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Architect Architectural Designer


Brazilian-American architectural designer Milena Markman was born in São Paulo and moved to the United States in 2002. A notable alumna of the Master of Architecture program at the University of Illinois Urbana-Champaign, Milena won numerous awards for her architectural design studio projects. She won first place in the 2011 Graduate Design Studio Competition, the 2012 Chicago Women in Architecture Award, and was one of three students selected to participate in the prestigious 2012 AIA Chicago Design Competition. As a summer intern with 360 Architecture in Kansas City, Milena was a member of the consulting team for the design of the CAP Indoor Arena in Curitiba, traveling to Brazil for design workshops and client presentations. After graduation, she joined HOK Architects in St. Louis. She collaborated with founding HOK architect Gyo Obata on the revitalization of a historic St. Louis landmark building, 700 Market Street by Phillip Johnson. In 2014, Milena joined the carlosarcosarquite(c)tura studio in Brazil, where she observed the completion of the Curitiba Arena for the 2014 World Cup and lead team assembling the studio’s first academic book “The Lightbox”. She also coordinated competitions for the award-winning Cultural and Expo Center in Rio de Janeiro State and the National Library Annex Competition designed in conjunction with MMBB in São Paulo.


PRINCIPLES AND FEASIBILITY

22

L A XCA

I

L AWA

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

programming - construction documents, 2018/19

UNIFESP University Housing Automated People Mover (APM) Osasco, Brazil

design competition, 2015

National Expansion UNIFESPLibrary University Housing Washington Union Station Expansion Rio de Janeiro, Osasco, Brazil Brazil

design competition, 2014 2015

Washington DC

master planning and concept development, 2016

Cultural, Expo, and Convention Jorge Chávez International Airport Center National Library Expansion Nova Brazil Terminal 2 Rio deFriburgo, Janeiro, Brazil

design competition, 2014 schematic design, 2015 Honorable Mention

Grimshaw Architects

Arena Curitiba 2014 Cultural, Expo, and Convention UNIFESP University Housing Center UNIFESP University Housing Curitiba, Nova Friburgo, Osasco, Brazil Brazil

construction, 2014 2014 design competition, 2015 design competition, 2015 Honorable Mention

carlosarcosarquite(c)tura

Los Angeles International Airport

N A R R AT I V E S

October 2015

Interdiciplinary Science & Technology Building VII (ISTB7) Phoenix, AZ

I

AU TO M AT E D P E O P L E M O V E R

23

Unit of Work 4.2

Figure 3. Washington Union Station

Figure 4. Washing Union Station

Lima, Peru

The Program Elements were determined in conjunction with the preparation of the Purpose and Need Statement. While the ultimate composition of the program continues to be refined, the detailed basis for the space program reflects the technical and operational parameters that allows the existing station, the transportation based components (including Rail Passenger and Multimodal Transportation functions), the expanded station facilities, and the associated open spaces and streetscapes to function and be experienced as a coherent place. Terminal 2041 Aerial view of the terminal in its Önal phase

163

• Based on information provided by the key operators and facilities managers, the program reflects the current understanding of the operations in the existing WUS and proposed operations as envisioned by the Project Proponents in coordination with the Northeast Corridor Future (NEC Future) Tier 1 EIS. • Workshops and technical meetings with the Project Proponents and key stakeholders are being conducted to further understand programmatic and operational needs to define the Space Program. • Extensive planning exercises assisted in the establishment of a hierarchy of program planning principles appropriate to usage type. As the design processes, adjacency diagrams will be prepared and tested via blocking and stacking diagrams. • Based on current ridership data from the pertinent transportation agencies, the initial pedestrian flow parameters informs concourse and circulation spatial requirements, test entry and exit strategies, as well as inter-modal connectivity and pedestrian movement generally, taking into particular consideration peak movements when these spaces are most stressed. 22

WASHINGTON UNION STATION EXPANSION PROJECT

Pousada Paraíso - Paradise Inn - Fernando de Noronha, Brazil

Graduate Design Studio Award - First Place, Chicago Women in Architecture Award, AIA Chicago Design Award nominee

• The market research and the retail analysis and meetings with Ashkenazy Acquisition Corporation (USI) informed the development of guidance to determine the appropriate retail and tenant mix and parameters for their successful location within the development.

Osasco, Brazil

• The private developer provided a preliminary program that was consistent with the air rights zoning. This preliminary program provided a baseline understanding of the intended level of development.

concept development for bid proposal, 2017

Grimshaw Architects

carlosarcosarquite(c)tura

Grimshaw Architects

carlosarcosarquite(c)tura, carlosarcosarquite(c)tura MMBB

Grimshaw Architects

carlosarcosarquite(c)tura carlosarcosarquite(c)tura, MMBB

carlosarcosarquite(c)tura

The New Administrative and Political Arena Curitiba 2014 National Library Expansion National Library Expansion Center forBrazil the State Curitiba, Rio de Janeiro, Brazilof Maranhão Rio de Janeiro, Brazil Maranhão, Brazil

design competition, construction, 2014 2013 2014 design competition, 2014

carlosarcosarquite(c)tura, MMBB

Community of Christ Church Terrace The NewExpo, Administrative and Political Cultural, and Convention Center Cultural, Expo, and Convention Center Renovation Center for the State of Maranhão Nova Friburgo, Brazil Nova Friburgo, Brazil Kansas City,Brazil Missouri Maranhão,

schematic design, 2013 design competition, 2013 2014 design competition, 2014 Honorable Mention Honorable Mention

carlosarcosarquite(c)tura

700 Market St. Renovation Community of Christ Church Terrace Arena Curitiba 2014 Arena Curitiba 2014 St. Louis, Missouri Renovation Curitiba, Brazil Curitiba, Brazil Kansas City, Missouri

design proposal, 2013 schematic design, 2013 construction, 2014

Phillips 66Administrative New Headquarters 700 St. Renovation The Market New and Political 700 Market St. Renovation Houston, St. Louis, Missouri Center forTexas the State of Maranhão St. Louis, Missouri Maranhão, Brazil

design development, HOK proposal, 2013 competition, 2013 carlosarcosarquite(c)tura design proposal, 2013 HOK construction documents, 2013

Clube Atlético Arena Phillips 66 New Headquarters Community of Paranaense Christ Church Terrace Clube Atlético Paranaense Arena Curitiba, Brazil Houston, Texas Renovation Curitiba, City, BrazilMissouri Kansas

360 THREESIXTY ARCHITECTURE arena design consulting design development, schematic design, 2013 2012 HOK schematic design 2012 construction documents, 2013 360 THREESIXTY ARCHITECTURE

Academic Projects Clube Atlético 700 Market St.Paranaense Renovation Arena Curitiba, St. Louis,Brazil Missouri

completed in 2013 of IllinoisARCHITECTURE arena consulting 360 designdesign proposal, 2013 2012 University HOKTHREESIXTY

• Existing building walk-throughs and meetings with operators provided additional information regarding the secondary and support related program. The requirements for back-of-house areas need to be refined and planned to address service requirements, loading docks, trash, recycling, food service and storage, general storerooms, commissary areas, and a VIP secured entrance. Security requirements, both systems and operations related are critical and will also be used in the development of this study. Additionally, the TI team will provide BOH planning requirements for Amtrak managed areas, for reference in the overall Station Framework program.

construction administration, 2013/14

carlosarcosarquite(c)tura carlosarcosarquite(c)tura, MMBB

HOK carlosarcosarquite(c)tura

HOK carlosarcosarquite(c)tura

carlosarcosarquite(c)tura

Fernando de Noronha

Pousada Paraíso - Paradise Inn - Fernando de Noronha, Brazil

Graduate Design Studio Award - First Place, Chicago Women in Architecture Award, AIA Chicago Design Award nominee

Fernando de Noronha

Academic Phillips 66 Projects New Headquarters 0’

30’

The concept behind this Travelers’ Inn is to maximize on the views of the bay located in front the cliff while keeping its edge visually unobstructed and available to everyone. The architectural solution generated by this challenge resulted in the placement of most rooms under the ground plane suspended by a steel cable

60’

completed in 2013 design development,

University of Illinois HOK


Interdiciplinary Science & Technology Building VII - Phoenix, AZ Programming through Construction Documents, 2018/19

• Served as Lead Project Designer for Arizona State University’s Interdisciplinary Science & Technology Building VII in collaboration with Arizona-based firm, Architekton. As such, executed the development of all major project milestones, including project definition, programming, building massing and site strategies, space planning, overall structural design and MEP systems coordination.


ISTB7 will inspire transdisciplinary collaboration to address the most critical issues related to human society and the future state of planet Earth, promote real-time research outcomes, and stimulate solutions for the future. The mission driven designed building will serve as a gateway to the campus and to the teaching and learning occurring within. It will express the critical importance of this learning and research activity to the University, the region, and the globe. IHO’s 5-million-year-old fossil from a private collection

ASU ISTB 7 IHO’s replica of Lucy, a female of the hominin species dated to 3.2 million years ago

A R I ZO N A STAT E U N I V E R S I T Y - I S T B 7

FUTURE NOVUS INNOVATION DISTRICT

FUTURE NOVUS INNOVATION DISTRICT

ASU ISTB 7 Site Plan

Site diagram illustrating ASU’s research campus and ISTB7’s masterplan boundary

Situated at the corner of University Drive and Rural Road, ISTB7 will be the symbolic gateway to Arizona State University’s Tempe Campus. It will be the physical frontispiece for the entrance to the Tempe Campus for visitors traveling from north or south on Rural Road or west on University Drive.

UNIVERSITY DRIVE

URBAN SYSTEMS ENGINEERING

RSS 2 RSS 1

RSS 3 RSS 4 RSS 5

MCALLISTER MALL

ISTB 2

PSYCH. NORTH BLDG

PARKING

TYLER STREET Site diagram illustrating building properline line

150,000 ft2

RURAL ROAD

Campus Plan 1:40

G STREET

This state-of-the-art facility will serve as the new home for the Global Institute of Sustainability and the Institute of Human Origins, which have outgrown their existing spaces. By housing these two distinct institutes under one roof, ISTB7 aspires to bridge the global past of humankind with the extraordinary future of our planet and all people. The Office of Knowledge Enterprise Development (OKED) will be the largest user of ISTB7, occupying all the wet laboratory program in the building. OKED supports several interdisciplinary research institutes and initiatives, connecting researchers with clinical, government and corporate partners and provide the teams and infrastructure to win significant funding opportunities.


• Aligned with proposed pedestrian bridge over University Drive. • Close to intermodal transit (LRT, bus depot). • RSS 1 and service area minimally impacted. • Service access off McAllister can be maintained.

Evaluation Criteria Create New Campus Gateway

Respond to Urban Context

Connect to Pedestrian Network

space.

Building Massing The massing of ISTB7 represents an evolution of the footprint originally envisioned in the ‘All East’ site strategy. A number of contextual adjustments ‘carve’ away from that footprint to achieve a highly responsive and performative building massing.

Concept Design C Site Strategies

Each adjustment, outlined in the diagrams below, is carefully

Spanning Lightrail Option

calibrated to enhance the relationship to existing and future

Master Planning Options

urban features, and to optimize environmental performance.

“GATEWAY” POTENTIAL • Construction does not cross • Complexity associated with LRT intersection tracks, simplifying integrating the canal. Addresses gateway to university from of Rural and University

construction. • Service access off McAllister • Prominent PROS site, appropriate for less straightforward; may CONS PROGRAM RELATIONSHIP high profile “Gateway” building. require alternative approach. Fosters interdisciplinary collaboration program distribution • Site through encompasses canal and • Construction does not cross an • Site lacks prominence, historic features, promoting LRT tracks, nor interfere with impacting appropriateness integrated approach. URBAN RESPONSE canal, simplifying construction. for high-profile “Gateway” • Directly adjacent to intermodal Addresses urban context north• toService Novus,access east to offresidential/commercial McAllister building. transit (LRT, bus depot). can be maintained. • Compactness may dictate and south to lightrail • Aligned with proposed • Compact site minimizes land high-rise configuration. pedestrian bridge over take. • No opportunity to connect University Drive. BRIDGE RESPONSE building with historic site • RSS 1 and service area not Allows for future bridge to be easily incorporated into scheme with adefeatures such as abandoned impacted. rail, canal. quate entry reception space • Effective land / parcel • No opportunity to integrate utilization allows western site open landscape into the site. to be separately developed. CONNECTION TO RESEARCH • Building not directly accessible • ‘Holds’ corner of University Connects to rest of research district on and campus from proposed pedestrian Drive Rural Road, bridge over University Drive. promoting good urban design. • Slightly farther from intermodal PEDESTRIAN REALM transit (LRT, bus depot). 16 6 ARC HITE Kand TO N surrounding | G R IMS H AW Enhances pedestrian experience of site context • RSS 1 and existing service area heavily impacted.

1

A

LRT IMPACT (PAX) Enhances LRT passenger experience with new pedestrian routes and ease of access

ORIGINAL ‘ALL EAST’ MASSING All East Option

5 3

All West Option

B

Showcase Natural/ Historic Features

Optimize Site for Future Development

• Prominent site, appropriate for • Less efficient land / parcel high profile “Gateway” building. utilization. CANAL INTEGRATION • Site encompasses LRT and • Complexity associated Enhances canal environment and integrates into building experience canal, promoting an integrated with crossing the LRT and approach. integrating the canal. MASTER PLAN OPTIMIZATION • Good opportunities for open • Does not ‘hold’ corner of landscape integrated into University Drive and Rural Maximizes site potential given opportunities and challenges project. Road, leaving residual open • Aligned with proposed space. RSS PRESERVATION pedestrian bridge over Leaves RSS buildings untouchedUniversity on site Drive. • Close to intermodal transit (LRT, bus depot). NATURAL VENTILATION • RSS 1 and service area Allows for natural ventilation from eastern and western prevailing winds minimally impacted. • Service access off McAllister can be maintained. DAYLIGHT

Concept Design Site Strategies C

Maximizes daylight penetration into work spaces through use of courtyard, narrow floor plate, etc.

Maximize Environmental Response

RESPOND TO URBAN SIGHTLINES CARVE COURTYARD FOR DAYLIGHT 168

7 3

4 3

Spanning Lightrail Option

A

SOLAR ORIENTATION • ConstructionPROS does not cross • Complexity CONS associated with Orients building toward north andLRT south, minimizes east and west exposure tracks, simplifying integrating the canal. • construction. Construction does not cross

•• Service access off McAllister Site lacks prominence,

• Prominent site, for less straightforward; may LRT tracks, norappropriate interfere with impacting appropriateness CANAL IMPACT (TECHNICAL) high profile “Gateway” building. require alternative approach. canal, simplifying construction. for high-profile “Gateway” Does not alter amount of daylight/open sky that canal is and exposed to or •• Site encompasses canal Service access off McAllister building. inhibit servicing of canal by SRP historic features, promoting an can be maintained. • Compactness may dictate approach. • integrated Compact site minimizes land

CREATE POROUS BASE CARVE COURTYARD FOR DAYLIGHT

high-rise configuration.

take. adjacent to intermodal • No opportunity to connect LRT IMPACT (TECHNICAL) • Directly transit (LRT, bus depot). with historic site Minimizes impact to light rail during and after construction, i.e., does building not • Aligned with proposed features such as abandoned span tracks or has minimal span pedestrian bridge over rail, canal.

Minimize Building Design and Construction Impacts

AR C H I T E K TO N | G R I M S H AW

University Drive. • • RSS 1 and service area not SERVICE ACCESS impacted. Minimizes difficulty of servicing building from central loading point • • Effective land / parcel utilization allows western site to be separately developed. CONSTRUCTION COMPLEXITY • • ‘Holds’ corner of University Minimizes complexity of construction Drive and Rural Road, • promoting good urban design. 16 6

No opportunity to integrate open landscape into the site. Building not directly accessible from proposed pedestrian bridge over University Drive. Slightly farther from intermodal transit (LRT, bus depot). RSS 1 and existing service area heavily impacted.

A S U I S T B7 | P R O J E CT D E F I N I T I O N R E P O R T ARC HITE K TO N | G R IMS H AW

B

• Prominent site, appropriate for high profile “Gateway” building. • Site encompasses LRT and canal, promoting an integrated approach. • Good opportunities for open

STRADDLE CANAL & EMBRACE PREVAILING BREEZES CARVE COURTYARD FOR DAYLIGHT 7

S 8 7

All East Option All West Option

27 5

• Less efficient land / parcel utilization. • Complexity associated with crossing the LRT and integrating the canal. • Does not ‘hold’ corner of

CREATE POROUS BASE

ADD PENTHOUSE CREATE POROUS BASE A S U I S T B7 | S C H E M AT I C D E S I G N R E P O R T

169


Lot Pedestrian Access

ISTB7 Master Plan Novus Innovation Corridor

There are five overarching principles behind the planning and design of ISTB7’s site strategy: 1. Create new campus gateway 2. Respond to urban context 3. Connect to pedestrian network 4. Reinforce environmental features 5. Optimize site for future development

UNIVERSITY DR 3 1

RURAL RD

ISTB7 25 14

The massing of the building represents an evolution of the footprint originally envisioned site strategy shown to the right. A number of contextual adjustments ‘carve’ away from that footprint to achieve a highly responsive and performative building massing. Each adjustment, outlined in the diagrams to the left, is carefully calibrated to enhance the G R I M S H AW relationship to existing and future urban features, and to optimize environmental performance.

