The Architectural Design Thesis
NOIDA INTERNATIONAL AIRPORT Thesis 2020-21
by
YASHI KEYUR CHAPATWALA (2016-2021) Guided by
AR. NEIL PAREKH
BACHELOR OF ARCHITECTURE (B.Arch.V. SEM X) June 2021
A.A.E.R.T. & S.S.B. FACULTY OF ARCHITECTURE Sarvajanik College of Engineering & Technology (SCET) Dr. R.K. Desai Marg, Opp. Mission Hospital, Athwalines, Athwa, Surat, Gujarat 395001
CERTIFICATE This is to certify that YASHI KEYUR CHAPATWALA has submitted the Report of Design Thesis on the subject Noida International Airport as a mandatory requirement for the completion of B. Arch. V. Sem X, at AAERT & The SSB, Faculty of Architecture, Sarvajanik College of Engineering and Technology (SCET), Surat, for the academic year 2020-2021. Her work is found to be satisfactory for the purpose.
Yashi Chapatwala Name of the Student Signature
Prof. Hardik Gandhi
Prof. Mehul Patel
(Design Thesis Coordinator)
(Design Thesis Coordinator)
Ar. Neil Parekh Research Thesis Guide
Prof. Persi Engineer Principal, Faculty of Architecture, SCET, Surat
Year: 2016-2021
ACKNOWLEDGMENTS
I would like to thank the following people, without whom I would not have been able to complete this research. I am heartily thankful to my guide Neil Parekh whose insight and knowledge into the subject matter steered me through this research. As a mentor, he has helped me with his insights and constructive criticism from the very beginning till the end. I am also thankful to the thesis coordinators at S.C.E.T. for their constant support. I would also like to thank Mr. Sunil Kumar (Civil Engineer/Planner-Airport Authority of India) who is the project manager at the Surat Airport for sharing his knowledge in the field and whose knowledge helped me understand it more thoroughly. Special thanks to Prof. Persi Engineer, H.O.D., ARCHITECTURE DEPT., S.C.E.T., Surat. I want to extend my gratitude to the people, who took the time to return my surveys. And to my colleagues and friends, who have supported me throughout this research. I would like to express my gratitude to my family for all the support and encouragement, they have shown towards me throughout this research.
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TABLE OF CONTENTS ACKNOWLEDGMENTS ....................................................................................... ii 1
2
3
THESIS OVERVIEW ...................................................................................... 1 1.1
BACKGROUND--------------------------------------------------------------------- 1
1.2
AIM AND OBJECTIVE------------------------------------------------------------- 1
1.3
SCOPE OF THESIS ---------------------------------------------------------------- 1
1.4
LIMITATION OF RESEARCH ---------------------------------------------------- 2
PROJECT SITE ............................................................................................... 3 2.1
LOCATION -------------------------------------------------------------------------- 3
2.2
TOPOGRAPHY AND SITE CONDITIONS -------------------------------------- 5
2.3
CONNECTIVITY INFRASTRUCTURE ------------------------------------------ 5
2.4
TRAFFIC AND DESIGN CAPACITY -------------------------------------------- 6
2.5
PROPOSED MASTERPLAN ------------------------------------------------------ 8
CASE STUDIES ............................................................................................... 9 3.1
CHHATRAPATI SHIVAJI MAHARAJA INTERNATIONAL AIRPORT T2 --- 9
3.1.1 CONCEPT ----------------------------------------------------------------------------------- 9 3.1.2 DESIGN -------------------------------------------------------------------------------------- 9 3.1.3 CIRCULATION---------------------------------------------------------------------------- 11 3.1.4 STRUCTURE ------------------------------------------------------------------------------ 13
3.2
KEMPEGOWDA INTERNATIONAL AIRPORT ------------------------------- 15
3.2.1 DESIGN ------------------------------------------------------------------------------------- 15 3.2.2 CIRCULATION---------------------------------------------------------------------------- 16 3.2.3 STRUCTURE ------------------------------------------------------------------------------ 18
3.3
QUEEN ALIA INTERNATIONAL AIRPORT ----------------------------------- 19
3.3.1 CONCEPT ---------------------------------------------------------------------------------- 19 3.3.2 DESIGN ------------------------------------------------------------------------------------- 19 3.3.3 STRUCTURE ------------------------------------------------------------------------------ 20
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3.3.4 CIRCULATION---------------------------------------------------------------------------- 22
3.4 4
CASE STUDY INFERENCE ------------------------------------------------------ 23
DESIGN CALCULATIONS .......................................................................... 25 4.1
CHECK-IN AREA ------------------------------------------------------------------ 25
4.1.1 CHECK-IN COUNTERS ----------------------------------------------------------------- 25 4.1.2 SELF-CHECK-IN-------------------------------------------------------------------------- 26
4.2
SECURITY SCREENING --------------------------------------------------------- 27
4.3
BAGGAGE CLAIM ---------------------------------------------------------------- 28
4.4
WAITING AREAS ------------------------------------------------------------------ 29
4.4.1 GENERAL WAITING AREAS --------------------------------------------------------- 29 4.4.2 HOLDROOMS ----------------------------------------------------------------------------- 29
4.5
IMMIGRATION -------------------------------------------------------------------- 30
4.6
BAGGAGE SCREENING --------------------------------------------------------- 31
4.7
DETAILED DESIGN PROGRAMME ------------------------------------------- 32
4.7.1 DEPARTURES----------------------------------------------------------------------------- 32 4.7.2 ARRIVALS --------------------------------------------------------------------------------- 36 4.7.3 AIRPORT OPERATION AND MANAGEMENT ----------------------------------- 39 4.7.4 APPROACH -------------------------------------------------------------------------------- 40
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6
DESIGN PROCESS ....................................................................................... 41 5.1
UNDERSTANDING THE USERS ------------------------------------------------ 41
5.2
UNDERSTANDING THE AIRPORT PROCESSES ---------------------------- 42
5.3
DEFINING THE OBJECTIVE OF THE DESIGN ----------------------------- 44
5.4
DESIGN INSIGHT ----------------------------------------------------------------- 44
5.5
CONCEPT -------------------------------------------------------------------------- 45
5.6
UNDERSTANDING THE SITE--------------------------------------------------- 48
DESIGN .......................................................................................................... 50 6.1
PROGRAM DISTRIBUTION ----------------------------------------------------- 50
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6.2
BUILDING APPROACH AND SITE CIRCULATION ------------------------- 50
6.3
PASSENGER MOVEMENT------------------------------------------------------- 55
6.4
BAGGAGE MOVEMENT --------------------------------------------------------- 56
6.5
PLANNING ------------------------------------------------------------------------- 57
6.6
AIRLINE OFFICES ---------------------------------------------------------------- 59
6.7
DEPARTURES --------------------------------------------------------------------- 60
6.8
ARRIVALS -------------------------------------------------------------------------- 68
6.9
DESIGN DETAILS ----------------------------------------------------------------- 71
6.9.1 COURTYARDS---------------------------------------------------------------------------- 71 6.9.2 ARCHES ------------------------------------------------------------------------------------ 74 6.9.3 ROOF ---------------------------------------------------------------------------------------- 75 6.9.4 SECTIONS ---------------------------------------------------------------------------------- 79
6.10 MISCELLANEOUS 3D ------------------------------------------------------------ 81
