INTERNATIONAL HOUSE BOAT TERMINAL 1
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ndia is the largest peninsula in the world with a coastline of about 6000 km with 12major ports and 163 minor /
intermediate ports. Nature has given us a more impressive, nearly 14500 km of navigable and potentially navigable inland waterways – which include a network of rivers, lakes and canals. The INLAND WATERWAYS AUTHORITY OF INDIA (IWAI), an apex body for development and regulation of inland waterways for shipping and navigation has identified 10 waterways for initial consideration for development out of which three have declared as NATIONALWATERWAYS which are: National Waterway No 1 (NW-1) - The Ganga (North India) National Waterway No 2 (NW-II) - The Brahamaputra (North-East India) National Waterway No 3 (NW-III) - The West Coast Canal (South West India) The West Coast Canal located in Gods Own Country - Kerala runs from Kollam to Kottapuram and was declared a National Waterway in 1993.The dredging of this canal has been finished. The NW-3 is one of the most navigable and tourism potential area in India and has much to offer to the potential tourist.
Alappuzha has grown its importance as an international backwater tourism destination attracting
several thousands of foreign and domestic tourists each year. It is high time to initiate efforts to sustain the quality of the environment for future tourism activities of this region. Basic infrastructures to the tourism activity center's need urgent augmentation to cope with the quality requirements according to the varied profile of the incoming tourists. Alappuzha is situated 62 kilometer (39 mi) to the south of Kochi and 155 kilometer (96 mi) north of Trivandrum. A city with picturesque canals, backwaters, beaches, and lagoons, it was described as the "Venice of the East" by Lord Curzon. Hence, it is known as the "Venetian Capital" of Kerala. Malayalam is the most spoken language. Hindi, English and Tamil are also spoken in the city. Tourism in Kerala is a major economic activity and contributed 9% of the gross domestic product (GDP). Regarding numbers of tourists to Indian states Kerala ranks 16th (domestic tourists) and 7th (foreign tourists) (Ministry of Tourism, 2011: 85). Houseboat tourism in the backwaters is one of the main tourist activities in Kerala. Most tourists visit the Vembanad Lake and its two main destinations for houseboat tourism. Alappuzha, the nucleus of the houseboat industry brings 200,000 domestic tourists per year from all over India and 50,000 international tourists
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OBJECTIVE Department of Tourism, Government of Kerala is preparing project for Alappuzha District for submitting to the Ministry of Tourism, Govt. of India for the project Integrated Development of Tourist Circuits and product/Infrastructure or Destination Development. The focuses of the above schemes are: •
Master planning of destinations and circuits.
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Improvement of existing centers and products.
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Identification and development of new Tourism centers and products.
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Integrated development of destinations and circuits in a holistic manner and providing quality infrastructural facilities.
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To study the tourism potential of the entire study region and understand the present status in terms of the environment and tourism.
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To identify the problems and issues related to the sustainability of backwaters and gaps in tourism infrastructure.
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To formulate strategies and plans for decongestion, environment up gradation, safety, community participation etc and formulate micro and macro circuits for optimally utilizing the resources.
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To prepare a comprehensive project detailing the project profiles, resource mobilization and management plan for the integrated development of the backwater region.
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To prepare project report for sourcing financial assistance from Ministry of Tourism, Government of India under Mega Tourism Circuit Scheme.
International House Boat Terminal (IHBT) at Poonjikkara Alappuzha, is a part of this scheme’s initiative of integrated development of destinations.
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C0NTENT DESIGN PROGRAM CASE STUDY SITE ANALYSIS CONCEPT DESIGN
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Proposed in Alappuzha master plan created by tourism promotion council International House Boat Terminal (IHBT) at Poonjikkara Alappuzha FACLITIES AT HOUSEBOAT TERMINALS •
Vehicle Parking
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Amenity Block
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Fuelling Centre
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Effluent Treatment Centre
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Solid Waste Treatment Centre
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Electricity Charging Facility
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Water Storage Tanks
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Restaurants
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Drivers Rest Rooms
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Dormitories
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Caravans
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Souvenir shops
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Medical Facility
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Värtaterminalen ferry terminal, Stockholm More than just a ferry terminal,the innovative facility combines infrastructure with urban park, providing a new recreational space for the people of Stockholm. Client: Ports of Stockholm
Architect: C.F. Møller Landscape: Nivålandskabsarkitekter Scope: 16,000 m² and new customs facility of approximately 1,100 m² With its location and design, the ferry terminal marks the first step in the development of a brand new district in Stockholm that will innovatively integrate city and port.
