ABSTRACT India with its rapid economic development, huge population and a 7,500 km long coastline is regarded as a market with immense potential for more number of tourists and new destinations. Presently, Mumbai and Kochi are the favoured ports of call in India for international cruise ships. It is expected that the cruise tourism industry in the country would witness rapid growth once required infrastructure is in place. This would lead to the development of three major regional cruise corridors -Mumbai-Lakshadweep-Mumbai; Goa-Lakshadweep-Kochi-Goa; Kochi-MaldivesColombo-Kochi. In the first two corridors, Goa is expected to have at least one port of call. Therefore, a cruise terminal in the state is a necessity. “Cruise terminal is a project with a long gestation period and revenue from terminal operation, when compared to the investment, may not be attractive. Considering this fact, we propose a mix of commercial activities together with the main business.�
The feasibility report and business plan for the proposed international cruise terminal and public plaza at Mormugao (Goa) has suggested setting up the world-class facilities on the tested public-private partnership model under the build, operate and transfer (BOT) structure. This study focuses on designing a Cruise terminal. Thus it is important to study other International Cruise Terminal so as to compare and provide solutions to meet the terminal requirements on an International level.
TABLE OF CONTENTS TITLE
PAGE NO.
1. CHAPTER – 1 SYNOPSIS i) INTODUCTION TO THE PROJECT (1) WHAT IS CRUISE TOURISM? (2) CRUISE TERMINAL (3) ROLE OF PORTS (4) INDIAN SCENARIO ii) iii) iv) v) vi)
AIM OF THE PROJECT MAJOR AND MINOR OBJECTIVES SCOPE OF WORK LIMITATIONS DESIGN APPROAACH AND METHODOLOGY
2) CHAPTER – 2 LITERATURE REVIEW 3) CHAPTER – 3 CASE STUDIES (a) KAI TAK CRUISE TERMINAL (b) YOKOHAMA CRUISE TERMINAL (c) COCHIN CRUISE TEMINAL 4) CHAPTER -4 SITE ANALYSIS 5) CHAPTER -5 DESIGN CRITERIA
SYNOPSIS
CHAPTER 1- SYNOPSIS INTRODUCTION TO THE PROJECT 1.1 WHAT IS CRUISE TOURISM? Tourism has, since the 1950’s, became an extremely popular, global activity. A Cruise is generally a defined package that includes a cruise itinerary spanning a defined period of time. Cruises, which were at one time considered as the prerogative of the rich, is today a fast reaching option for the wider leisure market. Representing one of the fastest growing sectors worldwide, Cruise market trends indicate a qualitative as well as quantitative consolidation in the industry, with cruising gaining greater significance in the global ‘Tourism Pie’. There are 4 dominant factors that make up cruising: 1. Attractions – include interesting destinations and itineraries, 2. Facilities on board – include a total holiday and entertainment package, 3. Transportation – having the ability to move from one place to another without the need of packing and unpacking at each destination, 4. Hospitality – having professional staff looking after you in luxury. 1
SYNOPSIS 1.2 CRUISE TERMINAL Terminal building is the main building where passengers embark and disembark watercrafts. The terminals are the ‘front door 'to the ports and serve as the public interface between the waterside and landside elements.
1.3 ROLE OF PORTS Ports play an important role in the economics of the coast and are generally centres of trade and commerce. The seaports of India have played a historical role in the development of maritime trade and economy in India.
1.4 INDIAN SCENARIO India is considered as a preferred cruise destination and has around 7,500 km of natural peninsular coastline strategically located on the crucial East-West trade route, which links Europe and Far East. The coastline has 13 major ports and about 187 other minor and intermediate ports. While the central government has developed port infrastructure across the country, and in many cases through private participation, states too now have become active in developing their coastlines. Since most major ports on the western coast in India meet the requisites of a port of call, a nascent trend of cruise ships calling at Indian ports at regular intervals has started recently in the cruise industry. This has led to the ports of western coast of India figuring on the itineraries of International Cruise Ships.
2
SYNOPSIS AIM OF THE PROJECT 1. The main aim of the design is to provide a cruise terminal which will serve as an intermediate port for international cruises and a destination for the domestic cruises as the government seeks to give importance to Goa as an overall tourist destination. 2. The terminal should be an initiative to boost Cruise Tourism within the country as well.
MAJOR OBJECTIVES 1. Understanding the ideology of the Cruise Terminal and translating it into the built form. 2. Old traditions/art forms which are seen in different parts of the place will yet again be known to the world. 3. Increasing the frequency of cruise liners and thereby generating revenue to the port. 4. Studying site and climate responsive design methods to find context specific solutions. 5. Integrating infrastructure and technology with the building. 6. Make cruise terminals into destinations by themselves. 7. To identify gaps in the infrastructure in the ports for promoting cruise passenger lines 8.
To assess infrastructure facilities available and required at designation seaports as per the International standard.
9. Identify asset utilization strategies that will optimize benefits to the Port and the County through financial return, market opportunities, competitive advantage, and economic benefit.
MINOR OBJECTIVES 1. Studying the role of Space Conditioning in architectural environments. The keywords being Healthy, Safe, Clean and with thermal, visual and auditory comfort. 3
SYNOPSIS 2.
Assessment of the existing status of ecological (terrestrial and marine) and socio-economic aspects of environment.
3. Understanding the design process and role of architecture in the design of cruise terminal. 4. Focus on home porting in the long term. 5. Studying the scope of interactivity in Architecture through contemporary materials and techniques and translating the sensory experiences- warmth, excitement, repose into recognizable building aspects that promote real user response. 6. This new technological achievement is changing in the mere definition of experience and perception. Thereby, sending conventional architectural definitions of space and sensory experience for a spin. The objectives will be to study the consequences of this paradigm shift.
SCOPE OF WORK 1. The facilities provided at the present cruise terminals are falling short of passenger handling and services. 2. A berth layout for anchoring cruise vessels and boats. 3. A Club with recreation facilities such as food courts, restaurants, bars, shopping Area and clubhouse with water related activities. 4. Since the terminal is a public building, it will be open to all kinds of passengers with a diverse range of backgrounds. 5. The design would serve to be as an important structure and gateway to Goa. 6. The scope of work will include: a. Site planning b. Terminal building Arrival Spaces Departure Spaces Offices
4
SYNOPSIS Administration Recreational Facilities Accounts department Maintenance c. Parking spaces -
for buses, taxis, auto’s etc.
LIMITATIONS 1. Live case study of international standards for the cruise terminal is limited. 2. Statistically, the international terminal will be used 4 times a month. 3. Thus areas are to be provided which will keep the terminal equipped during other times as well. 4. Since Goa is an intermediate point, there is no embarkation and disembarkation of luggage’s. Thus baggage handling and such services area are to be looked upon. 5. As far as the domestic cruises are concerned, the development is at a slower pace. Statistics show that the development of domestic cruises will boost after 10 years. 6. Thus an area would be dedicated as future development but there would be no design for domestic terminal as such.
5
SYNOPSIS DESIGN APPROACH AND METHODOLOGY The approach and methodology adopted for the project study is as outlined in the figure below. 1. To carry out live case studies of the cruise terminals for acquaintance of the topic. 2. To study and analyze book case studies for a comparative analysis. 3. To carry out various interviews for practical input. 4. To study the information available through various sources for pursuing content of the research topic.
STAGE I: INPUT The first stage involved the study of the project site to understand its suitability for the defined activity.
STAGE II: ANALYSIS STAGE III: OUTPUT CONCLUSION 
From the research gathered & documented, a better understanding of the requirement of such a building shall emerge. This will positively inform the design programme and produce a
Fig 1.1 Methodology

well integrated building.
The research will focus on port as one of the key points of entry and will examine the many roles and influences the terminal will have on the city. 6
SYNOPSIS THESIS VALIDITY Thrust area- CRUISE TOURISM
India’s reputation as an enchanting, exotic, historic and beautiful destination would enable the country to make an instant international cruise positioning and move into the ‘cruise destination 'market.
Cruise operators and liners are more than ever searching for new destinations and itineraries. India’s long coast line and strong port positioning imparts a natural advantage to the country to attract international cruise lines. India’s positioning in South East Asia and its proximity to already popular cruise destinations would enable strong cruise circuits to be created over a period of time.
The cruise ports selected for development are also strong tourism states, especially Kerala, Goa and Chennai. This could provide an important platform for cruise tourism to takeoff.
The government of India has recognized Cruise Tourism as a Thrust Area and initiated a number of positive measures to promote the cruise industry and position India as a global cruise destination.
India today is poised for making a significant mark in the international tourism scenario. WTTC projected India’s travel and tourism industry to grow at CAGR of 7.5% up to 2014 much above the expected growth in South East Asia and the world aggregate level. The WTO projects as annual average growth rate of 6.2% in South Asia over a larger timeframe till 2020.
To realize this growth target, it would be essential for India to explore all avenues escalating tourism activity in the country including the extremely attractive area of cruise tourism in which the country has much to offer.
7
LITERATURE REVIEW
CHAPTER 2 – LITERATURE REVIEW HISTORICAL BACKGROUND Cruise tourism made its small beginnings in 1839 as part of the fortnightly crossing mail service between Liverpool and Boston. In 1907 Cunard introduced a new 30,000-ton class of liner, the Lusitania and Mauretania, marking the beginning of leisure passenger travels on the seas. The twentieth century witnessed other European countries compete for progressively larger and faster passenger ships. These ships provided three classes of service; first, second and steerage. The first catered to the elite and rich, the second to the white-collar working people and the steerage to the relatively poor.
PASSENGERS BECOME TOURISTS & SHIPS BECOME FLOATING RESORTS The increasing travel demand through the 1950's and into the 60's kept the liners busy crossing with tourists from both continents. Gradually the concept of ‘tourist ship passengers’ was enhanced with value additions to the accommodations and activities. When the majority of the transAtlantic passengers became tourists, the crossings became more festive for the enjoyment and entertainment of passengers. Ships became more like floating resort hotels than mere containers. The object still remained to cross, but the theme was to enjoy it.
CRUISE TOURISM Cruises have grown in popularity amongst tourists in the last few decades. Asia Pacific especially has become a key growth market for the global cruise category. Today, the cruise industry in India is mainly driven by international tourists, with most of the domestic tourists flying to Singapore or Hong Kong to embark on cruises. International cruise tourist arrivals in the country have increased five-fold in the past 15 years.
8
LITERATURE REVIEW Air has continued to be the predominant mode of travel for tourist arrivals in India. Arrivals by sea have been negligible when compared to the total arrivals in India; however the same have increased by nearly 281% from a level of 0.01 million tourists in 2002 to about 0.04 million in 2006, registering an impressive increase of 54.44% when compared to the previous year. Over the period 2002‐2006, international arrivals to India by sea grew at a CAGR of 30.70% registering an average YoY growth of 42.91%. India, despite of having 7,500‐km‐long coastline, 12 major and 185 minor ports, is yet to make its mark in the global cruise industry. With its vast and beautiful coastline, virgin forests and undisturbed idyllic islands, long historical and cultural tradition of architecture, theatre and performing arts, India can be a destination of choice for cruise tourists. Cruise tourism has huge potential in India because of the rising disposable income of people. It may be an expensive branch of tourism entertainment but cruises are becoming more and more affordable to vacationers and tourists in India. India today presents a largely unexplored cruise tourism market with almost 100% of its potential waiting to be explored. India, with its diverse landscape, offers huge scope for various theme‐based travels like Medical Tourism, Adventure tourism, Heritage tourism, Wellness tourism, Pilgrimage tourism, Golf tourism, MICE, Eco‐tourism, Wildlife tourism.