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TABLE OF FIGURES FIGURE 2.1 LOCATION OF THE PROPOSED AIRPORT ....................................................... 3 FIGURE 2.2 AIRPORT LAND UNDER ACQUISITION .......................................................... 4 FIGURE 2.3 LONGITUDINAL PROFILE OF AIRPORT SITE .................................................. 5 FIGURE 2.4 TRANSVERSE PROFILE OF AIRPORT SITE ..................................................... 5 FIGURE 2.5 PROPOSED TRANSPORT NETWORK AROUND THE SITE .................................. 6 FIGURE 2.6 PROPOSED MASTERPLAN ........................................................................... 8 FIGURE 3.1 CSMIA T2 ............................................................................................... 9 FIGURE 3.2 USE OF TRADITIONAL JALI PATTERN ........................................................ 10 FIGURE 3.3 INDIAN TRADITIONAL ART ....................................................................... 10 FIGURE 3.4 LVL 1 PLAN (GROUND HANDLING SERVICES) ........................................... 11 FIGURE 3.5 LVL 2 PLAN (ARRIVALS) ......................................................................... 11 FIGURE 3.6 LVL 3 PLAN (DOMESTIC DEPARTURES)..................................................... 12 FIGURE 3.7 LVL 4 PLAN (INTERNATIONAL DEPARTURES)............................................ 12 FIGURE 3.8 GFRC PANEL.......................................................................................... 13 FIGURE 3.9 HEADHOUSE STRUCTURAL GRID .............................................................. 13 FIGURE 3.10 STRUCTURAL SECTION OF THE HEADHOUSE ........................................... 14 FIGURE 3.11 KEMPEGOWDA INTERNATIONAL AIRPORT .............................................. 15 FIGURE 3.12 DEPARTURE CIRCULATION .................................................................... 16 FIGURE 3.13 ARRIVAL CIRCULATION ......................................................................... 17 FIGURE 3.14 STRUCTURAL ROOF MODEL ................................................................... 18 FIGURE 3.15 QUEEN ALIA AIRPORT............................................................................ 19 FIGURE 3.16 AIRPORT ENTRANCE.............................................................................. 20 FIGURE 3.17 SKYLIGHT............................................................................................. 20 FIGURE 3.18 CROSS-SECTION OF ROOF ...................................................................... 21 FIGURE 3.19 PRECAST DOME TESSELATIONS .............................................................. 21 FIGURE 3.20 PASSENGER CIRCULATION ..................................................................... 22 FIGURE 3.21 NARRATIVE SEQUENCE AND LONGITUDINAL SECTION OF THE AIRPORT (CSMIA) .......................................................................................................... 23 FIGURE 3.22 NARRATIVE SEQUENCE OF THE AIRPORT (KEMPEGOWDA) ................. 23 FIGURE 3.23 NARRATIVE SEQUENCE OF THE AIRPORT (QUEEN ALIA) ...................... 24 FIGURE 4.1 DESIGN STANDARD ................................................................................. 25
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FIGURE 4.2 DESIGN STANDARD ................................................................................. 26 FIGURE 4.3 SECURITY SCREENING EQUIPMENT CONFIGURATION ................................. 27 FIGURE 4.4 DESIGN STANDARD ................................................................................. 28 FIGURE 4.5 DESIGN STANDARD ................................................................................. 30 FIGURE 4.6 DESIGN STANDARD ................................................................................. 31 FIGURE 5.1 READING THE USER ................................................................................. 41 FIGURE 5.2 ............................................................................................................... 42 FIGURE 5.3 INTERNATIONAL DEPARTURES ................................................................. 43 FIGURE 5.4 INTERNATIONAL ARRIVALS ..................................................................... 43 FIGURE 5.5 DOMESTIC DEPARTURES.......................................................................... 43 FIGURE 5.6 DOMESTIC ARRIVALS .............................................................................. 43 FIGURE 5.7 FATEHPUR SIKRI ..................................................................................... 45 FIGURE 5.8 FUNCTIONAL ARRANGEMENT OF SPACES.................................................. 46 FIGURE 5.9 BUILDING FORM GENERATION ................................................................. 46 FIGURE 5.10 PASSENGER FLOW AS PER THE SPACE ARRANGEMENT ............................. 46 FIGURE 5.11 COURTYARD CONCEPT DIAGRAMS ......................................................... 47 FIGURE 5.12 STEPPED-TERRACE CONCEPT DIAGRAMS ................................................ 48 FIGURE 5.13 PROPOSED LOCATION FOR TERMINAL 1 ON THE MASTERPLAN ................. 48 FIGURE 6.1 PROGRAM DISTRIBUTION......................................................................... 50 FIGURE 6.2 SITE CIRCULATION .................................................................................. 51 FIGURE 6.3 GROUND FLOOR CIRCULATION ................................................................ 52 FIGURE 6.4 FIRST FLOOR CIRCULATION (ARRIVALS) .................................................. 53 FIGURE 6.5 SECOND FLOOR CIRCULATION (DEPARTURES) .......................................... 54 FIGURE 6.6 PASSENGER MOVEMENT DIAGRAM........................................................... 55 FIGURE 6.7 BAGGAGE MOVEMENT DIAGRAM ............................................................. 56 FIGURE 6.8 GROUND FLOOR PLAN............................................................................. 57 FIGURE 6.9 FIRST FLOOR PLAN.................................................................................. 57 FIGURE 6.10 THIRD FLOOR PLAN............................................................................... 58 FIGURE 6.11 SECOND FLOOR PLAN............................................................................ 58 FIGURE 6.12 AIRLINE OFFICE AREA (GROUND FLOOR)................................................ 59 FIGURE 6.13 COMMON CHECK-IN AREA (SECOND FLOOR) .......................................... 60 FIGURE 6.14 SECURITY CHECK AREA (SECOND FLOOR) .............................................. 61 FIGURE 6.15 DEPARTURE LEVEL ENTRANCE .............................................................. 62
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FIGURE 6.16 CHECK-IN AREA .................................................................................... 62 FIGURE 6.17 CENTRAL COURTYARRD ........................................................................ 63 FIGURE 6.18 IMMIGRATION CHECK AREA................................................................... 63 FIGURE 6.19 SHOP AND DINE AREA (THIRD FLOOR) ................................................... 64 FIGURE 6.20 ENPLANING CORRIDOR (THIRD FLOOR) .................................................. 65 FIGURE 6.21 SHOP-DINE AREA .................................................................................. 66 FIGURE 6.22 VIEW FROM THIRD FLOOR...................................................................... 66 FIGURE 6.23 ENPLANING CORRIDOR .......................................................................... 67 FIGURE 6.24 DEPLANING CORRIDOR (SECOND FLOOR) ............................................... 68 FIGURE 6.25 BAGGAGE CLAIM (FIRST FLOOR) ........................................................... 69 FIGURE 6.26 DEPLANING CORRIDOR .......................................................................... 70 FIGURE 6.27 ARRIVAL IMMIGRATION ........................................................................ 70 FIGURE 6.28 TRADITIONAL COURTYARD ................................................................... 71 FIGURE 6.29 CENTRAL COURTYARD .......................................................................... 71 FIGURE 6.30 COURTYARD PLAN - GROUND FLOOR ..................................................... 72 FIGURE 6.31 COURTYARD PLAN - FIRST FLOOR .......................................................... 72 FIGURE 6.32 COURTYARD PLAN - SECOND FLOOR ...................................................... 72 FIGURE 6.33 COURTYARD SKYLIGHT ......................................................................... 73 FIGURE 6.34 INWARD TERRACES ............................................................................... 73 FIGURE 6.35 USE OF ARCHES .................................................................................... 74 FIGURE 6.36 TRANSITION FROM IMMIGRATION TO BAGGAGE CLAIM ........................... 74 FIGURE 6.37 TRANSITION FROM CHECK-IN TO SECURITY CHECK ................................. 75 FIGURE 6.38 BUILDING ROOF .................................................................................... 75 FIGURE 6.39 ROOF DESIGN........................................................................................ 76 FIGURE 6.40 DYNAMICITY OF ROOF ALONG X AND Y-AXIS ......................................... 77 FIGURE 6.41 ............................................................................................................. 77 FIGURE 6.42 ROOF DYNAMICS................................................................................... 78 FIGURE 6.43 SECTION C (LONGITUDIONAL SECTION) ................................................. 79 FIGURE 6.44 SECTION B (LONGITUDIONAL SECTION) ................................................. 79 FIGURE 6.45 SECTION A (LATTITUDIONAL