The new terminal for Stockholm’s permanent ferry connections to Finland and the Baltics is a landmark for the new urban development Norra Djursgårdsstaden - both architecturally and environmentally. A landmark you can sit on top of The terminal resembles a cross between a departing ship and the surrounding area’s architecture of cranes, warehouses, etc. “The main idea was to create a vibrant urban environment at the port with a unique urban space catering to both travellers and local residents of Stockholm with a public park on the terminal’s roof. The terminal is thereby a public attraction and an efficient traffic facility where car traffic and a fluid overlap between passenger terminal and quality urban life intertwine and become one,” says Mads Mandrup, the architect in charge of design and partner in the project. The terminal and surrounding urban space are at the same level, providing easy access for all. Meanwhile, the roof of the terminal building is home to a green landscape featuring stairs, ramps, niches and seating areas, all of which invite visitors to take a walk or sit and enjoy the views of ferries, Skærgården and the city.
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Cohesion and durability The City of Stockholm and Ports of Stockholm issued a call for tenders in 2010 for the design and construction of a new terminal. C.F. Møller won the contract in an international competition.“It has been a great pleasure to for us to collaborate with the City of Stockholm and Ports of Stockholm. Their visions for the area are an excellent match with our way of thinking. We always think beyond the scope of the building project itself, considering the interaction and cohesion with the surroundings and the durability of solution in the big picture and long-term development of the area,” says partner and architect Mårten Leringe from C.F. Møller’s offices in Stockholm. This long-term perspective included sustainability considerations, as evidenced by the new terminal’s integrated systems powered by solar energy and geothermal heating/cooling, making Värtaterminalen self-sufficient in energy and earning the facility a Gold level environmental certification.
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Design The terminal recalls the shape of a moving vessel and the architecture - with large cranes and warehouses - that previously characterized the ports. At the same time, the terminal has an ambitious sustainable profile, characteristic of the entire development. The main idea has been to create natural links between central Stockholm and the new urban area in connection with the terminal, so that city life will naturally flow into the area. Therefore the terminal is raised to be at level with the urban zone, so it is easy for both pedestrians and traffic to access. At the same time the roof of the terminal building is designed as a varied green landscape with stairs, ramps, niches, and cosy corners, inviting both Stockholmers and passengers for a stroll or relaxing moments, while enjoying the view of the ferries, the archipelago, and the city skyline. Solar energy and geothermal heating/cooling are provided via the building's integrated systems, making the terminal self-sufficient in energy. Värtaterminalen will receive the environmental certification level Gold.
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Focus on light The inside of ferry terminal is a testament to C.F. Møller’s careful attention to daylight and pleasant indoor spaces. This focus is particularly evident in the large arrivals and departures hall. The sculptural roof of the hall draws in sunlight by day and provides stunning views of starry skies at night. Many passengers have already enjoyed these views, as ferry operations began earlier this year. The terminal is open for both travelers and local residents to enjoy the facility’s restaurant, port life and landscaped roof gardens. An estimated four million people annually will pass through Värtaterminalen, travelling to and from Finland and the Baltics
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West End Ferry Terminal / Cox Rayner Architects Architects : Cox Rayner Architects Location : West End, Brisbane, Australia Client : Brisbane City Council Project Year : 2010 Photographs : Christopher Frederick Jones, Ross Pottinger
The West End Ferry Terminal is a small project that was designed to simultaneously generate a new typology for Brisbane’s Citycat Terminals and act as a sheltered social gathering space at the end of one of Brisbane’s historic riverfront parks, one endeared in the hearts of the West End community
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As a result, the whole conception of the terminal was subject to many community consultation events, most originally opposing removal of an existing brick post-war facility which had insurmountable CEPTED issues. The terminal simply responds to its core role as conduit from bus station to ferry pontoon, rising as a spinal volume to accentuate its connectivity. The spine slopes and angles to correspond with the journey, its form wrapping out into lower scaled wings which accommodate seating, cycle and public amenities. Both its daytime shade-providing form and its contrasting illuminated night-time character have become emblematic of West End, for which the terminal has become its community’s most beloved social space.