INDIA NEEDS TO GEAR UP FOR THE CHALLENGE Ports constitute the core infrastructure requirement of the cruise sector. If India wishes to integrate her position in this market Indian ports would have to meet internationally accepted standards of port infrastructure, passenger services, linkages, other conveniences and amenities. Internationally, cruise terminals are similar in facilities and services offered to tourist at airports. Whereas the major airports in India are designed
9
LITERATURE REVIEW to international standards, most of the Indian ports lack dedicated facilities for cruise tourism and do not offer the basic standards or the amenities expected. Cruise terminals represent the entry point of the cruise tourists into various tourism locations and offer important opportunity to market the country’s brand, its culture, heritage, cuisine and other offerings. Cruise tourism development would be impossible without all strategies being preceded by an integrated and sustained development of the identified cruise ports.
POTENTIAL FOR CRUISE TOURISM Demand for Indian Cruise tourism would arise from 4 segments
The Foreign Tourists who represent the International Arrivals into India would offer the greatest potential representing tourists who are already interested in India as a destination and for whom the Cruise would be another mode of seeing the country.
The Indian Outbound Tourists who travel out of India also offer a high potential because of their interest in foreign travel and would be very open to the idea of taking a cruise from India that visits foreign destinations.
The Indian Domestic Leisure Tourists represent active high value domestic leisure travellers who are active travellers inside the country and can be effectively targeted to take a cruise.
The current Cruise Tourists, both International and Indian, would be good targets. It is know that cruise tourists are repeat travellers and therefore offer a great potential. Current cruise tourists, who form part of the existing & future cruise tourism market, can be attracted by creating new itineraries and destinations in India.
Assessing the potential from each of these segments based on current trends and forecasts it is estimated that by the year 2030-31 a market size of 1.2 million cruise tourists. These are conservative estimates and the actual potential may be much higher depending on the infrastructure developed and the marketing efforts undertaken.
10
LITERATURE REVIEW ‘Cruise Tourism’ represents one such avenue where far reaching developments have been witnessed worldwide with India having no claim to even a marginal positioning. 1.
In 2002 North America, which forms around 71% of the international cruise demand, had 7.64 million cruise travellers while the same period saw only 0.012 million cruise tourists in India, representing less than 0.16%.
It is thus clear that, despite its position on the south pacific international sea-route, an impressive 7516 km coastline, several natural ports and breathtaking destinations; India has continued to miss out on the cruise tourism potential.
CRUISE TOURISM – GLOBAL SCENARIO Region
No. of Tourists (in millions) Percentage Share
Europe USA East Asia & Pacific Africa Middle East South Asia World Total Share of India
337.2 111.9 84.0 18.8 11.1 4.4 567.4 2.1
59.4 19.7 14.8 3.3 2.0 0.8 100.0 0.4
At global level, Tourism has emerged as one of the major economic activities today. In 1995, the World Tourist arrival was about 567.4 million of which Europe’s share way by USA with 20%. The share of South Asia region was as low as 0.8%
According to WTO estimates, Europe will continue to remain the most popular tourist destination with about 717 million tourist estimated for the year 2020. International tourist’s arrival in South Asia is expected at 19 million in 202, which is almost 5 times that of 1995, but still it is quite low as compared to other destinations.
11
LITERATURE REVIEW India is expected to fuel 4.5 times growth in International tourist arrivals, more than half of the total arrivals in South Asia. Aboard
On the ship. Opposite of ashore.
Ashore
On shore. Opposite of aboard.
At Anchor
The position of the ship after it has dropped anchor.
Berth
1. The particular parking space in which the ship docks at the pier. 2. your cabin beds. 3. What you might experience nine months after a romantic cruise.
Baggage diverter
A mechanical device for transferring baggage from a moving conveyor belt to a baggage claim counter in such manner that the baggage is evenly distributed along the baggage counter.
Boarding control point
The point at which a passenger's credentials are inspected to assure that he is authorized to board a particular flight. Normally, this point is located in the vicinity of the gate from which the flight will depart.
Bunkering
To take on fuel. Sometimes an announcement may be made such as "Smoking will not be allowed for the next 6 hours as we are bunkering".
Gate concourse
An extension from the main terminal building primarily intended to provide protected access for passengers between the main terminal building and the gates.
Debarkation
Exiting the ship, usually at the end of your cruise.
Disembark
Exiting the ship, usually at the end of your cruise.
Dock
Act of parking a ship at the pier.
Draft
1. Depth of water a ship draws (how far down into the water the ship's hull reaches), especially when loaded. 2. Beer dispensed from a tap.
12
LITERATURE REVIEW
Draught
1. Depth of water a ship draws, especially when loaded. 2. Beer dispensed from a tap.
Embark
To board a ship, especially at the start of your cruise.
Embarkation
To board a ship, especially at the start of your cruise.
Fathom
A measure of water depth equal to six feet.
Gangway
1. Opening in the side of a ship through which it is boarded or provisioned. 2. What you hear when the buffet first opens.
Knot
One nautical mile per hour. (One knot is about 15% faster than one mile per hour).
Nautical Mile
6,080.2 feet. Slightly more than 1.15 land miles.
Pilot
Local from shore who is responsible for bringing the ship into and out of your Port of Call.
Port
1. The left side the ship. Easy to remember because PORT and LEFT each has 4 letters. 2. Short for "port of call".
Port of Call
A destination that your ship stops at on your voyage.
Promenade
A ship's "shopping mall".
Quay
(Pronounced "key") a dock, berth or pier.
Stack
1. Ship's smokestack. 2. How many ships they can get into the same port of call at one time.
Starboard
The right-hand side of the ship. STARBOARD and RIGHT HAND each have nine letters.
Tender
The smaller ship, boat, or lifeboat used to transfer passengers from the ship to the shore and back again when the ship is anchored offshore.
13
LITERATURE REVIEW FLOW DIAGRAM- INTERNATIONAL & DOMESTIC TOURISTS
LANDSIDE FUNCTIONS . Arriving at or leaving the terminal by car or public Transport These are the factors to consider: • Security: avoid vantage points useful to terrorists. • Commercial: the whole forecourt or at least the private car section may be incorporated into the short-term or nearest car park. This will force motorists to pay for the privilege of parking close to the check-in area. • Baggage: baggage trolleys should be available for passenger use. For heavy package tours traffic, with coaches setting down large pre-sorted amounts of baggage, a dedicated area and route to the baggage areas may be desirable.
14
LITERATURE REVIEW CHECK-IN LAYOUTS
HELIPORT
15
IMMIGRATION COUNTER LAYOUTS
LITERATURE REVIEW PORT SUPPORT SYSTEMS AND TECHNICAL DETAILS
SHOCK ABSORBER:
Provided to neutralize the impact of vessel on the berth
Horizontal movement provided exactly below where the ship is anchored.
BUOYS:
Used for temporary anchor and direction
They are anchored or piled indicators placed along the whole width of the navigation channel.
POLLUTION CONTROL TECHNIQUES: The port areas are always affected by sewage disposal and get accumulated over the stagnant zones. The algae formation is another drawback. The high tide and low tide influences the movement of algae in and out the port region. The algae’s are dangerous for speed boats, since it clogs inside the propellers. The floating layer of algae makes the speed boats to slip over losing control. Generally two methods are used to tackle these problems. 1)
Tugs are tied to the floating net and the algae film is wiped out to the shore.
2) The sewage and oil films over the channel are removed by installing temporary sucking pump system.
16
LITERATURE REVIEW DRAFT REQUIREMENT Draft of various cruises helps in selecting the site as the depth varies. These also help to know if the cruise a certain depth can embark on site
MATERIALS Fixed piers are open to a wide range of construction material, steel, concrete & timber is the most common and combination of these materials is used. In constant water level areas a fixed systems is an obvious choice, piles may be driven and capped off 610-914mm above the surfaces of the beam SELECTION OF MOORING SYSTEMS DEPENDS ON FOLLOWING FACTORS: 1. Tidal range 2. The quality of the bed or holding ground 3. To what extent the site is sheltered 4. The depth of water 5. The speed and direction of the expected currents 6. Wind speeds and wave height 7. Capital and maintenance costs
17
LITERATURE REVIEW SHIP MOORING PROCEDURES
ARRIVAL PROCEDURE
Information is passed to the port by ship authorities a
Captain announces the time for callout
Schedule is prepared by docks manager.
Customs officers are send to inspect the
Short list is passed to section superintendent engineer/ mooring section / survey section about the allotted berth.
vessel.
Vessel reaches the outer sea, anchor in buoys-conveys signal to port.
Survey
sect.
Engineers
check
the
technical side & channel draft.
Port manager informs the mooring section and the
Customs /survey section gives the green signal.
customs.
Pilot boards the vessel to direct the tugs
Survey / mooring section check the berth & foreman
Tugs drag the vessel to outer sea.
appoints Dockers.
When the vessel reaches the outer sea, the
Customs boats with mooring pilots are send for preliminary check.
18
DEPARTURE (VESSEL CALL OUT)
month before arrival.
pilot boat is sent back.
Note: Width of the channel must be twice
Dockers send the tugs. Pilots direct the tugs
the length of ship. The height of hand rail
Tugs drag the vessel to the allotted berth.
is 1m.
LITERATURE REVIEW
SPACE STANDARDS / PASSENGER
TRAVEL DISTANCE TO EMERGENCY
FOR TERMINAL BUILDING
STAIRCASE
1. Check in Area: 1.4sqm
(1) Every building meant for human occupancy shall be provided with emergency exit
2. Departure lounge: 1.8sqm 3. Bars / Shopping areas: 2.1sqm
sufficient to permit safe escape of occupants in case of fire or whenever other emergency occurs.
4. Arrival lounge: 1.5sqm 5. Baggage claim / Reclaim: 1.6sqm
(2) Emergency exits shall be located in such a way that the travel distance on each floor shall not exceed 30 metres for every occupant.
6. Customs / immigration: 2.0sqm 7. Circulation areas: 2.0sqm
19
CASE STUDIES
CHAPTER 3 – CASE STUDIES KAI TAK CRUISE TERMINAL, HONG KONG MASTER PLAN OF KAI TAK DEVELOPMENT - VISION A Distinguished, Vibrant, Attractive and People-oriented Kai Tak by Victoria Harbour
PLANNING PRINCIPLES Continuous public participation in the planning and development of Kai Tak Planning Kai Tak for sustainable and environmentally friendly development Designing Kai Tak as Hong Kong’s showcase for good landscaping and urban design Designing Kai Tak as a hub for sports, recreation, tourism, and quality housing Maximizing waterfront for public enjoyment Respecting the heritage value of the ex-Kai Tak Airport Integrating Kai Tak with its surrounding Providing opportunities for revitalizing the surrounding districts
DESIGN CONCEPT Concept 1: City in the Park (Residential option) Concept 2: Kai Tak (Business and Tourism option) - To regenerate the economic role of the ex-airport site by providing a high density office node adjoining the multi-purpose stadium in the North Apron Area, to a cruise terminal and tourism node at the runway end. Concept 3: Sports by the Harbour (Recreational option)
20
CASE STUDIES View to lion rock
KEY DEVELOPMENT COMPONENTS With the Government’s policy support, the following key development components have been incorporated 1) Cruise Terminal View to Fei Ngo Shan
a) one berth in medium term b) one to two additional berths in long term 2) Cross-boundary Heliport 3) Multi-purpose Stadium (23.5 ha) a) Main stadium : 45,000 seats, with retractable roof b) Secondary stadium : 5,000 seats
View to mount parker
c) Sports arena : 4,000 seats with swimming pool and ball courts 4) Shatin-to-Central Link (SCL) (4.2ha) View to Lei yue mun
S. Stadium Promenade
21
Cruise Terminal
CASE STUDIES Kai Tak Metro Park - forming a central park across
Indoor sports arena
Main Stadium
North Apron (at least 10 ha) 5) Premier Office Node - facing the Harbour and next to SCL Station 6) New San Po Kong - mixed commercial area adjacent to San Po Kong serving as the new gateway of Kai Tak and a catalyst for regeneration 7) Island & Waterfront Living – residential clusters on the runway islands (9 ha) 8) Water Glamour – water fountain and water curtain film show at the waterfront of Ma Tau Kok and Kai Tak Approach Channel 9) Kai Tak Promenade - runway promenade with historical displays and cultural activities and a runway park with facilities of aviation or other themes is proposed at runway end 10) Harbour-front Promenade and Park Network - from To Kwa Wan to Kwun Tong along the harbour front and also throughout the study area 11) Pedestrian Kai Tak – pedestrian connections of various forms and settings.
