesis potentiality for the designers. It is designed of different terminal building plans with the software program, and it is tried to be determined of effective and profitable spaces within the buildings. The newly designed terminal buildings are analyzed and interpreted in terms of spaces and architecture quality from the service level and capacity through the ATArch-A program. The model has also the potential to guide designers for developing different airport terminal architecture. It is particularly significant of being a guide for analyzing airport terminal buildings apart from the common or familiar architectural typologies. Moreover, if the model can be enhanced and improved, it will be applied for other transportation buildings.

Recommendations for future works

The study aims to not only analyzing terminal building capacity but also developing a reference source within the literature in terms of terminal building design and spatial analysis. The model and the developed software have the potential to produce and enhance quick response systems for congestion and chaotic situations if it is integrated with automation systems. For instance, a system which monitoring the check-in desks, and detecting the congestion quickly within the queue in terms of expanding queue length in order to inform the general automation system as soon as possible for mobilizing the other check-in desk automatically. It is important to integrate the automation system with the software program for enhancing the reliability and originality of the model. Further studies need to focus on this integration works. In that sense, it is believed that such enhancements are needed to develop more effective and sustainable design facilitators for terminal building design among the related literature.

Acknowledgments: The authors appreciate the support of the Research Science Foundation in Suleyman Demirel University about research project number is 2877-D-11. Also special thanks for Directorate General of Civil Aviation in Turkey.

Author Contributions: Researchers contribute for all areas. Conflicts of Interest: “The authors declare no conflict of interest.

35

Russian Journal of Building Construction and Architecture

References

1.ACIE, Airports Council International Europe, 2003. ACI Traffic Forecasts: 2002––2020. Airports Council International, Geneva.

2.Brunetta L. and G. Romanin-Jacur. Passenger and baggage flow in an airport terminal: a flexible simulation model. Journal of Air Traffic Management, 1999, no. 6, pp. 361––363.

3.Correia A. R., Wirasinghe S. C. Evaluation of Level of Service at Airport Passenger Terminals: A Review of Research Approaches. Transportation Research Record 1888, National Research Council, Washington DC, 2004, pp. 1––6.

4.de Neufville R. and Odoni A. Airport Systems Planning, Design, and Management, McGraw-Hill, New York, NY. 2003.

5.Federal Aviation Administration FAA, Airport Capacity and Delay, 1983. AC Number:150/5060-5.

6.Federal Aviation Administration FAA. Federal Aviation Administration, ˝Aviation Noise Effect˝, Washington, DC, 1985, pp. 89––95.

7.Federal Aviation Administration FAA. INM technical manual version 5.1. Report No. FAA-AEE-97-04, Federal Aviation Administration, Washington, DC, 1997.

8.Fruin J. J. Pedestrian planning and design, 1971. 206 p.

9.Hsu C. I., & Chao C. C. Space allocation for commercial activities at international passenger terminals. Transportation Research Part E: Logistics and Transportation Review, 2005, no. 41 (1), pp. 29––51.

10.IATA, 2004. Airport Development Reference Manual, 9th ed. International Air Transport Association, Mon- treal-Geneva.

11.IATA, 1995a. Airport Development Reference Manual, 8th Edition.

12.IATA, 1995b. Airport Development Reference Manual, 8th ed. International Air Transport Association, Montreal-Geneva.

13.ICAO, 1987. Airport Planning Manual Doc 9184-AN/902. Part 1, Master Planning (2nd Ed).

14.ICAO, 2004. Annex 14 Aerodromes. Vol. 1. Aerodrome Design and Operation.

15.Pearce, B. (2015). Economic performance of the airline industry. Retrieved March, 1, 2016.

16.Teknomo, K. Modeling mobile traffic agents on network simulation. Transportation Science Society of the Phillippines, 2008.

17.TRBNRC, 2010. Transportation Research Board Airport Passenger Terminal Planninf and Design, ACRP Report 25.

36

BASES AND FOUNDATIONS,UNDERGROUND STRUCTURES

UDC 624.15

Ya. A. Pronozin1, D. V. Rachkov2

THEORETICAL STUDIES OF THE FEATURES OF STRESS-STRAIN OF A FOUNDATION LOADED ALONG AN UPWARD-CONVEX CURVED SURFACE

Tyumen' Industrial University

Russia, Tyumen', tel.: (3452) 461-010, e-mail: Rachkov1991@yandex.ru 1D. Sc. in Engineering, Assoc. Prof. of the Dept. of Geotechnics

2PhD student of the Dept. of Geotechnics

Statement of the problem. The formation of VAT of a subgrade loaded along an upward-convex curved surface (e. g., shell) is sure to have a number of important features. The nature and a form of loading will have a great influence as well as the characteristics of the deformability of a foundation. In the case of a combination of certain factors there is a resulting increase in the hardness of a foundation when it is loaded along a curved contact surface. This effect has made it necessary to conduct a detailed study of the VAT base loaded along an upward-convex curved surface.

Results. A literature review of some cases of defining VAT of a semi-space with a complex relief is presented. Numerical simulation of loading of a soil foundation along a convex contact surface for different current characteristics of an acting load, boom and soil conditions. The dependences of the effects of the shape and type of loading on the final settling calculated taking into account formative and volumetric deformation were obtained. Options for settling of a foundation on a changing deformation modulus along the depth were examined. A positive effect (up to 53 %) of using loading along a curved up curved contact surfaces of a semi-plane was identified.

