Denver International Airport - 4d Duplicable Transponder Chip - 4c Electric Key Shell Manufacturer

Features

Features

Aesthetics

The tensile fiberglass roof of Denver International Airport resembles the area's famous Rocky Mountains.

The airport's distinctive white tensile fiberglass roof is aesthetically designed to be reminiscent of the snow-capped Rocky Mountains in winter. The catenary steel cable system, similar to the Brooklyn Bridge design, supports the roof. DEN is also known for a pedestrian bridge connecting the terminal to Concourse A that allows travelers to view planes taxiing directly underneath and provides sweeping views of the Rocky Mountains to the West and the high plains to the East.

Art

Mustang

Mustang by New Mexico artist Luis Jimnez was one of the earliest public art commissions for Denver International Airport in 1993. Standing at 32 feet tall and weighing 9,000 pounds, "Mustang" is a blue cast-fiberglass sculpture with red shining eyes located between the inbound and outbound lanes of Pea Boulevard. Jimnez died in 2006 while creating the sculpture when a portion of it fell on him and severed an artery in his leg. At the time of his death, Jimnez had completed painting the head of the mustang. The sculpture was completed with the help of the artist's staff, family, and professional race-car painters, Camillo Nuez and Richard LaVato. Upon completion, the sculpture was sent to California for assembly and then shipped to Denver. "Mustang" was unveiled at DEN on February 11, 2008.

"Mustang" has received a mixed review from Colorado citizens. Many critics of the sculpture are attempting to have it removed, however the city plans to leave the installation in place for 5 years before making any decisions regarding its future. The controversy over the sculpture has received a great deal of media attention as well with coverage from the local news outlets to The Wall Street Journal, CNN, and The Daily Show. A Facebook group entitled, "DIA's Heinous Blue Mustang Has Got To Go" has been created as a forum to express opinions about the sculpture.

Automated baggage system

The airport's computerized baggage system, which was supposed to reduce flight delays, shorten waiting times at luggage carousels, and save airlines in labor costs, turned into an unmitigated failure. An opening originally scheduled for October 31, 1993 with a single system for all three concourses turned into a February 28, 1995 opening with separate systems for each concourse, with varying degrees of automation.

The system's $186 million in original construction costs grew by $1 million per day during months of modifications and repairs. Incoming flights on the airport's B Concourse made very limited use of the system, and only United, DIA's dominant airline, used it for outgoing flights. The 40-year-old company responsible for the design of the automated system, BAE Automated Systems of Carrollton, Texas, at one time responsible for 90% of the baggage systems in the U.S., was acquired in 2002 by G&T Conveyor Company, Inc.

The automated baggage system never worked well, and in August 2005, it became public knowledge that United would abandon the system, a decision that would save them $1 million per month in maintenance costs.

Solar energy system

Partial view of the solar farm under construction, leaving the airport, July 1, 2008.

In February 2008, construction of an on-site, two-megawatt solar energy system began. The single-axis tracking system should provide 3.5 million kilowatt-hours of energy per year and spare the environment of more than five million pounds of carbon emissions annually. The system will generate the equivalent of half the energy needs for the underground trains that move people between concourses. The $13 million-plus system sits on 7.5acres (30,000m2), clearly visible to people entering and exiting the airport. WorldWater & Solar Technologies Corp. designed and is constructing the system, while MMA Renewable Ventures LLC - rather than DIA - will own it and sell its energy to the airport.

Telecommunications

DIA has public Wi-Fi access available throughout the airport as of late 2007. Although the service is marketed as being free, it is ad-supported through an advertising-filled HTML frame that is inserted into the top of the browser window. Users of the Wi-Fi network are also required to view a 30-second advertising video in the browser before Internet access is granted, although in many cases a click-through button is provided to avoid viewing the ad. The network is managed by FreeFi Networks, a Los Angeles-based firm.. T-Mobile HotSpot service is available in the airport lounges run by United Airlines, American Airlines, and Delta Air Lines .The airport has pay-per-use kiosks which can be used to access the Internet and to play video games. The current stations were developed by Zoox Stations and were installed in 2007.

Geography

Aerial view of the airport in 2002

The airport is 25 miles (40km) from downtown Denver, which is 19 miles (31km) farther away than Stapleton International Airport, the airport it replaced. The distant location was chosen to avoid noise impacts to developed areas, to accommodate a generous runway layout that would not be compromised by winter storms, and to allow for future expansion. The 33,000acres (52sqmi; 130km2) of land occupied by the airport is nearly twice the land area of Manhattan. The land was transferred from Adams County to Denver after a 1989 vote, increasing the city's size by 50 percent.[citation needed] However, much of the city of Aurora is actually closer to the airport than the developed portions of Denver, and all freeway traffic accessing the airport from central Denver passes through Aurora.

History

In September 1989, under the leadership of Denver Mayor Federico Pea (after whom Pea Boulevard is named), federal officials authorized the outlay of the first $60 million for the construction of DIA. Two years later, Mayor Wellington Webb inherited the megaproject, scheduled to open on October 29, 1993.