2

ISTB 2

Un l ra Ru y/

it rs

ive R ST

sit

an Tr

GE

UE

KR

53

45

er nt

Ce

MCALLISTER AVE

35

TYLER ST

Site Plan

ISTB7 Site: •

BIO C

BIO A

reinforces a strong pedestrian and visual connection

The ISTB7 site is located entirely to the east of the light rail

between the Transit Center and the Research Corridor.

tracks. •

The buildable area allows for a 5-9 story building with additional area for landscape.

Future Development •

Future development opportunities are identified at the

Pedestrian Experience

northwest corner of the site (current RSS building), and two

sites south of the Krueger Street bus loop (current parking

The canal may be integrated within the ISTB7 building site, and preserved as open space connection between the transit

Site photos

A pedestrian walk south of the Krueger Street Bus Loop

center and Novus.

Building massing and enclosure concept study

The preservation of this open space aims to strengthen the

garage).


Building Program

7%

153,923 NSF

150,926 NSF

G R I M S H AW

G R I M S H AW

shared spaces public outreach 154,322 NSF 153,923 NSF 153,923 NSF uni. classrooms future growth

154,322 NSF

153,923 NSF 153,923 NSF shared spaces shared spaces public outreach public outreach 50% uni. classrooms uni. classrooms

conference rooms IHO

7%

7%

10% IHO

10%

16% GIOS

16%

IHO

10%

GIOS

16%

UNIV.

22%

OKED

50%

Levels 3-5 50%

future growth future growth offices

50%

conferenceconference rooms rooms

GIOS

50%

Program offices offices Quantitative

Level 2 22% UNIV. UNIV.

50%

22%

labs

50%

The net square footage for the building is currently estimated at 154,322 square feet, distributed between four major program areas: public outreach, academic units, research laboratories and shared building resources. The grossing factor is estimated at 40%, or 102,881 square feet.

labs

labs

50%

50%

Ground Level

50% 50% OKED OKED consolidated program

gold = labs

program by space types

program by units

consolidated consolidated programprogram

programprogram by units by units

A R I ZO N A STAT E U N I V E R S I T Y - I ST B 7

ASU ISTB 7 Net / Gross Ratio

program by units

G R I M S H AW

A S U I S T B7 | S C H E M AT I C D E S I G N R E P O RT

gross

net

(40%) (40%) 102,881 SF

102,615 SF

(60%) (60%)

154,322 SF 153,923 NSF

public outreach

7%

academic units

32%

research labs

45%

ASU I STB7 | SC HE M ATI C DE SI G N RE P O RT

39

At the ground floor, large classrooms, the lecture hall and a restaurant create a public plaza that engages with the landscape and prominent site features while showcasing a research laboratory to the north. On the upper floors, offices related to the academic units are placed on the east and southwest areas of the building. A S U I S T B7 | S C H E M AT I C D E S I G N R E P O RT

shared building resources

16%

(100%) 256,538 SF

(100%) 257,203 SF

173

The program organization of ISTB7 is driven primarily by engaging the greater urban context, integrating existing public and private circulation paths, and calibrating the energy performance of key spaces.

173

Dry labs share the east wing with the academic units, while wet research laboratories are stacked vertically to the north for reduced direct solar exposure. Conference rooms and breakout spaces create a dynamic programmatic relationship with the ELAB (Exhibit-Laboratory-Atrium-Biome).


Program ELAB consolidated program - xxx,xxx NSF

future expansion

common spaces

ISTB7’s laboratories, classrooms and offices will be clustered

around a building nexus that the project team has provisionally IHO offices

vate

pri

c

ubli

IHO labs lic

pub

ELAB is anticipated to be the symbolic heart of the building. It will be a space, or a series of contiguous spaces, that promotes

GIOS labs

exhibit space

heightened experience and connectivity in an uplifting, utterly

conferencing

common spaces public outreach

restaurant

labs

unique and wholly inspiring environment.

eLab

future growth

labs

meeting rooms

GIOS front door

innovation, excellence and transdisciplinary collaboration through

uni. classrooms

i-p

sem

offices

termed the ‘ELAB’ (Exhibit-Laboratory-Atrium-Biome). The GIOS offices

The ELAB will be a multivalent, smart and differentiated place

lecture hall

where research and collaboration coexist with education and

IHO front door

restaurant

research

outreach; where Sonoran ecology meets mediated technology;

university classrooms

and where social engagement meets academic discourse.

conferencing

lecture hall PUBLIC

Interior view of ELAB

SEMI-PUBLIC PRIVATE

daylight control

The relationship between the core programmatic functions of the building and the collaborative, public ELAB space exist as a gradient of public to private, conditioned to IHO exhibit GIOS temperate space. common space labs labs

outdoor exhibits

full daylight

spaces

restaurant

conferencing The core program is buffered from the hot, outside environment by IHO the building exterior, lecture hall offices whereas the more collaborative program pieces bridge the core program to the ELAB. integration with eLab These collaborative program pieces, programmed as break-out spaces and conference rooms, are visually expressed as projections into the ELAB. university

labs

classrooms

GIOS The ELAB itself has been designed to have the environmental characteristics of a offices shaded and naturally-ventilated courtyard with passively-conditioned spaces.

private

semi-private

semi-public

common

partial daylight

conferencing

tempered spaces/exhibits

GIOS labs

glare control

labs

restaurant

IHO offices spaces GIOS offices

university classrooms

IHO labs

ELAB artificial lighting

public

controlled exhibit spaces lecture hall

intensily conditioned

lightly conditioned

semi-enclosed seasonally conditioned

outdoors - shaded

climate control

ASU I ST B7 | P R O J E CT D E FI N I T I O N R E P O RT

21


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

 

    



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

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



Ground Level

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

O.

001

DRA WIN

60

feet

H

LAN

200

100

30

feet

15

Entrance

0

50

ACCESS

Exit

PARKER STREET

OUT

LOA

GN

DING

COOLING EMERGENCY TOWERS GENERATORS

BELO

W

FAN PLANT

FAN PLANT

K STREET


STORAGE

STORAGE

B

IDF

BREAK ROOM

STORAGE

STORAGE HARD TISSUE

COMPUTER LAB

ZOOARCH DRY

GEO SAMPLE

B

LAB SUPPORT

ELEC ELEC (E)

IDF

BREAK ROOM

DRY LAB

ELEC ELEC (E) CS

CS

RESEARCH LAB

RESEARCH LAB

A

MENS

UNDERGRADUATE STUDENT SPACE

JAN

A

IDF VISUALIZATION

MICRO

ZOOARCH WET

IDF

ELEC

ELEC

GRADUATE LOUNGE

JAN

MENS

BREAKOUT

MACERATION / NECROPSY

WOMENS

CLASSROOM A

WOMENS

ELEC (E)

ELEC (E) OFFICE A OFFICE A OFFICE A

OFFICE A OFFICE A OFFICE A OFFICE A

WELLNESS

OFFICE A

OFFICE A OFFICE A OFFICE A OFFICE A

OFFICE A OFFICE A OFFICE A

OFFICE A OFFICE A OFFICE A OFFICE A

UNISEX CS

OFFICE A CS

OFFICE B OFFICE A

SMALL CONFERENCE

SMALL CONFERENCE

LOBBY

20

19

17

16

1.

OFFICE A

OFFICE A

LOBBY

WORK STATION ALCOVE

OFFICE A

MEDIUM OFFICE A 2. FOR BUILDING ELEVATIONS, REFER TO A201-A217. CONFERENCE 3. FOR EXTERIOR COLUMN INFORMATION, REFER TO A221.

OFFICE A

DRY LAB

15

14

13

OFFICE A

B

OFFICE A MECHANICAL OFFICE A PENTHOUSE

JAN

ELEC (E)

IDF

B OFFICE A

TO GFRC PARAPET 1,262'-3"

BREAKOUT OFFICE A

ROOF 1,259'-0"

Levels 3-5

MEDIUM CONFERENCE

ELEC (E) LEVEL 4 1,229'-8"

STORAGE

OFFICE A OFFICE A

OFFICE A

GRADUATE LOUNGE

CS

WOMENS

BREAKOUT

OFFICE A

LEVEL 2 1,200'-4"

OFFICE A

INSULATED CMU BLOCK WALL

OFFICE A

OFFICE A

MENS

INSULATED METAL PANEL

OFFICE A

ALL

OFFICE A

OFFICE A

OFFICE A

OFFICE B OFFICE A

OFFICE A

IDF

LEVEL 3 1,215'-0"

OFFICE A

OFFICE A

BREAKOUT

CLASSROOM A

OFFICE A

MENS

OFFICE A

ELEC

MAIL ROOM

OFFICE A LOBBY

LOBBY JAN

CLASSROOM A

WOMENS SHOWER

OFFICE A

OFFICE A OFFICE A

LEVEL 5 1,244'-4"

BREAKOUT

CS

OFFICE A

OFFICE A

CLASSROOM A

LOBBY

OFFICE A

METAL SCREEN AT PENTHOUSE

OFFICE A

ELEC MEDIUM CONFERENCE

LOBBYSMALL CONFERENCE

OFFICE A

OFFICE A

GFRC CLADDING SYSTEM

OFFICE SERVICES

OFFICE A ENCLAVE

HIGH DENSITY STORAGE

LOBBY RECEPTION BREAKOUT

PHONE

MEDIUM CONFERENCE

BREAKOUT

OFFICE A

I SIM A313 LARGE CONFERENCE

LIBRARY / READING ROOM

ENCLAVE

SMALL CONFERENCE

OFFICE SERVICES C5 A215

OFFICE A

Level 2

DRY LAB

OFFICE A 4. MATERIAL INFORMATION FOR REFERENCE ONLY. REFER TO A771 FOR MATERIAL SCHEDULES.

OFFICE A

COLLECTIONS / LAYOUT LAB

A301

C6 A215

OFFICE A OFFICE A OFFICE A OFFICE A

1. BUILDING SECTIONS FOR PROJECT REFERENCE ONLY. FOR WALL ASSEMBLY INFORMATION, REFER TO WALL SECTIONS ON A311-A313.

1

A302

ENCLAVE ENCLAVE

SMALL CONFERENCE

BREAKOUT

RECEPTION MEDIUM CONFERENCE GENERAL NOTES (BUILDING SECTIONS):

VISITING P.I. WORK SPACE

BREAKOUT

IHO TEACHING LAB AND COLLECTIONS STORAGE

21

COMPUTER LAB

FIELD EQUIPMENT ROOM PHOTOGRAPHY ALCOVE

22

LOBBY

OFFICE A TBD LAB SUPPORT

STOREFRONT GLAZING @ RESTAURANT

LOBBY

OFFICE SERVICES OFFICE A

K STREET

RESTAURANT

OFFICE A

1175' 1,175'-0"

OFFICE B

OFFICE A

OFFICE A

O.

BELO

LIBRARY / READING ROOM

GN DRA WIN

TER

MIN

LEV

EL

AL A P L A N T SO UTH

200 OFFICE A

BUS

BUS

50 0 8” = 1’-0” 1/12

SIM

TO GFRC PARAPET 1,262'-3" ROOF 1,259'-0"

OFFICE A

LEVEL 5 1,244'-4"

AY GRE EN W

LEVEL 3 1,215'-0"

H STREET BRIDGE

METAL BACKING PANEL ENCLAVE

R

e

t

A

R

LOBBY

IZ

21395 JOHN F. KANE Si

OFFICE A

OFFICE A OFFICE A

OFFICE A

OFFICE A

OFFICE A OFFICE A

OFFICE A

GFRC CLADDING SYSTEM

3. .2. . . g n e d .07 ....

LEVEL 2 1,200'-4" INSULATED CMU BLOCK WALL

ONA , U . S

.A

STOREFRONT GLAZING

LECTURE HALL

1177' 1,177'-0"

LEVEL 4 1,229'-8"

LEVEL 3 1,215'-0"

HIGH DENSITY STORAGE

CT

2 1

EXTERIOR CONCRETE COLUMN

RESTAURANT

MEDIUM CONFERENCE

IHO TEACHING LAB AND COLLECTIONS STORAGE

ED ARC H ER S T I F I C AT E I T N

TE

STREETCAR STOP

LEVEL 2 1,200'-4"

STREETCAR STOP

Da

Section A-A

OFFICE A OFFICE A

MEDIUM CONFERENCE

.

STOREFRONT GLAZING

ALL

DATE

LOBBY

CLASSROOM A

DEFS SOFFIT SYSTEM

DELTA REVISIONS ELAB WALL CLADDING DESCRIPTION SYSTEM REFER TO # DRAWING A341

LOBBY

O

IINSULATED CMU BLOCK WALL

LEVEL 4 1,229'-8" BREAKOUT

MEDIUM CONFERENCE

LOBBY

CLASSROOM A

A A311

SIM

.

ENCLAVE

MEDIUM CAST-IN-PLACE EXTERIOR BREAKOUT CONFERENCE CONCRETE STAIR

BREAKOUT

23

I STREET

777 EAST UNIVERSITY DRIVE TEMPE, ARIZONA 85281

CLASSROOM A

LEVEL 5 1,244'-4"

24 1..

ARIZONA STATE UNIVERSITY

I

WOMENS

CIRCULATION

BREAKOUT

MEDIUM CONFERENCE

BREAKOUT

25

26

A302

ISTB7

CE

OFFICE A

CIRCULATION

CIRCULATION

MEDIUM CONFERENCE

PENTHOUSE ROOF 1,259'-0"

5 K A313

. . . 19 ... .

OFFICE A

OFFICE A

CIRCULATION

GFRC CLADDING SYSTEM

TO GFRC PARAPET 1,262'-3" MECHANICAL

MEZZANINE 1,187'-0" 1177' 1,177'-0" 1175' 1,175'-0"

Section B-B G PLACE

0 TS NT

OFFICE A

CIRCULATION

6

SS

OFFICE A

WOMENS

MEDIUM CONFERENCE

OFFICE A

7 KEY PLAN

ACC E

OFFICE B OFFICE A

BREAKOUT

LARGE CONFERENCE

CIRCULATION

METAL SCREEN AT PENTHOUSE

SER VICE

BREAKOUT

CIRCULATION

WOMENS

OFFICE A

RKIN

CIRCULATION

BREAKOUT

MEDIUM CONFERENCE

- PA

CIRCULATION

WOMENS

EA

CIRCULATION

BREAKOUT

GFRC CLADDING SYSTEM BREAKOUT

URS

CIRCULATION

G BE

PERFORATED METAL SCREEN AT PENTHOUSE MECHANICAL PENTHOUSE

MECHANICAL PENTHOUSE

CIRCULATION

LOW

D A311 SIM

OUSE

8 5

A301

LE:

9 D6 A215

SCA

14

13

13

2ND STREET

14

REA

15

SERVICE ACCESS

16 1

A301

RE G

17

AIR DEV -RIGHT ELO S P ZON MENT E

19

100

CC

20 1.

A302

feet

PARKER STREET

RV IC EA

21

SE

22

001

LOA

32'

ES S

16'

Exit

8'

A

BREAKOUT

DING

COOLING EMERGENCY TOWERS GENERATORS

1/16" = 1'-0"

0'

W

FAN PLANT

FAN PLANT

EAST/WEST BUILDING SECTION THROUGH RESTAURANT - LOOKING SOUTH

NCO

2

BREAKOUT

A

BREAKOUT

Entrance

OFFICE B

15

30

60 feet

PERMIT SUBMITTAL SET

A|G PROJ #17131 ASU PROJ #101286

07.23.2019


Building structure SECONDARY PRIMARY

PV array area: Generation in MWh: 18% PV panel efficiency, size kW: LEED points:

52,000sf 1055.4 365.09 11

Annual electrical energy cost saved: Total annual energy cost (proposed): % Energy cost savings: % Renewable energy:

$96,041.40 $500,656.60 28.68% 13.68%


1

1.

2

2.

Aerial view of PV array

36

’9

36

’9

The building structure employs concrete construction levels 1 through 5. Steel is used to frame the mechanical penthouse, the PV array structure, and the shade canopy. A combination of flat and voided slabs support levels 2 and above (diagram to the right). Steel transfer beams (shown in red) allow for a column-free 450seat auditorium at the ground level.

1 21

21

’ 2 6

’3”

2

21

’ 21 ’ Superstructure 21 ’ 21 The superstructure of the building is divided primarily into three

Deflection of the 10’-

wings: the North Wing, South Wing, and East Wing. Based on

consideration for the

preliminary feedback provided at the design workshop held at

no cantilever, a 12 ½”

Grimshaw’s NYC Office on June 19th, BuroHappold understands that there is a strong preference for concrete framed

3

The recommendation

construction. The North and South Wings will therefore

take into account spe

utilize cast in place concrete construction. The East Wing of the

sensitive equipment.

building, which encompasses the auditorium and structure

be located in the labo

above, will require transfer structures and will therefore lend

locating this equipme

itself towards structural steel construction, which has longerspan

a higher vibration pe

capabilities and will enable a lighter-weight structural system to

significant changes t

reduce the burden on transfer elements. South Wing

The South Wing is ch

concrete columns with voided slab construction. A voided slab

Wing as the architec

will utilize prefabricated voids cast into a reinforced concrete slab

columns located adja

to reduce the volume of concrete, therefore providing a lighterweight option than an equivalent solid slab. Voided slabs require

BuroHappold is recom

the installation of void formers in addition to the typical layers of

South Wing, which w

reinforcement, which will lead to some additional construction

classrooms and will h

time. However, the voided construction methodology will enable

directions, and a max

a reduction in overall concrete thickness as well as overall slab volume, which will lead to some direct savings as well as savings

Due to the alignment

for concrete column and foundation elements.

grid will be necessary outside of the canal.

to enable a larger spa addition, a concrete the level 4 structure

location outside of th

1. 12” flat slab 2. 13” flat slab 3. 15.5” voided slab

The South Wing of th

the existing canal, su

such, this wing will b

unbraced lengths: wi

supported by double 2 and 3.