SECTION) ................................................. 80
FIGURE 6.46 FAÇADE................................................................................................ 81 FIGURE 6.47 FACADE................................................................................................ 81 FIGURE 6.48 STEPPED TERRACES............................................................................... 82
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FIGURE 6.49 RECREATIONAL TERRACES .................................................................... 82
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LIST OF TABLES
TABLE 2.1 AIR TRAFFIC FORECAST .............................................................................. 7 TABLE 2.2 FLEET MIX EXPECTATION ........................................................................... 7 TABLE 2.3 RESPECTIVE FLEET WING-SPAN................................................................... 7 TABLE 4.1 CHECK-IN AREA CALCULATIONS ............................................................... 25 TABLE 4.2 SELF CHECK-IN AREA CALCULATIONS ...................................................... 26 TABLE 4.3 SECURITY AREA CALCULATIONS ............................................................... 27 TABLE 4.4 BAGGAGE CLAIM AREA CALCULATIONS .................................................... 28 TABLE 4.5 WAITING AREA CALCULATIONS ................................................................ 29 TABLE 4.6 HOLDROOM AREA CALCULATIONS ............................................................ 29 TABLE 4.7 IMMIGRATION AREA CALCULATIONS ......................................................... 30 TABLE 4.8 BAGGAGE SCREENING CALCULATIONS ...................................................... 31
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THESIS OVERVIEW
1.1
BACKGROUND
A city's airport is the first impression and the last impression. The importance of airports as global business hubs is now being recognized globally. Although airports are now recognized as major economic drivers, the airport itself lacks a sense of place. Traditionally, as soon as a passenger arrives off a flight, the chances are that they will transfer immediately out of the airport to their ultimate destination. There is still an essence of psychological disconnection between the airport and its users.
Airports are a place that everybody refers to as boring or stressful and not a place the people would like to visit. The way people look at airports just in an un-friendly manner just as a transportation hub needs to be changed. Many airports have now been created that are userfriendly which people love and look forward to visiting; while many more have to be created.
1.2
AIM AND OBJECTIVE
This project aims to create an airport experience that makes it not just a center for transportation but a space that can provide people comfort. By understanding the psychology of the users and airport processes the project aims to provide a sense of comfort and giving its users a sense of belonging.
1.3
•
Ensure passenger comfort and convenience by all means.
•
To accommodate the changing requirements of passenger needs in an efficient manner.
•
To make sure that there is something for everybody.
•
Coherent airport ‘campus’ that promotes a sense of order and well-being.
SCOPE OF THESIS
Provide opportunities for Airport-related collateral development, such as hotels, offices, retail, and other commercial development that enhance economic development in the region and are compatible with Airport operations.
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•
Promote and prepare multi-modal transportation connections by addressing land use options.
•
Study how technological advancements change the way we travel and change the design of conventional airports.
•
1.4
Promote and attract tourism and its ancillary developments.
LIMITATION OF RESEARCH
•
It takes a lot more than just an Architect to make sure that an airport is designed well and is functioning properly to its maximum capacity. Projects like these have various teams working simultaneously in collaboration, in their field of expertise. At the student level, it is not possible to cater to each aspect to its 100% singlehandedly.
•
Airports are secure buildings and hence due to restricted permissions given it was not possible to have live case studies to understand in depth the functioning of the airports.
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2
2.1
PROJECT SITE
LOCATION
The Government of Uttar Pradesh has envisaged the development of a greenfield airport at Jewar. The development of the airport is expected to connect cities such as Agra, Mathura, Gautam Buddh Nagar, etc. to the world’s aviation network. This will ensure improved industrialization in the region as it would integrate the industries in the hinterland into the global value chains. Improvement in air connectivity may also provide a boost to the tourism sector by increasing traffic inflow at the existing tourist sites and create more avenues for the development of new tourist centers. The proposed airport will also help in the decongestion of IGI Airport in Delhi, which is soon expected to reach its capacity. Spread over an area of 1,334 hectares (Ha), the proposed site for the airport is located at latitude 28ᵒ 09’ N and longitude of 77ᵒ 35’ E, north of Jewar Village, in Gautam Buddh Nagar district of Uttar Pradesh (see Figure 2). The Yamuna Expressway is located about 700 meters from the project site. The site is about 70km from IGI Airport. The site location is presented in Figure 2.1 Location of the proposed airportFigure 2.1.
Figure 2.1 Location of the proposed airport
Jewar, the site chosen for establishing the second international airport for NCR is strategically located at about 72Km from IGI Airport, 40Km from Noida, and a Multi-modal logistic hub (Dadri). The city of Aligarh is southwest of the site just at 45Km from the site. Located close to Yamuna Expressway, the world-famous tourist center Agra is just 130kms from the airport. Initially, the site measuring approximately 6,500 meters from east to west and 4,750 meters
3
from north to south, an area of approximately 3,000 Ha was delineated for establishing the airport. Considering the constraints, it is intended to develop the airport in two stages. In the first stage, it is envisaged to develop the airport over an area of approximately 1334 hectares, which is now under acquisition. The area now under acquisition and earmarked for airport development in the first stage.
Figure 2.2 Airport land under acquisition
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2.2
TOPOGRAPHY AND SITE CONDITIONS
The terrain is almost flat with an elevation of 200 meters above mean sea level (AMSL), which is about 30 meters above the bed level of the Yamuna River. The site is also away from the flood-prone areas of the Yamuna River. No hills or high grounds are visible in and around the site. There is no environmentally sensitive area within the site and nearby. No religious, archeological, and historical place of importance exists with the airport and around. The water table is reported to be 5 to 10 meters below the ground level.
Figure 2.3 Longitudinal profile of airport site
Figure 2.4 Transverse profile of airport site
2.3
CONNECTIVITY INFRASTRUCTURE
The project region is well connected with NCR as well as various other districts in western UP. •
The site is about 30 km from State Highway SH-22A i.e. the highway that connects Palwal and Aligarh.
5
•
There are 100 meters wide Eastern Peripheral Expressway, passing through Yamuna Expressway at Formula One Track, which connects the site to Palwal, Manesar, Ghaziabad, Bhagpat, and Meerut
•
On the southern side, the airport is planned to be connected to the proposed Palwal Khurja expressway.