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Conceptual Framework West End Ferry Terminal was conceived as a sequence of sheltered spaces rising as a spine corresponding with street-pontoon movement along its center and winging out along its edges into compressed social and amenity spaces. These edges were designed to create a layering of scales with minimal impact upon Orleigh Park. A series of devices – frames, furnishings, signs and lighting – were conceived to create the impression of a canopied outdoor ‘living room’ for the community, and simultaneously a legible form for accessing Citycat timetables, arrivals and departures. Relationship of Built Form to Context The terminal is the result of numerous physical model studies aimed at optimizing its spatial relationship with the adjoining significant fig tree and the lower canopies of the mangroves aligning the river bank. Subtle shifts in the building’s geometry were made to nestle the terminal with this context, present human scale to Orleigh Park, and create a distinct identity of West End community lifestyle. The utilization of raw materials and the juxtaposition of furnishing elements was devised to complement the context, form a memorable park pavilion, and optimize visual rapport with the river, mangroves and park. Cost/Value Outcome The terminal is composed of ready-made materials and built of simple fabrication techniques able to be constructed by a domestic builder with low cost overheads. This strategy resulted in a completed cost of $3.5 million which has delivered a place which provides multiple social roles as well as its core function.
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Sustainability The West End Ferry Terminal is innately sustainable in that it’s amenity, legibility and accessibility strongly support the use of public transport, specifically ferry transport, as a major provider of commuter movement to and from the city. The terminal is designed in contrast with previous standard terminals along the Brisbane River in its sensitive siting to context, particularly in this case where it required community support and endorsement to proceed, such were the communities concerns in relation to Orleigh Park. The siting includes avoidance of interference with a significant fig tree and insertion within the river mangroves averting any disturbance. The terminal utilises low embodied energy materials and is designed to maximise both solar and storm protection. The canopies and furniture also foster-social interaction as distinct from the terminal’s transport access role. Vandalism risk was taken using recycled hardwood as an environmentally sustainable material, however social sustainability is evidenced by it incurring no damage at all. Although a small open-sided facility, it incorporates rainwater collection that flushes toilets and waters surrounding landscape.
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Yokohama Port Terminal, Foreign Office Architects Yokohama’s Osanbashi Pier has been a fixture on the Tokyo Bay since 1894, connecting with the Pacific Ocean and providing Japan with a marine gateway to the world. In 1988 the pier fell under construction and in 1996 a competition was held for a new passenger terminal. The Foreign Office Architects (FOA) won the competition and the new terminal should be fully realized by November of 2002. The steel frame structure was designed with the beautiful scenery of the port in mind. It is a three level facility of a gentle curved form. The occupiable roof curves back in to form the ceiling of the level below and then again to form the floor. The inside space is barrier free without columns or beams and the vertical circulation is accomplished through ramps and elevators.
SITE AND GENERAL The major pier possesses the ability to harbor vessels of varying sizing including the largest passenger ships. The port has both pedestrian and vehicular connection to the mainland. The seamless transition presents an “inherent dichotomy between global system of transport.” BASEMENT- MACHINERY ROOMS FIRST FLOOR- PARKING SECOND FLOOR- PASSENGER TERMINAL, MULTI-PURPOSE SPACE ROOF- ROOF PLAZA, VISITOR’S DECK
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The circulation sequence shows the nodes of interest as one would approach and enter the port from the city. 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. The overlapping zones provide for the diagram at right where only the beginning and end of the sequence are non overlapping nodes
CIRCULATION The utilization and perception of the space is constantly modified by the size and arrangement of the ships. The major circulation paths become evident during high traffic times but the gentle curves of the structure allow people to flow almost completely unrestricted. 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.
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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 channeling the flow of travelers but also of producing a field of stresses likely to incite them to explore various directions. The architects conceived and saw this as projecting the urban intensity of Yokohama on the inside of the port itself, an element as significant of their approach to the project as the philosophical and technical prerequisites that they have developed and systematically apply.