22
Waterfront Promenade
CASE STUDIES CASE STUDY-I KAI TAK CRUISE TERMINAL
SITE
Architect: Norman Foster + partners
SITE INFORMATION
About 7.6 hectares at the southern end of the former runway, with a waterfront of about 800m long, and is between 60 m and 100 m wide Access road Height restriction: maximum building height of 35m. Entry gates
LOCATION
Because of its prominent position on the South China Sea and in Southern Asia, Thanks to the cruise terminal built on the former runway of Kai Tak airport, the city achieved its objective, and it has become a hub for luxury cruises in Asia. The project symbolises the
Victoria harbour
stature of the city and illustrates the need to support the tourist industry in a territory that attracts more than 50 million visitors each year.
ACCESS TO THE SITE 1. BY RAIL Elevated monorail system; 9km long, 12 stations Connect to SCL Kai Tak Station, MTR Kowloon Bay Station and Kwun Tong Station All major metro areas within 10 km (6 mi).
23
Gangways
CASE STUDIES 5 km (3 mi) by road to Hung Hom train station, with rail connections to Shenzhen, Guangzhou, Shanghai, Beijing and other Chinese cities.
1. BY ROAD
Distributor Roads D2 and D3 Central Kowloon Route+ Existing Kai Tak Tunnel
2. BY AIR 10 km (6 mi) by road to Kowloon Station Airport Express Line and airline check-in.
42 km (25 mi) by road to Hong Kong International Airport
3. PEDESTRIAN CONNECTIVITY and Elevated Walkway 4. FERRY: In addition to land based transportation, the
PEDESTRIAN CIRCULATION
terminal can be accessed from the Hong Kong Island via a scenic ferry ride from North Point or Sai Wan Ho pier to Kwun Tong pier, and then changing to a taxi.
24
CASE STUDIES KAI TAK APPROACH CHANNEL Problem: The key environmental problems of KTAC are the existing odour problem from poor water and sediment qualities at embayed water bodies Solution: A 600 m opening at the former runway is proposed to facilitate water circulation and improve water quality. Use Bio-remediation method to break down odorous materials and organic pollutants to address odour problem
THE TERMINAL SURROUNDING 1. The planned cruise terminal with necessary site formation works can berth two mega cruise ships and accommodate the essential cruise operation and facilities on site without reclamation. 2. At the south-western tip of the runway abutting the end of the cruise terminal, an at-grade cross-boundary heliport site is reserved to serve cross-boundary travellers in synergy with the customs and excise, immigration and quarantine (CIQ) facilities provided for the cruises. 3. Adjacent to the cruise terminal will be the tourism node housing a great variety of retail and entertainment facilities. A high-rise hotel is planned with public observation gallery at its top floor. It will form a magnificent landmark at this part of the harbour, while commanding the gorgeous harbour view. The tourism node will also provide suitable pedestrian access to and landscaping measures to blend in with the Runway Park. 4. A runway park will be the dominant use at the end of the runway with aviation and other themes.
25
CASE STUDIES CRUISE TERMINAL AREA STATEMENT 1) Terminal area- 32,000 sq. m 2) Landscaped area- 23,000 sq.m 3) Commercial area- 5,600 sq.m 4) Total built up area- 40,600 sq. m 5) F.A.R- 0.53 Construction of a cruise terminal building at the southern tip of the former Kai Tak runway accommodate the following (a) Customs, Immigration, Quarantine and Police (CIQP) facilities for cruise terminal operation and CIQP facilities for the future heliport development; (b) Accommodation for the future heliport operator; (c) Accommodation for the Hong Kong Tourism Board; (d) Supporting facilities (e) Ancillary commercial areas; (f) Pick-up and drop-off areas for various types of vehicles and parking spaces (g) A landscaped deck; Apron Facilities- passenger gangways, electricity supply system, on-shore water supply, on-shore sewage reception facilities, external lighting, navigation lighting, fire fighting provisions, cable containment for telephone and data, etc.
26
ORIENTATION:
CASE STUDIES DESIGN OF TERMINAL BUILDING The terminal has a generous, rectangular footprint and is arranged over three main levels, encased by a lattice of large white ‘fins’ that allow daylight to filter through to the passenger waiting spaces. The design is highly flexible, incorporating spaces that are suitable for alternative functions and enabling the building to be used all year round, fully utilising ‘down time’. The sustainable design also combines a number of energy saving measures, as well as generating power from renewable sources and making use of recycled rain water for cooling. Services are integrated with the structure and the different levels are fused with the surrounding pedestrian walkways. A pedestrian route starting from the waterfront promenade progresses up through the building and opens onto a large public roof garden, with open and sheltered spaces for informal picnics and outdoor dining, set against the stunning backdrop of the city.
GROUND FLOOR PLAN
27
CASE STUDIES Ground floor has the following areas: 1. 2. 3. 4. 5. 6. 7. 8. 9.
Apron Entrance halls Waiting halls- 5800 sq.m Baggage handling area12600sqm Custom hall Atrium Office areas Baggage handling area Coach staging area
16 M WIDE ROAD
TERMINAL CIRCULATION
The spacious interior spans just over 42 metres and the waiting areas can be converted into a venue for performances, events and exhibitions, supported by a variety of restaurants and shops. The terminal has capacity to berth two large 360-metre-long vessels, each with more than 4,000 passengers and over 2,000 numbers of crew, as well as anticipating the demands of a next generation of larger ships. The linear arrangement of light-filled passenger areas is characterised by its clarity and ease of use.
28
ENTRANCE FOYER
CASE STUDIES OPERATIONAL ARRANGEMENTS AT KAI TAK CRUISE TERMINAL (DEPARTURE) 8
7
6
3
5
1
4 2
29
CASE STUDIES OPERATIONAL ARRANGEMENTS AT KAI TAK CRUISE TERMINAL (ARRIVAL)
2 1
3
4
6
5
30
CASE STUDIES BAGGAGE HANDLING AREA
COACH STAGING AREA
Along the 610m
long terminal, the ground floor consist a total of 31 staircases and 14 escalators.
Spacing b/w lifts- 30
m approx. Vertical circulation Escalators
BAGGAGE HANDLING AREA
OFFICE
ENTRANCE HALL
EXIT HALL
BAGGAGE HANDLING
ATRIUM
31
CUSTOMS HALL
The building has adopted a wide span design, which enables the conversion of the passenger waiting hall into other uses (such as meetings, conferences, exhibitions and banquets) during offpeak cruise periods to achieve maximum potential from this prime location.
CASE STUDIES ENTRANCE HALL
BAGGAGE HANDLING
DRIVEWAY
COACH STAGING AREA
The terminal
building is 65m wide and the apron is 35 m wide accommodating 2 largest vessels at one time.
ATRIUM
CUSTOMS HALL
APRON
ATRIUM
Four atria and six large skylights draw natural light to the building
Curved building facades with low-e double glazing triangular shape
32
in
CASE STUDIES
MEZZANINE FLOOR
PARKING
ATRIUM
The mezzanine floor is above ground floor.
RAMP UP
Parking is provided 80-90 cars at this floor.
Provision of 10 A.H.U. rooms
4 atriums provided for natural ventilation.
Access to heliport
33
RAMP DOWN
OFFICE
CASE STUDIES
PARKING
FIRST FLOOR PLAN
First floor consists of the following areas:

1. 2. 3. 4.
Landscaped deck Public colonnade Immigration hall Check-in and waiting area- 5800 sq m 5. atrium COMMERCIAL AREAS
34
ATRIUM
CASE STUDIES
SECOND FLOOR PLAN
Second floor consists of the following areas: 1. Commercial areas 2. Landscaped deck 3. Skylights 4. Atrium All the commercial areas at both ends of the second floor of the terminal building have retail shops, a cafĂŠ, a money exchange shop, a Chinese restaurant and other eateries.
35
COMMERCIAL AREAS
CASE STUDIES
4 Hectares of green roof & 132 photovoltaic panels ROOF CANOPY
The roof landscape decks minimise the heat island effect The rooftop houses three commercial spaces each 354.7 sq.m. / 3,818 sq.ft. In size. Two of the commercial spaces are located at the southeast and south-west end (berth 1) of the Terminal. The third commercial space is located at the north-east end (berth 2) of the Terminal. The
SKYLIGHT AC DUCTS
spaces are readily accessible to both cruise ship passengers The three commercial spaces are part of a grand 22,000 sq.m. Landscaped roof deck, featuring leisure facilities run by Leisure and Cultural Services Deptt.
36
SHOPS S
SKYLIGHT
CASE STUDIES  A pedestrian promenade rises up through the terminal and opens onto a large public roof garden. The rooftop has a beautifully manicured garden ideal for photo-taking, set against the stunning backdrop of the harbour.
Ancillary commercial area at the roof level Waiting areas of the terminal are easily re-purposed for special events
Colonnade in Kai Tak Cruise Terminal
Night View of the Terminal
37
Section of the Terminal
CASE STUDIES AREA
PROVISION OF TOILETS
facilities representing a raise of 40 % over the minimum requirement of sanitary fitments required for the public
FEMALE
WC
URINAL
WC
Landscaped Deck
8
8
16
Ancillary Commercial Area
12
10
28
Passengers Check-In And
26
16
54
Baggage Handling Areas
10
8
26
Sub Total
56
42
124
In the current design, in addition to the 10 toilets for the disabled, the cruise terminal building is provided with toilet
MALE
Waiting Areas
PROVISION OF BABY CARE ROOMS The cruise terminal building has a total of 4 baby care rooms in the landscaped deck and the passengers check-in and waiting areas.
GREEN FEATURES Green features in relation to conservation of energy, adoption of renewable energy and recycling includes:  The Cruise Terminal Building utilizes the Kai Tak District Cooling System (DCS) as its main chilled water circulation system. There are sub-stations in the terminal to cater for the air-conditioning required for the terminal operation facilities and commercial area.  The carriageway on the ground and first floors are naturally ventilated, with wind flows assisted by
38
CASE STUDIES ceiling mounted extraction fans along the boundary.
The main heating plant for the air-conditioning
is provided by water-to-water heat pumps in energy efficient manner.
Solar panels installed on the roof provide hot
water for use in showers in the building.
The building employs photovoltaic panels to
generate zero carbon electricity on site. Rainwater and A/C condensate water recycling assist in reducing the
potable water demand for irrigation.
At the roof garden area, a portion of external lighting is provided by solar energized lighting system in order to emphasize the application of recycle energy in this building as well.
39
CASE STUDIES STRUCTURE One of aspects of the structure includes the innovative bridge engineering techniques adopted in its construction and the extensive use of sustainable elements. The main building is a three-level concrete structure on a footprint of 610m x 70m, with an apron area of 850m x 35m. The 44.7m-wide column-free layout in combination with high loading requirements meant that extensive post-tensioning was needed. More than 2,000t of post-tensioning steel was installed. The precast secondary beams of the first and second floors are supported on the primary box beams. The precast secondary beams of 1st and 2nd floor are spaced at 5.6m
SITE FORMATION Construction of an apron area, including piled structures. BERTH DETAILS The terminal cover 76,000 sq.m of land with the quay of 2 berths covering about 850m in length and 35 m in width. The first berth covers a length of 455 m while the second berth covers a length of 395 m. The terminal is capable of berthing 2 mega size cruise ships simultaneously.