36’9”

In line with ASU’s sustainability goals, a rooftop photovoltaic array is planned for future installation. While this array will be procured outside of the base building construction contract, the building is designed to accommodate the PVs built by others. The design strives to achieve a continuous plane, inclined from north to south to facilitate optimal solar exposure, and will include structural attachments atop the penthouse.

The cast in place concrete portions of the building will consist of

Based on the strengt Voided slab construction

concrete, columns w

large to prevent buck

viable for these colum

36’9”

36’9”

North Wing

concrete composite

BuroHappold is recommending a 13 ½” voided slab option for

column to transfer lo

the North Wing, which will primarily be used for laboratories and

space would be requ

will have structural spans ranging from 21’-0” to 26’-3”, with a

the bearing plates an

maximum cantilever dimension of 10’-6”.

option.


Shade canopy design C

D

1'-0"

C6 A884

A6 A884

A3 A884

B3 A884

MECHANICAL PENTHOUSE

1'-0"

5'-0"

5'-0"

5'-0"

5'-0"

5'-0"

11'-6"

5'-0"

A6 A882

C5

Sim

PRIMARY SECONDARY

NORTH SHADE CANOPY SECTION THROUGH PENTHOUSE WALL, TYP. 1/4" = 1'-0"

C

D

C6 A885

A6 A885

2'-0

6'-6"

1'-0"

5'-0"

5'-0"

5'-0"

5'-0"

VARIES

11'-6"

5'-0"

A4 A882

B5 C

Sim

NORTH SHADE CANOPY SECTION THROUGH PENTHOUSE SCREEN, TYP. 1/4" = 1'-0"

GENERAL NOTES (SHADE CANOPY): 1. 2. 3. 4. 5. 6.

D

FOR ADDITIONAL SHADE CANOPY FRAMING INFORMATION REFER TO STRUCTURAL DRAWINGS. STRUCTURAL STEEL SECTIONS TO BE PROVIDED WITH GALVANIZED FINISH. FOR PERFORATED SCREEN WIND GIRT ELEVATIONS, REFER TO DWG A216. FOR MATERIAL AND FINISH SCHEDULE REFER TO A771. R30 REQUIRED FOR ROOF CONSTRUCTION. R20.7 REQUIRED FOR EXTERIOR OPAQUE WALL CONSTRUCTION.

25

26

1'-0"

C3 A885

C6 A884

A3 A885 A6 A884

6'-6"

A3 A884

B3 A884

6'-6"

2'-0"

2'-0"

A2 A884

4"

4"

MECHANICAL PENTHOUSE

1'-0"

5'-0"

5'-0"

5'-0"

5'-0"

5'-0"

5'-0"

MECHANICAL PENTHOUSE

VARIES 1'-0"

11'-6"

A6 A882

Sim

A4 A882

TO PARAPET 1,261'-6"

Section drawing of north shade canopy

NORTH SHADE CANOPY SECTION THROUGH PENTHOUSE WALL, TYP. 1/4" = 1'-0"

1'-0"

4'-0"

4'-0"

VARIES

4'-0"

VARIES 1'-0"

Sim

TO PARAPET 1,261'-6" ROOF 1,259'-0"

ROOF 1,259'-0"

C5

5'-0"

11'-6"

5'-0"

Section drawing of east shade canopy

A5

EAST SHADE CANOPY SECTION, TYP. 1/4" = 1'-0"


1'-0" MIN C5

12

11

10

3 1/8"

A446

9

GENERAL NOTES (SHADE CANOPY):

1'-0" MIN

B5

A446

8

7

6

5

4

1. 2. 3. 4. 5. 6.

3 1/2" PERFORATED MTL SCREEN PANEL REVEAL

FOR ADDITIONAL SHADE CANOPY FRAMING INFORMATION REFE STRUCTURAL STEEL SECTIONS TO BE PROVIDED WITH GALVANI FOR PERFORATED SCREEN WIND GIRT ELEVATIONS, REFER TO FOR MATERIAL AND FINISH SCHEDULE REFER TO A771. R30 REQUIRED FOR ROOF CONSTRUCTION. R20.7 REQUIRED FOR EXTERIOR OPAQUE WALL CONSTRUCTION

C

1'-0" MIN. MTL SCREEN PANEL WIDTH FROM GRID LINES

GUSSET PLATE WELDED TO STR COLUMN, REFER TO STRUCTURAL. KICKER PLATE CONNECTION BOLTED TO GUSSET PLATE, REFER TO STRUCTURAL.

6" DIA. KICKERS

147'-3 3/4"

21'-0"

21'-0"

21'-0"

21'-0"

21'-0"

11'-8 3/8" W24 CANTILEVERED BEAM

16'-0"

5'-0"

21'-0"

5'-0"

6'-0"

D 9'-7 1/4"

MTL7

5'-0"

1. 2. 3. 4. 5. 6.

35'-7 1/2"

5'-0"

0"

FOR ADDITIONAL SHADE CANOPY FRAMING INFORMATION REFER TO STRUCTURAL DRAWINGS. STRUCTURAL STEEL SECTIONS TO BE PROVIDED WITH GALVANIZED FINISH. FOR PERFORATED SCREEN WIND GIRT ELEVATIONS, REFER TO DWG A216. FOR MATERIAL AND FINISH SCHEDULE REFER TO A771. R30 REQUIRED FOR ROOF CONSTRUCTION. R20.7 REQUIRED FOR EXTERIOR OPAQUE WALL CONSTRUCTION.

14'-5 3/8

SHADE CANOPY KICKER TO COLUMN CONNECTION DETAIL 0" 1'-

2'-

COVER BOARD

FOR ADDITIONAL SHADE CANOPY FRAMING INFORMATION REFER TO STRUCTURAL DRAWINGS. 6" DIA. KICKERS, REFER TO STRUCTURAL STEEL SECTIONS TO BE PROVIDED WITH GALVANIZED FINISH. STRUCTURAL. FOR PERFORATED SCREEN WIND GIRT ELEVATIONS, REFER TO DWG A216. FOR MATERIAL AND FINISH SCHEDULE REFER TO A771. R30 REQUIRED FOR ROOF CONSTRUCTION. R20.7 REQUIRED FOR EXTERIOR OPAQUE WALL CONSTRUCTION.

C6

EXPANDED ALUMINIUM MESH LINK BRACKET

3" = 1'-0"

5'-0"

0" 2'-

RIGID INSULATION MTL COPING

6

1'-0" MIN

E

1'-0" MIN

TYP. PURLIN

1'-1"

EDGE CHANNEL

WD BLOCKING AS REQ'D BY COPING INSTALLATION STL DECK, REFER TO STRUCTURAL

24'-7"

EDGE T-SECTION

6" DIA. KICKERS, REFER TO STRUCTURAL DWGS.

E.5

36'-9"

WATERPROOFING

4" STL. PLATE

22'-10 1/8 " GUSSET PLATE WELDED TO STR COLUMN, REFER TO STRUCTURAL.

F

EXTERIOR

1'-0" MIN. MTL SCREEN PANEL WIDTH FROM GRID LINES

" 6" DIA. KICKERS, REFER TO STRUCTURAL.

G

GUSSET PLATE WELDED TO STR BEAM, REFER TO STRUCTURAL DWGS.

MTL7

ISTB7

H

2"

W24 TAPERED CANTILEVERED BEAM, REFER TO STRUCTURAL DWGS.

1'-0 1/2"

1/2" PERFORATED MTL SCREEN PANEL REVEAL

36'-9"

MTL7

8'-11 3/8

ARIZONA STATE UNIVERSITY "

777 EAST UNIVERSITY DRIVE TEMPE, ARIZONA 85281

SIDING MECH'L FASTENED TO "Z" FURRING CHANNEL

6" DIA. KICKERS

W12 BEAM, REFER TO STRUCTURAL DWGS.

1'-0"

WEATHER BARRIER SECURED TO STL COLUMNS CORRUGATED, PERFORATED MTL SCREEN PANELS SECURED TO VERT. FURRING CHANNELS ±4'-0" OC

DELTA REVISIONSW24

27

4 1/

2"

I

1'-0"

2"

ISTB7

C12 TYP. PERIMETER CHANNEL, REFER TO STRUCTURAL.

ISTB7 A445 The canopy is fundamental in creating a hospitable PERMIT SUBMITTAL SET

C12 TYP. PERIMETER CHANNEL, REFER TO STRUCTURAL.

ARIZONA STATE UNIVERSITY

1'-0"

1'-0"

777 EAST UNIVERSITY DRIVE TEMPE, ARIZONA 85281

PERIMETER T-SECTION, REFER TO STRUCTURAL DWGS.

#

DESCRIPTION

DATE

4" STL. PLATE - NORTH CANOPY ONLY REFER TO STRUCTURAL DWGS.

PERIMETER T-SECTION, REFER TO STRUCTURAL DWGS.

SHADE CANOPY SECTIONS

2'-0"

I

3"

3"

MTL23 2'-0"

Typical screen attachment detail SHADE CANOPY TYP. SCREEN ATTACHMENT DETAIL

CE

. . . 19 ... .

I

CE

RE G

AL4

Edge beam detail

MTL23

SHADE CANOPY EDGE BEAM DETAIL PERMIT SUBMITTAL SET

A|G PROJ #17131 ASU PROJ #101286

07.23.2019

21395 JOHN F. KANE

Si

3. .2. . . g n e d .07 ....

ONA , U . S .

A

1'-0"

PERMIT SUBMITTAL SET

1'-0"

IZ

.

ONA , U .

A S.

R

e

CT

3. .2. . . Si g n e d .07 ....

A

21395 JOHN F. KANE

R

TE

I

t

IZ

N

ED ARC H ER S T I F I C AT E I T N

Da

A

R

F I C AT E

.

e

t

EXTERIOR

Da

L3X3X1/2 PERIMETER ALIMINUM ANGLE (CLEAR, ANODIZED FIN.) SECURED TO EXPANDED MTL MESH, REFER TO STRUCTURAL DWGS.

R

TI

CT

EXPANDED MTL MESH SECURED TO LINK BRACKET ±4'-0" OC

LINK BRACKET SECURED TO PERLIN ±4'-0" OC

S

O

EXPANDED MTL MESH SECURED TO LINK BRACKET ±4'-0" OC

L3X3X1/2 PERIMETER ALIMINUM ANGLE (CLEAR, ANODIZED FIN.) SECURED TO EXPANDED MTL MESH, REFER TO STRUCTURAL DWGS.

TE

LINK BRACKET SECURED TO PERLIN ±4'-0" OC

RED ARCH TE

O

EXPANDED MTL MESH SECURED TO LINK BRACKET ±4'-0" OC

4" STL. PLATE - NORTH CANOPY ONLY REFER TO STRUCTURAL DWGS.

CORRUGATED, PERFORATED MTL SCREEN PANELS SECURED TO VERT. FURRING CHANNELS ±4'-0" OC

.

W24 CONTILEVER BEAM, REFER TO STRUCTURAL.

DATE

The plan form is generated from a series of solar shading studies that aim to minimize direct sun exposure into the laboratories while allowing high-angle sunlight to penetrate the space for plant growth. The expanded metal mesh is oriented to block the southern sun but still affords building users a visual connection to the sky. RE G

MTL7

DESCRIPTION

A884

A|G PROJ #17131 ASU PROJ #101286

07.23.2019

PLOT DATE: 7/23/2019 3:10:51 PM

07.23.2019

PLOT DATE: 7/23/2019 4:00:41 PM

DELTA REVISIONS #

L THROUGH PENTHOUSE WALL TYP.

A|G PROJ #17131 ASU PROJ #101286

space for gathering in the ELAB and protecting the building from solar heat gain.

DELTA REVISIONS

AL4 7/8"

A

777 EAST UNIVERSITY DRIVE TEMPE, ARIZONA 85281

ARIZONA STATE UNIVERSITY

T8 TYP. PERLIN ±5'-0" OC , REFER TO STRUCTURAL.

" 1/2"

3. .2. . . g n e d .07 ....

A

3" = 1'-0"

W24 TAPERED CANTILEVERED BEAM, REFER TO STRUCTURAL. MTL7

1/8" = 1'-0"

21395 JOHN F. KANE Si

ONA , U . S .

Axonometric detailAXONOMETRIC of east shade canopy EAST SHADE CANOPY DETAIL

A4

3" = 1'-0"

SHADE CANOPY GUSSET PLATE CONNECTION DETAIL

W24 TAPERED CANTILEVERED BEAM, REFER TO STRUCTURAL. MTL7

SHADE CANOPY PLAN

EDGE T-SECTION

IZ

5/8"

3'-4 3/4" ACTUAL PANEL WIDTH

SHADE CANOPY BEAM TO KICKER CONNECTION DETAIL

. . . 19 ... .

Gusset plate connection detail GUSSET PLATE CONNECTION DETAIL

A

21.56°

21.56°

2'-4 1/8"

B3

EDGE CHANNEL

AL4

3'-6" NOMINAL PANEL WIDTH

2'-4 1/8"

A6

R

e

.

W24 CONTILEVER BEAM, REFER TO STRUCTURAL.

R

A

26

MTL7

ED ARC H ER S T I F I C AT E I T N

t

1'-6 5/8"

5/8"

EXPANDED MTL MESH SECURED TO LINK BRACKET ±4'-0" OC

TYP. PURLIN

REFER TO STRUCTURAL.

WEATHER BARRIER SECURED TO STL COLUMN

T8 TYP. PERLIN ±5'-0" OC , REFER TO STRUCTURAL.

LINK BRACKET

3'-6" x 10'-0" EXPANDED MTL. PANEL SECURED TO LINK BRACKET ±3'-6" OC. PANEL W24 CONTILEVERJOINTS BEAM,TO CONTINUE EXPANDED MTL. PATTERN

CT

J

Da

1'-6 5/8"

SIDING MECH'L FASTENED TO "Z" FURRING CHANNEL

MTL7

O

GUSSET PLATE WELDED TO STR BEAM, REFER TO STRUCTURAL.

EXPANDED ALUMINIUM MESH

TE

1'-0"

LINK BRACKET SECURED TO PERLIN ±4'-0" OC , REFER TO STRUCTURAL DWGS.

.

2"

RIGID INSULATION

DATE

W12

T8 TYP. PERLIN ±5'-0" OC , REFER TO STRUCTURAL DWGS.

GUSSET PLATE WELDED TO STR BEAM, REFER TO STRUCTURAL.

6"

4 1/

8" STL. PLATE WELDED TO W24 CANTILEVERED BEAM, REFER TO STRUCTURAL DWGS.

CE

9'-4 3/4

"

H.5

6" DIA. KICKERS, REFER TO STRUCTURAL.

7/8"

8"

" 1/2"

OUGH PENTHOUSE WALL

CANTILEVERED DESCRIPTION BEAM

#

6" DIA. KICKERS, REFER TO STRUCTURAL.

. . . 19 ... .

4 1/

A5

A446

.

1'-0"

I

8"

C4 KICKER PLATE CONNECTION BOLTED TO GUSSET PLATE, REFER TO STRUCTURAL DWGS.

AL4

97'-4 1/8

8 1/

Axonometric detail of north shade canopy NORTH SHADE CANOPY AXONOMETRIC DETAIL

RE G

A445 ALIGN

T.O.F. ELEV. VARIES REFER TO DWG A216

1. 2. 3. 4. 5. 6.

GENERAL NOTES (SHADE CANOPY):

W12

"

5'-0"

GENERAL NOTES (SHADE CANOPY):

D6


Automated People Mover at Los Angeles International Airport Concept Development for Bid Proposal, 2017

• Led the design of stations, elevated pedestrian walkway and viaduct systems as well as project documentation and bid submission in the role of Project Architect for the $3Billion bid for the Los Angeles International Airport Automated People Mover.

22

L A XCA

I

N ARRATI VES

L AWA

I

AU TO M AT E D P E O P L E M O V E R

23


The overarching concept for the Automated People Mover (APM) system is to create a highly legible, clean-lined, and distinct architectural language that achieves a strong aesthetic identity, employing the use of consistent and repeatable design elements. The design conveys a sense of space, openness, and connectedness to the surrounding environment. Passengers will be readily able to identify where they are and where they are going when using the APM. The design aims to reduce and refine the number of elements within the system to create the maximum design impact with a minimal number of key design moves.

At the center of all design considerations has been the passenger experience. In the stations, the passenger will have a direct relationship to the external environment - visually, spatially and environmentally. When moving through the system, the path of movement will be clear and always in the direction of travel. The architecture consistently reinforces the principles of intuitive wayfinding to make navigating the system straightforward and to ease any reliance on signage.

provide a sheltered environment without precluding the benefits of natural ventilation via cross breezes. The design sensibility embedded within the proposal evokes references to the midcentury modernist designs traditionally associated with the LAX brand and identity. The design approach is to articulate each key design component in the system as distinct, yet closely related, elements. Each of the complimentary parts work together in symphony to create a coherent whole.