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LIGHTING 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. This puts the arrival and departure hall (pictured at right) 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. 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. (The time is meant to represent a time an hour or so past sunrise, which changes with the seasons) The second diagram shows the hall during the noon hour when the sun is at it's peak in the sky and the hall becomes a 'bat cave.' The final stage represents a time following sunset where the hall is, of course, dark and one can begin to see the effect of the lights on the origami ceiling structure.
following sunrise (approx. 6am)
no natural light (light effect on ceiling/ 8pm) sun at it's peak (noon)
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AXON INTEGRATED TIMBER AND SOD ROOF SKIN
The design sought to encompass the general functional imperatives of the cruise terminal (as a smoothly functioning link LONGITUDINAL STEEL between land and water transport) and the specific civic TRUSS CONNECTORS possibilities suggested by the pier configuration itself.
The structure was conceived as an incomplete or partial building, both conceptually and formally, acknowledging that such programs frame thresholds in two distinct yet overlapping continuums: the cruise terminal cycle and the buildings civic role as a place of rest and recreation.
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. The trusses are joined longitudinally by trussed members of conventional configuration, and purlins carrying, either metal cladding or glazing. The trusses are carried on concrete piers extending from the basement parking level through the apron to the surface of the main level. The large shed employs a unified form through repetitive structural units to enclose a single homogeneous space. The transformation yields a complex of spaces that smoothly incorporates the multiple terminal, civic and garden programs within and below its span.
ORIGAMI CEILING SKIN
WOODEN FLOOR AND WALL FOLDING FROM CEILING
MAIN STEEL TRUSSES
ORIGAMI CEILING PARKING COVER REINFORCED CONCRETE SLAB
PIER SUPPORTS
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Alappuzha is an important tourist destination in India.[4] The Backwaters of Alappuzha are the most popular tourist attraction in Kerala. It connects Kumarakom and Cochin to the North and Quilon to the South. Alappuzha is the access point for the annual Nehru Trophy Boat Race, held on the Punnamada Lake, near Alappuzha, on the second Saturday of August every year. This is the most competitive and popular of the boat races in India.[6] The Mullackal Chirap is also one of the attractions of Allapuzha which is the festive season held for ten days every year in December.
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KERALA TOURIST STATISTICS 2016
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BACKWATERS IN ALAPPUZHA The backwaters and wetlands host thousands of migrant common teal, ducks and cormorants every year who reach here from long distances. A major feature of the area is the region called Kuttanad, the 'granary of Kerala'. Kuttanad is also known as the rice bowl of Kerala and is one of the few places in the world where farming is done below sea level. The paddy fields lie about 0.6 to 2 m below mean sea level.[20] Owing to its proximity to the sea, the climate of Alappuzha is humid and hot during the summer, although it remains fairly cool and pleasant during the months of October and November. The average monthly temperature is 27C. The district gets the benefit of two seasonal monsoons, as in other parts of the state. Alappuzha city experiences a long monsoon season with heavy showers as both the Southwest monsoon and Northeast monsoon influences the weather of Alappuzha. The Southwest monsoon affects the climate in the months from June to September. On the other hand, the North-east monsoon brings rain from October to November. The average rainfall received by the region is 2763 mm
[hide]Climate data for Alappuzha Month
Jan Feb Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Year
Average 32 32 32 high °C (90) (90) (90) (°F)
32 (90)
32 (90)
29 (84)
29 (84)
29 (84)
29 (84)
30 (86)
30 (86)
31 30.6 (88) (87.2)
Average 23 24 25 low °C (73) (75) (77) (°F)
26 (79)
25 (77)
24 (75)
23 (73)
24 (75)
24 (75)
24 (75)
24 (75)
23 24.1 (73) (75.2)
Average 39 336 688 557 378 317 3,115 precipitat 28 66 144 287 211 64 (1.5 (13.23 (27.09 (21.93 (14.88 (12.48 (122.6 (2.6) (5.67) (11.3) (8.31) (2.52) ion mm (1.1) 4) ) ) ) ) ) 5) (inches)
Average precipitat 1 ion days
2
3
7
11
22
21
18
13
13
8
3
122
(≥ 0.1 mm)
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CONNECTIVITY City Transport These bus routes connect the city with the suburbs.The state run KSRTC also run buses connecting Alappuzha to other major cities.[46]
RAILWAY STATION
Rail Railway station is about 4 kilometres (2.5 mi) away from the center of the city.
