A S H RA E

JOURNAL

The following article was published in ASHRAE Journal, November 1997. © Copyright 1997 American Society of Heating, Refrigerating and Air-Conditioning Engineers, Inc. It is presented for educational purposes only. This article may not be copied and/or distributed electronically or in paper form without permission of ASHRAE.

The Munich Airport uses a state-of-the art intelligent building management system to control systems such as HVAC, runway lights, baggage handling, etc.

Intelligent Building System for Airport By Mark Ancevic

P

lanning the new Munich II international airport provided a unique opportunity to use the latest state-of-the art technical systems, while integrating their control through a single intelligent building management system. Opened in 1992, the airport is Germany’s second-largest airport after Frankfurt. The airport is staffed by 16,000 employees and can handle 17 million passengers a year. The sprawling site encompasses more than 120 buildings. The airport’s distributed control system is specifically designed to optimize the complex’s unique range of functions, while providing a high degree of comfort, convenience and safety for airport visitors. With the capacity to control 200,000 points, this system controls more than 112,000 points and integrates 13 major subsystems from nine different vendors. It provides convenient, accessible control of everything including the complex’s power plant, HVAC Control, the November 1997

200,000 Point System Controls Everything From HVAC to Baggage terminal’s people-moving functions, interior lighting controls, runway lights, baggage forwarding systems, elevators, and boarding bridges. The airport was named 1993 intelligent building of the year by the Intelligent Buildings Institute Foundation. Its building management system is a striking example of the degree to which a building complex’s functions can be integrated for greater operational control and efficiency. Airport Incorporates Innovations The airport itself incorporates a large number of technological and design innovations—solutions that airport planners wanted to complement and extend with an integrated control system. To improve energy efficiency, the airport has its own power plant with co-gen-

eration of heat and chilled water providing 50% of all energy used in the complex. Through a direct pipeline connection, the airport can also use rejection heat from a nearby commercial power plant. Travelers arriving at the airport by car are directed to the nearest available parking spot by sensor-controlled signals. Once inside the airport terminal, the large windows in the waiting areas have frames warmed by hot water to eliminate cold drafts. Travelers then board their aircraft via unique boarding bridges that are actually building exten-

About the Author Mark Ancevic is Honeywell’s director of worldwide programs for building management systems. He was a member of the Marketing and Programs Committee and Open Protocols Council for the (now defunct) Intelligent Buildings Institute from 1990 to 1995. ASHRAE Journal

31

Table 1: Subsystems integrated into the Munich airport BMS.

sions, featuring the same comfortable temperatures as the rest of the terminal. Creating the Building Management System The airport can provide these amenities because Munich planners recognized that the best method to maximize airport operations was to use integrated systems control. The highly technical nature of each subsystem requires an integrated control system. If airport engineers, operators and maintenance staff were required to learn each system, the sheer magnitude of the task would require additional staff. Task sharing and rotation to cover for sickness and holidays would be almost impossible. After two years of assessment, the airport planning and engineering teams formed the objectives for the airport’s Building Management System (BMS). Specifically, they sought to create a single, state-of-the-art facilities management environment that would deliver: • Centralized technological command and control of all integrated subsystems. • Multiple workstations throughout the complex, segregated by user (1,000 users) rather than hardware. • Discrete as well as global energy efficiency operations. • Fast identification of all malfunctions. The scope of Munich technical functions created a massive system design challenge. The airport required a control system that went far beyond the capabilities of any building management system then on the market. The problem was determining the best way to integrate diverse and highly specialized sub32

ASHRAE Journal

systems from vendors that each had different architectures, communications protocols and software standards. Essentially, an “open”solution needed to be created before the industry had begun moving toward open standards—at a time when proprietary control systems were still the norm. Today, nearly five years after commissioning the airport, open communication standards are evolving in the building control industry, with the clear winners emerging as LonMark and BACnet©, building automation and control networking protocol. However, even these standards would not have solved all the complex integrations required at Munich. Using a DDC System To meet airport management’s objectives, to keep up with rapidly changing airport requirements and technology and to provide a path for future system evolution, the best solution was a to use a direct distributed (DDC) system with an open architecture. The DDC system developed for Munich II is modular and scaleable. It relies on a combination of commercially available and proprietary software and communications tools, using standardized tools whenever possible. To support the open network concept, we chose an architecture based upon Local Area Network (LAN) technologies utilizing Ethernet and TCP/IP. A UNIX operating system for the computers and graphic workstations was chosen because of its ability to support all sizes of computers and related hardware with an acceptable price to performance ratio. See Ancevic, Page 34 November 1997

Advertisement in the print edition formerly in this space.