The environments inhabited by passengers will be welcoming, filled with diffuse natural daylighting and protected from the elements. Open structures will

TRAILER

TRAILER

TRAILER

TRAILER

ITF WEST PARKING GARAGE (NIC) ITF WEST STATION

M&SF EAS2

ITF EAST STATION

TC 3.0 (NIC)

TC 2.5 (NIC)

T2

VC2B

VC2A

P3

P2B

P2A

CTA WEST

VC1

P1 CTA EAST

P5

VC7

P6

VC4

EAS1

DIKE

CTA CENTER

TBIT P4

ITF EAST PARKING GARAGE (NIC)

T1

POOL

VC3

TC 1.5 (NIC)

POOL

T3

CONRAC (NIC)

P7

VC6

T4

T5 TC 4.5 (NIC)

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T6 TC 5.5 (NIC)

T7

T8 TC 7.0 (NIC)

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ES S

W

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1000

GN

500

001

feet 200

feet

DRA WIN

BELO

250

LOA

DING

0

PARKER STREET

Exit

Overall site plan

Entrance

COOLING EMERGENCY TOWERS GENERATORS

FAN PLANT

FAN PLANT

K STREET


connections to surrounding buildings, the connection to the external environment, the ease of understanding and use of the spaces, and the quality of materials that define the environments. A core design principle has been to amplify the passenger’s connection to the surrounding environment by maintaining a sense of openness and transparency and with the considered use of diffuse daylighting to define the station environment. This is evident in the station canopy design.

The canopy is a simple, streamlined form that cantilevers in two directions to create the perception of a floating plane.

The platforms open towards their ends, providing an intuitive wayfinding towards the vertical circulation components located at each end. The station canopy form is extended over this area to minimize the overall number of design elements within the station and maintain a visual connection towards the horizon. By maximizing the canopy cantilevers in both directions, the roof is able to provide significant protection from the sun and rain. To the extent possible, the canopy is detached from the station elements below to allow for natural ventilation and to preserve the perception of a floating plane with a sharp narrow edge when viewed externally or from within the station.

Below: View from guideway towards the CTA East Station

View from guideway towards the CTA East Station

View of ITF East Station from Aviation Blvd

Platform Design

In this central platform area, dappled with diffuse daylighting, we are presented with an opportunity to improve the station amenity with the introduction of passenger seating, planting and wayfinding elements. There is sufficient width within the station platforms to introduce these elements without compromising the passenger flow and circulation requirements, while significantly improving the passenger experience.

28

L AXCA

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As much as possible the vertical surfaces of the station have Our design proposal is to provide a vertically cantilevered screen been rendered as transparent to provide clear sightlines, with a fully integrated services and signage zone to consolidate a legible wayfinding and enhance safety. At the platform edges number of the station services into a single location. This approach ITF East Station passengers will be protected from the guideway by a glazed provides passengers with the information they need in a clearly ITF East Station, located above Aviation Boulevard, connects platform edge screen. The platform The edge doors providing legible and convenient location, and, simultaneously reduces the passengers from the Airport Metro Connector (AMC) project to access to the APM vehicles are arranged concert with the over the road toperception of clutter within the station environment by gathering the APM in system. The station is positioned also establish a predominant pedestrian entry side. structural module of the station canopy columns avoiding a point on the eastcameras, speakers, etc. in a deliberate and controlled manner. potentially clumsy relationship between doors Passengers fromand variouscolumns. surrounding parking lots are welcomed by the east plaza that incorporates the vertical circulation connecting to the mezzanine level and subsequently to the platform. The station mezzanine continues on the west side to transition into the AMC mezzanine, while on the east the level terminates with escalators and stairs bringing passengers to grade. The mezzanine design also makes future structural provision for a anticipated pedestrian walkway connecting to the parking garage to be built on the south side. Similar to the ITF West Station, the plaza at grade utilizes a combination of soft and hardscape to direct passengers to the station vertical circulation. The plaza design creates a welcoming environment that unifies the arrival of passengers utilizing the surrounding parking lots, the private drop off lanes and bike racks, which are integrated in the landscape

Above: Interior view of CTA Center Station platform

L AWA

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AU TO M AT E D P E O P L E M O V E R

29


PARKING GARAGE P2A

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

MEZZANINE WALKWAY BELOW

MEZZANINE WALKWAY BELOW

EXTRUDED METAL FASCIA/NOSING

The stations were conceived as a collection of discernable elements that work in symphony to create a coherent experience for passangers arriving at different station locations.

METAL ROOF, FLASHINGS, TRIMS, AND WALK-IN GUTTER

45'-11"

TRANSLUCENT POLYCARBONATE ON COATED ALUMINUM MULLIONS

ROOF LEVEL CENTRAL UTILITIES PLANT

MEZZANINE WALKWAY BELOW

CONTROL TOWER

PARKING GARAGE P2A

1

ROOF LEVEL PLAN AT CTA CENTER STATION 1/16" = 1'-0"

TRAIL ER

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LER LE R TRAI

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TRAILER

SCALE IN FEET

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DIKE T

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DIRT PILE DIRT PILE

SUBMITTED BY

CTA CENTER STATION ROOF LEVEL PLAN

SHEET TITLE

T

T

T

0 5

AUTOMATED PEOPLE MOVER LANDSIDE ACCESS MODERNIZATION PROGRAM

NO.

ISSUED FOR

1

ISSUED FOR BID

T T

KEY MAP

T T

T

T

T

T RAILER

GRAVEL

SAND

BARK ROCKS

SAND

11/08/17

MEZZANINE WALKWAY BELOW

40'-0"

CHECKED BY

SHEET NO.

B.PEDERSEN

M.MARKMAN

FLAT SEAM METAL ROOF AND INTEGRATED GUTTER

DATE

11/08/17

40'-0"

40'-0"

40'-0"

SMOOTH-FINISH LIGHT GREY CONCRETE STRUCTURE, TYP.

40'-0"

99 OF 787

MEZZANINE WALKWAY BELOW

40'-0"

GLASS PLATFORM EDGE DOORWAY SYSTEM WITH POLISHED ST STL FRAME- INTEGRATED OVER-DOOR DYNAMIC SIGNAGE AND CONCEALED LIGHTING, TYP.

A-103

PRE-CAST TERRAZZO TREAD STAIR WITH GLASS BALUSTRADE AND ST STL NOSING AND HANDRAIL, TYP.

4'-11"

PRECAST CONCRETE ELEVATED EMERGENCY WALKWAY WITH GALVANIZED EDGE PROTECTION BALUSTRADE, TYP.

DISCIPLINE LEAD

DRAWN BY

STATION OVERALL 40'-0"

A.BYRNE

DISCIPLINE DESIGNER

APP'D DATE

200'-0"

40'-0"

APPROVED BY

N.DANDO-HAENISCH

CHK'D

T T

T

AT LOS ANGELES INTERNATIONAL AIRPORT

AESS COLUMNS WITH HIGH PERFORMANCE COATING AND INTEGRATED RWP COVER. TYP.

DN DN

WAYFINDING/ ADVERTISEMENT GLASS TOTEM WITH ST STL TRIM, TYP. 45'-11"

DN

ST STL AND LAMINATED GLASS ELEVATOR CAB WITH TERRAZZO FLOOR, TYP. DN

TERRAZZO FLOORING, TYP.

DN 4'-11"

DN

COATED PERFORATED METAL PANEL

CENTRAL UTILITIES PLANT

Facade Systems, Materials and Color Palette The materials selected for specification in the stations have been chosen to ensure a robust, low maintenance, and above all, high quality and elegant station environment that has a distinct and recognizable identity. Light colored continuous metal finishes have been chosen for the canopy roofs and soffits to ensure they are perceived as light, bright, floating elements rather than dark, heavy soffits. The central sky lighting within the canopies further enhances this perception. This is contrasted by a very dark terrazzo floor treatment to provide a strong grounding to the stations and provide a sense of depth to the floor. Vertical surfaces are predominantly glazed to dissolve the boundaries to the station and to make a connection to the surrounding context. All finishes have been rigorously interrogated in their MEZZANINE specification to ensure they are appropriate for the technical WALKWAY BELOW environmental conditions unique to LAX. Systems specific and materials will be detailed in aMEZZANINE thorough and robust manner WALKWAY appropriate for a hard-wearing transport environment.

PLATFORM LEVEL

1

55'-8"

LAMINATED GLASS HOISTWAY ON COATED AESS FRAME, TYP.

PLATFORM BUILT IN SEATING WITH INTEGRATED PLANTER, TYP.

45'-11"

DN

STATION OVERALL

HEAVY DUTY. TRANSIT GRADE ESCALATOR WITH GLASS BALUSTRADE, TYP.

DN

CONTROL TOWER

The canopy is a simple, streamlined form that cantilevers in two directions to create the perception of a floating plane. The platforms open towards their ends, providing an intuitive wayfinding towards the vertical circulation components located at each end. The station canopy form is extended over this area to minimize the overall number of design elements within the station and maintain a visual connection towards the horizon. By maximizing the canopy cantilevers in both directions, the roof is able to provide significant protection from the sun and rain. To the extent possible, the canopy is detached from the station elements below to allow for natural ventilation and to preserve the perception of a floating plane with a sharp narrow edge when viewed externally or from within the station.

Metal flashings, trims and walk-in gutter

translucent polycarbonate on coated aluminum mullions

STATION LEVEL PLAN AT CTA CENTER STATION 1/16" = 1'-0"

TRAIL ER

T

LER LER TRAI

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T RAI

T RAI LER

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T T T

T T

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T T T T

T T

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T T

50

T

TRAILER T RAILER

T RAILER

POOL

TRAILER

N

TRAIL ER

TRAIL ER

POOL

25

TRAILER TRAIL ER

12.5

TRAIL ER

0 5

T

T

POOL

AUTOMATED PEOPLE MOVER LANDSIDE ACCESS MODERNIZATION PROGRAM

POOL POOL

TRAILER

SCALE IN FEET

T

DIKE T

T

DIRT PILE DIRT PILE

NO.

ISSUED FOR

1

ISSUED FOR BID

N.DANDO-HAENISCH

T

T

KEY MAP

T T

T T RAILER

T

T

GRAVEL

SAND

BARK ROCKS

SAND

A.BYRNE

DISCIPLINE DESIGNER

CHK'D

APP'D DATE

T T

T

AT LOS ANGELES INTERNATIONAL AIRPORT

APPROVED BY

SUBMITTED BY

CTA CENTER STATION STATION LEVEL PLAN

SHEET TITLE

T

T

T

11/08/17

DISCIPLINE LEAD SHEET NO.

DRAWN BY

CHECKED BY

B.PEDERSEN

M.MARKMAN

DATE

A-102

98 OF 787

11/08/17

PARKING GARAGE P2A 30'-0"

MEZZANINE WALKWAY

80'-0"

80'-0"

MEZZANINE

UP

APM BDF RM

ELEV CTRL RM

SIGNAL EQUIP RM

UP UP

FIRE CONTROL RM

LAWA BDF RM

SMOOTH-FINISH LIGHT GREY CONCRETE VIADUCT STRUCTURE, TYP.

DN

UNIT SUBSTATION RM

J.C.

MAIN ELEC. RM

LAWA IDF RM

HEAVY DUTY, TRANSIT GRADE ESCALATOR WITH GLASS BALUSTRADE, TYP.

LAMINATED GLASS HOISTWAY ON COATED AESS FRAME

TERRAZZO FLOORING, TYP.

ST STL AND LAMINATED GLASS ELEVATOR CAB WITH TERRAZZO FLOOR, TYP.

APM IDF RM

PRE-CAST TERRAZZO TREAD STAIR WITH GLASS BALUSTRADE AND ST STL NOSING AND HANDRAIL, TYP.

48'-8"

80'-0"

DN

UP

UP

UP

UP

57'-4"

80'-0"

UP

floor to ceiling white metal panel finish

AESS PIPE, ROD HANGERS, GUSSET PLATE, GIRDERS AND COLUMNS, TYP. LAMINATED GLASS BALUSTRADE WITH ST STL CART GUARD RAIL, TYP.

ST STL MESH CLADDING WITH INTEGRATED EXTERIOR-GRADE LINEAR LIGHTING, TYP.

HEAVY DUTY TRANSIT GRADE MOVING WALKWAY WITH GLASS BALUSTRADE, TYP.

VIADUCT ABOVE

TERRAZZO FLOORING, TYP. ST STL MESH CLADDING WITH INTEGRATED EXTERIOR-GRADE LINEAR LIGHTING, TYP. WAYFINDING/ ADVERTISEMENT GLASS TOTEM WITH ST STL TRIM, TYP.

W

O.

100

GN

MEZZANINE WALKWAY

feet

34

001

50

PARKER STREET

AWIN

25

CONTROL TOWER

Right: Typical station axonometric indicating overall material selection

0

BELO DING

0

LOA

CENTRAL UTILITIES PLANT

ING EMERGENCY ERS GENERATORS

MEZZANINE LEVEL

FAN PLANT

FAN PLANT

K STREET

L AXCA

I

N AR R ATIVES

stainless steel mesh cladding with integrated exterior-grade linear lighting

thick set dark terrazzo

glass platform edge doorway system with stainless steel frame with integrated over-door dynamic signage and concealed lighting L AWA

I

AU TO M AT E D P E O P L E M O V E R

35


TRANSLUCENT POLYCARBONATE ON COATED ALUMINUM MULLIONS CUSTOM PERFORATION PANEL SOFFIT

FLAT SEAM METAL ROOF EXTRUDED METAL FASCIA/NOSING

LAMIINATED GLASS HOISTWAY ON COATED AESS FRAME

LAMIINATED GLASS HOISTWAY ON COATED AESS FRAME

GLASS PLATFORM EDGE DOORWAY SYSTEM WITH POLISHED ST STL FRAME-INTEGRATED OVER-DOOR DYNAMIC SIGNAGE AND CONCEALED LIGHTING

TRANSLUCENT GLASS CANOPIES ON STEEL BEAM WITH HIGH PERFORMANCE COATING

PRECAST CONCRETE ELEVATED EMERGENCY WALKWAY

COATED PERFORATED METAL SCREEN

FRITTED GLASS CURTAIN WALL ST STL MESH CLADDING WITH INTEGRATED EXTERIOR-GRADE LINEAR LIGHTING

PLATFORM LEVEL 173' - 6" T.O. GUIDEWAY 168' - 6"

FUTURE PROGRAM SPACE 144' - 6"

NEW PARKING

PARKING LEVEL 3 126' - 6"

PARKING LEVEL 2 115' - 3"

PARKING LEVEL 1 104' - 0"

1

CTA WEST SOUTH ELEVATION 1/16" = 1'-0"

FLAT SEAM METAL ROOF LAMIINATED GLASS HOISTWAY ON COATED AESS FRAME EXTRUDED METAL FASCIA NOSING

TRANSLUCENT POLYCARBONATE ON COATED ALUMINUM MULLIONS CUSTOM PERFORATION PANEL SOFFIT

FRITTED GLASS CURTAIN WALL

LAMIINATED GLASS HOISTWAY ON COATED AESS FRAME

HEAVY DUTY, TRANSIT GRADE ESCALATOR WITH GLASS BALUSTRADE

GLASS PLATFORM EDGE DOORWAY SYSTEM WITH POLISHED ST STL FRAME-INTEGRATED OVER-DOOR DYNAMIC SIGNAGE AND CONCEALED LIGHTING PRECAST CONCRETE ELEVATED EMERGENCY WALKWAY

TRANSLUCENT GLASS CANOPIES ON STEEL BEAM WITH HIGH PERFORMANCE COATING ST STL MESH CLADDING WITH INTEGRATED EXTERIOR-GRADE LINEAR LIGHTING

TRANSLUCENT GLASS CANOPIES ON STEEL BEAM WITH HIGH PERFORMANCE COATING PLATFORM LEVEL 173' - 6" T.O. GUIDEWAY 168' - 6"

FUTURE PROGRAM SPACE 144' - 6"

NEW PARKING

PARKING LEVEL 3 126' - 6"

38

L AXCA

I

N ARR ATI V ES

L AWA

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AU TO M AT E D P E O P L E M OV E R

39

PARKING LEVEL 2 115' - 3"

PARKING LEVEL 1 104' - 0"

2

View of CTA West Station

CTA WEST NORTH ELEVATION 1/16" = 1'-0"

FLAT SEAM METAL ROOF LAMIINATED GLASS HOISTWAY ON COATED AESS FRAME

TRANSLUCENT POLYCARBONATE ON COATED ALUMINUM MULLIONS CUSTOM PERFORATION PANEL SOFFIT

HEAVY DUTY, TRANSIT GRADE ESCALATOR WITH GLASS BALUSTRADE

GLASS PLATFORM EDGE DOORWAY SYSTEM WITH POLISHED ST STL FRAME-INTEGRATED OVER-DOOR DYNAMIC SIGNAGE AND CONCEALED LIGHTING LAMIINATED GLASS HOISTWAY ON COATED AESS FRAME

FRITTED GLASS CURTAIN WALL TRANSLUCENT GLASS CANOPIES ON STEEL BEAM WITH WHITE HIGH PERFORMANCE COATING

PRECAST CONCRETE ELEVATED EMERGENCY WALKWAY

ST STL MESH CLADDING WITH INTEGRATED EXTERIOR-GRADE LINEAR LIGHTING

TRANSLUCENT GLASS CANOPIES ON STEEL FRAME WITH HIGH PERFORMANCE COATING PLATFORM LEVEL 173' - 6" T.O. GUIDEWAY 168' - 6"

SERVICE ROOMS FUTURE PROGRAM SPACE 144' - 6"

PARKING LEVEL 3 126' - 6"

PARKING LEVEL 2 115' - 3"

PARKING LEVEL 1 104' - 0"

DROP OFF AREA

NEW PARKING

0

25

50 feet


PARKING GARAGE P3

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

12'-0"

MEZZANINE WALKWAY BELOW

29'-9"

EXTRUDED METAL FASCIA/NOSING

METAL ROOF, FLASHINGS, TRIMS, AND WALK-IN GUTTER

29'-9"

29'-9"

TRANSLUCENT POLYCARBONATE ON COATED ALUMINUM MULLIONS

39'-0"

MEZZANINE WALKWAY BELOW

GLASS CANOPY BELOW

CTA West requires a significantly larger footprint to accommodate the APM vehicle turnaround and loading requirements. The design strives to maintain a consistent design approach for this differing condition.