Delays caused by poor planning and repeated design changes due to changing requirements from United Airlines caused Mayor Webb to push opening day back, first to December 1993, then to March 1994. By September 1993, delays due to a millwright strike and other events meant opening day was pushed back again, to May 15, 1994.

In April 1994, the city invited reporters to observe the first test of the new automated baggage system. Reporters were treated to scenes of clothing and other personal effects scattered beneath the system's tracks, while the actuators that moved luggage from belt to belt would often toss the luggage right off the system instead. The mayor cancelled the planned May 15 opening. The baggage system continued to be a maintenance hassle and was finally terminated in September 2005 , with traditional baggage handlers manually handling cargo and passenger luggage.

On September 25, 1994, the airport hosted a fly-in that drew several hundred general aviation aircraft, providing pilots with a unique opportunity to operate in and out of the new airport, and to wander around on foot looking at the ground-side facilitiesncluding the baggage system, which was still under testing. FAA controllers also took advantage of the event to test procedures, and to check for holes in radio coverage as planes taxied around and among the buildings.

DIA finally replaced Stapleton on February 28, 1995, 16 months behind schedule and at a cost of $4.8 billion, nearly $2 billion over budget. The construction employed 11,000 workers. United flight 1062 to Kansas City International Airport was the first to depart and United flight 1474 from Colorado Springs Airport was the first to arrive.[citation needed]

After the airport's runways were completed but before it opened, the airport used the codes (IATA: DVX,ICAO: KDVX). DIA later took over (IATA: DEN,ICAO: KDEN) as its codes from Stapleton when the latter airport closed.

During the blizzard of March 17-19, 2003, heavy snow tore a hole in the terminal's white fabric roof. Over two feet of snow on the paved areas closed the airport (and its main access road, Pea Boulevard) for almost two days. Several thousand people were stranded at DIA.

In 2004, DIA was ranked first in major airports for on-time arrivals according to the FAA.

Denver International Airport covered by the December 22 2006 snowstorm

Another blizzard on December 20 and 21st, 2006 dumped over 20inches (51cm) of snow in about 24 hours. The airport was closed for more than 45 hours, stranding thousands.

Design and expandability

Denver International Airport's signature roofline as seen from the interior.

Denver has traditionally been home to one of the busier airports in the nation because of its location. Many airlines including United Airlines, Continental Airlines, Western Airlines, TWA, the old Frontier Airlines and People Express were hubbed in Denver and there was also a significant Southwest Airlines operation at the old Stapleton International Airport. At times, Denver was a hub for three or four airlines. Gate space was severely limited at Stapleton, and the runways at the old Stapleton were unable to deal efficiently with Denver's weather and wind patterns, causing nationwide travel disruption. These problems were the main justification for the new airport. The project began with Perez Architects and was completed by Fentress Bradburn Architects of Denver. The signature DIA profile, suggestive of the snow capped Rocky Mountains, was first hand sketched by Design Director Curtis W. Fentress. Seized upon by then Mayor, Federico Pena, as the iconic form he was looking for -- "similar to the Sydney Opera house" -- DIA's design as well as its user-optimized curbside to airside navigation has won DIA global acclaim and propelled its designer, Fentress, to one of the foremost airport designers in the world. Fentress Architects is currently at work on the modernization of LAX.

With the construction of DIA, Denver was determined to build an airport that could be easily expanded over the next 50 years to eliminate many of the problems that had plagued Stapleton International Airport. This was achieved by designing an easily expandable midfield terminal and concourses, creating one of the most efficient airfields in the world.

At 33,000acres (13,355ha), DIA is by far the largest land area commercial airport in the United States. Dallas/Fort Worth International Airport is a distant second at 18,100acres (7,325ha). The 327-foot (100m) control tower is one of the tallest in North America. The airfield is arranged in a pinwheel formation around the midfield terminal and concourses. This layout allows independent flow of aircraft to and from each runway without any queuing or overlap with other runways. Additional runways can be added as needed, up to a maximum of 12 runways. Denver currently has four north/south runways (35/17 Left and Right; 34/16 Left and Right) and two east/west runways (7/25 and 8/26).

KDEN FAA airport diagram

DIA's sixth runway (16R/34L) is the longest commercial precision-instrument runway in North America with a length of 16,000 feet (4,877 m). Compared to other DIA runways, the extra 4,000-foot (1,200m) length allows fully loaded jumbo jets[disambiguation needed] to take off in Denver's mile-high altitude during summer months, thereby providing unrestricted global access for any airline using DIA. The sixth runway can also accommodate the Airbus A380.

The midfield concourses allow passengers to be screened in a central location efficiently and then transported via a rail system to three different passenger concourses. Unlike Hartsfield-Jackson Atlanta International Airport upon which the midfield design was based, Concourses B and C are not connected by any kind of walkway; they are only accessible via train.

The taxiways at Denver have been positioned so that each of the midfield concourses can expand significantly before reaching the taxiways. B Concourse, which is primarily used by United Airlines, is longer than the other two concourses, but all three concourses can be expanded as needed. Once this expansion is exhausted, space has been reserved for Concourses D and E.