•
The site is connected to Noida via Greater Noida by a 130-meter wide road
Figure 2.5 Proposed transport network around the site
2.4
TRAFFIC AND DESIGN CAPACITY
For the estimation of the extent/volume/capacity requirements of the different airport subsystems, the air traffic forecast in the horizon periods is used for passengers, cargo, and aircraft, as shown in the following table.
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Table 2.1 Air traffic forecast
The fleet mix expected at Jewar Airport has also been estimated to enable effective planning for the airport. The following table depicts the expected fleet mix over the years.
Table 2.2 Fleet mix expectation
Table 2.3 Respective fleet wing-span
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2.5
PROPOSED MASTERPLAN
Figure 2.6 Proposed masterplan
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3
CASE STUDIES
3.1
CHHATRAPATI SHIVAJI MAHARAJA INTERNATIONAL AIRPORT T2
Figure 3.1 CSMIA T2
3.1.1
Architects: SOM
Status: Built
Built-up area: 4,50,000sqmt.
Passenger capacity: 40 MPA
CONCEPT
The goal was that: the terminal must embody “the heritage of India and the spirit of Mumbai.” The SOM design team immersed itself in traditional Indian art and architecture, which formed a foundation for many of the cultural installations found in the terminal. Ultimately, the terminal is as much a celebration of the history and traditions of India and Mumbai as it is an unprecedented structural and technological achievement.
India is known for its hospitality, vibrant colors, and rich cultural heritage, and thus the design of the terminal sought to provide a sense of welcome and warmth through the various materials and finishes employed.
3.1.2
DESIGN
Regional patterns and textures are subtly integrated into the terminal’s architecture at all scales. From the articulated coffered treatment on the headhouse columns and roof surfaces to the
9
intricate jali window screens that filter dappled light into the concourses, Terminal 2 demonstrates the potential for a modern airport to view tradition anew. Throughout the terminal, the incorporation of traditional details appropriately resonates with India’s rich culture. The terminal’s design responds to the Indian tradition of large homecoming and departure ceremonies. The SOM design team immersed itself in traditional Indian art and architecture, which formed a foundation for many of the cultural installations found in the terminal.
Figure 3.2 Use of traditional jali pattern
Figure 3.3 Indian traditional art
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3.1.3
CIRCULATION
Baggage break-up Baggage make-up
Figure 3.4 Lvl 1 plan (Ground handling services)
Arrivals
Figure 3.5 Lvl 2 plan (Arrivals)
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Figure 3.6 Lvl 3 plan (Domestic departures)
Domestic passengers International passengers
Figure 3.7 Lvl 4 plan (International departures)
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3.1.4
STRUCTURE
It has a long-span roof covering 70,000 square meters, making it one of the world's largest roofs without an expansion joint. The roof is supported by 30 massive columns spaced at 64 meters in the north-south direction and 34 meters in the east-west direction. They increased the depth of the trusses near the columns, and ran trusses in both an orthogonal grid and a 45-degree grid, resulting in generous spacing and cantilevers of 40 meters along the perimeter.
All the mega steel columns and a network of trusses have been artistically clad in thousands of precision-made glass-fiber-reinforced concrete panels on the exterior façade and ceiling, and glass-fiber-reinforced gypsum panels in the interior columns and ceiling. Both GFRC and GFRG were the only materials that could give us a 3 D geometry with the flow of curves.
Figure 3.8 GFRC panel
Figure 3.9 Headhouse structural grid
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The roof and ceiling are separated by a service floor that has the main MS frame structure that holds the terminal roof structure and acts as a maintenance space for all the services. The highlight of the ceiling is the circular DICHROIC glass in each GFRC and GFRG module and the huge skylight at the roof level which filters the sunlight in a spectrum of various colors similar to that of a peacock feather. The circular lenses represent the multicolor circular spots in the peacock feather and can be seen in daylight when the color changes as per our direction of sight.
Terminal Building requires only two grid systems to cover the entire footprint of the building. An orthogonal 8.5 × 8 sqmt grid was adopted for the entire central facility, which provided optimal use of space for the baggage handling facilities. Meanwhile, the grid utilized for the Gate Zone was a 9 × 11 sqmt continuous linear and radial grid along the periphery of the building.
The concrete base structure of the Terminal Building employs three distinct structural floor systems in response to functional zones with varying optimal clear-span requirements. In the linear and radial Gate Zone, a regular, repetitive one-way concrete beam and slab system has been utilized. At locations that generate heavy passenger congestion such as the Baggage Claim Hall, functional requirements called for a relatively column-free space. This was achieved by placing columns within the baggage claim belts and having a clear span between belts resulting in structural framing bays of 17 × 16 sqmt and employing a waffle slab system for the floor framing above. In the Retail Zone, where maximum flexibility for floor openings and future renovations was desired, the floor system utilizes steel framing with composite metal deck slabs in-filled between concrete moment frame systems.
Figure 3.10 Structural section of the headhouse
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3.2
KEMPEGOWDA INTERNATIONAL AIRPORT
Figure 3.11 Kempegowda international airport
3.2.1
Architects: HOK
Status: Built
Built-up area: 1,50,500sqmt.
Passenger capacity: 25 MPA
DESIGN
The structure creates a grand, dramatic presence with an elegantly curved roof that serves as the unifying of all the facilities, creating a strong physical presence and visual identity for the airport. The use of Low-E glazing reduces unwanted heat gain to create an energy-efficient, high-performance structure. Skylights enable natural light to penetrate from above, linking the atmosphere and spacious feeling of the original building with the expansion. At the east and west ends of the terminal, 65-foot-high glass walls flood the space with natural light while creating commanding views to the outside. Silver metallic and bright white finishes recall the high-tech nature of the city.
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3.2.2
CIRCULATION
Lvl 1 Departures
Lvl 0 Common check-in
Figure 3.12 Departure circulation
Domestic passengers International passengers
16
Lvl 2 International Arrivals
Lvl 0 Domestic Arrivals
Figure 3.13 Arrival circulation
Domestic passengers International passengers
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3.2.3
STRUCTURE
Its structural system includes a monolithic plinth with elegant steel branches that pass through a suspended ceiling to meet the structure above. There are 144 columns arranged in 18x8. It is a pin-supported column. Each column has four-pin-supported members which elaborated like a tree. The column is made up of two materials. RCC and steel. RCC material is used from ground level to 6 meters and Steel member is used from 6 meters to roof structure. The distance between the two columns is 16 meters. All columns are in different heights and different positions to achieve a cured roof structure.
Columns and beams are connected by pin and hinge connection. Bracings and beams are connected by a bolting system. Roof and braces are connected by a ribbed bolt system. The roof trusses were designed to be straight elements with changes in the angle at the ends to follow the shape of the roof. The change in angle was effected using specially developed connectors called quad nodes. These nodes helped in ensuring that the connections were standardized and modular. The first layer is made up of a polycarbonate sheet. It is used to protect from weather conditions. The second layer is made up of the ETFE (Ethylene Tetrafluoroethylene) sheet. It is used as a solar panel.
Figure 3.14 Structural roof model
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3.3
QUEEN ALIA INTERNATIONAL AIRPORT
Figure 3.15 Queen alia airport
3.3.1
Architects: Foster+ partners
Status: Built
Built-up area: 11,60,000sqmt.