14'-3"

61'-10"

GREEN ROOF

MEZZANINE WALKWAY BELOW

ROOF LEVEL PARKING GARAGE P4 PARKING GARAGE P3

200'-0" STATION OVERALL

ROOF LEVEL PLAN AT CTA WEST STATION

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

MEZZANINE WALKWAY BELOW

1/16" = 1'-0" PRECAST CONCRETE ELEVATED EMERGENCY WALKWAY WITH GALVANIZED EDGE PROTECTION BALUSTRADE, TYP.

TRAIL ER

GLASS PLATFORM EDGE DOORWAY SYSTEM WITH POLISHED ST STL FRAME- INTEGRATED OVER-DOOR DYNAMIC SIGNAGE AND CONCEALED LIGHTING, TYP.

T

TRAI LER T RAILER

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12.5

0 5

T

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POOL

AUTOMATED PEOPLE MOVER LANDSIDE ACCESS MODERNIZATION PROGRAM

POOL POOL

TRAILER

SCALE IN FEET

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T

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FLAT SEAM METAL ROOF AND INTEGRATED GUTTER SUBMITTED BY

CTA WEST STATION ROOF LEVEL PLAN

SHEET TITLE

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T

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KEY MAP

T T

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GRAVEL

SAND

BARK ROCKS

SAND

ISSUED FOR

1

ISSUED FOR BID

APPROVED BY

N.DANDO-HAENISCH DISCIPLINE DESIGNER

CHK'D

NO.

APP'D DATE

T T

T

AT LOS ANGELES INTERNATIONAL AIRPORT

11/08/17

A.BYRNE DISCIPLINE LEAD

12'-0"

1

DRAWN BY

CHECKED BY

B.PEDERSEN

M.MARKMAN

SHEET NO.

A-143

DATE

69 OF 787

DN

DN

DN

PLATFORM

49'-7"

DN LAMINATED GLASS HOISTWAY ON COATED AESS FRAME, TYP.

AESS COLUMNS WITH HIGH PERFORMANCE COATING AND INTEGRATED RWP COVER. TYP.

ST STL AND LAMINATED GLASS ELEVATOR CAB WITH TERRAZZO FLOOR, TYP.

DN

WAYFINDING/ ADVERTISEMENT GLASS TOTEM WITH ST STL TRIM, TYP.

DN

BUILT IN SEATING WITH INTEGRATED PLANTER, TYP.

ENTRANCE CANOPY BELOW

DN

TRANSLUCENT LAMINATED GLASS CANOPIES ON AESS FRAME WITH HIGH PERFORMANCE COATING

DN DN

39'-0"

DN

SMOOTH-FINISH LIGHT GREY CONCRETE VIADUCT STRUCTURE, TYP.

49'-7"

COATED PERFORATED METAL PANEL PRE-CAST TERRAZZO TREAD STAIR WITH GLASS BALUSTRADE AND ST STL NOSING AND HANDRAIL, TYP.

PLATFORM ENTRANCE CANOPY BELOW

STATION OVERALL

TERRAZZO FLOORING, TYP.

MEZZANINE WALKWAY BELOW

29'-9"

9'-10"

29'-9"

DN

STATION OVERALL

DN

29'-9"

11/08/17

61'-10"

HEAVY DUTY. TRANSIT GRADE ESCALATOR WITH GLASS BALUSTRADE, TYP.

14'-3"

FUTURE PROGRAM SPACE BELOW

MEZZANINE WALKWAY BELOW

PLATFORM LEVEL

METAL FLAT SEAM ROOF WITH STAINLESS STEEL GUTTER ON GALVANIZED PURLINS HEAVY DUTY TRANSIT GRADE MOVING WALKWAY WITH GLASS BALUSTRADE, TYP.

TERRAZZO FLOORING, TYP.

PARKING GARAGE P3 PARKING GARAGE P4

ST STL MESH CLADDING WITH INTEGRATED EXTERIOR-GRADE LINEAR LIGHTING, TYP. WAYFINDING/ ADVERTISEMENT GLASS TOTEM WITH ST STL TRIM, TYP.

40'-0"

1

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

40'-0"

53'-5"

AESS PIPE, ROD HANGERS, GUSSET PLATE, GIRDERS AND COLUMNS WITH HIGH PERFORMANCE COATING

27'-4"

STATION LEVEL PLAN AT CTA WEST STATION 1/16" = 1'-0"

T

T T T

T T

T T

T

T

T

T

T T

T T

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T RAI

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T T T T RAI LER

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TRAILER T RAILER

T RAILER TRAILER TRAIL ER

50

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SCALE IN FEET

APM BDF RM

T DIKE

LAWA BDF RM

T

T

DIRT PILE DIRT PILE

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SIGNAL EQUIP RM

MAIN ELEC. RM KEY MAP

UNIT SUBSTATION RM

ELEV CTRL RM

UP

25

TRAIL ER

12.5

FIRE CONTROL RM

AT LOS ANGELES INTERNATIONAL AIRPORT

T

LAWA IDF RM T RAILER

NO.

ISSUED FOR

1

ISSUED FOR BID

T

T

T T

T

T

T

GRAVEL

SAND

BARK ROCKS

SAND

N.DANDO-HAENISCH

MEZZANINE CHK'D APP'D WALKWAY

T

APM IDF RM

CHECKED BY

B.PEDERSEN

M.MARKMAN

UP

A-142

68 OF 787

UP

AHU

MAIN ELEC. RM

CLEANERS

LAWA IDF

ENTRANCE CANOPY ABOVE

MECH PUMPS

DN

LAMINATED GLASS HOISTWAY ON COATED AESS FRAME

29'-9"

UP

ST STL AND LAMINATED GLASS ELEVATOR CAB WITH TERRAZZO FLOOR, TYP.

DN

RESTROOMS

RESTROOMS

PRE-CAST TERRAZZO TREAD STAIR WITH GLASS BALUSTRADE AND ST STL NOSING AND HANDRAIL, TYP.

UP

UP

UP

TERRAZZO FLOORING, TYP. UP

UP

UP

PASSAGEWAY

CAST-IN-PLACE CONCRETE STAIR , TYP.

F.F.E 144.5'

39'-0"

MEZZANINE WALKWAY

29'-9"

MEZZANINE

ENTRANCE CANOPY ABOVE

61'-10"

COATED METAL CURTAIN WALL W/ FRITTED, INSULATED GLAZING

FUTURE PROGRAM SPACE

K STREET

MEZZANINE WALKWAY

W

GN

O.

100 feet

PARKER STREET

AWIN

50

001

25

0

BELO DING

0

PARKING GARAGE P4

LOA

ING EMERGENCY ERS GENERATORS

MEZZANINE LEVEL

FAN PLANT

FAN PLANT

LAWA IDF

30'-0"

14'-3"

DN LAWA IDF

A.BYRNE DISCIPLINE LEAD

SHEET NO.

DATE

HEAVY DUTY, TRANSIT GRADE ESCALATOR WITH GLASS BALUSTRADE, TYP.

UP SERVICE CORRIDOR

UP

DISCIPLINE DESIGNER DRAWN BY

VIADUCT ABOVE

11/08/17

11/08/17

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CTA WEST STATION STATION LEVEL PLAN

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AUTOMATED PEOPLE MOVER LANDSIDE ACCESS MODERNIZATION PROGRAM

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LAMINATED GLASS BALUSTRADE WITH ST STL CART GUARD RAIL, TYP. SUBMITTED BY APPROVED BY

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The station environment is treated in the same manner as a typical station with the exception being a significant increase in the spans and cantilevers of the station canopy. Although the platform arrangement is different and the extent of canopy is wider, the design concept is retained by shifting the columns from the edges of the platforms to the center of each platform. The configuration of vertical circulation is also consistent with the principles of the typical stations. Natural diffuse daylighting from the canopy sky lights above illuminate the passenger’s route to the escalators and elevators. The discernable, elemental design approach of canopies, viaducts and stations allows for a modification at CTA West without a loss of aesthetic consistency. It is here also that the multifunction and assembly space must be integrated. The two components that comprise the CTA West complex are expressed as two independent volumes, creating a clear hierarchy that allows the station roof to read as the dominant element within the design. The multifunction space can be read as an efficient and simple glass box, complimenting the clean lines of the station adjacent. It hosts a highly prominent low maintenance, green roof landscape that can be viewed by passengers on the adjacent station platforms.


Lighting

from Theme Building are respected, whilst minimizing the bend to one (as opposed to two bends in the reference drawings). This frugal use of rectilinear modules makes for a clean appearance, and in plan maximizes opportunities for moving walkways. As you travel away from the trough of the V, this Center Station walkway creeps east to snake around the side of parking garage P6 to the south, and to meet a fixed point set by the latitude of the station to the north. Over the elevated World Way, the walkway angles to meet the terminal cores in a visually consistent way. The diagonal bracing over World Way s here retained in this module for continuity, but works with the skew of the bridge. Two proposed vertical cores at P2A and P6 parking garages punctuate the line of the path and are later discussed in the next chapter.

The pedestrian walkways by P3 and P4 both connect to their respective garages by means of a proposed vertical core discussed in a later chapter. This core is also the location where the alignment ‘pivots’ from a broad north-south direction and angles to meet the terminal cores, replicating the angled layout typical of other bridges over World Way. Tracing both walkways to CTA West, the modularization and careful column placement ensures no disruptions on the elevated roadway and dedicated sidewalk.

To the west of the CTA Center mezzanine you find a walkway connection to terminal core 2.5. Two 120’ modules are employed to make the journey in the same as previous: by angling the alignment just over world way. A proposed vertical core ties it to parking garage P2B.

At ITF West Station, two walkways on either side of the station mezzanine tie to ITF West, spanning over the roadway.

The walkway bridge to the international terminal is the only pedestrian walkway oriented east-west. It is a single 160’ span module. No vertical cores tie into it, making it a bold shape over World Way.

View of CTA Center walkway spanning over World Way to reach Terminal Core

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The lighting scheme for the pedestrian walkways enforces the concept of linearity and continuity in the network of bridges and station mezzanines, where a continuous recessed light band is placed along the entire length of the ceiling and wash lights gently light up the top portion of the veil enclosure at night. The design intent is to use interior lighting to also aid wayfinding and to visually link the network of walkways together. All fixtures are designed to be LED for exterior application and IP65 rated. There are six light systems integrated along various elements in the pedestrian walkways. System 1 uses two LED lighting strips along length of walkway set within the ceiling depth, which seamlessly integrate emergency luminaires as required by code.

Opposite: View of pedestrian walkway at CTA Center Station from the lower level of World Way showing the relationship to the Theme Building

Diffusers give the appearance of continuous elements with minima joints. System 2 employs a concealed linear luminaire to evenly light the mesh facade system along the length of walkway. Light wash shall provide grazing lighting, whilst allowing views out to the surroundings. System 3 applies concealed linear cove/ strip lighting to provide accent lighting to suspended ceiling system along length of the walkway. System 4 includes signage and emergency exit sign lighting. System 5 integrates feature LED lighting strip into the moving walkways to highlight the entry point and extent of these elements. System 6 employs downlights to provide adequate light levels to areas underneath walkways and mezzanines, including but not limited to roadways and sidewalks.

Below: Night time view of CTA East walkway as seen from the P7 parking garage’s elevated bridge

Night time view of CTA East walkway as seen from the P7 parking garage’s elevated bridge

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structural members. More specifically, the interface between he pedestrian walkway truss and the west mezzanines of CTA Center and East Stations are kept free of interfering structural members by modifying the truss with openings hat don’t compromise the integrity of the bridge structure.

The primary structure is comprised of custom fabricated steel russes with top and bottom plate girders, 16” rectangular AESS square diagonals, rod hangers and gusset plate connections. Vertical posts at span ends continue the vertical language of the concrete column supports. High performance, exterior grade

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Walkways and bridges are conceived as a succession of elegant trusses that develop along their length in a modular fashion. At each facade they are defined by the strong line of top and bottom chords which reinforce the horizontality echoed in the viaduct, albeit in steel rather than concrete. This plays against a long, gentle diagonal bracing set between chords which establishes shallow angles uncommon in truss structures. Although the diagonal is working extremely hard for the structural integrity of the whole, the intent is to negate the mass of the walkway bridges, rendering them seemingly weightless. The structural module is also a practical mechanism that allows flexibility in dealing with existing conditions at ground visually ties to the support columns whilst The moving walkways are integrated within thelevel. structural It depth of each typical pedestrian walkway span, which is maximized in length giving a choice in their placement and missing roads or according to the overall alignment plan. The walkway around the Theme Building features walkways to shorten utility linesextensive that moving need to be retained.

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Way per l o the passenger walking distance to the farthest terminal core in the TheThe moving walkways are integrated withinapplication the structural is the CTA. equipment is designed for a transit withdepth of World Way exterior each typical pedestrian walkway span, which is maximized m grade, supported by galvanized trusses/framing, where in length the Upper the drainage according thepumps overallare alignment plan.Laminated The walkway panstoand integrated. glassaround the 30’ uctural balustrades Theme Building features extensive walkways to shorten are used for consistency withmoving the escalators at the sed into stations. theAcoustic passenger walking at distance to the farthest terminal treatment the underside of the roof deck core in 4’-2” odules is above the CTA. Theby equipment is panels. designed forfloor a transit application with is concealed the ceiling The is finished custom with a exterior grade, supported by galvanized trusses/framing, thick-set, cementitious terrazzo of 3” thickness, with ½” where wayfinding signage ontal. the glass drainage pans andalong pumps integrated. Laminated laminated balustrades itsare perimeter. Stainless steel glass balustrades for consistency with theLCD escalators at the wayfinding totems are withused dynamic signs and slim-line monitors stations. Acoustic treatment at theofunderside of theStatic roof deck are strategically placed along the length the walkways. 11’-10” 18’6” ign above is concealed by the ceiling panels.where The floor is finished laminated glass signage hang from the ceiling double panes epth ian of a thick-set, cementitious terrazzo of 3” thickness, with a with translucent interlayer display screen-printed graphics. with ½” moving ns length not laminated glass balustrades along its perimeter. Stainless steel Locations of totems and signage are coordinated with the walkway d the strian totems with dynamic and slim-line LCD monitors variouswayfinding architectural elements and theirsigns respective modulation. ten are strategically placed along the length of the walkways.2’-6” Static e e in laminated glass signage hang 26’ from the ceiling where double panes with he with a translucent interlayer display screen-printed graphics. moving here xceed Locations of totems and signage are coordinated with the walkway s various architectural elements and their respective modulation. 30’ Section diagram of pedestrian walkway with and without recessed travelators the ck 4’-2” d ½” wayfinding signage Below: eel Pedestrian walkway from CTA West Station to nitors Terminal Core 4.5 tatic 11’-10” 20’-6” panes .

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limited opportunity to straighten the planning could be achieved. The final solution reflects an extensive effort to locate bends in plan form to work with the structural modulation and the bridge turning points necessary to meet the terminal cores. The knuckle conditions are carefully designed to systematically minimize the number of columns and to support long span segments. When approaching the World Way, a 120’ bridge reaches for the terminal cores to span over the road without intermediary support. This repetitive crossing above World Way has a module length greater than 40 feet but maintains the essence of the architectural language expressed in the typical module.

Diagram of pedestrian walkway modulation

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Metal flashings, trims and walk-in gutter

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wayfinding signage

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AESS pipe, rod hangers, gusset plate, girders and columns with 3-coat high performance coating

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wayfinding signage

moving walkway

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11’-10” 20’-6”

26’ moving walkway

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The World Way clearance requirements introduce a layer of complexity in Above, top: the design where the structural floor depth transitions from 4’-6” to 2’-6” Above, bottom: while maintaining a constant finished floor level throughout the journey. The Below: structural solution proposes to recess the finished Above, top: floor level into the bottom primary truss member that slopes to clear the road below, resulting Above, bottom: in two slightly different cross sections shown in the diagrams above. moving walkway

Pedestrian walkway from CTA West Station to Terminal Core 4.5

moving walkway

Pedestrian walkway cross section over roadways

Pedestrian walkway cross section with moving walkways

Pedestrian walkway cross section over roadways

4’-6”

Pedestrian walkway cross section with moving walkways

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stainless steel moving walkways Above, top: Pedestrian walkway cross section over roadways Above, bottom: Pedestrian walkway cross section with moving

WORLD WAYwalkways

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thick set dark terrazzo

Pedestrian walkway elevation above World Way road

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stainless steel mesh cladding with integrated exterior-grade linear lighting

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The design concept behind the 2.2-mile-long guideway focuses on keeping the viaduct structure smooth, clean, and free of shadow lines. This is made possible in part by minimizing changes in plane and avoiding bent caps. The guideway is designed to be as light and seamless as possible for infrastructure of this scale. The emphasis is on the elegant transition of form from segment to segment, creating a sinuous line through space.