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Water National Waterway-3 passes through Alappuzha. There is an SWTD boat jetty in the city that lies opposite to the KSRTC bus stand. It is served by boat services to major towns like Kottayam, Kollam and Changanassery besides to other small towns and jetties
Air Cochin International Airport, which is 78 kilometres (48 mi) to the North, is the closest airport. Thiruvananthapuram International Airport, 159 kilometres (99 mi) to the South, is the other airport that links the district with other countries.
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WEAKNESS Regulation for area allocation or route allocation. Regulation to see the present number of exact operation. Overcrowding at some points/terminals. Regulation for design /standardization. Regulation in material selection. Regulation in quality of house boats and on board facility. Regulation in circuit selection mechanism. Regulation in packages design and adoption. Effective waste collection points Effective waste collection mechanism. Regulation or no standardization at present. Regulation of routes or packages. Regulation for quality / on-brand sector. Regulation for costs. Regulation for waste collection
FINISHING POINT
PONJIKKARA
SITE
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EXISTING TERMINAL BUILDING AND THE PREMISE
EXISTING TERMINAL BUILDING FROM THE WALKWAY
WALKWAY AND GALLERY
GALLERY AND THE FINISHING POINT 29
SITE VIEW FROM WALKWAY
VEIWPOINT FROM WEST TO EAST
PANORAMIC VIEW FROM SITE TOWARDS FINISHING PONT AND CANAL
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VEIWPOINT FROM SOUTHSIDE TOWARDS NORTH
SITE VIEW FROM WALKWAY
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INTERNATIONAL HOUSEBOAT TERMINAL
International House boat terminal is proposed at Ponjikkara area of Alappuzha. This piece of land is just opposite of the finishing point of Nehru Trophy Snake boat race . It is the starting point of Vada canal and Commercial Canal running through the town and has great potential for river front development projects, which are also under process. This building becomes a gateway complex for the upcoming cultural hub alongside the canals. The building should be a reflection of Kerala architectural heritage and should be a symbol of prosperity for the people of Kerala. It should reflect the cultural heritage of kerala Onam is the biggest and the most important festival of the state of Kerala, and is its national festival since 1961. It is a harvest festival and is celebrated with joy and enthusiasm all over the state by people of all communities. Onam is celebrated in the beginning of the month of Chingam, the first month of the Malayalam Calendar (Kollavarsham). This corresponds with the month of August-September according to the Gregorian Calendar. The carnival of Onam lasts from four to ten days. First day, Atham and tenth day, Thiruonam are most important of all. Every year on the second Saturday of August, Nehru Trophy Boat Race takes place in Punnamada Lake at Alleppey There are other boat races in Kerala throughout the year, but the Nehru Trophy is widely regarded as the most popular. It attracts dozens of teams from across the states who train for months in advance along the network of backwaters that segment parts of South India’s western coast.
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SITE PLAN
PIER
TERMINAL
SPA
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SITE FRONT VIEW
SITE REAR VIEW
SITE LEFTSIDE VIEW
SITE RIGHTSIDE VIEW 36
SECTIONAL ELEVATION B-B’
SECTIONAL ELEVATION A-A’
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TERMINAL BUILDING GROUND FLOOR PLAN TOTAL FLOOR AREA = 2143 SQ.M.
GROUND FLOOR DINING GIVES A FEELING OF A BOAT WORKSHOP WITH A WOODEN CURVED CEILING WHICH GOES UPTO SECOND FLOOR. THE WIDE RAMP LEADS TOWARDS THE EXHIBITION SPACE AND THE NARROW ONE TOWARDS THE DORMITORIES. TICKET COUNTER IS FOR THE HOUSEBOATS AND FOR INHOUSE PURPOSES SUCH AS FOR THE VIEW DECK AT THE FIFTH FLOOR AND FOR THE EXHIBITIONS.