Conclusions. The results of the numerical simulation showed the efficiency of the use of foundations with an upward-convex curved contact surface. The increase in the stiffness of a soil foundation is due to an additional lateral compression of the soil owing to the characteristics of the shape of a contact surface.

Keywords: basis, foundation, semi-space with a complex relief, curved surface, modeling, deformation.

Introduction

It is obvious that loading of the base in suspension parts of band-shell foundation under the shells along a curved surface might contribute to the stress-strain of the base. A change in the

© Pronozin Ya. А., Rachkov D. V., 2017

37

Russian Journal of Building Construction and Architecture

strain field in relation to loading along a flat surface might cause changes of the ratios of the stress tensor component at the base points and thus lead to extreme stress-strain and deformation of the base.

1. General assumptions

For boundary surfaces, e.g., wedges, parabolas, semicircular hollows, for a linear model of the foundation a flat task is reduced to a joint solution of the equations of balance [4]:

where l, m are direction cosines on the boundary curve; pxν, pyν are the components of the boundary strains.

This is a formulation of the first main task of the elasticity theory solved in strains that is true for linear-deformed foundation massivees that are in a stabilized condition. It is proven in the elasticity theory that if volumetric forces are constant in a certain area, instead of three functions (a flat task) σх, σу, τху one function of strains φ(х, у) –– the Airy function (1862) –– can be identified that satisfies the balance equation (1) and a biharmonic equation:

The components of the stress tensor are determined using the partial derivatives of φ(х, у):

where *x , *y , *xy are any partial solutions that satisfy (1). The ways of identifying the Airy

function depend on the shape of a massiveive relief and are a complex mathematical task that is solved using conformal mapping.

The task involving the wedge (Fig. 1а) is presented by А. Lyav (1935) [6] and B. G. Galerkin (1952) [3] for when there are normal and tangential forces on the surface that change according to the straight line law.

The task involving the parabolic relief (Fig. 1b) has been dealt with by Z. G. Ter-Martirosyan, D. M. Akhapatelov, R. G. Manvelyan (1974) for gravitation and seismic forces [14].

38

G. V. Коlosov and N. I. Muskhelishvili developed a method of complex potentials that allows the solution of the flat task of the elasticity theory to be obtained using the Airy stress functions if it is presented as a combination of two functions of a complex variable called complex potentials [7].

Note that all the above solutions are based on the classical elasticity theory.

In this chapter in order to determine the stress-strain of the foundation loaded along a curved surface, the finite element method is used that is also based on the resolving equations of the elasticity theory. The study of the base foundation takes place in a range of extra pressure that does not exceed the design resistance of the foundation specified by SP 22.133300.2011. The accuracy of the solution in the finite element method is determined by the sizes of the grid of dividing an elastic half-space and if certain conditions are satisfied in the range of minimum errors, it corresponds with accurate analytical solutions.

Fig. 1. Calculation schemes for the tasks involving the wedge (а), parabolic relief (b)

A geotechnical analysis software PLAXIS 2D AE is employed to implement the finite element method.

The task of the study was to determine the stress-strain of the foundation loaded along the upward curved surface corresponding to the contact surface of the suspension parts of the band-shell foundation under the shells.

A special prominence is given to determining the lateral pressure σx that directly impacts the way the stress-strain of the foundation massiveive is determined. σx is assumed according to the geostatics principles unless there are reliable OCR data, i.e.

The value of σxp can be obtained using the solutions of the elastic half-space theory. However, it is to be remembered that in the classical interpretation of the Poisson coefficient v = 0.5 for

39

Russian Journal of Building Construction and Architecture

an elastic half-space can be considerably different from the value of actual foundations. Based on general logic, for loaded foundations it is reasonable to consider determining σxp using the above dependence that is employed in the PLAXIS software.

A load is assumed to be flexible, which is in correspondence with the solutions employed in SP [13] and the construction features of a thin-walled shell. A load which is symmetrical to the axis Z and acts along the normal to the surfaces is assumed to be equivalent to loading along a flat surface, i.e. a projection of a considered load onto the vertical axis in the range of the loading width is constant (Fig. 2).

A flat task. A load onto a bulging curved surface is band and eternal in the direction perpendicular to the plane XOZ. A cylindrical curved surface is described using the function of the quadratic parabola. Choice of the function is based on the preliminary calculations and literature review. The boundaries of the investigated area range from 7b to 7b along the axis Х and 6b along the axis Z, where b is the width of the loading that equals that of the conditional band-shell foundation. The foundationbase is in accordancewith the criteriaof the linear deformed medium.

2. Effect of the character of loading of the surface on the deformity of a foundation base

A loading of a foundation base with a flexible load along a flat and curved surface is examined. The loading schemes are in Fig. 3: h 0.2, b = 2.4 m, p = 95 kPa, q = 30 kPa, ν = 0.499, Нсж = 3.0 m, Е = 10 МPа. While calculating heaving zp , *zp , x are assumed to be along the foundation axis where σzp are extra vertical compressive stresses assumed to be the same as for a foundation with a flat contact surface; *zp are extra vertical compressive stresses assumed to be accordingtoacalculationin PLAXIS 2D AE; h h /b is a relative rising height of a surface.

40