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View of guideway from Century Boulevard

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tablish a constant visual reading from the side of the vice-versa. The closure pours will be done in a fashion that will as it moves in and out in plan. The sides are a constant, minimize their appearance and provide even surfaces. surface with one angle and height; the flat underside o address all the different conditions. Whether double The guideway superstructure design is typically a post-tension e track, wide or narrow, continuous or split, at a viaduct hollow concrete box with an interior web. It has a depth of six at a station, the guideway looks essentially the same feet for spans ranging from 60 to 120 ft, and variable depth up e side, generating a form that moves in a cohesive and to a maximum of eight feet for larger spans such as Sepulveda ent manner through the conditions of the APM route. Boulevard. Transitions between different depths will be at a on those general types, the proposal shows an overview subtle angle to avoid any sudden changes in appearance. This m of the typical profile types that will be distributed along profile provides several advantages. It has no overhang but nment, to understand how all the conditions blend. The incorporates a low-profile curb along the edges to control mental notion is that the viaduct is composed of two rainwater runoff. It has sharp edges which provide a crisp at move through space moving apart and then together appearance with an approximately 45-degree angle at the This effect is reinforced by the careful coordination of outside face of the girders, giving the section a very low-profile locations and their spacing at stations and around them, appearance. Furthermore, the section has high torsional capacity zing sudden shifts in scale and maximizing spans. At derived from the properties of a closed-box section. s, the columns are spaced at 80 feet on center to align at the stations are specially designed with detailed e superstructure. asmooth vehicle transition from viaduct to stations and The single track section has been made deliberately . The closure pours will be done in a fashion that will y, columns are located at a fixed distance from the edge non-symmetrical to minimize the amount of unused space at heir appearance and provide even surfaces. apered face. Although every effort has been made to deck level that would result from applying a symmetrical section ze them, in some conditions bends will be unavoidable, where the soffit width was constrained by the diameter of the way superstructure design is typically a post-tension he dearth of column landing locations underneath the columns. The steeper side faces of the deck occur in the space ncrete box with an interior web. It has a depth of six ent of the guideway. between two opposite handed single track sections which act ans ranging from 60 to 120 ft, and variable depth up as visual shields to each other, visually pulling the two sections mum of eight feet for larger spans such as Sepulveda e viaduct andView the of columns are shownthe as light-colored, together as they move further apart and closer together through guideway Transitions between differentaround depths willTheme be at aBuilding from the Upper World Way -place concrete, with a smooth finish, made with steel space. le to avoid any sudden changes in appearance. This ork. The appearance of the primary structure will be vides several advantages. It has no overhang but by using consistent color mixes, water-to-cement ratios The guideway structure is typically supported on single seven es a low-profile curb along the edges to control heme ingle supplier/source. Expansion joints will be placed to foot diameter circular concrete columns, and in a few instances Way runoff. It has sharp edges which provide a crisp heme ransition conditions and other visually prominent areas. on outrigger bent. We will be using a drilled shaft, nine feet in Way e with an approximately 45-degree angle at the heme ideway structure and station structures are separated diameter as deep foundations are required to support all viaduct Wayof the girders, giving the section a very low-profile ce heme rally with uniquely designed modular joints which allow columns. The colums will have the same material quality, color Way e. Furthermore, the section has high torsional capacity and seismic movements while providing smooth and and finish as the rest of the guideway. m single om the properties of a closed-box section. el APM m single vehicle crossings over the joints and superstructure el The transitions from the guideway structure to the

track section has been made deliberately etrical to minimize the amount of unused space at that would result from applying a symmetrical section soffit width was constrained by the diameter of the The steeper side faces of the deck occur in the space wo opposite handed single track sections which act View of guideway around the Theme Building from the Lower World Way hields to each other, visually pulling the two sections s they move further apart and closer together through

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Above, top: Above, center: 1. Single cross with integrated bent cap on one Below: Single viaduct viaduct cross section on section two Double viaduct cross section withcolumn 3D section cut of double viaduct columns, and single viaduct cross emergency walkway, and 2. Double viaduct cross section withshared separate emergency walkway cross section, and 3D section cut of single viaduct cross section section with integrated capsection on double viaduct cross section 3. Typical viaductbent cross through the APMwide station one column with separate emergency walkway

Above, bottom: Typical viaduct cross section through the APM station

4. Double viaduct cross section with shared emergency walkway 5. Single viaduct cross section on two columns

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way structure is typically supported on single seven eter circular concrete columns, and in a few instances er bent. We will be using a drilled shaft, nine feet in s deep foundations are required to support all viaduct The colums will have the same material quality, color as the rest of the guideway.

View of guideway transition from single to double

Above, top: Single viaduct cross section on two columns, and single viaduct cross section withground integrated bent cap on track from level one column

Above, center: Double viaduct cross section with shared emergency walkway, and double viaduct wide cross section L AWA I AU TO M AT E D P E O P L E M O V E R with separate emergency walkway L AWA I AU TO M AT E D P E O P L E M O V E R

Above, bottom: Typical viaduct cross section through the APM station 13 13

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PRINCIPLES AND FEASIBILITY

Washington Union Station Expansion Project Concept Development and Master Planning, 2016

• Designed and documented the highest ranked option in the federal evaluation process for the Washington DC Union Station Master Plan, including new concourse areas and transit terminals.

PRINCIPLES AND FEASIBILITY

Figure 3. Washington Union Station

Figure 4. Washing Union Station


sections 1.3 and 1.4 of this report.

share with SEP, their programmatic r be considered within the planning for reflected in the diagram below. (Figu

ADJACENT ELEMENTS Adjacent Elements are areas, infrastructure, or buildings immediately outside of the project boundary that require close coordination with the SEP. Adjacent Elements are described in sections 1.3 and 1.4 of this report.

It is important to note that the Adjacent Elements are not within the scope or control of the SEP. However, due to the proximity and immediate relationship that these Adjacent Elements share with SEP, their programmatic requirements need to be considered within the planning for SEP and are therefore reflected in the diagram below. (Figure 2)

Union Station was designed by Daniel Burnham, and opened in 1907. Over time, Washington Union Station has become one of the nation’s busiest train stations, while also growing into a multi-modal transportation hub with the addition of the bus terminal, parking garage, and Washington Metropolitan Area Transit Authority (WMATA) Metrorail station. The station accommodates passengers using multiple short and long-distance commuter and regional trains as well as numerous bus lines. Although the station has been serving the National Capital Region for well for over a century, it is now operating beyond its capacity. Acknowledging the need for expansion of the region’s principal transportation hub, project proposals recognize that the Washington Union Station will continue its role as a remarkable civic place that also retains its historic character. RAIL

BUS TERMINAL

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The expanded and modernized station, along with the original historic station, will become the heart of the brand new destination that is inviting, exciting, and memorable. The Station Expansion Project is founded upon an integrated passenger and visitor environment with unsurpassed quality: offering safety, comfort, seamless connectivity, as well as flexibility for future increase in capacity and develPROGRAM ELEMENTS opment. The project seeks to improve access to and help invigorate adjacent neighborhoods. The expanded station would bring everyday benefits to the larger community by presenting a strong image of distinct public space with additional amenity, retail, restaurants, and public gathering areas. It also seeks to be organized in a way that inter-connects the existing and new diversely programmed public BUS ON SOUTH & E-W TRAIN HALL spaces with the overall existing urban fabric. CONCOURSE

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SUPPORT SYSTEMS

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OTHER PROGRAMMATIC CONSIDERATIONS BURNHAM PLACE

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Figure 2. Program Organization

DRAFT CONCEPT DEVEL

Concept development / evaluation options

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Figure 2. Program Organization

DRAFT CONCEPT DEVELOPMENT AND EVALUATION REPORT

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BUS ON S-W & N-S TRAIN HALL BUS ON NORTH & N-S TRAIN HALL

BUS ON S-E & N-S TRAIN HALL BUS ON NORTH & E-W TRAIN HALL

BUS ON S-W & N-S TRAIN HALL

BUS ON S-E & N-S TRAIN HALL

BUS ON S-W & N-S TRAIN HALL BUS ON NORTH & N-S TRAIN HALL

BUS ON S-E & N-S TRAIN HALL BUS ON NORTH & E-W TRAIN HALL

Figure 39. Concept Type Diagrams with Parking Below

DRAFT CONCEPT DEVELOPMENT AND EVALUATION REPORT

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BUS ON SOUTH & E-W TRAIN HALL

BUS ON NORTH & N-S TRAIN HALL

BUS ON NORTH & E-W TRAIN HALL

Figure 38. Concept Type Diagrams with Parking Above Figure 39. Concept Type Diagrams with Parking Below


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MAIN LEVEL PLAN The proposed Concourse A is designed to be a northern extension of the Historic WUS buildings that acts as a connecting piece between multiple modes of transportation, the lower concourse level, and the BP development above. Pedestrians arrive at Concourse A through the Historic WUS and the Historic Concourse, and proceed through an architecturally grand space that provides access to the rail platforms at the north.

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Located 40 feet above the deck level, the Bus Terminal incorporates three large openings to below allowing for views of the sky for passengers at the historic WUS level. An intuitive circulation scheme is provided for WMATA, rail, and bus passengers at the east and west ends of the Concourse A, which also connects to the deck level.

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A network of concourses has been proposed to effectively connect the different transportation modes and improve pedestrian access to adjacent neighborhoods and future development. These concourses are designed to accommodate projected pedestrian flow, enhance wayfinding and improve customer experience.

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Taxis, private vehicles, and loading trucks have access to the station from K Street. Taxis descend one level to a loop positioned below the H Street Concourse. Passenger pickup and dropoff is integrated in the same location, where vertical circulation elements are strategically placed to give access to the concourse and main tracks.

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The network of proposed concourses consists of four interconnected components, which includes: - Lower concourse levels - H Street Concourse - First Street Concourse - Central Concourse

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DRAWING NO. BUS LEVEL PLAN LOWER LEVEL CONCOURSE PLAN 001DRAWING NO. 018 TI OPTION 16 (NO ADDITIONAL BELOW GRADE TRACKS)

BUS TERMINAL AT SOUTH


When integrated with the bus terminal, the expanded Concourse A becomes a concentrated inter-modal passenger area, where passengers from rails, buses, and WMATA are consolidated yet clearly separated for easy circulation by multiple vertical circulation points. The enlarged Concourse A would be contiguous to the historic Union Station, drawing the visitors for a sequence of spatial experiences, starting from Columbus Circle to the historic station to the newly expanded Concourse A. This option thus provides potential for development of the Concourse A as an entirely new place, where multiple transit programming elements are stacked.

View of mezzanine at Burnham Place level

View of main concourse area

View of concourse A from bus level

View of bus waiting area

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By consolidating the multiple transit functions into one designated area, this option lessens the issues of coordination caused by multi-modal transit facilities in the potential BP development area. With the mix of retail, food service, and cultural destination, the new Concourse A would provide amenities, goods, and services to commuters and visitors alike.

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3D plan view of waiting areas inside bus loop mega structure

The bus level accommodates 50 bus spaces, both active and layover. It requires a clear acoustical and fume separation from the rest of the concourse volume. There are two 24,000ft² waiting areas strategically located within the bus loop mega structure. A mezzanine at the Burham Place level connects passengers between the main concourse, elevated waiting areas, and bus level. SCALE: 1/64” = 1’-0”

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50

100 feet


The H Street concourse would be located below the tracks directly under the H Street Bridge, providing a convenient centrally-located access to the rail platforms. The concourse would dynamically connect rail passengers to multiple levels, including the adjacent neighborhoods via First and Second Streets on grade, taxi and parking below, and H Street Bridge and streetcar above. The H Street Concourse, H Street Bridge and the publicly accessible open space (greenway) would be designed in an integrated manner to establish a holistic wayfinding strategy for pedestrians moving between the Lower Level Concourse and the BP development. The goal is to create a sequence of activated and day-lit spaces that intuitively guide pedestrians to their destinations, to reduce the reliance on signage.

+51.5’

BURNHAM PLACE +86.25

+22.0’

PLATFORM LEVEL +51.5

CONCOURSE LEVEL +22.0 B1 LEVEL +9.0 B2 LEVEL -3.0 3D section of H Street concourse area

OPTION 2: SKYLIGHTS ON CENTER, 2 LANES IN EACH DIRECTION, R.O.W 130’

Exterior view of 2nd Street entrance

View of H Street concourse area

View of platforms with the proposed H Street skylights

FROM WMATA TO BUS TERMINAL AT SOUTH

1 FROM THE WMATA MEZZANINE, TAKE THE VERTICAL CIRCULATION UP TO CONCOURSE A

2 CONTINUE UP THE VERTICAL CIRCULATION FROM CONCOURSE A TO THE BUS LEVEL

TO COLUMBUS CIRCLE

2

1 TO N

OMA

FROM STREETCAR, 1ST, 2ND ST FROM WMATA FROM AMTRAK FROM VRE FROM MARC FROM TAXI PICKUP/DROP-OFF

TO EA

ST


H-STREET DESIGN LIGHT FUNNELS @ MIDDLE, R.O.W 2 DRIVING IN EACH DIRECTION OPTION 2: SKYLIGHTS ON130', CENTER, 2LANES LANES IN EACH DIRECTION, R.O.W 130’

H STREET R.O.W. 130' 55'-0"

15'-0"

55'-0" BRIDGE WIDTH 40' 20'-0"

OVERBUILD

DRIVING LANE

22'-0"

3'-0"

STREETCAR STOP TURNING LANE

2'-0" 11'-0"

STREETCAR STOP TURNING LANE

DRIVING LANE

33'-0" STREETCAR DRIVING LANE

20'-0"

OVERBUILD

2'-0"

STREETCAR DRIVING LANE

BRIDGE WIDTH 40'

PLATFORMS

WAITING / EXIT AREA

25'

H-STREET DESIGN OPTION 2: SKYLIGHTS ON CENTER, 2 LANES IN EACH DIRECTION, R.O.W 130’ STREETCAR ON CENTER, TWO DRIVING LANES IN EACH DIRECTION

TO BURNHAM PLACE

26'-0"

26'-0"

14'-0" 12'-4"

TO BURNHAM PLACE

H Street plan diagram FROM CONCOURSE LEVEL - FIRST ST

N

0'

25'

50'

100'

150'-0" FROM CONCOURSE LEVEL - 2ND ST

20'-0" 130'-0"

28'-0"

At the concourse level, the quality of space would be enhanced by the consistent rhythm of light from above that would guide east-west pedestrian movements. The brightly-lit First and Second Street entrances would visually mark the nodes where pedestrians can exit the station or ascend up to the H Street Bridge, which would be a fully-landscaped, retail-rich destination with access to the streetcar.stop, opened in February 2016.

2ND STREET

AY

E ET

View of Burnham Place crossing S TR

To achieve well lit spaces in the H Street Concourse, sculptural light funnels are proposed on the H Street Bridge, which bring daylight through the platform level down to the H Street Concourse. At the bridge level, the funnels could be architecturally compelling forms and visually identify the presence of SEP functions below. Coordination of the proposed light funnels is an ongoing effort with DDOT with respect to the H Street Bridge design.

E NW

12.5'

WAITING / EXIT AREA

G RE

0'

H ST. CONCOURSE

View of H Street streetscape

1ST

N

PLATFORMS

STREET CAR & VEHICULAR TRAFFIC VEHICULAR TRAFFIC STREETCAR STOP VERTICAL CIRCULATION FROM H ST CONCOURSE BURNHAM PLACE - H STREET BRIDGE LEVEL CHANGE PEDESTRIAN CIRCULATION


October 2015

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

Unit of Work 4.2

Jorge Chávez International Airport Terminal 2 - Lima, Peru Schematic design, 2015

• Developed the pier design of 36 domestic and international gates for the Jorge Chavez Airport expansion project in Lima, Peru. Assisted in the development and MEP coordination of the concourse areas and supporting spaces.

Terminal 2041 Aerial view of the terminal in its Önal phase

163


October 2015

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

The new Midfield Terminal Complex site is located to the West of the existing runway, directly opposite Terminal 1 and East of the new proposed runway. This area results in a rectangle approximately 536 m x 1300m. This location is ideal for its proximity to the road network to the South, its centralized distance between the two runways and for the large space left to the North for future building expansion. The architectural drivers refer to a level of pragmatism and technicality which bring advantages to the construction process and the budget, but they also refer to the user’s experience whilst travelling through the terminal in terms of distances and ease of wayfinding. These drivers are the following: 1. Efficient Design for Fast Assembly 2. A considerate choice of materials 3. Clear Wayfinding for Users 4. Design to Last and Easy to Maintain 5. A Striking Architectural Language 6.inA Sustainable +ntuitiXe Wa[ƂndingApproach Fit within the MTC Need for a change Walking Distances

Unit of Work 4.2

Walking Distances

Need for a change in terminal buildings

+ntuitiXe Wa[Ƃnding

Fit within the MTC Development Area

Kerbsid

This can be PuantiÖed from each design and refers to the distance a passenger walks from building entrance to aircraft stand. The maximum unaided distance is 650m according to the MTR.

This metric refers to the need for separate satellite buildings. This requirement increases walking distances and travel time.

This can be PuantiÖed in the number of main decision points along a passenger’s journey route. It will affect the passenger’s comfort whilst moving through the terminal

This refers to the efÖciency of apron to building that the terminal footprint allows within the midÖeld site

This can from eac refers to provided pick-up. call for a 880m fo 450m fo

Kerbside Length

AirƂeld 'fƂcienc[

5tand 'fƂcienc[

Phasing and Future Expansion

This metric refers to the Unit of Work 4.2 design of the remote stands, contact stands and access to the runways

This refers to the expandability of the building and its impact on the overall terminal operations.