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GROUND FLOOR PLAN WITH STEEL ROOF FRAME AND WOODEN PARABOLIC STRUCTURE
VIEW FROM BACKSIDE
THE STEEL ROOF FRAME GIVES A FEELING OF LOUVERED BALCONIES OF VERNACULAR HOMES . PARABOLIC STUCTURE GIVES A GRAND ENTRANCE AS WELL AS A LOUNGE AREA FOR THE TOURIST 39
FIRST FLOOR PLAN TOTAL FLOOR AREA = 1305 SQ.M.
VIEW FROM BACKSIDE FIRST FLOOR IS A MUTI PURPOSE HALL WITH SERVICE FROM THE KITCHEN IN THE BASEMENT THE STEEL FRAME IS COVERED WITH GLASS FOR ADEQUATE DAY LIGHTTILL THIS LEVEL. CENTRE FRAME IS ALSO COVERED WITH REFLECTIVE GLASS FOR SKYLIGHT. THE PLAY OF LIGHT IS DIFFERENT IN DIFFERENT LEVELS OF THE BUILDING THE HALL IS ACESSIBLE THROUECH STAIRS , LIFT AND RAMP.
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FIRST FLOOR PLAN WITH STEEL ROOF FRAME
VIEW FROM THE ENTRANCE
THE CEILING FROM THE GROUND FLOOR ENTERS THE FIRST FLOOR AND BECOMES BOTH STAGE AND SEATING ACCORDING TO OCCASSION. PROVIDED WITH REMOVABLE STEPSWHICH CAN BE USED AS STAGE AND SEATING. BECAUSE OF SUCH FORM MAXIMUM VENTILATION CAN BE PROVIDED TO THE BUILDING.
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SECOND FLOOR PLAN TOTAL FLOOR AREA = 1008 SQ.M.
VIEW FROM BACKSIDE
IT IS A SIXTY BEDDED DORMITORY WITH TOILETS ON EITHER SIDES ACCESSIBLE THROUGH RAMP , STAIR AND LIFT, THE LIGHT VARIATION MAKES IT FEEL MORE OF A COSY NATURE . IT HELPS TO REDUCE THE HEAT
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SECOND FLOOR PLAN WITH STEEL ROOF FRAME
VIEW FROM ENTRANCE
THE STEEL ROOF FRAME CAN BE USED TO DIRECT THE HVAC SERVICES. THE RAIN DENSITY OF KERALA IS VERY HIGH SUCH A ROOF MOST SUITS FOR THIS KIND OF PUBLIC BUILDING
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THIRD FLOOR PLAN TOTAL FLOOR AREA = 695 SQ.M.
VIEW FROM BACKSIDE
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THIRD FLOOR PLAN WITH STEEL ROOF FRAME
VIEW FROM ENTRANCE
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FOURTH FLOOR PLAN TOTAL FLOOR AREA = 427 SQ.M.
THIS FLOOR HAS AN OFFICE FOR THE LIGHT HOUSE AND A VIEWING BALCONY FOR THE TOURISTS. YOU CAN VIEW PUNNAMADA LAKE AND THE ADJASCENT PALCES FROM THIS PAD AT A HEIGHT OF 21 MTETRES.
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FIFTH FLOOR PLAN TOTAL FLOOR AREA = 86 SQ.M.
THIS FLOOR HAS AN OFFICE FOR THE LIGHT HOUSE AND A VIEWING BALCONY FOR THE TOURISTS. YOU CAN VIEW PUNNAMADA LAKE AND THE ADJASCENT PALCES FROM THIS PAD AT A HEIGHT OF 21 MTETRES.
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REINFORCED CONCRETE STRUCTURE THAT HOLDS THE STEEL FRAME
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STEEL ROOF FRAME 49
SECTIONAL ELEVATION A-A’ 50
SECTIONAL ELEVATION B-B’ 51
VIEWS
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PIER
PLAN
SECTION
PIER IS FOR BOARDING THE HOUSEBOAT. IN THIS THE STEEL MESH WILL BE COVERED WITH CREEPERS AND WILL FULLY PROTECT THE PERSON FROM SUN AND COOL THE AIR
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SPA PLAN
SECTION SPA AND THE SWIMMING POOL IS FOR THE PEOPLE WHO ARE STAYING IN THE TERMINAL. IT HAS A TRADITIONAL ROOF WITH
REFLECTED CEILING PLAN
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SPA ENTRY ROOF PLAN
VIEW FROM POOL 55
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