Passenger capacity: 12 MPA
CONCEPT
The architects of Foster + Partners were inspired by the Bedouin tents to create a canopy of domes on the new airport terminal. Designed to serve as the main gateway to Amman, one of the oldest cities in the world, its design resonates with a sense of place and local culture. The airport has a highly efficient passive design, which has been inspired by local traditions and is based on a flexible modular solution. There are also references to the Jordanian tradition of hospitality.
3.3.2
DESIGN
The terminal building is glass on all sides allowing to observe the takeoff and landing of aircraft. On each side of the central building where the main processing areas, shops, lounges, and restaurants are located in two springs with departure and arrival gates.
Outdoor patios refer to the Jordanian tradition of hospitality and celebrate the custom of several families gather in the airport as they are available for family groups, with seats and shade, when they meet to dismiss or receive travelers.
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Figure 3.16 Airport entrance
3.3.3
STRUCTURE
In response to experience local building and climate of Amman, where summer temperatures vary greatly between day and night the building is constructed entirely of concrete, the high thermal mass of the material provides a passive environmental control. The concrete used was mixed with gravel places to get a similar tone surrounding the desert. The roof is composed of a series of domes tessellation shallow concrete. Its more than 80 identical domes look like a nod to the ancient desert tents and a light pattern. The underside of each dome is embossed to resemble the surface of a leaf, while the supporting grid of concrete columns features split ends designed to look like plant stems. In the gaps between, droplet-shaped skylights allow light to filter through each space.
Figure 3.17 Skylight
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These prefabricated heads for columns are 4m wide, 7m high, and weighing up to 20 tons. Because the roof is constructed from a selection of prefabricated elements, the heads of the columns had to be placed and leveled very precisely so that all the elements fit together properly. This requires a self-leveling mortar and steel plates were used. The heads of the columns were fixed to the body of the same welded steel rings fixed to the underside of the head and welded to the top.
(A) Photovoltaic panels collecting solar energy (B) lightweight concrete shell roof structure capturing sun rays and preventing from building overheating (C) skylights allowing sunlight penetration into the building (D) interior bright floors reflecting sunlight for better micro-climate (E) patios for better natural light distribution on all building levels (F) bright ceilings for better light dispersion
Figure 3.18 Cross-section of roof
Figure 3.19 Precast dome tesselations
21
3.3.4
CIRCULATION
Figure 3.20 Passenger circulation
Departing passengers Arriving passengers
22
3.4
CASE STUDY INFERENCE
ENTRY
CHECK-IN
RETAIL
HOLDROOM
Figure 3.21 Narrative sequence and longitudinal section of the airport (CSMIA)
The airport tries to portray specific identity to the spaces. The entry and check-in areas grand with elegant interior, while retail area has dynamic interior and a break in volume of the grandeur and then the holdrooms with a light and cozy and then the holdrooms with a light and cozy ambience. Throughout the entire process the spaces try to cater the emotions of its passengers. However, it lacks for the green and open spaces.
ENTRY
CHECK-IN
RETAIL
HOLDROOM
Figure 3.22 Narrative sequence of the airport (KEMPEGOWDA)
23
The airport tries to break the volume of the spaces by its dynamic roof. And has a welcoming huge entrance. Overall the airport gives out a dull and off environment making the users sick. Dull waiting areas, lack of natural light in the retail Dull waiting areas, lack of natural light in the retail area, dull check-in areas do not cater to the emotions of the users well.
QUEEN ALIA
ENTRY
CHECK-IN
RETAIL
HOLDROOM
Figure 3.23 Narrative sequence of the airport (QUEEN ALIA)
The airport carries the same architectural language from the beginning to the end of the passenger journey. No variety inexperience of the space is generated be it a public space or private space. All the spaces look strikingly similar. All the spaces look strikingly similar. Space feels like an open field without any sense of direction of the space. It does not help cater to the passenger's emotions.
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4
DESIGN CALCULATIONS
4.1
CHECK-IN AREA
4.1.1
CHECK-IN COUNTERS
CHECK-IN AREA STAFFED COUNTER POSITIONS DEMAND
INPUT
Design Hour Departing Pax. Peak traffic Min. % Of Pax. In Peak min. % of Pax Using this Facility Peak 20 min Pax Processing time perm Pax. Maximum Wait Time-min Required # of Counters
1531 20 50 80
QUEUE STANDARDS OUTPUT
DEMAND
INPUT
50 4 11
612.4
Modeled # of Counters AVG. width of Counter-meter Depth of Queue-meter Length of Counter-meter Total Queue Area-Sq.m
2.5 10
200 2200
COUNTER STANDARDS 51 Modeled # of Counters AVG. width of Counter-meter AVG. Depth of Counter-meter Total Counter Area-Sq.m
QUEUE MODEL (PROCESSING) Modeled # of Counters Max.Queeue Wait Time-min Max. # Of Pax. Waiting in Queue
OUTPUT
50 10.62 212
TOTAL AREA (sqmt)
Table 4.1 Check-in area calculations
Figure 4.1 Design standard
25
50 2 5 500 2700
4.1.2
SELF-CHECK-IN
CHECK-IN AREA SELF CHECK IN COUNTERS DEMAND
Design Hour Departing Pax. Peak traffic Min. % Of Pax. In Peak min. % of Pax Using this Facility Peak 20 min Pax Processing time perm Pax. Maximum Wait Time-min Required # of Counters
INPUT
QUEUE STANDARDS OUTPUT
DEMAND
INPUT
15 1 4
229.65
Modeled # of Counters AVG. width of Counter-meter Depth of Queue-meter Length of Counter-meter Total Queue Area-Sq.m
1531 20 50 30 1.5 2
15 60
COUNTER STANDARDS 16 Modeled # of Counters AVG. width of Counter-meter AVG. Depth of Counter-meter Total Counter Area-Sq.m
QUEUE MODEL (PROCESSING) Modeled # of Counters Max.Queeue Wait Time-min Max. # Of Pax. Waiting in Queue
OUTPUT
15 3 0
TOTAL AREA (sqmt)
Table 4.2 Self Check-in area calculations
Figure 4.2 Design standard
26
15 0.8 0.8 10 70
4.2
SECURITY SCREENING
SECURITY SCREENING SECURITY SCREENING