Development Area NOTAS:

terminal buildings

T2 Concept

Design Drivers

Lima Airport Partners (LAP) is undertaking the expansion of the Jorge Chávez International Airport, with the addition of a new second Passenger Terminal, Runway, Air Traffic Control Tower and Rescue Fire Fighting Facility. October 2015

Jorge Chávez International Airport

NOTES: 1. ESTE DIBUJO NO DEBE ESCALARSE.

The design aspirations refer to the building’s “soul”, the influences present into the design. In our case, This metric refers This refers to the This can be quantiÖed This metric refers to This can be PuantiÖed This can be PuantiÖed overall airÖeld design from each design and for separate in the number of main efÖciency of apron to from each design and the design aims to create a gateway into a local culture expressthe aneedstrong sense ofpoints place arriving satellite buildings. This that the terminal refers to the distance including taxiways, refers and to the distance decision along for building 2.6.3 39and to 6 turning points and hot requirement increases a passenger’s journey footprint allows within providedFrom for drop-off a passenger walks and departing passengers. This will create an iconic value and add walking memory to a passenger’s the midÖeld site pick-up. The parameters spots. from building entrance distances and route. It will affect the travel time. passenger’s comfort call for a maximum of to aircraft stand. The experience of journeys through Peru. The selection process for 880m for departures andthe initial round of typologies maximum unaided whilst moving through THIS DRAWING IS NOT TO BE SCALED.

2. ESTE DIBUJO DEBE SER LEIDO EN CONJUNCION CON TODOS LOS DIBUJOS ARQUITECTONICOS RELEVANTES. THIS DRAWING IS TO BE READ IN CONJUCTION WITH ALL RELEVANT ARCHITECTURAL DRAWINGS. 3. ESTE DIBUJO DEBE SER LEIDO EN CONJUNCION CON TODOS LOS DIBUJOS

October 2015

2

B

74

Y

Y TW

73

TWY A

F1

6

Jorge Chávez International Airport ESTRUCTURALES RELEVANTES.

THIS DRAWING IS TO BE READ IN CONJUCTION WITH ALL RELEVANT STRUCTURAL DRAWINGS.

F

TWY A

TWY F

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

4. ESTE DIBUJO DEBE SER LEIDO EN CONJUNCION CON TODOS LOS DIBUJOS DE SERVICIOS Y TODAS LAS SECCIONES RELEVANTES DE ESPECIFICACIONES Y EL PROGRAMA. THIS DRAWING IS TO BE READ IN CONJUNCTION WITH ALL RELEVANT SERVICES DRAWINGS AND THE RELEVANT SECTIONS OF THE SPECIFICATION AND SCHEDULE.

29

TWY F

5. ESTE DIBUJO NO ES DE INSTALACIONES, NI UN DIBUJO PARA COORDINACION. THIS IS NOT AN INSTALLATION DRAWING, NOR A COORDINATION DRAWING.

TWY

TW YE

C

YG TW

distance is 650m according to the MTR.

TWY F

B

TWY D

TWY

the terminal

LEYENDA: LEGEND:

Site Terminal 2 Site

October 2015 aimed 450m at forselecting arrivals. the terminal footprints that best met the planning parameters and drivers. The selected shapes would then be carried forward and developed further before being submitted to another round of stricter ranking. Above are the initial RAGging drivers as agreed with LAP to help reduce 39 terminal shapes down to 6.

Jorge Chávez International Airport

LIMITE LADO AIRE / LADO TIERRA AIRSIDE / LANDSIDE BOUNDARY

531.6m

LIMITE LADO AIRE INTERNACIONAL / DOMESTICO AIRSIDE INTERNATIONAL / DOMESTIC BOUNDARY FUTURA EXPANSION FUTURE EXPANSION

October 2015

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

Unit of Work 4.2

1300m (Variable) 26

TWY L

2.6.3 From 39 to 6

Site

TWY K3

TWY M

TWY M

737-800W

737-800W

GSE

A321-200

A321-200

737-800W

737-800W

A321-200

737-800W A321-200

737-800W

737-800W

737-800W

A321-200

A321-200

A321-200

737-800W

737-800W

A321-200

A321-200

737-800W

737-800W

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

A321-200

A321-200

TWY K2

737-800W

737-800W

TWY K1

A321-200

A321-200

LADO AIRE AIRSIDE

The selection process for the initial round of typologies aimed at selecting the terminal footprints that best met the planning parameters and drivers. The selected shapes would then be carried forward and developed further before being submitted to another round of stricter ranking. Above are the initial RAGging drivers as agreed with LAP to help reduce 39 terminal shapes down to 6. TWY

N

737-800W

737-800W

A321-200

A321-200

PERSONAL

OFICINAS

STAFF

OFFICES

Terminal 2 Site

LADO TIERRA

MERCANCIAS / RESIDUOS GOODS / WASTE

LANDSIDE

Green - Acceptable Solution

531.6m

737-800W

737-800W

A321-200

A321-200

TWY N

Amber - Possible Solution

737-800W

737-800W

A321-200

A321-200

SERVICIO DE EXTINCION DE INCENDIOS

737-800W

737-800W

Site

A321-200

A321-200

TWY N

TWY N

737-800W

737-800W

A321-200

A321-200

737-800W

737-800W

A321-200

A321-200

737-800W

A321-200

A321-200

A321-200

A321-200

737-800W

RESCUE FIRE FIGHTING STATION

A321-200

A321-200

531.6m

A321-200

A321-200

A340-600

A340-600

Terminal 2 Site

A321-200

A340-600

A321-200

A321-200

A340-600

A321-200

A321-200

A321-200

A321-200

BUS

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A340-600

A321-200

A340-600

A340-600

A340-600

A321-200

A321-200

A321-200

A321-200

A321-200

A340-600

A340-600

A340-600

A340-600

A340-600

A340-600

A321-200

A340-600

A321-200

A321-200

A321-200

A340-600

BUS

A321-200

737-800W A321-200

A321-200

737-800W

GSE

TWY Q1

737-800W

737-800W

The site is on a Northwesterly orientation and is accessed from a landside roadway network to the South, across the Rimac River which runs to Lima’s

October 2015

The neV MidÖeld Terminal CompleW site is located to the West of the existing runway, directly opposite Terminal 1 and East of the new proposed runway. The new Terminal footprint and remote stands will occupy FUTURO FUTURO an area of approximately 70 hectares, DESARROLLO DESARROLLOcreated by the FUTURE narrow space between the two FUTURE parallel runways and DEVELOPMENT DEVELOPMENT their supporting taxiways and deÖned to the -orth by the cross taxiways connecting the runways. This area results in a rectangle approximately 536 m x 1300m. This location is ideal for its proximity to the road network to the South, its centralized distance between RECINTO DE RECINTO DE INSTALACIONES SERVICIOS MEP COMPOUND the two runways and for the large space left to the SITE UTILITIES FARM North for future building expansion.

0

25

50

125

250 m

Jorge Chávez International Airport

1 : 2500

ESCALA GRAFICA GRAPHIC SCALE

A REV. Nº

09/10/2015 FECHA

EMITIDO PARA REVISIÓN DESCIPCIÓN DE LA REVISIÓN

DAO REV. POR

AP SUPV. POR

APROBADO LAP:

LENDER'S ENG:

Site

D F

A321-200

737-800W

A321-200 737-800W

A321-200

737-800W

Overall site plan

The neV MidÖeld Terminal CompleW site is located to the West of the existing runway, directly opposite Terminal 1 and East of the new proposed runway. The new Terminal footprint and remote stands will occupy an area of approximately 70 hectares, created by the narrow space between the two parallel runways and their supporting taxiways and deÖned to the -orth by the cross taxiways connecting the runways. This area results in a rectangle approximately 536 m x 1300m. This location is ideal for its proximity to the road network to the South, its centralized distance between the two runways and for the large space left to the North for future building expansion.

1300m (Variable)

FUTURE DEVELOPMENT

A321-200

2.2 Masterplan Project

Red - Unacceptable Solution

FUTURO DESARROLLO

2.2 Masterplan Project

737-800W

737-800W

A321-200

A321-200

737-800W

TWY Q2

A321-200

737-800W

A321-200 737-800W

A321-200

A321-200 737-800W

737-800W

A321-200 737-800W

A321-200

A321-200 737-800W

737-800W

A321-200

A321-200 737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

737-800W

TWY Q3

P

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

TWY R

737-800W

TWY

TWY R

A321-200

A321-200

737-800W

737-800W

A321-200

A321-200

737-800W

737-800W

TWY P

A321-200

A321-200

737-800W

737-800W

A321-200

A321-200

737-800W

737-800W

TWY P

TWY P

A321-200

TWY P

737-800W

TWY P

A321-200

A321-200

737-800W

737-800W

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A340-600

A340-600

BUS

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

BUS

A340-600

A340-600 A321-200

A380-861 A321-200

A340-600

A321-200

A321-200

A321-200

A321-200

A321-200

A380-861

A321-200

A321-200

A321-200

ESTACIONAMIENTO 1 PARKING 1

26

A340-600

A321-200

A321-200

A321-200

A321-200

AIR TRAFFIC CONTROL TOWER

A340-600

A340-600

A340-600

A340-600

1300m (Variable) TORRE DE CONTROL DE TRAFICO AEREO

FUTURO DESARROLLO FUTURE DEVELOPMENT

A340-600

A321-200

A321-200

A321-200

A321-200

A321-200

A321-200

A340-600

ESTACIONAMIENTO 1 PARKING 1

The site is on a Northwesterly orientation and is accessed from a landside roadway network to the South, across the Rimac River which runs to Lima’s Port area. Vehicular parking and future landside LADO AIRE LADO TIERRA development the plots of land south of the AIRSIDE will occupy LANDSIDE terminal. PI

M

R

PROYECTO:

PAQ.TRAB.

FASE:

SEC:

NIVEL:

14.221.11 4.2 CD 21 -

EDIF:

T2

ESP:

TIPO:

NUMERO:

REV:

A 02 001 A

Terminal 2 Site

531.6m

PLANO CLAVE:

2.2 Masterplan Project 19

0

375

AMPLIACIÓN Y REMODELACIÓN DEL AEROPUERTO INTERNACIONAL JORGE CHAVÉZ

750 NOMBRE:

feet

ARQUITECTURA PLANO DE LOCALIZACIÓN (2026) ARCHITECTURE SITE PLAN SITE PLAN CONSULTOR

ESCALA:

1 : 2500 FECHA:

The neV MidÖeld Terminal CompleW site is located 1300m (Variable) to the West of the existing runway, directly opposite Terminal 1 and East of the new proposed runway. The new Terminal footprint and remote stands will occupy an area of approximately 70 hectares, created by the narrow space between the two parallel runways and their supporting taxiways and deÖned to the -orth by the cross taxiways connecting the runways. This area results in a rectangle approximately 536 m x 1300m.


2.10.1 Overall Plans Roof Plan 2.10.1 Overall Plans Roof Plan

The Airport complex is composed of two main elements; the Processor and the Piers. The latter are further split into a northern central pier and two southern Piers. The building is layered into three main levels for passengers and staff and three additional service levels: • Level +16 Airline and LAP offices • Level + 12 Check-In and departures • Level +6 Departures and hold rooms • BHS Mezzanine • Level +0 Arrivals Hall and Apron Level • Basement Baggage and MEP spaces The building layering provides convenient circulation for passengers and service flow types without introducing excessive level changes. Straight line processing leads passengers in intuitive paths to the different components of the terminal program and conveniently located cores provide access to all levels. A linear public space welcomes departing passengers to the Check-in desks and the landside concessions. From this point passengers enter the sequence of spaces that lead to their domestic and international gates on level +6. Arriving passengers ascend from the aircraft to level +12 through corridors leading to the processor area.

October 2015

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

Unit of Work 4.2

Airside

Level +12: Check-In Hall & Arrivals Corridor 66

66

Landside

Airside Dom. October 2015

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

Unit of Work 4.2

Airside Int.

Site Terminal 2 Site

531.6m

112.40 m

1300m (Variable)

Airside Int. Airside Dom. Room Legend 2.2 Masterplan Project 2a- EXECUTIVE OFFICE OF MIGRATION AND NATURALIZATION

BOH

EMIGRATION

LANDSIDE CONCESSIONS

STORAGE

2g - EXECUTIVE OFFICE OF MIGRATION AND NATURALIZATION

CHECK-IN A

ENTRY HALL

LAP OFFICE

TUUA AIRSIDE

CHECK-IN B

FIREFIGHTING CORE

MEP

TUUA LANDSIDE

CIP INT.

FUTURE EXPANSION

OOG

TUUA OFFICE

CMC/AOCC

GOODS STORAGE

OOG 2041

VESTIBULE

DAC-DOMESTIC ARRIVAL CORRIDOR

ICT

PAX. RECONCILIATION

VVIP

DIRANDRO

INT. ARRIVALS CORRIDOR

SCREENING ROOM

WASTE STORAGE

DOM. ARR. CORRIDOR

INT. CORRIDOR

SECURITY CONTROL POINTS

WC

DOM. LAP INSP.

Int. Corridor

SECURITY STORAGE

ELEC.

INT. LAP INSP.

SERVICE CORE

The neV MidÖeld Terminal CompleW site is located 5n - of CUSTOMS - TAXPAYER SERVICES to the West the existing runway, directly opposite VERIFICATION Terminal 18a-REQUISITIONS-PAX and East of the LEGAL new SITUATION proposed runway. The new Terminal footprint and remote stands will occupy 8c-REQUISITIONS-VERIFICATION AND CONTROL an area of approximately 70 hectares, created by the 17a - CULTURE MINISTRY narrow space between the two parallel runways and ACCESS/MOE their supporting taxiways and deÖned to the -orth by AIRLINE OFFICES - LANDSIDEthe runways. This area the cross taxiways connecting results in aB.C.R. rectangle approximately 536 m x 1300m. This location is ideal for its proximity to the road BODY SCAN ROOM network to the South, its centralized distance between the two runways and for the large space left to the North for future building expansion.

Landside

0

25

50

100 feet

Airside


737-

800W

800W

737-

-200 A321

-200 A321

800W

737-

800W

-200 A321

-200 A321

800W

800W

737-

737-

Airside Dom.

-200 A321

-200 A321

Landside

737-

800W

800W

737-

Airside Int.

-200 A321

-200 A321

737-

800W

800W

737-

-200 A321

-200 A321

737-

800W

800W

737-

200 A321-

A34

-200 A321 A321-200

-600 A340

A321-200

A321-200

A321-200

-600 A340

200 A321-

200 A321-

A321-200

A340-600

A340-600

A340-600

A321-200

A321-200

A321-200

A340-60

A321-200

0 0-60

0-60

Airside Dom.

A340 -600

200 A321200 A321-

A321 -200

A321 -200

0

A321 -200

A3

A34

00

A321 -200

00

200

200

A321 -200

A321 -200

00

A321-2

A321-

A321-

A321-2

LAP OFFICE

TX S.C.P.

ICT

International MEP Airport RETAIL / F&B

VVIP

AIRLINE OFFICES

DOM. DEP. CORRIDOR

IMMIG.

SERVICE CORE

WASTE STORAGE

AIRSIDE CONCESSIONS INT.

DOM. GATE

INT. ARRIVALS CORRIDOR

STORAGE LAP

WC

BOH

ELEC.

INT. CORRIDOR

SWING GATE

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

Unit of Work 4.2

Landside

737800W

737800W

A321 -200

A321 -200

VESTIBULE

737800W

Jorge Chávez GOODS STORAGE

DOM. ARR. CORRIDOR

Airside A321 -200

Unit of Work 4.2

737800W

737800W

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

A321 -200

Jorge Chávez International Airport

737800W

737800W

A321 -200

A321 -200

Level +0: October 2015 & Arrivals Hall Apron

737800W

737800W

A321 -200

A321 -200

737800W

737800W

A321 -200

A321 -200

FUTURE EXPANSION

DOM AIRLINE STORAGE

AIR. CONCESSIONS DOM.

A321 -200

CIP INT.

TUUA

737800W

3a - PROMPERU - PERU TOURISM PROMOTION

INT. GATE

737800W

FIREFIGHTING CORE

A321 -200

CIP DOM.

737800W

S I

Airside Int.

A34

A321-200 A321-200

A321-200

A340 -600

A321-200

A321-200

A321-200

A321-200

A380-861

0

A340-60 0

A340-600

A321-200

A340-600

A321-200

A340-600

A321-200

A340-600

180 m

-200 A321

0 0-60

0 0-60

A34

-200 A321

A321-200

A321-200

190 m

ENTRANCE

Airside

737-

00W 37-8

800W

360 m

2b- EXECUTIVE OFFICE OF MIGRATION AND NATURALIZATION

October 2015 - VERIFICATION 8b -REQUISITIONS

Costing

m 280

A380-861

Proportion

SECURITY

430 m

Room Legend

Unit of Work 4.2

Intuitive Wayfinding

FURTHEST GATE

A321-200

Phasing/Future Expansion

A340-600

Stand Efficiency

A321-200

A321-200

Airfield Efficiency

A321-200

Kerbside Lenght

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

A321-200

A321-200

Walking Distances The Y shape provides a simple straight line processing path. The processing elements are closely connected, providing reduced distances in the processort. In the piers, the use of swing gates makes the length more compact.