40
CASE STUDIES LANDSCAPING OF KAI TAK CRUISE TERMINAL The Landscape Design:(i) Originating with the concept of "Hills, City and Waterfront" from the interpretation of the project location; (ii) Creating interesting experiences through the matrix of helix foot path circulation with ramps universally accessible to all landscape areas; (iii) Wave-like rolling landforms reflecting the undulating internal roof structure.
The Landscape consists of:(i) 1F Tree lined Arrival Allée leading visitors into the building for further exploration; (ii) 2F North and South Terraces commanding unobstructed distant views of urban and natural landscapes of Hong Kong; (iii) RF Major activity zones along the central spine mimicking the urban area (“City”); (iv) RF Series of intimate landscape gardens viewing at distance the hillside in the back of
INTERPRETATION OF SITE – ‘Hills,
City and Waterfront’
Kwun Tong (“Hills”); (v) RF Viewing steps and platforms in front of Victoria Harbour for enjoyment of its view. (“Waterfront”). HELIX FOOTPATH CIRCULATION AND ZONING
41
CASE STUDIES PLANNING DESIGN CONCEPT
Planting Selection Criteria and Concept: 1. To accentuate and distinguish activity zones of Water Garden, Central Lawn and Park Plaza along the central spine; 2. To meet functional requirements – Provide shading, varying colour, and texturally rich quality; 3. To meet site conditions – Be small /medium-size, salt, wind and drought tolerance in an exposed environment; 4. To echo with CEDD Greening Master Plan Guidelines – Incorporate a few species into the planting palette; 5. To meet maintenance requirement – common exotic and native woody species for ease of maintenance.
42
CASE STUDIES LANDSCAPING MASTER PLAN LEGEND
ARRIVAL PLAZA
1) 2) 3) 4) 5) 6)
ARRIVAL ALLEE
7) 8) 9)
19) Sit out Area at Atrium
20) Shade Structure
21) Lawn Area
Arrival Plaza Arrival Allée Buffer Planting Area 2f North Terrace 2F South Terrace Viewing Lawn Shops Atrium Toilets
22) Fountain Plaza
Site Conditions - Measures (1) 10m Security Zone from Cruise Vessels – Planting Buffer; (2) Universal Accessibility – Ramp System/Braille Map/Audio; (3) Exposed to All Weathers- Seats under Covered Walkway/Atria//Tree Planting for Shades.
43
10) Winter Garden 11) Landscaped Garden 12) Central Lawn 13) Park Plaza 14) Sitting out Area 15) Platform Area 16) Viewing Platform 17) Viewing steps 18) Covered Walkway
23) Park Office
CASE STUDIES LANDSCAPE MASTER PLAN- PART PLAN -I GF- ARRIVAL PLAZA
1F- ARRIVAL ALLEE
2F- NORTH TERRACE
Connection to broader Kai Tak Waterfront Promenade inviting visitors into the public spaces of the Cruise Terminal Building
The tree lined arrival Allée with seating along leads visitors further into the building
Terrace with unobstructed views to Kowloon, provided with plenty of seating areas framed by diverse and colourful low shrub planting
RF- VIEWING LAWN Space for viewing and art events
RF- WATER GARDEN An intimate pond surrounded by layers of lush planting showcasing aquatic plants
1F- ARRIVAL ALLEE
44
2F- NORTH TERRACE
CASE STUDIES LANDSCAPE MASTER PLAN- PART PLAN- II RF- Landscaped Garden Spans across the entire roof deck, with seating, lawns for allocated for small-group activities
RF- Lawn Area Enticing landforms for relaxing
RF- Central Lawn Large multi-purpose open space with ascending landform unfolding the scenic view of the Victoria Harbour RF- Shaded Pocket Space
RF- Park Plaza An urban plaza of formal landscape character for flexible events
RF- Shaded Pocket Space
RF- Viewing Deck Shaded promenade for spectacular harbour views
RF- Lawn Area Playful landforms for children in an intimate setting
RF- Fountain Plaza Safe water play provides cooling effect during summer months
RF- Flagpole Platform Against a strong and dramatic backdrop for both formal and informal ceremony. RF- South Terrace Unobstructed harbour view
RF- Shaded Pocket Space
RF- Sit out Area Intimate plaza space with informal seating
10 m Security zone from cruise vessels
No Railing at the Edge 1. Non Slip Material, 2. Distinguishable Edge Demarcation 3. Avoid Sharp Edge 4. Shallow Water Depth
45
Sunken Sitting Area enclosed by Aquatic Plants
CASE STUDIES LANDSCAPE FEATURES
Central Lawn
Lawn area in curvilinear form encourages public to explore further Unfolding the Scenic Victoria Harbour on the ascending landform at Central Lawn
SPECIES
COMMON NAME
COLOR OF
Quiet pocket space with seating and lawns for small group of people A stunning backdrop and stage for both formal and informal activities at the Flagpole Plaza
Viewing Steps covered by the walkway SEASON
FLOWERS Bauhinia variegata
Camel’s foot tree
pink
Spring (mar-may)
Tabebuia chrysantha
Yellow pui
yellow
Spring (mar-may)
Plumeria rubra
frangipani
White, red
Summer (june-aug)
46
Sit out Area
Ramp leading to Park Plaza
Flagpole Platform
CASE STUDIES SERVICES- TERMINAL BUILDING 1. HVAC SYSTEM
The main chilled water circulation system utilizes the Kai Tak District Cooling System (DCS) available on the site. Consumer sub-stations cater for the air-conditioning required for Berth 1 and 2 terminal facilities, CIQP accommodations and commercial areas.
The project comprised 33 nos. of AHUs, 14 nos. of PAUs and 500 nos. of FCUs. The car park areas on the ground and mezzanine floors are naturally ventilated with wind flows assisted by 500 ceiling mounted extraction jet fans.
CO and NO2 sensors have been provided to regulate the operation of the fans and optimize their energy use. The main heating plant for the air-conditioning is provided by water-to-water heat pumps in an energy efficient manner. 2. KAI TAK DIRECT COOLING SYSTEM
First of its kind in Hong Kong
All government buildings (except Public Rental Housing) in Kai Tak use DCS
Provided chilled water for the Cruise Terminal
Chiller plant Seawater pump house covered by the walkway and chiller plant
47
CASE STUDIES 1. ELECTRICAL SYSTEM
Solar panels installed on the roof provide hot water for the use in showers in the building as well as pre-heat for the space heating in winter.
The building also employs photovoltaic panels to generate zero carbon electricity on site and to export it back to the main electricity grid.
The electrical installation mainly consists of 10 nos. of transformers with a total capacity of 15MVA. In addition, diesel generators with a total capacity of 6MVA have been installed together with 8,200l fuel tanks. The lighting system adopted by the development, using energy efficient light bulbs and lighting sensors extensively, consumes 75% less electricity than the BEAM Plus baseline system.
A 10, 000-point Central Control and Monitoring System and a Building Energy Management System have been provided for the building services installation, together with 600 energy meters for major BS equipment in order to allow separate monitoring of electricity and power consumption. Besides, a Power Quality Monitoring System has also been implemented for the facility.
2. FIRE SUPPRESSION SYSTEM The fire protection system consists of 25,000 sprinkler heads, 800 drencher nozzles and 3,800 automatic fire alarm devices. 3. WATER EFFECIENCY Water efficient devices have been installed to reduce consumption by at least 30% compared to the BEAM plus baseline, and rainwater and A/C condensate water recycling assist in reducing the potable water demand for irrigation purposes.
48
CASE STUDIES ARCHITECTURAL EXPRESSION
The terminal building has an iconic design which makes it a landmark in the Victoria Harbour.
There are a few one-of-a-kind architectural features, such as i) An oval-shaped dome, ii) huge arches on both ends of the building, iii) special façade design to absorb the maximum amount of view yet balancing the sustainability of the terminal,
SUMMARY Facilities: Baggage handling area, customs hall, concourse, immigration hall, passenger waiting hall, roof garden, ancillary commercial area, retail shops, restaurant and car park Customs, immigration and health quarantine operation: Clears 3,000 passengers per hour Number of berths: Two Commissioning-date: June 2013 Apron area: 850m length x 35m width • First berth 455m length x 35m width • Second berth 395m length x 35m width Cruise vessel that can berth at the Terminal: Displacement tonnage - 110,000 / Gross tonnage - 220,000 Depth of water: 12 metres - 13 metres (for dredging)
49
CASE STUDIES INFERENCES 1. LOCATION- built on 2/3rd area of ex-kai tak airport with a strategic location and has 4 visual corridors. Recreational facilities promote the use of the cruise terminal even when there is no port of call. No reclaimed land 2.
ACCESS- The terminal has satisfactory hinterland connections – By rail, By road, By air & pedestrians.
3. APPROACH CHANNEL- There is an existing odour problem from poor water and sediment qualities at embayed water bodies. Although, bio-remediation method is being used to overcome the problem. 4. SITE ENTRY- 3 no. of entry & exit gates are provided but no boundary wall are provided. The project is focussed on attracting as many people as possible. Although, the site is well secured throughout the day by the security guards and CCTV’s. 5. PARKING- The parking is only for licensed and authorized vehicles- shuttle bus service, taxi’s etc. Private vehicles are not allowed to park their cars. This is also done to make sure that people visiting the kai tak development use the pedestrian pathways more than the private vehicles and if not, then they should use the public transportation- because of the concern of rising air pollutants in hong kong. 6. ORIENTATION- The building is facing NS direction. To avoid the South sun entering the departure halls and various other areas of the terminal, the facade is treated with curved walls to avoid the South sun in summers.
50
CASE STUDIES 7. FLOOR PLANS- The terminal building has a rectangular footprint due to which the passenger tend to keep mving forward, thereby exploring spaces inside the terminal. -
Flexible designed spaces that can be converted and used for different types of events.
-
Use of green building features to promote efficiency and the idea “better city, better life”.
-
4 atriums provided for natural light & ventilation. And to make sure that the public observe the atrium’s ambience, the staircase is from within the atrium and escalator and lifts are adjacent to the atriums.
-
CIRCULATION- all staircases, escalators & lifts are provided at regular intervals of approx. 30m
-
SERVICES- mostly the services are provided at the longer side of the building. The A.H.U.’s are provided along the longer side of the terminal at the mezzanine floor.
-
Direct cooling sytem is adopted in this project which is energy efficient
-
PV panels- the use of photovoltaic panels for heating the water for air conditioning and for irrigating the landscaped deck.
-
STRUCTURE- box beams are provided which cater the needs of maintenance of the terminal without creating chaos.
-
TOILETS- 10 toilets for the disabled,and adequate number of toilets for the passengers are provided at close distances.
-
51
-
LANDSCAPING- use of evergreen and deciduous trees.
-
Helix foortpaths created for the flow of visitor’s movement.
-
Barrier free movement- use of ramps.
CASE STUDIES CASE STUDY – II OSANBASHI YOKOHAMA CRUISE TERMINAL ABOUT THE PORT Yokohama is a port city in Kanagawa Prefecture which is next to Tokyo, the capital of Japan. The word “Osanbashi” means a big pier in Japanese. Since its opening, the Osanbashi Pier has served as the Pacific Ocean gateway for Japan.
The Osanbashi Yokohama International Passenger Terminal is a major port where foreign cruise ships dock during international cruises.
Architects: designed by Alejandro Zaera Polo and Farshid Moussavi (a UKbased architect). With a maximum height of 70m and width of 15m, Surrounded by the sea, it features Yokohama’s best views of the Minato Mirai skyline, and the pier is one of the most creative architectural achievements.
The construction work was carried out, using various detailed engineering studies based on their prize-winning design. With abundant curved surfaces, its unique form and a massive column-free space, this design was proving to be one of the most innovative projects ever constructed. The building attracted attention not only domestically, but also internationally.
