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Door Hardware For Pittsburgh
Airport Picked Early To Fit Future Security System
Choice
Pittsburgh
From the time planning for the
Pittsburgh International Airport's Midfield Terminal
Complex began until its completion 20 years later,
continually changing regulations affected a broad
range of interacting decisions. In the process,
not all choices fell neatly into order, so the compatibility
of security system components was just one of many
ongoing concerns. When access control door hardware
was chosen, for example, the final security system
selection still had not been made. To provide the
needed compatibility, electrified exit devices were
selected so they would work with any of the security
systems being considered.
The 3.3 million square-foot complex was put in service
on October 1, 1992, replacing the original airport,
which was built in 1952. It furthers a trend toward
moving people through airports faster but also providing
a mall-like atmosphere for those who have time to
enjoy it. Vaulted ceilings with skylights are designed
to give the terminal the look of an Edwardian train
station. The airside terminal's X-shaped configuration
allows passengers access to all 75 jet gates on
foot and via moving walkways, rather than having
to descend to a transit level as is required at
other major airports with separate linear concourses.
At the same time, computer simulation studies showed
that the "Pittsburgh 'X' Scheme" and dual
taxiways would allow more efficient aircraft movement
and save the airlines between $10 and $15 million
a year in fuel costs. For future expansion, the
arms of the "X" can be lengthened and
taxiways extended, while the landside building,
a 25-gate commuter terminal and a parking garage
can be expanded incrementally.
A few years ago, new Federal Aviation Regulations
(FARs) 107.13 and 107.14 spelled out fairly detailed
requirements for airport access control systems.
By their nature, these require virtually all but
the smallest airports to use a computer-based access
control system. For example, if an airport or airline
employee is separated from employment for any reason,
the system must immediately restrict that person's
access to critical areas, even if his or her badge
is not turned in. These areas are generally called
107.14 boundary points, which cover the air operations
area, while 107.13 boundary points define the area
where passengers who have undergone security screening
are located. Different levels of access control
may be required at each type of boundary point.
Von
Duprin Series 99
pushpad exit devices are used to control jetway
access doors at the Pittsburgh International Airport's
Midfield Airside Terminal. Typical door above, includes
a magnetic lock activated by the exit device from
the plane side, as well as a card reader to control
access from the terminal side.
Because of the airport's long planning cycle, changing
regulations made it necessary to look constantly
ahead to the time of completion and anticipate the
FARs and other rules that would then be in effect.
To handle these complex security issues, architects
Tasso Katselas Associates, Pittsburgh, called on
Wackenhut Applied Technologies Center (now General
Research Corporation), Fairfax, Virginia, for security
system analysis and design. The company's project
engineer explained, "Without a computer-controlled
system, in order to meet the minimum FAA regulations,
you'd need an individual with a list checking off
each person as they walked through a 107.14 boundary.
At a small airport with one or two gates, that wouldn't
be a problem, but with almost 100 gates and several
major carriers operating at Pittsburgh, it would
be an onerous task."
Several other bids were considered for the terminal's
computer-controlled card
access system. Because the hardware necessary
to control the door openings and provide life safety
protection was being ordered before the system decision
was made, it was necessary to insure its compatibility
with whatever system was selected. At the same time,
the new FARs were introduced. The building of the
Midfield Terminal Complex, including the Landside
Central Services and Airside buildings, and the
implementation of the new FAA requirements were
almost simultaneous. To meet these changing conditions
without delaying construction, Von Duprin Series
99 pushpad exit devices were used, in part because
of their compatibility with the various access control
systems being bid. The final system installation
was a joint venture between JWP and Sergeant Electric,
of Pittsburgh.
The exit devices incorporate electrical switches
that are wired into the system so that activating
a device will cause a positive de-energization of
the electromagnetic lock holding the door and also
send a signal to the security system indicating
that the door is in use. Some doors are configured
so a person can walk through in one direction without
setting off an alarm, while they remain locked to
control access from the opposite direction. Others
are set to alarm the system whenever anyone activates
them.
Closed circuit television (CCTV) is an integral
part of the system, using a Burrle camera system
tied to door operation for monitoring certain sensitive
areas. A spokesman explains, "In the airside
building, the public is generally limited to the
second floor, so if someone exits into a stairwell,
for example, without using the proper access control
measure, the system alerts the CCTV system to start
recording. Security knows exactly where the person
is and can alert the proper authorities if necessary.
It also gives them a record of who went through."
When a camera that is linked to the operation of
a specific door is triggered, it also cues the main
monitoring screen. This allows immediate security
attention and eliminates the need to have a screen
for every camera in the facility.
All elements of the security system were selected
because of their "tried and true" reputations.
A spokesman for the airport explains, "We were
careful to spec this using proven technology, to
avoid problems as much as possible." Software
is a Secure System by Software House, an off-the-shelf
software with some modifications to meet the airport's
needs. System reliability is enhanced by using a
redundant CPU as well as a fiber optic network for
the bulk of communications. The spokesman says this
cuts communication errors significantly compared
to hard wiring.
The overall access control system runs through a
redundant DEC (Digital Equipment Corporation) computer.
Two computers in the system are in regular communication,
but each can perform all the required functions,
so a single-point failure will not shut down the
whole system. A network of distributed intelligence
modules at various locations around the facility
maintains access information even if system communications
are lost. It can decide whether a card presented
for access is valid without communicating to the
central computer and also will store all access
transactions until system communications are re-established.
As with any major airport, the wide variety of people
with differing access needs poses a problem of training
them in the use of the system. At Pittsburgh, the
spokesman notes, each person watches a training
video prior to receiving an airport identification
badge. The video explains their responsibilities
as well as how to gain access to a door, if the
person is in fact programmed for access to the location.
Handouts supplement the video, and on-the-job training
is employed for those individuals who require more
detailed knowledge of the system.
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