November 1997

ASHRAE Journal

33

Ancevic, From Page 32

Choosing database software was an equally important decision. To leverage industry standards, the system needed Standard Query Language (SQL) for relational databases. The Sybase SQL Server software we selected offers facilities such as disk mirroring, referential integrity and server-to-server communications, thus simplifying the task of meeting stringent data security requirements. Additionally, the software’s powerful data management functions, such as online file maintenance, significantly reduce systems administration. Overall, the BMS software has been designed so that there is no single point of failure in the system. Every field network subsystem server has Interfaces/ Points Controllers the ability to work in isolation; the breakdown of any server or workstation has no 27,000 1 negative effect on the rest of the system. This modularity 7,500 1 enables building operators to 1,300 46 scale up the system to meet 2,700 62 future needs.

Using this open platform, the designers created a truly distributed control system—one in which no hierarchical relationship between the main DDC computer and other subcomputers exists. Rather, the BMS’s functions are fully distributed among 14 servers, 32 high resolution operator stations and 28 alphanumeric operator stations. For optimum system usage, the BMS Computers (servers) are distributed over the entire airport and are organized in a database server (master and standby) and field network subsystem service server, Application Type with the potential to expand to 20 field network subPower Plant Management system service servers. System with 20 kV Switchgear The servers and workstaControl System tions communicate quickly Runway Lighting System (PLC) and effectively with one Elevators another through LANs, based People Movers on fiber optics. The LANs Boarding Bridges 2,000 34 also provide the crucial comBMS Controls Systems munications link between the Baggage Routing Systems 11,000 11 BMS computers and the airThe BMS manages not DDC for HVAC, Lighting, e.a. 48,000 984 port’s maintenance computonly HVAC DDC controlIndividual Room Control 21,500 205 ers, as well as the traffic lers, but also the computers Passenger Information System 500 1 computer (see Figure 1). that control nine other airParking Control System 200 1 Field network subsystem port mechanical systems service servers installed (see Table 1). throughout the airport con- Table 1: Points and interfaces by application. The largest subsystem in nect the subsystems to the the BMS network is the comLANs, giving users a transparent means of supervising and plex’s power plant that has a power switching system with controlling information. The BMS also features more than more than 20,000 data points. The smallest subsystems 1,000 DDC stations at 200 airport locations. include the flight plan monitor system and the central waste The LANs use Ethernet and TCP/IP standards. The sub- disposal system, with 150 data points. systems are connected to the BMS field network subsystem The BMS currently controls and monitors more than service communications protocols. The workstations’ graphi- 112,000 data points, with the potential to expand up to roughly cal operator interface is based on X-Windows and OSF-Motif. 200,000 points. It links in four large subsystems (computer To avoid separate cabling, the field network subsystem ser- links) and 150 smaller PLCs that control the airport’s subvice server transmits and receives over the airport’s EDP net- systems. The system provides for alarms to alert operators at work. This network of fiber optic cables forms the backbone of the control center level within three seconds of their appearthe airport’s entire information and communications system. ance at the terminal strip of the DDC stations. The BMS also communicates with two key airport comThe completed light wave conductors that serve as primary, secondary and tertiary areas constitute one of Europe’s largest puter information databases: the system maintenance comprivate fiber networks. The network features ample additional puter and the air traffic computer. The integration of these bandwidth to accommodate future additions and changes. databases permits BMS programs as well as operators to act upon key information in their control and management of the BMS Demands Processing Power complex’s systems. Because the system’s capacity includes 200,000 points and Data management programs automatically track the various up to 20 subcenters, the BMS obviously demands major pro- subsystems’ in-use time and schedule maintenance for offcessing power. The computers selected for the main center and peak usage hours. The interface with the air traffic control subcenters are HP series 700I industrial workstations with an computer permits indoor lighting and HVAC control functions impressive CPU performance using the PA-RISC 7100 pro- to be coordinated with flight and gate information. Additional cessor with integrated floating point co-processor. The indus- automated DDC functions performed through hardware intertry-standard VME bus is used to integrate peripherals and faces include fire and smoke interfaces. communications. The graphic workstations are networked and provide rapid BMS Provides Consistent Interface screen builds. They also provide 1280 x 1024 pixel resolution The BMS gives Munich engineering, operations and mainon color monitors, an important consideration when operators tenance staff full and transparent access to the large number of are using screen-based graphics for direct control of the air- functions. Despite the variety of protocols, proprietary subport’s complex subsystems. systems and different data types, the operator sees a single, 34