52
CASE STUDIES CONCEPT The project starts with what the architects have named as the “No Return Pier”, with the ambition to structure the precinct of the pier as a fluid, uninterrupted and multi-directional space, rather than a gateway to flows of fixed orientation. A series of programmatically specific interlocking circulation loops allow the architects to subvert the traditional linear and branching structure characteristic of the building. Rather than developing the building as an object or figure on the pier, the project is produced as an extension of the urban ground, constructed as a systematic transformation of the lines of the circulation diagram into folded and bifurcated surface. The folds produce covered surfaces where the different parts of the program can be hosted.
FEATURES OF THE TERMINAL 1. The Terminal can accommodate up to four LOA 200-meter class vessels or two 300-meter class vessels at the same time. 2. The height of the building is designed to allow passengers to comfortably get on and off vessels, but at the same time it hovers on the horizon so as not to interrupt the view of the Port. The rooftop is gently curved as if it was symbolizing rolling waves. 3. As the pier projects into the sea, visitors coming from the land would usually have to walk to the end of the pier and return all the way back again towards the land to leave the pier. Given this, the Terminal has diverse passages for better navigability based on the concept of serving as a citizens’ park.
53
CASE STUDIES OVERVIEW OF THE TERMINAL LOCATION COMPLETION TIME STRUCTURE & DIMENSIONS
TOTAL FLOOR SPACE
BERTHING CAPACITY
54
1-1-4 Kalgandori, Naka-ku, Yokohama city, Kanagawa, Japan. December 2002 Two stories above ground and one storey below ground Steel frame construction length Approx 430m Maximum height Approx 15m Width Approx 70m APPROX 44,000 sq.m Basement level Machine room 1st floor Parking nd 2 floor Passenger terminal Entrance & exit/buses/taxis Lobby Information counter, ticket counter, lounge, café and shops CIQ facilities Customs, immigration & quarantine Osanbashi hall restaurant Roof level Rooftop plaza, visitors deck, outdoor event plaza Berths A and B Length 450 m; Depth 12 m; Apron width 20 m Berths C and D Length 450 m; Depth 10-11 m; Apron width 20 m
CASE STUDIES ZONING & AREA STATEMENT 1) The first and second levels are the terminal itself, the third level is designed for the use by the citizens. 2) The entire ground floor is taken by the luggage handling facilities which are organized as follows: a) Consignment of domestic luggage; b) Collection of domestic luggage; c) Area for moving luggage around; d) Lifts, escalators, double conveyor belt; e) Collection of international luggage; f) Consignment of international luggage. 3) At the 2 extremities are areas for: a) Machine rooms b) Storage areas CITIZEN FACILITIES 1. Foyer- 1200 sq.m 2. Salon- 800 sq.m 3. Garden plaza- 4000 sq.m 4. Exhibition gallery- 500 sq.m 5. Shopping space- 500 sq.m 6. Restaurants, cafeteria- 3000 sq.m 7. Machine room- 3000 sq.m TRAFFIC FACILITIES 1. Traffic plaza for cruise terminal- 6000 sq.m 2. Traffic plaza for citizen use- 2500 sq.m 3. Parking- 18000 sq.m
55
CRUISE TERMINAL AND SUPPORT FACILITIES 1) Departure and Arrival hall- 2000 sq.m 2) CIQ- 2500sq.m 3) Departure and Arrival lobby- 800 sq.m 4) Cruise deck-3000 sq.m 5) Visitor deck-4000 sq.m 6) Administration-500sq.m 7) Yokohama PR centre-500sq.m 8) Information centre-500sq.m 9) Visitor hall & restaurant-1200sq.m 10) Machine room- 2500sq.m 11) Storehouses- 500sq.m 12) Baggage’s- 2600 sq.m
CASE STUDIES CIRCULATION CONCEPT: 1. The ambition of the architects was to create a pier “WHERE YOU NEVER RETRACE YOUR STEPS”. The idea was that a visitor could travel the pier in any direction and would experience a continuous forward motion. 2. There is a combination of textures in the terminal, with rough woods on the exterior and smoother, more polished woods on the interior. The project blurs the distinction between architecture and landscape. 3. On either side of the long ‘topographical’ roof, there coexists a transportation hub and more public spaces. 4. From the idea of constant forward momentum came the architect’s “NO RETURN” diagram interpretation.
A. MOVEMENT FLOW OF PASSENGERS 1.
The circulation sequence shows the nodes of interest as one would approach and enter the port from the city.
2.
The approach shows pedestrian and vehicular sequence. One can perceive how the programmatic elements are merely zones and there is no concrete separation between zones of program and circulation.
56
CASE STUDIES 3.
The overlapping zones provide for the diagram at right where only the beginning and end of the sequence are non overlapping nodes.
4.
The utilization and perception of the space is constantly modified by the size and arrangement of the ships.
5.
The major circulation paths become evident during high traffic times but the gentle curves of the structure allow people to flow almost completely unrestricted.
INTERNATIONALS
6.
The two distinct flows are that of embarking and disembarking, the two overlap
constantly, and adding minor circulatory flows such as visitor and passenger pick up, completely bring the architecture to life.
LOCALS
57
CASE STUDIES ARCHITECTURAL DESIGN OF YOKOHAMA TERMINAL 1. GROUND FLOOR CIRCULATION RAMPS There are no stairs inside the building (except for audience seat steps at the Outdoor Event Plaza). In this barrier-free environment, the ramps are used to move between all levels or the elevators to travel between the GF and 1st floor. Ramps built along the girders serve both as the structural frame and passageways.
ELEVATORS There are 3 elevators inside the Lobby and 2 in the Osanbashi Hall. The elevators in the Lobby are glass boxes with no elevator shafts. With the hydraulic system, they are operated through expansion and contraction of a supporting shaft at the bottom. (This mechanical operation can be viewed in the Parking on the 1st floor.) The special film applied on the glass gives the frost glass effect when viewed from a particular angle.
58
CASE STUDIES PARKING SPACES  The ground floor is dedicated for parking approximately 400 standard-sized passenger cars, including 28 spaces that can accommodate coaches.
ROOF FLOOR
PARKING AT THE G.F
PARKING AT THE ROOF FLOOR FIRST FLOOR
GROUND FLOOR
59
CASE STUDIES 1. FIRST FLOOR LOBBY (4400 sq. M) The information desk and check-in counters are located in the 4,400㎡ lobby along with a café and 7 shops. The 35m long check-in counters on either side of the Lobby handle the boarding procedures and luggage delivery services. There are conveyor belts behind the counters to send passengers’ baggage down to the delivery trucks on the ground floor. The slightly tilted rectangular steel tubes on the two sides are called “girders.” They are the main supporting structures of this building. Inside these tubes are the slopes connecting to other floors. Triangular pyramids made of folded steel plates are placed over the girders. The plates act as the support for the ceiling and the floor. Light within the Lobby comes from the indirect light of the mercury lamps on the girders reflected from the ceiling. Most of the air conditioning in the terminal comes from the floor, not the ceiling.
CRUISE DECKS The fences are folded inwards all along the deck to provide room for the connecting boarding bridges. These boarding bridges are required to allow the passengers to safely board & disembark from the docked ships.
60
CASE STUDIES CIQ FACILITIES (CIQ PLAZA) - 3000 sq. m CIQ (Customs, Immigration and Quarantine) facilities are for those passengers arriving on foreign cruise ships who are required to go through the customs, immigration and quarantine procedures. The total area is approximately 3,000㎡. The conveyor belts provided on both sides of the Plaza can send the passengers’ baggage, which has been unloaded from ships onto the apron on the ground floor, up to the CIQ facilities for inspection. The inspection desks, stations, partitions and all other inspection equipments in the CIQ Plaza are designed to install wheels so that they can be easily rolled into another area. This allows the Plaza to be turned into a large event hall when not in use as an inspection area.
OSANBASHI HALL - 2000 sq. m The multi-purpose Osanbashi Hall is located at the end of the first floor. Through the huge glass wall, you can see vessels coming to and leaving the Port and enjoy the scenery of the bay. With a ceiling height of 6 to 8m and an area of 2,000㎡, the Osanbashi Hall can be the venue for a variety of events, such as lecture meetings, exhibitions, parties and weddings. There is also a restaurant on the Shinko Side (facing the Red Brick Warehouse).
61
CASE STUDIES GLASS CURTAIN WALLS - The interior space is separated from the cruise decks with glass curtain walls made of 19mm-thick tempered glass. The glass curtain walls are firmly fixed at the bottom but not at the top to avoid impacts against the steel frame during an earthquake. They tilt slightly outward at 9 degree on the Yamashita Side and 1 degree on the Shinko Side. LOUNGE Visitors to the Terminal largely include locals, who might choose to relax in the Lobby after enjoying the spectacular view over the Port, or watch cruise ships coming and going through the glass walls.
SHOPS AND RESTAURANTS There are seven shops offering a variety of souvenirs and goods featuring Yokohama and Japan, a relaxing café/restaurant with an ocean view, and a fullfledged restaurant with a panoramic night view of the port at the end of the Terminal. ADMINISTRATION AREA- for port, PR centre and information.
62
CASE STUDIES TERRACE FLOOR ROOFTOP PLAZA The rooftop level is open 24 hours, an openair plaza furnished with wooden decks and natural grass lawns. The building's height was kept at the lowest possible level (15m max.) to enhance the spectacular appearance of ships. Cruise ships calling at the Terminal can be seen from the mainland, and passengers on-board can enjoy the unobstructed views of the Port and the city. The Rooftop Plaza is one of the best locations to enjoy the scenery of the Yokohama waterfront district. On a clear day, you can also see Mt. Fuji in the distance.
OUTDOOR EVENT PLAZA The space near the entrance to the Osanbashi Hall can be used as a stage for events like mini-concerts and dance performances, with the surrounding steps functioning as audience seats. VISITORS DECKS On the rooftop, Visitors Decks are provided on both sides for visitors to welcome arriving cruise ships or see the passengers off.
63
CASE STUDIES The Terminal can concurrently accommodate two 70,000-ton cruise vessels, or four 30,000-ton class vessels. SUNSHADES & BUFFER STOPS Wooden board sunshades are provided on the rooftop to help keep you cool on summer days. Small cylindrical buffer stops are provided on the deck floor to mark the areas with the highest strength which will allow direct access for emergency vehicles. The lighting provided on the rooftop is designed to be intentionally out of alignment with the building, representing the architects’ intention to create asymmetrical forms. RESTAURANTS AND SHOPS- The 2 floor restaurant for Yokohama citizens use is at the extreme end of the structure. Vertical access is by means of rod ramp, which ascend from ground floor level to 2 plaza’s, and by escalators, lifts and service stairs. Utilities, toilets, kitchen, etc., are in mobile capsules or in area where they can be easily dismantled and moved elsewhere.
ABOUT THE CONSTRUCTION MATERIALS The non-decorative appearance of the structural frame is one of the special features of this building. A special metal spray technology is applied to the steel to achieve fire resistance without the need to apply an additional fireproofing coating. Other construction materials include wood for the flooring (Ipe) and glass curtain walls. Steel, wood and glass are what constitute this building.
64
CASE STUDIES The floors of the second floor and rooftop are finished with wood to give a feeling of a ship’s deck. The wood used here is a Brazilian wood called Ipe, which has excellent strength and durability as well as a specific gravity greater than that of water. (Wooden panel thickness: 20mm for the interior; 30mm for the general exterior areas; 45mm for the vehicle passages) The rooftop also has natural grass lawns. This way, the Terminal is designed to serve as a working pier as well as an enjoyable and relaxing park-like public facility for Yokohama residents. Made of strips of wood, this long, winding pier also has large sections of grass, making it an ideal place to have a picnic.
SECTIONAL EVALUATION: As the structure takes shape, its extraordinary form becomes apparent both externally and internally.
