Kansai International Airport ( Kansai Kokusai Kk?

) (IATA: KIX, ICAO: RJBB) is an international airport located on an artificial island in the middle of Osaka Bay, 38 km (24 mi) southwest of saka Station,[1] located within three municipalities, including Izumisano (north),[3] Sennan (south),[4] and Tajiri (central),[5] in Osaka Prefecture, Japan. The airport is off the Honshu shore. The airport serves as an international hub for All Nippon Airways, Japan Airlines, and Nippon Cargo Airlines. Peach, the first international low-cost carrier in Japan, plans to make Kansai its main hub starting in 2012. It is colloquially known as Kank (?) in Japanese. Kansai opened in 1994 to relieve overcrowding at Osaka International Airport, which is closer to the city of Osaka and now handles only domestic flights. During the 2006 fiscal year, KIX had 116,475 aircraft movements, of which 73,860 were international (31 countries, 71 cities), and 42,615 were domestic (19 cities). The total number of passengers was 16,689,658 of which 11,229,444 were international, and 5,460,214 were domestic, sixth in Japan and second in Osaka area. However, in 2009, airport traffic has fallen by almost 20% in just two years to 13.4 million.[6] Freight volume was at 802,162 tonnes total, of which 757,414 t were international (18th in the world), and 44,748 t were domestic.[2] The 4,000 60 m (13,123 197 ft) second runway was opened on 2 August 2007. Kansai Airport has become an Asian hub, with 499 weekly flights to Asia, 66 weekly flights to Europe and the Middle East, and 35 weekly flights to North America. It was ranked 4th overall in the Airport of the Year 2006 awards named by Skytrax, after Singapore Changi Airport, Hong Kong International Airport and Munich Airport.

Contents
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1 Flights 2 History o 2.1 Construction o 2.2 Operation o 2.3 Expansion o 2.4 Relationship with Itami Airport 3 Terminal 4 Airlines and destinations o 4.1 Cargo 5 Ground transportation o 5.1 Rail o 5.2 Bus o 5.3 Parking o 5.4 Ferry service 6 Other facilities 7 See also 8 References

9 External links

[edit] Flights

Weekly international passenger flights: 614 Weekly international freighter flights: 200 Weekly domestic (passenger and freighter) flights: 495

(Summer 2008 schedule)[7]

[edit] History

3rd floor boarding lobby, part of the longest airport concourse in the world. In the 1960s, when the Kansai region was rapidly losing trade to Tokyo, planners proposed a new airport near Kobe and Osaka. Osaka International Airport, located in the densely-populated suburbs of Itami and Toyonaka, was surrounded by buildings; it could not be expanded, and many of its neighbors had filed complaints because of noise pollution problems. After the protests surrounding New Tokyo International Airport (now Narita International Airport), which was built with expropriated land in a rural part of Chiba Prefecture, planners decided to build the airport offshore. The new airport was part of a number of new developments to revitalize Osaka, which had lost economic and cultural ground to Tokyo for most of the century.[8] Initially, the airport was planned to be built near Kobe, but the city of Kobe refused the plan, so the airport was moved to a more southerly location on Osaka Bay. There, it could be open 24 hours per day, unlike its predecessor in the city.

[edit] Construction

Satellite photo of Kansai Airport (lower-right island) in Osaka Bay. Kobe Airport is being built on the unfinished island near the middle of the photo. Central Osaka is in the upper-right corner, along with Osaka International.