COUNTER STANDARDS
DEMAND
INPUT
Design Hour Departing Pax. Peak traffic Min. % Of Pax. In Peak min. Peak 20 min Pax % Additional Traffic (crew, employess Total Security Traffic Throughput Rate (pax/hour per lane) # of Pax Processed/min in one lane Maximum Target wait time Minimum required # of Screening
1531 20 50
OUTPUT
DEMAND
INPUT
765.5
Depth of Security Queue Width of Scanning Lane Module (2 Lanes) Overall Length of Check Point Area Reconciliation Area Depth
7.5 7.5 12 3
10 842.05
COUNTER STANDARDS
300 5
Security Queue Area Pax. In Queue based on wait time Pax. Space required for LOS (sq.m/pax) Required security Queue Area for LOS (sq.m) Pax. Space with current dimensions (sq.ft/pax) Total Checkpoint Area (sq.m)
5 7
QUEUE MODEL (PROCESSING) # of Screening Lanes Max. Wait time in Queue (min)
OUTPUT
15
TOTAL SECURITY SCREENING AREA (sqmt) 2.2
Table 4.3 Security area calculations
Figure 4.3 Security screening equipment configuration
27
421.875 168.41 1 168.41 2.51 844 1266
4.3
BAGGAGE CLAIM
BAGGAGE CLAIM REQUIREMENT AS PER PAX. DEMAND
INPUT
Peak Hour Deplanning Pax Peak Traffic Mins % Deplanning In Peak Mins % Terminating Pax Peak Mins Terminating Pax % of Pax Checking Bags # of Pax Checking Bags Avrage Traveling Party Size Number Of Parties % Additional Pax at Claim Total People at Claim Claim Frontage per Person (m) Total Claim Frontage Required (m)
1531 20 50 95 727.225 90 654.503 1.3 503 30 549 0.4
TOTAL BELT LENGTH (mt) Table 4.4 Baggage claim area calculations
Figure 4.4 Design standard
28
OUTPUT
220 220
4.4
WAITING AREAS
4.4.1
GENERAL WAITING AREAS
WAITING AREAS SEATING AREA DEMAND
LOUNGE INPUT
Design Hour Departing Pax. Seating required % Reuired Area per person
OUTPUT
DEMAND
153.1
Design Hour Departing Pax. Seating required % Reuired Area per person
1531 10 2
TOTAL AREA (sqmt)
306
Design Hour Departing Pax. Seating required % Area of sleeping pod Size with circulation Quantity
459.3 2.5 1140
WAITING AREA- ARRIVALS INPUT
DEMAND
OUTPUT
1531 5
Design Hour Departing Pax. Seating required % Reuired Area per person
76.55 1.05 4.2
INPUT
1531 5
76.55 2
42
TOTAL AREA (sqmt)
190
Table 4.5 Waiting area calculations
HOLDROOMS
HOLDROOMS HOLDROOMS- Code C (A320, B737, MD80) SINGLE HOLDROOM APPROACH
INPUT
# of Seats on Design Aircraft Load Factor # Of Design Passengers
170 85
Percent Seated Percent Standing Seated Pax. Space Requirements (sq.m) Standing Pax. Space Requirements (sq.m) Seated & Standing area (sq.m)
80
Podium Width/Position (m) Depth of Podium to Back wall (m) Podium Queue Depth Area per Podium Position (sq.m) Number of Podium Positions Total Podium & Queue Area (sq.m) Boarding/ Egress Corridor Width(m) Depth Of Holdroom Boarding/Egress Corridor per Bridge (sq.m) Number Of Bridges/Doors Boarding Corridor Area (sq.m) TOTAL HOLDROOM AREA (sqmt)
OUTPUT
10
TOTAL AREA (sqmt)
4.4.2
OUTPUT
1531 30
TOTAL AREA (sqmt)
SLEEPING AREA DEMAND
INPUT
HOLDROOMS- Code F (A380, B747-8) OUTPUT
SINGLE HOLDROOM APPROACH
INPUT 650 85
145
# of Seats on Design Aircraft Load Factor # Of Design Passengers Percent Seated Percent Standing Seated Pax. Space Requirements (sq.m) Standing Pax. Space Requirements (sq.m) Seated & Standing area (sq.m)
80
20 1.3 0.9 176 1.2 2.4 4.6
14.4
Podium Width/Position (m) Depth of Podium to Back wall (m) Podium Queue Depth Area per Podium Position (sq.m) Number of Podium Positions Total Podium & Queue Area (sq.m) Boarding/ Egress Corridor Width(m) Depth Of Holdroom Boarding/Egress Corridor per Bridge (sq.m) Number Of Bridges/Doors Boarding Corridor Area (sq.m)
207
TOTAL HOLDROOM AREA (sqmt)
8.4 2 16.8 1.8 8 14.4 1
Table 4.6 Holdroom area calculations
29
OUTPUT
553
20 1.3 0.9 674 1.2 2.4 4.6 8.4 4 33.6 1.8 8 14.4 3 43.2 751
Figure 4.5 Design standard
4.5
IMMIGRATION
IMMIGRATION IMMIGRATION COUNTER DEMAND
INPUT
Design Hour Arriving Pax. Peak traffic Min. % Of Pax. In Peak min. % of Pax Using this Facility Peak 20 min Pax Processing time perm Pax. Maximum Wait Time-min Required # of Counters
70 60 100 100
QUEUE STANDARDS INPUT
Modeled # of Counters AVG. width of Counter-meter Depth of Queue-meter Length of Counter-meter
2 3.5 7
OUTPUT
3.5
70 2 10
TOTAL AREA (sqmt) 2
24.5
COUNTER STANDARDS
QUEUE MODEL (PROCESSING) Modeled # of Counters Max.Queeue Wait Time-min Max. # Of Pax. Waiting in Queue
DEMAND
OUTPUT
Modeled # of Counters AVG. width of Counter-meter AVG. Depth of Counter-meter
2 10.00 10
2 3.5 4.5
TOTAL AREA (sqmt)
15.75
TOTAL AREA (sqmt)
40
TOTAL AREA (arrival + departure)
Table 4.7 Immigration area calculations
30
80
Figure 4.6 Design standard
4.6
BAGGAGE SCREENING
BAGGAGE SCREENING BAGGAGE SCREENING
EDS/ETD EQUIPMENT REQUIREMENTS
DEMAND
INPUT
Design Hour Pax. Checking In % of pax Checking Bags AVG. # of Bags per Pax Total # of Bags in Peak Hour 10 minute Baggae flow rate TSA Surge Factor Equivalent Baggage Rate(Bags/Hour) % of Total bags non-EDS # of Total bags non-EDS # of Total bags for Level 1 EDS Units
1531 60 1.5
OUTPUT Level 1 EDS Screening-Bags/hour # of Level 1 EDS Units required 1377.9 229.65
% of Scanned Bags requiring level 2 Screening (Alarm Rate) # of Bags requiring Level 2 OSR Level 2 OSR rate (Bags/Hour) # of Level 2 OSR Stations (1 per station) % of Resolved OSR Bag Reviews (Clear Total # of Bags needingn Level 3 in Peak
1.15 1584.59 3 48 1537
BAGAGE SCREENING SPACE REQUIREMENTS Level 1 Area per EDS (sq.m) # of required EDS Units Level 1 Area per EDS (sq.m) # of required EDS Units Level 1 Area per EDS (sq.m) # of required EDS Units TOTAL AREA (sqmt)
Level 3 ETD Screening# of level 3 ETD Units required (2
150 10 25 384 120 3 80 77 24 2
75 10
BAGGAGE MAKE UP SPACE REQUIREMENTS
3.75 3
EQA (In Use) Expected # of Departures per Gate Stagged carts/containers per EQA Area required per cart/container (sq.m)
9 2
32 1.5 3 55.75
795 TOTAL MAKE-UP AREA (sqmt)
Table 4.8 Baggage screening calculations
31
5352
4.7
DETAILED DESIGN PROGRAMME
4.7.1
DEPARTURES
No.
Space
Description
Quanti ty
Total Area
50
2700
15
70
DEPARTURES
A
A1
Staffed checkin counter
A2
Self-check in counters
A3
Office area
A4
Restrooms
CHECK-IN
A5
Waiting area for pax.
Counter for 1 staff member and pull back belt for baggage Kiosk stands for self checkin Area for support office for check-in purpose Washroom facility for the check-in staff members Washroom facility for 20% php. capacity Area apart from queuing with 10% of php. Capacity
150
450
300
3670
32
No.