The working sections and earlier conceptual sections indicate the innovative geometry. These geometries expose the abstract bands of space that are used by the architects, along with folds in the ground that are translated into enveloping structures, in one big operating platform working in an active and efficient system. For example, the piazza situated at the center of the project has not only the function of channelling the flow of travellers but also of producing a field of stresses likely to incite them to explore various directions.
65
CASE STUDIES
WHY COLUMN FREE SPACE?
A column-free structure was appropriate because it would provide fewer interruptions to the flow of passengers constantly
moving through the space.
It was also the most efficient way to organize the large parking floor on the pier level for cars and buses. Moreover, since
cruise ships would only moor at the terminal daily, it was important that the terminal offer citizens reasons to visit, apart from just travel, during the low season.
Designing the departure and arrivals halls without columns makes the space more flexible because the large, uninterrupted
halls can double up as a multi-purpose event space.
During times when no ships are moored at the terminal, the furniture can be rolled away transforming the space into a large
venue for a variety of different kinds of events like markets, banquets, fashion shows and fairs. This gives the terminal ongoing life and activity and ensures that it is connected with the lives of citizens in many different ways.
66
CASE STUDIES
LIGHTING 1. The immense upper deck is a rolling landscape of timber and grass designed as a new public space for Tokyo. This roof then folds back into itself. The principal of the folded plate has an amazing coherence, with the public realm twisting from outside to inside to form ramps in the internal areas. 2. This puts the arrival and departure hall in darkness at much of the day. This fundamentally humanizes the architecture. The origami ceiling skin coupled with strategic lighting is able to bring the space to life especially during times of darkness. The dark curves of the arrival and departure hall present a dramatic contrast to the sunlit curves of the roofscape above. 3. The diagrams at right show the arrival and departure hall at three different stages of the day. The first stage is approximately 6 am when the hall actually experiences the most natural illumination. 4. The second diagram shows the hall during the noon hour when the sun is at its peak in the sky and the hall becomes a 'bat cave.' 5. The final stage represents a time following sunset where the hall is, of course, dark and one can begin to see the effects of the lights on the origami ceiling structure.
67
CASE STUDIES STRUCTURE 1. The building is steel framed, consisting of main beams (girders) on the two sides and a triangular pyramid (folded plates) system to support the roof and floors. 2. These results in a massive column-less interior space, with external walls all made with tempered glass. In short, wood, steel and glass are what constitute the Terminal. 3. The strength of the materials minimizes the need for vertical supports and allows for a mostly open floor plan, while the height of the structure allows for a spectacular variety of ceiling conditions in the interior spaces. PURPOSE OF CREATING UNDULATIONS 1. One of the most distinctive characteristics of the Yokohama Terminal is that continuous curved surfaces connect and divide levels and spaces instead of traditional walls, floor and ceilings. These undulations, or curves, carry many functions. 2. Structurally, they provide curved arches which enable the steel structure to span long distances both along the width and along the length of the terminal. They also provide continuity between the various levels of the terminal because, rather than being divided by flights of stairs, the levels slope into one another in a way which makes all levels of the terminal equally accessible to everyone and comfortable for passengers with luggage, wheelchairs or prams. 3. Designing the structure as a continuous steel surface meant that the structure could not be built through conventional ways of building from the ground and layering levels on top of one another in a horizontal order. In other words, the structure of the terminal could not be broken down into floors and walls and ceilings as these, in this case, were one and the same thing. Therefore the building envelope had to be conceived as three dimensional large pieces that were bridging across levels and across spaces. These would be brought to site in large chunks with very large cranes and assembled together.
68
CASE STUDIES AXON 1. The design sought to encompass the general functional imperatives of the cruise terminal (as a smoothly functioning link between land and water transport) 2. The terminal is a shed building measuring 412 meters in length and composed of 27 steel trusses averaging 42.5 meters in span and placed at 16 meter intervals. 3. The trusses are joined longitudinally by trussed members of conventional configuration, and purlins carrying, either metal cladding or glazing. 4. The trusses are carried on concrete piers extending from the basement parking level through the apron to the surface of the main level. 5. The large shed employs unified form through repetitive structural units to enclose a single homogeneous space. 6. The transformation yields a complex of spaces that smoothly incorporates the multiple terminals, civic and garden programmes within and below its span.
69
CASE STUDIES ARCHITECTURAL EXPRESSION At the observation deck, the material fabric of the floor rises and falls in wave-like oscillations to create pathways and apertures into the vast, enclosed spaces below. These changes in elevation—sometimes subtle, sometimes sharp—were the essence of the novel architectural language invented for the project. Throughout the project, a deliberate dynamism pervades the tectonic and material languages of the building. The abundance of nonorthogonal walls, floors, and ceilings creates a controlled sense of vertigo that is accentuated by similarly off-kilter fixtures and details. The effect is magnified by material cues, such as the shifting grains of the wooden planks on the observation deck that indicate the locations of creases, and the minimalist grey metal panelling that is revealingly worn by the structures under it. While the contours of the building occasionally betray an element of randomness, they are in fact generated by a single circulation scheme that dictates spatial organization. The circulation operates as a continuous looped diagram, directly rejecting any notion of linearity and directionality. Visitors are taken through paths that meander vertically and horizontally before arriving at any destination, and their sight lines through space are comparably tortuous and indirect. For all of the chaotic complexity of the materials and formal gestures, the simplicity of this diagram offers a sense of clarity and reveals the process from which the building emerged. DISTRICT HEATING AND COOLING SYSTEM: This is an energy efficient method and minimizes pollution and the possibility of accidents. The central plant features a heat exchange and storage system that draws its power at night when electricity is cheap. A second plant uses a large-scale, high efficiency turbo refrigeration unit to save energy and reduce co2 emissions. As the area served expands, more eco-friendly, higher efficiency heating equipment is installed.
70
CASE STUDIES INFERENCE: PROS 1) CONCEPT- Based on the concept of ‘No Return Pier’ where you can never retrace your steps is what makes this terminal unique in itself. 2) FOCUS-The terminal has focussed more on structuring and
CONS 1) MATERIAL- extensive use of wood is seen in the terminal. Almost 75% of the interiors & exteriors are catered with
circulation & created spaces that are architecturally & aesthetically
wood which adds to the monotony of
pleasing.
the design.
3) PARKING- The project allows the public to park their cars and visit
2) LANDSCAPING- the terminal lacks
the terminal plaza and rooftop plaza.
landscaped pockets when compared
Parking for approx. 400 cars is provided.
with the number of visitors.
The public transportation are allowed to reach the terrace floor level and park the vehicle. 4) CIRCULATION- no staircase is provided. It is made sure that the
3) The terrace floor of the terminal has more of the hard areas & lesser soft areas.
building should promote barrier free movement. 5) ZONING- the building has 4 levels- ground, first, second & terrace level. All the areas are zoned as per passenger movement flow. 6) MONUMENTAL SCALE- the building has a monumental scale to create a grandeur effect on the visitor’s mind. Also the interiors of the terminal reflect advanced design methods and technologies-- folded plates & girders are used to achieve the output
71
PROS 7) The cruise terminal is provided with halls for holding various function ( private & public). – Osanbashi hall – 2000 sq.m
CASE STUDIES CASE STUDY – III COCHIN CRUISE TERMINAL, KERALA PROJECT BACKGROUND The Port handles the largest number of Cruise Liners in India. Initially, the vessels were berthed at the existing cargo berths according to availability which was later recognized that the nature of the port infrastructure plays a significant role in selection and determination of a cruise destination. Therefore, the provision of adequate service facilitations and tourist attractions further helped in value addition. Cochin cruise terminal is developed to diversify and enhance Kochi’s attraction as a tourist destination.
ABOUT THE SITE Cochin Port, one of the 2 Major Ports in ndia, is located on the south west coast of the ndian sub continent, in the beautiful State of Kerala, at latitude
’ N and 9 5 ’E longitude.
The Port is located on the artificially created Willington Island, in the vast expense of the Vembanad backwaters, which discharges into the Arabian Sea through an opening in the shore known as the ‘Cochin gut’.
GEO-STRATEGIC LOCATION The Port is strategically located very close to the trunk sea routes from the Gulf to Singapore as well as Suez to the Far East / Australia routes. No other Indian Port enjoys this proximity to maritime highways. Cochin is well connected with the rest of the country by a network of highways as well as railways. Cochin also has a modern International Airport with convenient connections to the rest of the country and a number of International destinations.
72
CASE STUDIES EXISTING PORT FACILITIES The marine facilities of the Port are located in the Willington Island, which divides the Port’s inner navigational channels into two – namely the Mattancherry and Ernakulum channels. The onshore facilities are mainly located on the Willington Island. The existing facilities include: 1. 16 berths including 3 oil jetties
4. Dedicated facilities to handle bulk/break bulk as well as variety of liquid cargo.
2. Modern Container Terminal
5. Adequate storage spaces
3. Maximum draft up to 12.5 metres
ADJACENT STRUCTURES Towards the north is Taj Malabar hotel and the Cochin port trust administrative building (new and old).Towards the other side is the old harbour terminus godowns and other office buildings. 2.3 HINTERLAND CONNECTION
FIG ACCESS ROAD TO THE SITE
Cochin, an all weather Port, is strategically located on the East-West trade route, only 76 nautical miles away
FIG.NEW ADMINTRATION BLOCK COCHIN PORT TRUST
from the direct sea route to Australia and the Far East from Europe, and 11 nautical miles from Singapore – Gulf sea route. No other Indian Port enjoys this looseness to maritime highway. This locational advantage puts Cochin in a commanding position to exploit the massive East-West ocean trade. The Port is well connected with the hinterland by Road, Rail, and Inland Waterways as detailed below: 1. NH 17 -
Cochin to Panvel takes off from NH 47 from Edapally at Cochin
2. NH 47 -
Salem to Kanyakumari passes through Cochin
73
CASE STUDIES 3. NH 49 -
Cochin to Madurai / Dhanushkodi, takes off from NH 47 from Kundanoor at Cochin.
4. NH 47 A -
National Highway Link connecting W/Island and NH 47 at Kundanoor
5. NH 47 C-
National Highway connecting Vallarpadam with NH 47 at Kalamassery and NH 17 at Cheranallore
The Port is also well connected with the railway network of Southern Railways and it is connected to the Konkan Railways, through Southern Railway. The National Waterway No.III from Kollam to Kottappuram passes through the Port, which connects various towns and minor ports and places of commercial and industrial importance like Kollam and Alappuzha.
Cochin has an International Airport, which provides instant access to the world. PORT CHANNELS: The entrance to the harbour is by a 10000m long and 200 m wide 13.8 m deep outer approach channel divided into two navigational channels. ERNAKULAM CHANNEL with a length of about 2800m, widths varying between 300 to 500 m and depths from 9.75 to 13.5m. MATTANCHERRY CHANNEL with a length of about 2200 m, widths varying between 180 to 250 m and a depth of 9.75 m. Mattancherry Channel has the berths Q1 to Q4. FIG. SHIP CHANNEL
PHYSICAL ENVIRONMENT OF THE PORT TOPOGRAPHY The whole coastal area is characterized by formation of the coastal land forms, which are made up of sand bars and barriers, sandy flats and mud flats. The coastal plain is occupied by quaternary and recent sediments consisting essentially of sand, sandy clays, clays and carbon clays. The near shore area outside the Cochin Gut is relatively shallow reaching a water depth of 5m at a distance of about 2 Km from the shore and gradually deepening to 10 m at a distance of about 6 Km outside the Gut. The sea bottom is mainly soft mud up to several metres deep in the near shore waters of Cochin.