ASHRAE Journal

November 1997

BUILDING SYSTEMS consistent control environment. From the user’s perspective, there is only one virtual computer. BMS software provides text descriptions and numerical codes (key names) for each unit used throughout the airport. The written descriptions (used for menu selections) and the numerical codes (used for short search methods) enable operators to identify and select individual data points within the building management system. The BMS offers more than 5,000 system graphics, depicting everything, even aircraft docking lights (apron lights). The graphics, available at all graphic workstations, have a maximum build-up time of five to 10 seconds, depending on the amount of dynamics. Powerful graphics with up to 350 points enable the specialists in the power plant, for instance, to make informed decisions without paging through many graphics. Some of the graphical workstations have the ability to generate hard copies, initiated from any of the 32 graphical workstations. With the proper security clearance, an operator can access information from the largest technical unit to the smallest technical installations, such as individual bathroom lighting. The same picture is presented, and the same control possible, at each BMS workstation. A computer-based documentation system that contains continuously updated critical technical information is in the test phase. This system provides Munich operators with detailed operating instructions and information concerning electrical connections and circuit diagrams function descriptions. The system organizes database information for system maintenance purposes. Operators can quickly and easily access data using the same hierarchical structure applied to key names—i.e., building, unit type, floor number, unit number, data point type and data point number. In the technical control center, a PC loaded with computer-aided engineering tools and software permits Munich engineers to make programming changes to the airport’s environmental controls subsystems. Project engineers were trained on site in computer-aided engineering, enabling them to immediately put theoretical knowledge into practical use. Managing Energy Use Efficiently The integrated control and command of the airport’s subsystems permits its November 1997

operators to take full advantage of all energy-saving opportunities. • Power management: A link between the power plant control system and the BMS enables airport operators to maximize the benefits from co-generation of electrical energy and hot and chilled water, and to balance energy supply with demand. Peak demand control eliminates

ously updated flight schedules—ensuring that comfort levels in the various gate areas are planned to coincide with actual usage. In addition to these control functions, BMS software enables consumption data to be collected and processed, permitting operators to track usage, identify trends and take appropriate action. Conclusion

Intelligent building systems already are being embraced in Japan and other progressive international commercial buildings markets. costly surcharges from the utility company. The airport operators are able to monitor and change the power generation of the airport from the same control room using the same BMS interface which lowers operations personnel costs. Because of these links, the airport is able to save money overall. • Lighting control: Outside and inside lighting is automatically controlled system-wide based on time and ambient light. Lighting for the aircraft docking areas is controlled through the BMS, with the primary workstation located in the control tower. Sophisticated software logic allows the apron control operator to see that the docking aprons and adjacent areas are illuminated when planes are present and active. In the airport’s waiting areas, lighting is automatically planned in conjunction with arrival and departure schedules, depending on flight plan schedule information. • Comfort optimization: Munich HVAC systems and operations incorporate classic energy management saving functions, combined with a number of customized intelligent features. The BMS implements energy optimization programs for remote buildings, as well as for gate areas, including lighting control and temperature. Individual room controllers control temperature and ventilation in roughly 1,700 rooms around the airport complex, permitting operators to precisely manage energy use and comfort levels. The main terminal’s airconditioning systems are programmed to operate in coordination with continu-

While intelligent buildings and building management systems such as the Munich airport are still relatively rare in the United States, we can expect them to continue to gain in both understanding and usage. Intelligent building systems already are being embraced in Japan and other progressive international commercial buildings markets. The controls industry supports integrated, open systems through the adoption of universal operating protocols and standards worldwide. At the same time, microprocessor technology is bringing true intelligence to the smallest units. As we look into the future of building control, we see the industry moving at an exciting pace towards open communications and interoperability at all levels and between all types of products and systems. Systems will feature open communications for field devices, such as intelligent sensors, intelligent actuators and controllers, coupled with open information access across local, wide and Internet networks. The result will be unprecedented sharing of information and interoperability between competitive and complementary products. The success of the BMS at the Munich airport demonstrates the potential advantages of intelligent building systems. It proves the reliability and enormous multitasking capacity of the UNIX platform for building automation. It shows the degree to which functionality and control can be brought down to the PC level. It also demonstrates that a set of functions, no matter how widespread, diverse or complex, can be smoothly and effectively integrated together for maximum control and productivity.
Please circle the appropriate number on the Reader Service Card at the back of the publication. Extremely Helpful ........................ 450 Helpful ....................................... 451 Somewhat Helpful ....................... 452 Not Helpful................................. 453 ASHRAE Journal

35