An Bord Pleanála
Urban design, Building design, passenger experience and visual impact
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Urban design, Building design, passenger experience and visual impact(30th April, 2007) First party presentationsFor this module the first party had three presentations. The first was by Alan Lamond Director of Pascal & Watson, and the lead architect for the T2 project. (power point exhibit AR-30/04/2007) He outlined the primary objectives of the project as
The secondary objectives included specific objectives for the terminal, and pier For the terminal
For the pier Sizing to suit projected stand mix, being able to cope with busy hour and forecast growth Efficient and elegant building
The landside development was consistent with the airport master plan, and the relationship of the terminal building to the road system was the main driver of landside development. It provided segregation of the traffic for T2 from T1, thus helping improve traffic congestion. Provision of arrival kerb in front of the terminal building was an unusual achievement for a large airport development. Future Metro station and Ground Transportation Centre provided an ideal point of arrival for passengers, a main node connecting into both terminals, allowing passengers to reach either in a comfortable way. These together with the road system provided a cohesive proposition where whole landside circulation came together. There was also a link between the terminals, while the flows were not big, they needed to ensure connection for staff and those passengers needing to move. All of the linkages crossing the forecourts were elevated and separate from the road level, therefore there was no mix of passengers and vehicles. Referring to condition number 29 he submittted that it was not justified because of distance and the passenger numbers. Distances at 158m was a lot less than 300m referred to in IATA. Also a different building design would be required to house a travelator. Their design was appropriate for the number of passengers. On airside, Pier E provided 19 gates and code C stands. There were 6 contact stands in front of pier C so there was a net gain of 13 contact stands. They had ability to provide ‘MARS’ stands (multiple aircraft ramp systems) where you could provide for both code C or Code E planes. There would be some re-grading of aprons and re- aligning of taxi ways to provide easy access to stands. They were designing the terminal and piers for service level C (Reasonable service at reasonable cost, recommended minimum design level by IATA). The constraints in the depth and width of the site area led to development of two buildings linked as one. On one side the building fit in between the access route incorporating route to T1 and pier C, and on the other between the catering buildings, hangar and T1. There were three primary levels for the passengers. Main checking floor for passengers, primary arrival level, and primary departure level. Pier C was incorporated at the arrivals level. The departures area was sailing across on top of pier C. it took advantage of the volume to provide pre clearance area for us immigration and retail / catering areas. All was developed within one cohesive architectural treatment, in a curvelinear form. Pier E was designed to get max number of contact stands in the area available. The design was specifically configured to move from phase I to phase II seamlessly with no threat to the operation of the terminal as it expanded. The design principles were consistent with those established in the Dublin Airport LAP. There were clear references to the ‘character’ of the building. They used that as an opportunity. The terminal building would be a major contributor to the urban design style of the Landside airport campus. It would transform the approach for all surface access traffic, creating a contemporary image for the airport community as a whole. The layout, form, content and fabric of the building all contributed to create a radically different identity and set a new benchmark for all future developments at the airport. Other design principles included
Tried to make sure that movement patterns aided by the architectural form and central spinal corridor with roof light. The passenger experience started before they got to the building. They were trying to change the present. The first glimpse of the building would give a positive impression in terms of space, volume, ease of movements through the campus, within and between buildings and clarity of signage helping them go directly where they wanted to go. The urban design philosophy was founded on the concept that the Ground Transportation Centre and metro right at the heart of the campus, with clearly defined routes to both terminals. Directory: news news -> Nonprofit grant application news -> Bulletin 4 Monday July 8, 2002 Backgammon news -> Last year four of the best Afrikaans Christian singers joined forces to tour Down Under with the production ‘Manne wat Glo’ news -> Management and Marketing news -> World Computer-Chess Championship news -> World Computer-Chess Championship news -> World Computer-Chess Championship Download 0.92 Mb. Share with your friends:
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