Closeup of the artificial island A man-made island, 4 km (2.5 mi) long and 2.5 km (1.6 mi) wide, was proposed. Engineers needed to overcome the extremely high risks of earthquakes and typhoons (with storm surges of up to 3 m (10 ft)). Construction started in 1987. The sea wall was finished in 1989 (made of rock and 48,000 tetrahedral concrete blocks). Three mountains were excavated for 21,000,000 m3 (27,000,000 cu yd) of landfill. 10,000 workers and 10 million work hours over three years, using eighty ships, were needed to complete the 30-metre (98 ft) layer of earth over the sea floor and inside the sea wall. In 1990, a three kilometer bridge was completed to connect the island to the mainland at Rinku Town, at a cost of $1 billion. Completion of the artificial island increased the area of Osaka Prefecture just enough to move it past Kagawa Prefecture in size (leaving Kagawa as the smallest by area in Japan). The bidding and construction of the airport was a source of international trade friction during the late 1980s and early 1990s. Prime Minister Yasuhiro Nakasone responded to American concerns, particularly from Senator Frank Murkowski, that bids would be rigged in Japanese companies' favor by providing special offices for prospective international contractors,[9] which ultimately did little to ease the participation of foreign contractors in the bidding process.[10] Later, foreign airlines complained that two-thirds of the departure hall counter space had been allocated to Japanese carriers, disproportionately to the actual carriage of passengers through the airport.[11]

The island had been predicted to gradually sink as the weight of the material used for construction would cause it to compress. However, by this time, the island had sunk 8 m (26 ft), much more than predicted. The project then became the most expensive civil works project in modern history after twenty years of planning, three years of construction and several billion dollars of investment. Much of what was learned went into the successful artificial islands in silt deposits for New Kitakyushu Airport, Kobe Airport, and Chbu Centrair International Airport. The lessons of Kansai Airport were also applied in the construction of Hong Kong International Airport.[12] In 1991, the terminal construction commenced. To compensate for the sinking of the island, adjustable columns were designed to support the terminal building. These could be extended by inserting thick metal plates at their bases. Government officials proposed reducing the length of the terminal to cut costs, but architect Renzo Piano insisted on keeping the terminal at its full planned length.[13] The airport opened in 1994. On 17 January 1995, Japan was struck by the Kobe earthquake, whose epicenter was about 20 km (12 mi) away from KIX and killed 6,434 people on Japan's main island of Honsh. Due to its earthquake engineering, the airport emerged unscathed, mostly due to the use of sliding joints. Even the glass in the windows remained intact. Later, in 1998, the airport survived a typhoon with wind speeds of up to 200 km/h (120 mph). On 19 April 2001, the airport was one of ten structures given the "Civil Engineering Monument of the Millennium" award by the American Society of Civil Engineers.[14] The total cost of Kansai Airport so far is $20 billion. This includes land reclamation, two runways, terminal and facilities. Most additional costs were initially due to the island sinking, expected due to the soft soils of Osaka Bay. After construction the rate of sinking was considered so severe that the airport was widely criticized as a geotechnical engineering disaster. The sink rate has since fallen from 50 cm (20 in) during 1994 to 7 cm (2.8 in) in 2008.[15]

[edit] Operation

Aircraft in front of the terminal building

4th floor ticketing hall, illustrating the terminal's airfoil roof. Opened on 4 September 1994, the airport serves as a hub for several airlines such as All Nippon Airways, Japan Airlines, and Nippon Cargo Airlines. It is the international gateway for Japan's Kansai region, which contains the major cities of Kyoto, Kobe, and Osaka. Other Kansai domestic flights fly from the older but more conveniently located Osaka International Airport in Itami, or from the newer Kobe Airport. The airport had been deeply in debt, losing $560 million in interest every year. Airlines had been kept away by high landing fees (about $7,500 for a Boeing 747), the second most expensive in the world after Narita's. In the early years of the airport's operation, excessive terminal rent and utility bills for on-site concessions also drove up operating costs: some estimates before opening held that a cup of coffee would have to cost US$10.[16] Osaka business owners pressed the government to take a greater burden of the construction cost to keep the airport attractive to passengers and airlines.[17] Nowadays, after deep discounts, the number of flights are increasing. On 17 February 2005, Chubu Centrair International Airport opened in Nagoya, just east of Osaka. The opening of the airport was expected to increase competition between Japan's international airports. Despite this, passenger totals were up 11% in 2005 over 2004, and international passengers increased to 3.06 million in 2006, up 10% over 2005. Adding to the competition was the opening of Kobe Airport, less than 25 km (16 mi) away, in 2006 and the lengthening of the runway at Tokushima Airport in Shikoku in 2007. The main rationale behind the expansions is to compete with Incheon International Airport and Hong Kong International Airport as a gateway to Asia, as Tokyo area airports are severely congested. However, with the regional trend in open skies agreements being signed, it is possible that all airports can see increases in traffic. Kansai has been marketed as an alternative to Narita Airport for international travellers from the Greater Tokyo Area. By flying to Kansai from Haneda Airport and connecting to international flights there, travellers can save the additional time required to get to Narita: up to one and a half hours for many residents of Kanagawa Prefecture and southern Tokyo. Due to the time-limited nature of Haneda's new long-haul international slots this will remain a viable option for daytime travelers.