All international flights requiring customs and immigration services currently fly into Concourse A. Currently eight gates are used for international flights. These north facing gates on Concourse A are equipped to divert incoming passengers to a hallway which connects to the upper level of the air bridge, and enters Customs and Immigration in the north side of the Main Terminal. These gates could also be easily modified to allow boarding on both the upper deck and the lower deck of larger planes such as the Airbus A380.

As part of the original design of the airport the city specified passenger "triggers" that would lead to a redevelopment of the master plan and new construction to make sure the airport is able to meet Denver's needs. The city hit the first trigger in 2008, and is currently revising the master plan. As part of that trigger, the airport announced selection of Parson's transportation group to design a new hotel, rail station and two bridges leading into the main terminal.. Santiago Calatrava has been selected as the architect for the project. In addition, before hitting the 60 million trigger, the airport is planning on constructing an additional runway, 20+ new gates on the existing concourses, two additional International Gates as well as improvements to the baggage system and passenger train.

Once fully built out, DIA should be able to handle 110 million passengers per year, up from 32 million at its opening.

Terminal and Concourses

See also: Denver International Airport Automated Guideway Transit System

Jeppesen Terminal

The pedestrian bridge connecting the Jeppesen Terminal with Concourse A

Jeppesen Terminal, named after aviation safety pioneer Elrey Jeppesen, is the land side of the airport. Road traffic accesses the airport directly off of Pea Boulevard, which in turn is fed by Interstate 70 and E-470. Two covered and uncovered parking areas are directly attached to the terminal - three garages and an economy parking lot on the east side; and four garages and an economy lot on the west side.

The terminal is separated into west and east terminals for passenger drop off and pickup. Linked below is a map of the airlines associated with the terminals.

The central area of the airport houses two security screening areas as well as a large fountain and exits from the underground train system. The north side of the Jeppensen Terminal contains a third security screening area and a segregated immigration and customs area.

Passengers are routed first to the ticket gates for checking in. Since all gates at Denver are in the outlying concourses, passengers must pass through any one of the three separate security screening areas for admittance into the secure air side of the airport.

After leaving the main terminal via the train or pedestrian bridge, passengers can access 138 gates on 3 separate concourses (A, B, & C)

Stone used in the terminal walls was supplied by the Yule Marble Quarry, also used for the Tomb of the Unknown Soldier and the Lincoln Memorial.

Concourses

Denver International Airport has three midfield concourses, spaced far apart. Concourse A is accessible via a pedestrian bridge directly from the terminal building, as well as via the underground train system that services all three concourses. For access to Concourses B and C, passengers must utilize the Denver International Airport Automated Guideway Transit System. On one occasion in the late 1990s, the train system encountered technical problems and shut down for several hours, creating a tremendous back-log of passengers in the Jeppesen Terminal since no pedestrian walkways exist between the terminal and the B and C Concourses. Since that day the airport's train system has continued to operate without any further major service interruption.

The concourses and main terminal have a similar layout to Atlanta's airport, except that Denver has no T gates directly attached to the terminal and the space between terminals at DIA is much wider than the space between the terminals in Atlanta. This allows for maximum operating efficiency as aircraft can be pushed away from their gate awaiting departure and other arriving and departing aircraft can still taxi through the alley behind them without delay.

The airport collects landing fees, rent and other revenues from the airlines to help offset its operating costs. Denver International Airport is owned and operated by the City and County of Denver, but does not operate using tax dollars. Instead, the airport is an "enterprise fund" generating its own revenues in order to cover operating expenses. The airport operates off of revenue generated by the airlines - landing fees, rents and other payments - and revenues generated by non-airline resources - parking, concessions revenues, rent and other payments.

On December 14, 2006, The Denver Post reported that DIA is in the design phase of expanding Concourse C in the airport's "first major concourse expansion." At least eight new gates are planned for construction at the east end of Concourse C and the project has an estimated pricetag of approximately $160 million. If the project is given the green light to move past the design phase, construction on Concourse C is estimated to take 3 years and will allow primarily Southwest Airlines, but also other carriers, to increase flight schedules at one of the nation's fastest-growing airports.

Concourse B also recently expanded with the addition of a regional jet terminal at the east side of Concourse B. This Regional Jet concourse consists of two smaller concourses or fingers which are connected to Concourse B via two bridges. These gates allow direct jet bridge access to smaller Regional Jets. With the opening of the Regional Jet Concourse, United Airlines has left Concourse A entirely and now operates solely from Concourse B, with the exception of international flights requiring customs support.

The Airport has also announced plans to revise the Airport Master Plan to account for changing circumstances since the airport opened. According to the December 14, 2006, Denver Post and Rocky Mountain News articles, plans being drafted could possibly include an extension of the Main terminal to the South. This change would increase the number of ticketing counters and would also include a rail station for the terminus of the FasTracks commuter rail line from Denver's Union Station.

Concourse A

Note: Concourse A handles all international arrivals at Denver (excluding airports with border preclearance) as well as certain departing flights:

Continental is set to move to Concourse B on March 9, 2010.

Concourse A has 37 Gates: A24 - A68 with four international boarding gates, gate A37

by: gaga

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