Space B1 B2
B
AIRPORT MANAGE MENT
B3 B4 B5 B6
B7
B8 B9 B
PASSENGE R FACILITY
B10
Description
Airport Police Baggage cart and other storage Facility maintainance Ground handling staff Porter services Staff lockers
Airline info. Center
50 15 30 10 20 1 for international, 5 for domestic
6
60
1
10
2
20
2
50
For 30% php. Capacity
Lounge
B13
Sleeping lounge
F&B + Retail
Total Area 50
Visa cancellation office Currency exchange Health check
B11
B14
Quanti ty
1100 10
Facility to shop and eat, 20% of overall concession space
50
1500
2965
33
No.
Space C1 C2
C
SECURITY CHECK
C3 C4 C5
Description
Security screening area
Quanti ty
Total Area 1300
CISP staff area YEIDA support area Support staff
100 100 200
Baggage 1220 screening area bags/hour
800
2500 D1 D
BAGGAG E CHECK
D2 D3
Baggage make-up area Staff area
5350 100
Baggage break-up area
1500
6950 D1 D2 D3 D
IMMIGRAT ION
D5 D6 D7 D8 D9 D10
Immigration check General office space Secondary inspection room Supervisor office Port director's office Staff toilets Storage Holdroom Computer Room
2 booths
40 100 25 15 20 150 25 25 25 425
34
No.
Space E1 E2 E3 E5
E
CUSTOMS
E6 E7 E8 E9 E10
Description
Quanti ty
Customs supervisor Customs office In-bond rooms Lockable TECS room Search rooms Public area Storage Airport Director
Total Area 25 50 20 15 15 50 15 30
Customs Patrol
25 245
E1
E
POST SECURITY
Holdroom
E2
F&B + retail
E3
Restrooms
Code C gates Code F gates Facility to shop and eat, 70% of overall concession space 50% php. Useage
10
2000
2
1500
5000
1000 9500
26255
35
4.7.2
ARRIVALS
No.
Space
Description
Quanti ty
Total Area
ARRIVALS
A1
A2
A
BAGGAG E CLAIM
A3
A4 A5
Baggage break-up area Baggage claim total frontage Baggage claim circulation area Left baggage area + staff area Waiting area
2000
260m
2500
100 10% seating capacity
300 4900
B
PASSENGE R FACILITY
B1
Visa Collection
B2
Restrooms
B3
F&B
B4 B5 B6 B7 B8 B9
25 50% php. Useage 10% of overall concessions
Tours & hotel 9 sqmt each offices Currency exchange Airport police Health check Lounges for 5% pax Baggage cart & other storage
1150 800 50 25 100 25 190 15
2380
36
No.
Space C1
C
AIRPORT MANAGE MENT
C2 C3 C4
Description
Facility maintainance Ground handling staff Porter services Staff Lockers
Quanti ty
Total Area 15 30 10 20 75
D1 D2 D3 D4 D5 D
IMMIGRAT ION
D6 D7 D8 D10 D11 D12 D13
Immigration check General office space Conference area Break Room Secondary inspection room Interview room Supervisor office Port director's office Staff toilets Storage Holdroom Computer Room
2 booths
40 120 20 20 25 10 15 20 150 25 25 25 495
37
No.
Space
E6 E7 E8
Customs supervisor Customs office In-bond rooms Cashiers area Lockable TECS room Search rooms Public area Storage
E10
Customs Patrol
E1 E2 E3 E4 E
CUSTOMS
Description
E5
Quanti ty
Total Area 25 50 20 10 15 15 50 15 25 225
8075
38
4.7.3
AIRPORT OPERATION AND MANAGEMENT
No.
Space
Description
Quanti ty
Total Area
AIRPORT OPERATION AND MANAGEMENT A1 A2 A3 A
AIRPORT MANAGE MENT
A4 A5 A6 A7
CISF Duty free storage Facility maintainance Support staff Engineering staff Security staff Baggage handeling area
200 200 200 200
3000
3800
B
SERVICES
B1
HVAC
B2
Structure
B3
Circulation
20% of total area 5% of total area 15% total area
10000 2500 7500
20000
39
4.7.4
No.
APPROACH
Space
Description
Quanti ty
Total Area
APPROACH Terminal Curb(Departur 200 m length for 1 lane e) 30 m width of curb Terminal 200 m length Curb(Arrival) for 1 lane 15 m width of curb Drop Off Lane(Departur 200 m length for 1 lane e) 6 Lanes Drop off 200 m length Lane(Arrival) for 1 lane 4 Lanes
6000
3000
6000
3000
9000
TOTAL: 67,130sqmt
40
5
DESIGN PROCESS
5.1
UNDERSTANDING THE USERS
FAMILY
PRIVACY
EXCITMENT
STRESS
BIOPHILIC
NATURAL
DESIGN
MATERIAL
NATURAL
LIGHT
PRIVACY
WORK ENVIRONMENT BUSINESS
BIOPHILIC DESIGN • • •
Heighted spaces Courtyards Gardens
WORK ENVIRONMENT • • • •
View Curvilinear form Green spaces Peaceful environment
PRIVACY • • •
Creating niches Thresholds Barriers
Figure 5.1 Reading the user
A terminal building will have to cater to a variety of users. With every passenger, the purpose of the journey has diverged. Going through all the airport processes is a tedious job and the 41
passengers' whether solo traveler or a family, business traveler or a frequent traveler everybody would portray different emotions at different stages of the journey. Understanding the emotions and how to cater to them architecturally becomes an important part of the design process.
BUSINESS
• • •
STRESS ANXIETY EXCITEM
SOLO
FAMILY
• • •
TIRING PROCESS REQUIRE PRIVACY SEAMLESS PROCESS
Figure 5.2 “Spaces determine our behavior — for the most part without our conscious perception”
5.2
UNDERSTANDING THE AIRPORT PROCESSES
For buildings like these, it is of utmost necessity to understand their functioning well in order for the building to perform well. Constant and correct flow of passengers is one of the most important aspects of any transportation hub. Diagrams below show the proper processing movement of the passengers which has to be ensured and sequenced properly for the building to perform well.
42
Figure 5.3 International departures
Figure 5.4 International arrivals
Figure 5.5 Domestic departures
Figure 5.6 Domestic arrivals
43
5.3
DEFINING THE OBJECTIVE OF THE DESIGN
Designing an airport terminal always comes with a fixed set of requirements that need to be fulfilled. An amalgamation of requirement and design is essential. Airports have always been about:
But what about:
✓ EFFICIENCY
? EXPERIENCE
✓ CIRCULATION
? COMFORT
✓ MAXIMUM GATE AREA
?
PERSONALIZATION
✓ VISUAL IDENTITY
?
WELL-BEING
The objective of the design is to give a variety of experiences to the users and give a comfortable usable space that could break the conventional outlook for the Airport building. To create something more than just a transportation hub and more like a space of leisure. Creating spaces keeping in mind the user's state of mind at every interval of the journey is important. An experience that breaks the conventional outlook of the building.
5.4
DESIGN INSIGHT
The site is located in the vicinity of Delhi province. Delhi is a culturally rich province that exhibits the indo-Islamic style of architecture and is a hub for such style masterpiece monuments. One of such monuments of Fatehpur Sikri was studied to understand the aspects of indo-Islamic style architecture. The spatial structure of Fatehpur Sikri was created through the use of the principles of asymmetry, enclosure, change in level, transparency, and the element of surprise. Pavilions, porches, and verandahs were used to add another dimension to the experience of transition. At places, the transition is accentuated by a change of level. Lattice screens to allow light, water bodies to create macroclimate, courtyards, arches, and stepped terraces were certain prominent features of such structures.