74
n
CASE STUDIES
TEMPERATURE AND HUMIDITY
January February March April May June July August September October November December
Temperature at Cochin varies from about 23 to 32.5 C. There are not much distinct seasonal variations in the temperature, which is more or less uniform throughout the year. However, highest temperatures tend to occur in the months of March to May. The humidity is high all throughout the year. It ranges from approximately 75% in the morning during winter months to approximately 90% in the monsoon period WINDS AND CYCLONES
Month
The wind speed and wind direction is determined by the season and by the daily temperature differences between land and sea. The predominant wind direction during the monsoon period i.e. from June to September is west to South-west and the effect of land breeze is not dominant during this period. The maximum wind speed observed was of the order of 112 kmph from WSW direction. RAINFALL The maximum rainfall usually occurs during the monsoon period i.e. from
January February March April May June July August September October November December
June to September. The annual rainfall in the region varies between 2500 to 3500 mm.
75
Temperature in C
Month
CLIMATE AND METEOROLOGY
Maximum
Minimum
28.5 29 30 30.5 32.5 28.5 28 29.5 29.5 29 28.5 28.5
26 26 28 25 25.5 25 23 23 25 24 25.5 26
Observed Wind Maximum Velocity KMPH Direction 58 SSE 53 N 80 SSW 88 SSW 112 WSW 86 WNW 93 SW 93 NNW 77 WNW 67 NNW 69 WNW 64 SSE
% time speed exceeded 20 KMPH
Direction s
10 20 26 23 23 13 13 16 15 6 5 3
W W W W W W NW NW NW W W W
CASE STUDIES OCEANOGRAPHIC DATA TIDES Cochin experiences semi diurnal tides. CURRENT As per observations the maximum current velocities at the Cochin Gut during the non-monsoon periods is of the order of 3 knots, which could increase to as high as 5.5 knots during the monsoon periods.
Month January February March April May June July August September October November December
Rainfall in mm Maximum Minimum 85 0 11 0 64 6 201 35 553 39 702 387 1063 514 536 104 513 199 503 199 305 75 276 1
Inside the harbour the current velocities are low, of the order of 0.5 knots only, with directions varying at different locations. WAVES The wave climate is governed by the South West monsoon when wave action can be strong with prevailing wave direction from NorthWest to South-West. Wave action inside the harbour is insignificant because of narrow entrance between Cochin Gut and Fort Cochin and the configuration of the land. Generally, calm conditions prevail in the harbour basin throughout the year except during the time of extreme wind action.
PERMIT Any passenger ship or cruise line cannot enter the port territory. Certain procedures are carried out for entering the channel. Daily berth meeting are carried out in which the traffic manager, customs officer and other officials make decisions accordingly. The documents are checked properly and are pilots are allotted accordingly.
76
CASE STUDIES INTERVIEW WITH CHIEF ENGINEER: 1.
PASSENGER MOVEMENT
Passenger movement between the Cochin Cruise Terminal Building and the vessel is accomplished at an upper level via elevated passenger gallery.
This gallery is located at an elevation of 12 meters above normal low water or 9 meters above the wharf. The gallery is extended by 200 m along the length of the wharf and has doors positioned at every 10 meters.
Between the gallery and the ship, a MOVEABLE GANGWAY is provided to adjust for door position and height.
For the vessels, door elevations range from 3m to 15m above the water line. However, most of the design vessels have higher elevation doors. In order to accommodate a normal door height range of 7.5m-15m, a modern passenger bridge is provided.
2.
PASSENGER LOUNGE
1.
A passenger waiting area is provided at the Cruise Terminal
upper level that includes provision for security check, circulation and service counter. This lounge doesn’t require to hold entire passenger load, such
2.
as is encountered at an airport, but it has comfortable waiting capacity for about 20% of the largest design home port vessel. UPPER LEVEL PASSENGER LOUNGE PLAN
77
CASE STUDIES 3.
Passenger seating, standing and circulation areas are
approximately 4.5 sq. m per passenger creating sufficient space with significant surge capacity. The passenger waiting area is 2000 sq. m (approx.). 4.
Within the passenger lounge, there is a small counter
area that serves multiple purposes. For arriving port of call vessels, it is attended by an information agent for directing disembarking passengers. For embarking home port operations, it is attended by a pre-boarding agent that sees to the comfort of the waiting passengers and provides soft drinks or light refreshments. 5.
Counter space and storage is given of 25 sq. m. in addition, a VIP lounge and
miscellaneous storage and security offices are given of about 452.3 sq. m of space. 6.
Although the security screening for cruise passengers is not as rigorous as that for airline
passengers, metal detector screening of individuals and X-ray examination of hand luggage is done. 7.
The security check is capable of passing an entire home ported vessel in 3 hours or
approximately 700 passengers per hour. With current screening procedures, a single portal can check about 250 passengers per hour. Therefore, 3 security portals are sufficient but Cochin Cruise Terminal provides for 6 portals to accommodate peaking and periods of high security enforcement.
78
CASE STUDIES 3. PASSENGER ARRIVAL, BAGGAGE CHECK AND DOCUMENTATION 1. Embarking passengers arrive, curb-side, at the cruise terminal by bus or licensed taxi service. Only authorized vehicles are allowed in front of the terminal and passengers arriving by private auto are required to drop off luggage first and then park the vehicle before checking in. 2. Four covered bus lanes (3.5 m wide) with a total of 12 bus parking spaces are provided for airport and rail station shuttle service. In the case of port of call vessel, the two of the four lanes are used to provide 6 tour bus parking spaces. Taxi’s and private vehicles load and discharge passengers along the outer edge of the bus loading zone. The baggage claim tags are pre-marked with the passenger’s names and cabin number as
3.
well as the bar code that corresponds to their reservation. 4.
Arriving passengers already have affixed their own baggage claim to their bags.
Therefore, all that is needed is to present the tagged baggage to the outside attendant prior to entering the terminal. 5.
Any necessary security inspections are conducted within the customs-bonded baggage area of the terminal.
6.
When the passenger checks in, his reservation is verified and his travel documentation is confirmed. For security, a digital
picture is taken and the passenger is given a card similar to a credit card that includes the picture and a magnetic information strip. This card is his authorization to board and leave the ship and it helps the vessel management to track passenger locations and to confirm that all passengers have boarded prior to sailing. Total processing time per passenger is from 2-3 minutes. 7.
For the design vessel, 30 passenger check-in clerks can process all 2000 passengers in approximately 3 hours.
8.
6- “trouble” desks are provided for passengers with missing documentation, excess baggage and other problems.
79
CASE STUDIES LOWER LEVEL CHECK-IN & BAGGAGE CLAIM PLAN
9.
After check-in, passengers proceed to the
departure lounge for security check and immigration exit stamp. The lounge is designed to comfortably accommodate 400-500 people, or about 20% of the passenger capacity of the design vessel. At maximum occupancy, it has a capacity of 1000 people, or approximately 50% of the design vessel.
4.
PASSENGER DISEMBARKATION, BAGGAGE CLAIM AND EXIT
1.
After the vessel arrives, baggage is collected from the passengers and
transferred to the wharf level, customs-bonded baggage claim area. The floor of the baggage claim area is painted with numbered and lettered rows and aisles. Baggage coming from the ship is ‘spotted’ at a pre-determined row and aisle location. 2.
The passenger lounge becomes a final passport and immigration area. 16
passport counters are provided for documentation of the passengers. 3.
Approximately 1.5-2 sq. m per cabin is necessary for baggage inspection and
claim. Therefore, the cruise terminal has 1820 sq. m of claim area, which is sufficient for the home port vessel of 1000 cabins.
80
CASE STUDIES 5.
ARRIVAL & DEPARTURE MOVEMENTS AT COCHIN CRUISE TERMINAL
81
CASE STUDIES 6.
OFFICE MEZZANINE
1.
Between the pier levels passenger check in area and the upper passenger lounge and boarding area, there is a mezzanine office
for terminal administration, security and cruise line operations. 2.
This office has approximately 1067.5 sq. m of occupied space plus another 353 sq. m for machinery, electrical panes and storage.
Access to the mezzanine offices is by the stairway or elevator only and is restricted by security card readers.
7.
PASSENGER ARRIVAL AND DEPARTURE- TRANSPORTATION
1.
For security reasons, only licensed vehicles are allowed in the passenger loading
area. Private vehicles with ticketed passengers are allowed to the entrance for dropping off the baggage only. No other private vehicles and no un-ticketed individuals are allowed in the passenger loading area. 2.
For home port transfer to the airport, the loading area is designed to
accommodate at least 12 buses in 4 lanes.
8.
INFRASTRUCTURE FOR IMMIGRATION WING
1.
Sufficient space for counters, office equipments and good infrastructure for the Immigration wing at the terminal building is
observed. The arrival and departure side has 10 immigration counters each and all counters are connected with the lease line of Bureau of Immigration / Nedumbassery airport for the security verification. Provision of 20 no.’s of U.V. lamps, lenses and other advance equipments at the counters for effective verification of travel documents. 20 no.’s of passport reading machines are also installed at the counters.
82
CASE STUDIES An office for the PRO and staff, measuring not less than 300 sq. m, visitor’s room with sufficient seating and facilities are also
2.
provided.
9.
TERMINAL SECURITY
1.
Security for the cruise terminal is provided according to the International ship and port
security (ISPS) code as adopted by the International Maritime Organization (IMO) and according to cruise terminal security guidelines developed and implemented by the cruise lines themselves. 2.
Passenger security is defined by cruise line requirements, but involves restricting
access to the boarding areas and vessel to ticketed passengers only and requiring some inspection of passenger carry-on baggage. Passenger screening at a cruise terminal is not as rigorous as at an air terminal because the risk level is lower. However, under high security alerts, additional screening can be done. 3.
Only credentialed dock workers and authorized service providers are allowed on the wharf itself. In the case of direct boarding of
passengers from the wharf, a roped walkway is designated. 4.
The passenger loading area is restricted to ticketed passengers and licensed public carriers only. Casual visitors and general
vehicle access are not allowed in this area. Vehicle traffic is controlled by the gate booth at the entrance to Milne road.
10.
TERMINAL EMERGENCY RESPONSE
1.
Normal passenger notification and public address is on the flat screen monitors placed within the check-in area and at the
boarding lounge level. These monitors are supplemented by an audio annunciation system for special announcements and emergency notifications. 2.
Fire emergencies and other evacuation alerts are accompanied by flashing strobes to assist the hearing impaired.
83
CASE STUDIES 3.
The passenger loading area also provides fast and efficient access for emergency response vehicles including fire equipment,
ambulances and police cars. In case of emergency, rapid evacuation of the terminal is possible along the entire front and rear of the building. Vehicle access to the wharf allows medical personnel direct access to the ship in the event of an on-board medical emergency.
11.
FIRE FIGHTING FACILITY
1.
The fire fighting facility at the cruise terminal and public plaza is planned by considering it as a medium risk class area.
2.
Underground water tanks with pumps of adequate capacity are provided for the building, separately.
3.
The hose reel with spraying nozzles and fire extinguishers on each floor is also provided.
4.
Sprinkler protection for the entire building, manually operated electric fire alarm system as well as an automatic fire detection
alarm facility, public address system etc. are provided.
12.