[edit] Expansion

Second phase of Kansai International Airport under construction The airport was at its limit during peak times, owing especially to freight flights, so a portion of Phase II expansionthe second runwaywas made a priority.[18] Thus, in 2003, believing that the sinking problem was almost over, the airport operators started to construct a 4,000 m (13,000 ft) second runway and terminal. The second runway opened on 2 August 2007, but without the originally planned terminal portion, now postponed to a later date. This lowered the project cost to JPY910 billion (approx. US$8 billion), saving 650 billion from the first estimate.[19] The additional runway development, which was opened in time for the IAAF world athletics championships in Osaka, has expanded the airport size to 10.5 km2 (4.1 sq mi). Further into the future, the airport is planning to construct a new terminal building, several aprons, a third runway (06C/24C) with a length of 3,500 m (11,483 ft), a new cargo terminal and expanding the airport size to 13 km2 (5.0 sq mi). However, the Japanese Government is postponing these plans for economic reasons. The new runway is only used for landings unless there are incidents prohibiting take off use of runway A. The airport now expects to handle 129,000 flights during the year 2007, an increase of 11% compared to 2006 figures of 116,475 flights. The new runway allowed the airport to start 24 hour operations in September 2007.[20][21]

[edit] Relationship with Itami Airport

Since July 2008, Osaka Prefecture governor Toru Hashimoto has been a vocal critic of Itami Airport, arguing that the Chuo Shinkansen maglev line will make much of its domestic role irrelevant, and that its domestic functions should be transferred to Kansai Airport in conjunction with upgraded high-speed access to Kansai from central Osaka.[22] In 2009, Hashimoto also publicly proposed moving the functions of Marine Corps Air Station Futenma to Kansai Airport as a possible solution for the political crisis surrounding the base.[23] In May 2011, the Diet of Japan passed legislation to form a new Kansai International Airport Corporation using the state's existing equity stake in Kansai Airport and its property holdings at Itami Airport. The move was aimed at offsetting Kansai Airport's debt burden.[24]

[edit] Terminal

The ground level of the terminal looking north from the center The KIX passenger terminal is a single four-storey building designed by Renzo Piano Building Workshop (Renzo Piano and Noriaki Okabe) and has a gross floor space of 296,043 square metres (3,186,580 sq ft). It was once the longest airport terminal in the world, at a total length of 1.7 km (1.1 mi) from end to end. It has a sophisticated people mover system called the Wing Shuttle, which moves passengers from one end of the pier to the other. The terminal's roof is shaped like an airfoil. This shape is used to promote air circulation through the building: giant air conditioning ducts blow air upwards at one side of the terminal, circulate the air across the curvature of the ceiling, and collect the air through intakes at the other side. Mobiles are suspended in the ticketing hall to take advantage of the flowing air. The ticketing hall overlooks the international departures concourse, and the two are separated by a glass partition. During Kansai's early days, visitors were known to throw objects over the partition to friends in the corridor below. The partition was eventually modified to halt this practice.

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Seawall Construction

Seawall construction is growing quickly as a popular way to improve residential and commercial properties that are bordered by water. We are finding that many property owners are seeing the advantages to having seawall construction done in order to protect the environment and their own property. As environmental awareness grows around the world, one of the primary concerns is the erosion of land. As sea levels rise, coastal erosion increases. People are more aware of this now on a social consciousness level as we become more educated about the interaction of land and water on our planet. However, coastal homeowners are particularly aware of the effects of erosion, because it has a very direct effect on the value of their real estate. This is where seawall construction can be a very sound investment.