44
Figure 5.7 Fatehpur Sikri
5.5
CONCEPT
Conceptual design started by keeping in mind the design objective, design inspiration, and the understanding of how an airport works. Form building was a step-wise process:
•
Functionally arranging the spaces as per the airport operations.
•
Adding break-out spaces, that helps in breaking down the monotony of the passenger flow. This started generating an interesting building framework.
•
Incorporating the understanding of the terraces and courtyards to break the monotony of the buildings.
45
Figure 5.8 Functional arrangement of spaces
Figure 5.9 Building form generation
Figure 5.10 Passenger flow as per the space arrangement
processing areas
waiting/seating areas
services/offices gate area
46
public facilities
landscape
Taking inspiration from the concept of Fatehpur Sikri, using terraces and courtyards into the terminal building in a proper way.
•
Semi-open
courtyard
spaces to bring in natural air. •
Spill-out spaces for the passengers.
•
Ensures
connectivity
between levels. •
Creating buffer for the design
•
Open courtyard to break-up
the
building. •
Creating series of open
and
environment. Figure 5.11 Courtyard concept diagrams
47
closed
•
Using stepped terraces for multi-level
connectivity
and façade buffer
Figure 5.12 Stepped-terrace concept diagrams
5.6
UNDERSTANDING THE SITE
Figure 5.13 Proposed location for terminal 1 on the masterplan
48
Approach road
Proposed parking
Terminal 1 site
Utilities
Taxiway
Adding enplaning/deplaning corridor towards the taxiway
Adding non-sterile operation block towards the approach road.
Adding sterile operation block in between
Hierarchy of movement is achieved as the passengers get filtered out from non-sterile to sterile areas the passengers get more easy and free circulation area.
49
6
6.1
DESIGN
PROGRAM DISTRIBUTION
The program is divided into 4 tiers for easy and clean passenger movement, baggage movement, and distribution recreation spaces for the passengers.
GROUND FLOOR: GROUND HANDLING SERVICES AND AIRLINE OFFICES ground services I Offices
FIRST FLOOR: BAGGAGE CLAIM customs I security I immigration I baggage claim I shop-dine
SECOND FLOOR: ARRIVALS AND COMMON CHECK-IN check-in I security I immigration I management I deplaning
THIRD FLOOR: DEPARTURES shop-dine I enplaning
Figure 6.1 Program distribution
6.2
BUILDING APPROACH AND SITE CIRCULATION
The approach to the terminal building will take place in 3 tiers flyover system.
50
Ground level road
First level flyover
Second level flyover
Figure 6.2 Site circulation
The zoomed in circulation diagrams of the red-boxed areas have been shown in Figure 6.3 Figure 6.4 and Figure 6.5.
51
52 Figure 6.3 Ground floor circulation
53 Figure 6.4 First floor circulation (Arrivals)
54 Figure 6.5 Second floor circulation (Departures)
6.3
PASSENGER MOVEMENT
Third floor: Enplaning
Second floor: Deplaning/ Check-in
First floor: Baggage Claim
Ground floor:
Departure Movement
Figure 6.6 Passenger movement diagram
Arrival Movement
55
Baggage handling services
6.4
BAGGAGE MOVEMENT
Third floor: Enplaning
Second floor: Deplaning/ Check-in
First floor: Baggage Claim
Ground floor: Baggage handling services
Figure 6.7 Baggage movement diagram Baggage make-up Baggage break-up
56
6.5
PLANNING
Airline offices
Ground handling
Figure 6.8 Ground Floor plan
Arrivals
Figure 6.9 First Floor plan
57
58
Departures
Arrivals
Departures
Figure 6.10 Third Floor plan
Figure 6.11 Second Floor plan
Figure 6.12 Airline office area (Ground floor)
6.6 AIRLINE OFFICES
59
all levels are in meters
Figure 6.13 Common check-in area (Second floor)
60 Staff entry V.I.P. entry
Office workers entry Passenger entry
6.7 DEPARTURES
61
all levels are in meters
Figure 6.14 Security check area (Second floor)
Figure 6.15 Departure level entrance
The departing passengers enter directly facing the semi-open courtyard. And they get to enjoy the view while waiting in a queue for their check-in. The courtyard provides a visual connection between the levels.
Figure 6.16 Check-in area
62
Figure 6.17 Central courtyarrd
Figure 6.18 Immigration check area
While queuing for security check the face an open to sky green space which helps brings in light as well as create a lively atmosphere with a view for the passengers.
63
64
all levels are in meters Figure 6.19 Shop and Dine area (Third floor)
65
all levels are in meters
Figure 6.20 Enplaning corridor (Third floor)
Figure 6.21 Shop-dine area
Figure 6.22 View from third floor
66
Figure 6.23 Enplaning corridor
The eplaning corridor provides a large of recreational activities that can be suitable for all different type of passengers. It tries to create public spaces where people can interact, work, rest, play etc. in their own suitable environment and in proximity to their gates as well.
67
Figure 6.24 Deplaning corridor (Second floor)
6.8 ARRIVALS
68
69
all levels are in meters
Figure 6.25 Baggage Claim (First floor)
Figure 6.26 Deplaning corridor
Figure 6.27 Arrival immigration
70
6.9
6.9.1
DESIGN DETAILS
COURTYARDS
Historically, courtyards were built in response to the climate and were used to generate micro climate with the help of landscape and water elements. Here, the courtyard acts a focal point of the design and directs the design inwards. It also creates a visual connection between the building levels and create indoor terraces. It helps create micro climate.
Figure 6.28 Traditional Courtyard
Figure 6.29 Central courtyard
71
Figure 6.30 Courtyard plan - Ground floor
Figure 6.31 Courtyard plan - First floor
Figure 6.32 Courtyard plan - Second floor
72
Figure 6.33 Courtyard skylight
Figure 6.34 Inward terraces
73
6.9.2
ARCHES
Historically, arches were understood as thresholds in and space, through which one passes to enter another kind of and space. So, here passing through the arches symbolizes completion of one process and moving onto other. Additionally it also helps breaking the journey of passengers flow.
Figure 6.35 Use of arches
Figure 6.36 Transition from immigration to baggage claim
74
Figure 6.37 Transition from check-in to security check
6.9.3
ROOF
Figure 6.38 Building roof
75
Roof plane
Dividing the plane as per the functions below it
Extruding
each
sections as per the experience
volume
and
to
be
provided for each functions below.
Creating dynamicity
Supporting with
columns.
Figure 6.39 Roof design
76
it tree
Figure 6.40 Dynamicity of roof along x and y-axis
Figure 6.41
77
Figure 6.42 Roof dynamics
78
all levels are in meters
Figure 6.43 Section C (longitudional section)
Figure 6.44 Section B (longitudional section)
6.9.4 SECTIONS
79
80
all levels are in meters
Figure 6.45 Section A (lattitudional section)
6.10 MISCELLANEOUS 3D
Figure 6.46 Façade
Figure 6.47 Facade
81
Figure 6.48 Stepped terraces
Figure 6.49 Recreational terraces
82