STRUCTURE
The Basic structuring is done with steel columns of I sections and roof with metal sheets bolted and welded to steel tubes which are in turn connected to the steel columns. Finishing is done with enamel paint. Expansion joints – at the spacing of 30m of 100mm
TERMINAL BUILDING SUMMARY A. The Cruise Terminal component of this plan fulfils three functions: 1. It is capable of safely berthing and servicing a variety of passenger vessels, 2. It efficiently processes, embarks and disembarks passengers, and 3. It conveniently receives and dispatch passengers and luggage by a variety of surface transportation modes. B. The cruise terminal building as determined by the vessel size and operational data has a total of 3 levels including: 1. The lower or pier level for passenger check-in and baggage handling,
84
CASE STUDIES 2. An upper or boarding level for security check and passenger waiting lounge, 3. A mezzanine floor between the two floor levels for offices only and there is no access for passengers. Cruise Terminal Summary of Passenger Maximum Holding Capacity:
ANCILLARY FEATURES:
Lower level check-in queuing : 210 passengers Lower level baggage claim : 900 passengers Mezzanine level : approx. 50 office employees Passenger boarding lounge : i) Embarkation 400 passengers ; boarding ii) Debarkation 800 passengers ; passport control Three building levels with a total of 10,862 sq. m area:
Secure passenger boarding/arriving gallery for control of passenger access to the ship One moveable gangway able to accommodate 300500 passengers per hour A bus and taxi loading area Wharf level access for vessel servicing Lower level access for employees and commercial suppliers Adequate lighting and signage for efficient passenger processing Video marquees, fiber optic data system and public address/announcement system Currency exchange at passport lounge
4,098 sq. m lower level for passenger loading and customs-bonded baggage handling 1,666 sq.m mezzanine level for terminal offices COMPARITIVE ANALYSIS 4,098 sq. m upper level for security processing visa check and pre-boarding lounge 1,000 sq. m boarding gallery (200m long)
85
CASE STUDIES INFERENCE: PROS 1) Cochin has a locational advantage because of the closest maritime connection to the main sea routes which makes it an ideal spot for port of call. 2) The terminal building is used as a mixed use building where spaces are used for organising different events. 3) Strong hinterland connection via Rail, Road, Air & Sea. 4) The island security is governed by using only authorized & permitted vehicles & public transportation. 5) Gated entrance with security check post. (Only 1 entry pt.) 6) Use of natural light and ventilation and
CONS 1) Cochin cruise terminal doesn’t meet the international standards for the proper functioning of cruise terminals. 2) The number of tourists visit per year is more than the terminal could support. Only 20% of the ship occupants are catered at the cruise terminal. 3) The passenger waiting lounge is designed for a maximum occupancy of 1000 people and a minimum of 400-500 people, which is why it remains insufficient for meeting the international requirements. 4) The green pockets around the building are rare and the site surroundings include the storage areas and iron ore ports which affect the ambience of the terminal. 5) The terminal building has no concept or form- it is a plain rectangular area; including facilities to cater passengers; and a pitched rood at the top of the building. 6) The building lacks architectural features and lacks terminal facilities
also of HVAC system for air
as well. In all, the terminal neither serves functionally nor
conditioning.
aesthetically.
86
CASE STUDIES COMPARITIVE ANALYSIS
1. LOCATION
2. CONNECTIVITY
3. ZONING
4. CIRCULATION
5. BUILDING A) ZONING
B) CIRCULATION
C) LANDSCAPING
87
KAI TAK CRUISE TERMINAL Strategically located at the site of ex-airport having visual corridors from all 4 sides Access from roads, rail, air, ferry as well as pedestrians The terminal is well placed between parks and gardens around including a heliport
YOKOHAMA CRUISE TERMINAL Located at the yokohama port with the visual of Minato Mirai skyline and harbour front Access from roads, rail, air, ferry as well as pedestrians The terminal is placed on a reclaimed land surrounded by the ocean.
COCHIN CRUISE TERMINAL Located on the artificially created Wellington Island sharing the closest link to main sea route Access from roads, rail, ferry as well as pedestrians
the terminal is well connected from three major roads
The terminal is connected from only one major road
The terminal is connected via a network of roadways leading to the terminal
Parking facilities at the first 2 floors and terminal facilities at the upper floors circulation should was according to the movements of passengers as per guidelines 4 hectares of land was covered under
Parking facilities at the site level & ground floor and terminal facilities at the upper floors circulation should was according to the movements of passengers as per guidelines Landscaped area was very less as compared to
Parking facilities for buses only at site level and terminal facilities at ground and upper floors circulation should was according to the movements of passengers as per guidelines
Parking facilities should be provided at site and ground level
No landscaped areas
Landscaping plays an important role in promoting
The terminal is placed on the wellington island with cargo storage areas around
REMARKS Strategic location of cruise terminal is an important criteria Hinterland connections should be satisfactory for promoting tourism The terminal should have recreational facilities around to boost cruise tourism and promoting the use of the terminal The terminal should have sufficient no. of gates and road width to avoid chaos on site level.
circulation should be according to the flow movements of passengers as per guidelines
CASE STUDIES landscaping area adding to leisure spaces on the terminal
D) STRUCTURE
the paved areas
The main building is a
The building is steel
three-level concrete
framed, consisting of
structure on a footprint of
main beams (girders) on
610m x 70m, with an
the two sides and a
apron area of 850m x
triangular pyramid
35m.
(folded plates) system to
The 44.7m-wide column-
support the roof and
free layout in combination
floors.
with high loading
These results in a
requirements meant that
massive column-less
extensive post-tensioning
interior space, with
was needed.
external walls all made with tempered glass.
88
No structural features are added in this terminal
the terminal building. Proper landscaped decks and other ancillary features and elements should be provided. E.g. Garden plaza, sitting areas, picnic spots etc. The structure of the terminal building should be strong, aesthetically pleasing and functional.
CASE STUDIES DESIGN REQUIREMENTS
89
CASE STUDIES
90
SITE ANALYSIS
CHAPTER 4 – SITE ANALYSIS Area
3702 sq. kms.
SITE SELECTION
Population 1,3,43,998
Why Goa?
Climate
Strengths
Summer – March to June (24 c – 32.7 c)
Winter – November to February (21.3 c – 32.2 c) Monsoon – June to September (rainfall- 320cm)
Goa has a rich inventory of World class tourism resources, both natural as well as manmade, they include:
Altitude
Sea level to 1022 m
Picturesque landscape
Location
Between latitude 15 48’00’’ & 14 53’54’’
Beautiful mountains (the Western Ghats)
And longitudes 74 20’13’’E & 73 40’33’’ E
Serene Rivers like the Mondovi, Zuari, etc.
105 km of palm-fringed shoreline with 34 fabulous beaches Wildlife sanctuaries at Bondla, Mollem, Cotigao in the Ghat region and Bird sanctuary at Charao island Tranquil lake at Mayem and breath taking waterfalls at Dudhsagar Heritage monuments, many Churches reflecting Baroque or traditional Portuguese style of architecture with exquisite interiors, Temples and Mosques which are thronged by thousands of devotees every year- great potential for religious tourism. Rich cultural heritage enjoyed by residents and tourists.
91
SITE ANALYSIS Pleasant climate for most part of the year, ranging from 24c – 35c in summer and 21c – 32c in winter- plenty warm sunshine which attract lakhs of foreign tourists.
Accessibility by all modes of transport.
Opportunities Goa has enormous potential for the development of new product ideas, some of which are the latest craze in the western world today. 1. Heritage Tourism
2. Entertainment Tourism
3. Cultural Tourism
4. Educational Tourism
5. Business Tourism 6. Health Tourism
SITE VALIDITY 1. The location of the site is immediately next to a water body with draft of at least 12 m to accommodate large vessels. 2. Also, more the length of the side of the structure abutting the sea, more the number of vessels that can be serviced by the terminal.
REGIONAL SENARIO – GOA Goa has been one of the major tourist destinations in India for Foreign visitors. Its share is around 11% of the total foreigners visiting the country as is visible.
92
SITE ANALYSIS During the years from 1990 to 1998, the share of foreign tourist as the share of total tourists visiting Goa has considerably increased from 11.83% in 1990 to 22.39% in 1998. This is significantly higher than the normal trend of about 3.37% of foreign tourist observed in India.
BREAKWATER The site proposed to be developed is bounded on the north by the existing channel and on the east by the existing breakwater.
To the south, the site is limited by headland hill, and on the west it is open to the Arabian Sea.
The existing West of Breakwater site has very little upland associated with it and is exposed to Arabian Sea storms during the monsoon season.
A new breakwater is proposed to shelter the berthing basin and possibly form part of a new land reclamation area.
MORMUGAO, GOA AREA STATEMENT
ACCESSIBILITY
Site area – 70,000 sq. m
5 km from Dabolim Airport
Existing area- 24,000 sq. m
10 km from Dabolim Railway Station
Area under reclamation- 46,000 sq. m
2 km from Vasco market Bus Stand
93
SITE ANALYSIS
Mormugao port lies midway between the ports of Mumbai and New Mangalore.
The Port of Mormugao has a 250-meter wide channel that is 5.2 kilometres long in the Outer Channel and 2.3 kilometres long in the Inner Channel. Channel depths range from 14.1 meters in the Inner Channel to 14.4 meters in the Outer Channel.
This site is exposed to waves from all directions. The protection provided by Western breakwater to this new development area would be limited as incoming wave energy from Western directions would diffract around the head of the breakwater and the Eastern part.
Since this is a part of the existing port, the Hinterland connections are satisfactory.
POWER SUPPLY
Since 1999, Reliance Energy Limited (REL), a private organization and Goa State Government are supplying the required electric power to the port.
WATER SUPPLY
The current fresh water consumption of Mormugao Port Trust (MPT) is about 3000 m3/day and supply is limited to working hours only.
About 1500-1800 m3/day of this consumption is provided by a 300 mm water pipe line belonging to the Goa Public Works Department (PWD).
94
DESIGN CRITERIA AT SITE LEVEL 1) ORIENTATION OF THE SITE - N-S facing; 400 * 150 M site dimension: The project site has its wider footprint along the Arabian Sea. Visual Corridors: - Towards NW- Dona Paula & Dias Beach - Towards South- Japanese garden - Towards NE- Arabian sea, breakwater and lighthouse -
Towards west- Vasco harbour
2) ZONING AT SITE LEVEL: With reference to the case studies; and keeping thesis objectives in mind; zoning of the site will include - Apron - Centrally placed Terminal Building with recreational facilities at EW ends of the site and adjacent to the terminal building- INTERACTIVITY - Waterfront and Harbour front Promenade- highlighting the visual corridors. - Central Park- recreational park facilitating all age groups and barrier free movement; towards the southern side of the site; also acting as a buffer area from the residential area at front of the site - Terminal surrounding- a) North- Arabian Sea b) South- Landscaped Central Park
95
c) West- Waterfront promenade d) East- Harbour front promenade
DESIGN CRITERIA 3. CIRCULATION: Referring from the case studies, the circular pattern would be planned as below: a) Entry to the site via 16 M wide road. b) Parking at Ground & First floor and the Central park c) Promoting Pedestrian movement around recreational facilities for the visitors to explore the plaza’s and landscaped areas. 4. LANDSCAPING – At site level, landscaping will be done at the central park by promoting barrier free movements and adding certain elements- landforms, water bodies, sitting areas, picnic areas etc. - Buffer strip separating Apron area from the recreational facilities at site level will be provided w.r.t security. - Promenade at both ends will be well landscaped with native plants, shading tress and adding street furniture.
AT BUILDING LEVEL 5. ZONING- a) at Ground Floor level- (i) Offices (ii) Baggage & Cargo handling b) At First Floor Level- (i) Offices & storage (ii) CIQ facilities (iii) Parking c) At Second Floor Level- (i) Departure & Arrival Halls (ii) Restaurant & cafeteria (iii) Security check & CIQ facilities (iv) Ticketing and information counters (v) Commercial areas- Shopping areas d) At Roof Floor Level- (i) Rooftop plaza (ii) Shops, Restaurant etc. (iii) Ancillary features
96
DESIGN CRITERIA 6. CIRCULATION: With reference from the case studies; the circulation pattern in this thesis project would be as shown.
7. FORM OF THE BUILDING- Single building component- a terminal building incorporating all the facilities matching International standards. - To make sure that the terminal building generates revenue throughout the year, the rooftop would be planned with undulations in the structure and curvilinear form. - Studying the oceanic data of the site, the tidal changes and wave patterns around the site, the form will depict a close relation with the sea life.
97