There are a couple of primary reasons why a homeowner will hire a contractor for seawall construction:

The prevention of land erosion If a property includes land that is bordered by water (whether ocean, gulf or lake), its in everyones best interest to keep that border exactly where it is. However, water doesnt always move with our best interest in mind. There is a tendency for the water to push back against the land, and over time there is more water and less land. This is seen more prominently in property that borders the ocean, due to the constant tidal movement. However, land that lies next to any large body of water can experience this, particularly after some inclement weather causes a storm surge. Seawall construction puts a barrier in front of the land, so the movement of the water has virtually no effect. The prevention of flooding In addition to the gradual erosion of land, water can cause a much more urgent and damaging situation: flooding. After an extended period of rain, water levels can sometimes reach heights that are not commonly seen. Since these water levels are not experienced regularly, the tendency is to not be fully prepared when it happens. If the water gets higher than the land, there is obviously nothing left to stop it from coming into your home.

Of course, the further away your house is from the waterline, the less likely you are to have a problem. But if the water surges sufficiently, there is really nothing to stop it from entering your home and causing untold damage. Those homes that have seawall construction can hold out much longer before coming into contact with water, and are therefore much less likely to experience any damage. If the water does come in because of extraordinarily high sea levels, the damage can at least be minimized by providing the homeowner extra time to prepare.

Portland limestone was used for groyne construction, brought to site by road. Each rock for the head section of groyne weighs three to six tonnes, and for the section from the head back to the promenade one to three tonnes. At the beach, sand is first excavated from the area where the groyne will be located. The area is then backfilled with a bedding layer of stone to prevent subsidence of the groyne structure. Using this method of construction the groyne is extended seawards with bedding material and rock, building up to a level that will permit plant to run on it. As construction progresses to full groyne length manhole rings are used to create voids to take the piles for the walkway that allow public access to the groyne. Walkways are independent structures consisting of concrete beams spanning piles driven along the length of the groyne. Walkway sections and pile caps are made at the beach from reinforced precast concrete and lifted into

position.

Construction proceeds with the head of the groyne being built to its full height. Piles are then driven into position through the voids by a vibrating rig (and air hammer if required). Working shoreward pile heads and walkway sections are put into position at the same time as rock is built up to the finished level. The whole operation is then able to retreat off the groyne leaving a near completed structure; just the in situ joints and infill between the walkways and pile heads are completed later. Access ramps are situated between the back of the groynes and the promenade, made from concrete poured in-situ and tied back into the existing stepped sea wall. First the wall sections of the ramps are poured, then the ramp is filled with beach sand and the slab section is cast on top. Groyne construction methods have changed little since groynes were first built at Sandbanks in 1996 and again in 2001 (photos above are from those previous projects).

20.3.2012 Wharf Cari wharf type of wharf Ada closed, open type

Jetty or Pier Dan kadang kadang breakwater tu pun boleh dibuat Jetty jugak Steel tubular pile n concrete deck jetty Fenders Benda tepi Jetty yang macam tayar tu, tahan kapal hentam jetty bila ombak beralun Port Structures Dolphin Liquid bulk berth Breasting dolphins Mooring dolphins Loading dolphins Interconnecting walkways Approach trestles Bila melibat kan kerja marine, of kos jadik expensive Berthing Senarios 1. 2. 3. 4. Dolphin berthing Ship to ship berthing End berthing Passing lock entrance

A dolphin as a man made structures that extends above the water and is not connected to shore. Kedalaman dolphin punya piling boleh hingga 101m depth Buat dolphin ni jeh 40 juta

Structure Components 1. 2. 3. 4. 5. Piles Bulkheads Pile Caps Decks Fenders a. Ada timber, rubber b. Kena sesuai dengan saiz kapalLukis bentuk fenders around the world c. 6. Mooring Fitting ikat kapal jangan Lari a. Terdiri daripada Bollard b. Cleats c. Quick release hooks d.