Jorge Chávez International Airport

-200 A321

-200 A321

-200 A321

200 A321-

A321-200

When leaving the airport, the passengers drop to level +0 where the double height baggage reclaim area is located. The arrival hall linear space is the last area before exiting the Airport.

Development Area

69

737-

800W

800W

737-

800W

737-

800W

Landside

737-

800W

800W

737-

45 m

737-

Level +0: Apron & Arrivals Hall

280 m

800W

737-

Airside

737-

00W 37-8

800W

737-

800W

800W

737-

800W

737800W

737800W

737800W

737800W

737-

Site Terminal 2 Site

531.6m

AK H

H AK

H AK

AK H

H AK

H AK

AK H

H AK

AK H

H AK

AK H

H AK

280 m

1300m (Variable)

H AK

AK H

H AK

H AK

H AK H AK

AK H

AK H

H AK

E

AK H

H AK

AK H

UNCLAI STORAGMED BAGGAG E

A380-861

A380-861

180 m

S I

ENTRANCE

45 m

Landside

800W

360 m

190 m

Costing

800W

FURTHEST GATE

430 m

Unit of Work 4.2

737-

m 280

SECURITY

800W

Proportion

737-

Intuitive Wayfinding

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

800W

Phasing/Future Expansion

737-

Stand Efficiency

Jorge Chávez International Airport

800W

Airfield Efficiency

October 2015

737-

Kerbside Lenght

Unit of Work 4.2

737-

Development Area

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

800W

Intuitive Wayfinding The simple straight line processing experience minimizes decision points, avoiding unnecessary confusion for passengers. The simple wayfinding is reinforced by the focusing of the Y shape around a central distribution point and its symmetrical design, reducing multiple possible paths down to a few.

Jorge Chávez International Airport

737-

S

Airside

737-

Level +6: Departures

S

WC SCREENING ROOM

A380-861

A380-861

SERVICE CORE STAFF ACCOM. & WELFARE STORAGE LAP SWING BAGGAGE RECLAIM

Landside

0

25

50

100 feet

Airside 737800W

MEP L&F OOG LANDSIDE F&B STORAGE OUTBOUND BAGG. HALL LANDSIDE WASTE STORAGE RETAIL LAP AMB RETAIL / F&B LAP MAINTENANCE OFFICES

737800W

WASTE STORAGE

INBOUND BAGG. HALL F&B INFO. MODULE FIREFIGHTING CORE INT. BAGGAGE RECLAIM FUTURE EXPANSION INT. BUS GATE GOODS STORAGE INT. TO DOM. BAGG. TX. Ground Trans. Airs.

737800W

LB

737800W

VVIP

ICT

737800W

LATE LUGGAGE

737800W

SWING BAGGAGE RECLAIM

Ground Trans. Airside

737800W

LAP MAINTENANCE OFFICES

737800W

STORAGE LAP

Ground Trans. Airs.

A380-861

STAFF ACCOM. & WELFARE

LAP AMB

737800W

SERVICE CORE

LANDSIDE WASTE STORAGE

GOODS STORAGE

737800W

LANDSIDE F&B STORAGE

FUTURE EXPANSION

737800W

FIREFIGHTING CORE

737800W

AIRSIDE CONCESSIONS INT.

737800W

4a - INDECOPI - CONSUMER PROTECTION

The neV MidÖeld Terminal CompleW site is located 5a - CUSTOMS - BAGGAGE X-RAY CONTROL ARRIVALS HALL to the West of the existing runway, directly opposite CUSTOMS PAX. QUEUE OBSV. Terminal 5b 1 -and East -of the new proposed runway. TheBOH new Terminal footprint and remote 5c - CUSTOMS - TAXPAYER SERVICESstands will occupy CIP INT. an area of approximately 70 hectares, created by the COMMAND CENTER 5l - CUSTOMS - TAX PAYMENT narrow space between the two parallel runways and 6b - SENASA - ANIMAL AND VEGETABLE CONTROL CUSTOMS Room Legend their supporting taxiways and deÖned to the -orth by - TAX POLICE CENTER the cross9a taxiways connecting the runways. This area DATA 3b - PROMPERU - PERU TOURISM PROMOTION AIRLINE OFFICES results in13a a rectangle approximately 536AREA m x 1300m. DOM. BAGGAGE RECLAIM - HEALTH SERVICES, INTERNATIONAL 4a - INDECOPI - CONSUMER PROTECTION AIRSIDE CONCESSIONS INT. This location is ideal- FOREST for its PRODUCE proximity to theAND road 18a - SENFOR CONTROL USE DOM. BUS GATE 5a - the CUSTOMS - BAGGAGE X-RAY CONTROL ARRIVALS HALL network to South, its centralized distance between 18b - SENFOR - FOREST PRODUCE CONTROL AND USE ELEC. the two runways and forQUEUE the large 5b - CUSTOMS - PAX. OBSV. space left to the BOH ELEC. RM. North forACCESS/MOE future building expansion. 5c - CUSTOMS - TAXPAYER SERVICES CIP INT.

E

737800W

SCREENING ROOM

737800W

L&F

737800W

F&B

737800W

AIRLINE OFFICES

A380-861

3b - PROMPERU - PERU TOURISM PROMOTION

737800W

UNCLAI STORAGMED BAGGAG E

A380-861

A380-861

Legend 2.2 Room Masterplan Project


2.10.22 Hold Rooms

The length of the terminal is driven by the spacing between the differenet aircraft stands. Code E MARS stands are wider than the dedicated C stands. This implies an C irregular pattern to the layout of the structure, cores and hold rooms.

6.5m

6.5m

Level +6 Service Core types

A A

E B

21.0m

21.0m E

6.5m 6.5m

B B

E

21.0m

21.0m 6.5m 6.5m

C C 21.0m 21.0m 6.5m

6.5m

D D

A

E

C

Unit of Work 4.2

90.0

6.5m 6.5m

90.0

Level +6 Departures Hold Room Layouts

B E

6.5m

A

B

5m - ELECTRICAL 9m - WC 17m

5m - ELECTRICAL 4m - ICT 5m - MECHANICAL 4m - FIREFIGHTING CORE TYPE 21m

- ELEVATOR 3m - Layouts ELEVATOR Level3m+6 Service Core

17.0m

CORE TYPE A

C

D

3m - ELEVATOR 3m - ELEVATOR 5m - ELECTRICAL 5m - ELECTRICAL 4m - ICT 4m - ICT 5m - MECHANICAL 5m - MECHANICAL 17m TYPE C B 4m - RETAIL CORE 21m

E

F

3m - ELEVATOR (+ICT) 3m - ELEVATOR 5m - ELECTRICAL 5m - FIREFIGHTING 5m - MECHANICAL 5m - MECHANICAL 8m - WC 4m - RETAIL 21m 17m CORE TYPE D

INTERNATIONAL GATE

Swing Gate

SWING GATE

Domestic Dedicated Gate

DOMESTIC GATE

CoreC

CORE

LevelFIXED +6LINK Departures Hold Room Layouts

Fixed Link CORE TYPE F

90.0

VCC

VCC

CORE TYPE E

110

International Dedicated Gate

INTERNATIONAL GATE

Swing Gate

SWING GATE

Domestic Dedicated Gate

DOMESTIC GATE

3m ELEVATOR ( ICT)

3m ELEVATOR

3m ELEVATOR

3m ELEVATOR ( ICT)

3m ELEVATOR

5m MECHANICAL

4m ELECTRICAL

5m ELECTRICAL

5m ELECTRICAL

4.5m ELECTRICAL

5m FIREFIGHTING

4m RETAIL

9m MECH.

4m ICT

4m ICT

4.5m MECH.

4m RETAIL

Core

CORE

9m WC

5m FIREFIGHTING

5m MECH.

5m MECH.

9m WC

5m MECH.

VCC

VCC

4m RETAIL 21m

21m

17m

21m

90.0 90.0

International Dedicated Gate

3m ELEVATOR

21m

90.0

90.0

90.0

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

21.0m

Elevator Mechanical Shaft WC Electrical ICT Fire Figthing core Retail

90.0 90.0

90.0

D

Jorge Chávez International Airport

21.0m

17.0m

90.0

E

E E

FF

The Design Team has managed to create two rythms for the layout of the hold rooms along the pier, based on the aircraft stands these are serving. The domestic hold rooms are spaced at 40m centres, with a core in between each pair of hold rooms. The international hold rooms are set at 90m centres, also with a core in between each. These ditances include the exterior 90.0 circulation ramps aircraft. 90.0 to access the90.0

81.0

81.0

This rationalization implies a structural regularity and improves distances for toilet and core distribution, especially for ICT90.0 and electrical rooms.

E

17.0m 17.0m

6.5m

October 2015

This rationalization implies a structural regularity and improves distances for toilet and core distribution, especially for ICT and electrical rooms.

C F

The Design Team has managed to create two rythms for the layout of the hold rooms along the pier, based on the aircraft stands these are serving. The domestic hold rooms are spaced at 40m centres, with a core in between each pair of hold rooms. The international hold rooms are set at 90m centres, also with a core in between each. These ditances include the exterior circulation ramps to access the aircraft.

The length of the terminal is driven by the spacing between the differenet aircraft stands. Code E MARS stands are wider than the dedicated C stands. This implies an irregular pattern to the layout of the structure, cores and hold rooms.

FIXED LINK

Fixed Link

17m 111

110

LEVEL 6 m International Departures

Longitudinal 3D section illustrating the programmatic components of the building

LEVEL 12 m International Arrivals Corridor

LEVEL 12 m CIP International

LEVEL 6 m Airside Concession International

LEVEL 12 m Emigration


Piers

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

October 2015

Unit of Work 4.2 October 2015

Jorge Chávez International Airport

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

strates the general ×ows of the Baggage m for the terminal. Please refer to on in this report for a more detailed

This page illustrates the Mechanical zoning design strategy used in the development of the design of the mechanical, electrical and plumbing systems of the terminal. Please refer to the MEP section in this report for a more detailed information.

to Aircraft

October 2015

to Aircraft Jorge Chávez International Airport

October 2015

Inbound Baggage Hall

Aircrafts

T2 Conceptual Design Report - Vol. 1 – Architectural Systems LEVELand +3Building m

Baggage Mezzanine

Baggage Reclaim

to Aircraft

Hold Baggage Screening

Inbound Baggage Hall

Hold Baggage Screening

utbound Baggage

Make-up

Aircrafts

Unit of Work 4.2 October 2015

Jorge Chávez International Airport

LEVEL +12 m Check-in Hall + Arrival Corridor

Baggage Reclaim

Outbound This page illustrates the general ×ows Baggage of the Baggage Make-up Handling sytemAircrafts for the terminal. Please refer to Passenger Reconciliation the BHS section in this report for a more detailed information.

Piers LEVEL -7 m Basement

OOG

Egress from exterior ramp

ssenger Reconciliation

Inbound Baggage

OG

bound Baggage

Airside Egress Route to apron

Fire Öghting route into building FireÖghting core

-Dom Transfer

Egress from exterior ramp

Airside Egress Route to apron

Int-Dom Transfer

4

5

LEVEL +6 m Departure

7

6

The primary aim of the building systems design 8

Arrivals +domestic Apron and water tanks, located southwestHall of the

LEVEL +0 m Arrivals Hall + Apron

2.15.7 Baggage Flows

3

5

This page illustrates the Mechanical zoning design strategy used in the development of5the design of the mechanical, electrical and plumbing systems of the 5 terminal. Please refer to the MEP section in this report for a more detailed information.

In order to reduce the area and ceiling heights

from Aircraft

Check-in

LEVEL +6 m Departure

4

5

required within the building for plant LEVEL T2 Conceptual Design Report -space, Vol.an+01 m – Architecturalwas and Systems Unitthe ofroof Work 4.2 to Building remove 9any equipment from plane, external MEP compound was added housing chillers

Jorge Chávez International Airport

from Aircraft and T1

2

2.15.8 Plant and Service Spaces

The primary aim of the building systems design +3 m was to remove any equipment fromLEVEL the roof plane, minimizing structural loads and uncluttering the Baggage Mezzanine terminal roof and need for internal ductwork. The MEP spaces have been strategically grouped into equipment rooms by level and located throughout the building according to their service zones and air intake LEVEL +6 m needs. Electrical and IT rooms are distributed through the terminal according to their maximum allowedDeparture spacings.

LEVEL +6 m Departure

T2 C

LEVEL +12 m Check-in Hall + Arrival Corridor

1

Check-in Hall + Arrival Corridor

from Aircraft and T1

to Aircraft

Unit of Work 4.2

Jorge Chávez International Airport

2.15.8 Plant and Service Spaces LEVEL +12 m

Piers

from Aircraft

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

October 2015

LEVEL LEVEL +6 m+16 m Airline OfÖces Departure

LEVEL +12 m Check-in Hall + Arrival Corridor

aggage Flows

Jorge Chávez International Airport

Unit of Work 4.2

Fire Öghting route into building FireÖghting core

5

9

minimizing structural loads and uncluttering the Pier. The base isolation basement space is also used 8 terminal roof and need for internal10 ductwork. The to house Air Handling Units and free up valuable T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems Unit of Work 4.2 building area above. 8 MEP spaces have been strategically grouped into 10 equipment rooms by level and located throughout the 7 Mechanical serving 1 Mechanical serving Airline Check-in and customs ofÖce in +6, 8LEVEL +16 m building according to their service zones and air intake Security Control Point, Airline OfÖces Landside Concession 8 Substation needs. Electrical and IT rooms are distributed through LEVEL +0 m 2 Mechanical serving the terminal according to their maximum Arrivals Hall + Apron LEVEL +12 mallowed Emigration, Security 9 Mechanical serving International Control Point, International Check-in Hall + Arrival Corridor LEVELPier-7 m spacings. Corridor, Airside Concession Basement 11 10 Electrical cupboard 3 Mechanical serving CMC, Landside Concession In order to reduce the area and ceiling heights October 2015 Jorge Chávez International Airport 11 Mechanical serving Domestic 4 Electrical Cupboard required within the building for plant space, an Pier. Substations LEVEL -7 m external MEP compound was added housing chillers 5 Holdroom Electrical and 12 MEP Basement Basement Mechanical cores equipment serving the and water tanks, located southwest of the domestic (1 per Holdroom) base isolated areas 12 Pier. The base isolation basement space is also used 13 MEP Compound 6 Mechanical serving Domestic Departure to house Air Handling Units and free up valuable providing cooling, potable Corridor, water, PBL water and Öre 2.15.8building Plant and Service area above.Spaces Domestic Arrival Corridor, water to the Terminal.

LEVEL +0 m 11 Hall + Apron Arrivals

5 LEVEL +0 m Arrivals Hall + Apron

LEVEL -7 m 8 Basement

T2 Conceptual Design Report - Vol. 1 – Architectural and Building Systems

LEVEL -7 m 9 Basement

13

8

1

International Corridor

154

155

LEVEL +6 m Departure

from Aircraft and T1 to Aircraft

LEVEL 6m Transfer Security Control Point

LEVEL 6 m Baggage Reclaim

LEVEL 16 m Airline OfÖces

to Aircraft

LEVEL 12 m Check-in Hall Entry Hall

LEVEL 6 m Arrival Hall

LEVEL +3 m Baggage Mezzanine

Aircrafts

Inbound Baggage Hall

Check-in

Hold Baggage Screening

LEVEL +0 m Arrivals Hall + Apron

Baggage

Reclaim 6 m LEVEL Immigration Make-up

Passenger Reconciliation

This page illustrates the Mechanical zoning design Mechanical serving Airline 1 in the strategy used development of the design of the7 ofÖce in +6, mechanical, electrical and plumbing systems of the Security Control Point, terminal. Please refer to the MEP section in this report Landside Concession for a more detailed information. 8 The primary aim of the buildingserving systems design 2 Mechanical was to remove any equipment from the roof plane, Emigration, Security 9 minimizing structural loads and uncluttering the Control Point, International terminal roof and need for internal ductwork. The Airsidegrouped Concession MEP spaces have Corridor, been strategically into equipment rooms by level and located throughout the serving CMC, 10 3 Mechanical building according to their service zones and air intake Landside Concession needs. Electrical and IT rooms are distributed through the terminal according to their maximum allowed spacings. Electrical Cupboard 11

1

Airside Egress Route to apron Fire Öghting route into building

LEVEL -7 m Basement

Inbound Baggage Int-Dom Transfer

Mechanical serving Domestic Departure

Mechanical serving Airline ofÖce in +6, Corridor, Security ControlDomestic Point, Landside Concession

Check-in and customs

2

Mechanical serving Emigration, Security Control Point, International Corridor, Airside Concession

3

Mechanical serving CMC, Landside Concession

4 Electrical Cupboard

2

4 3 4

5 5 5

Electrical cupboard

Mechanical serving Domestic

LEVEL -7 mcooling, potable providing Basement water, PBL water and Öre water to the Terminal.

7

6 9

5

9 10

8

8 10 8

9 Mechanical serving International Pier

10 Electrical cupboard

11 151

11 Mechanical serving Domestic Pier. Substations

5

Holdroom Electrical and Mechanical cores (1 per Holdroom)

12 MEP Basement

6

Mechanical serving Domestic Departure Corridor, Domestic Arrival Corridor, International Corridor

13 MEP Compound

equipment serving the base isolated areas

providing cooling, potable water, PBL water and Öre water to the Terminal.

10

151

Substation Mechanical serving International Pier

13 MEP Compound

7 Mechanical serving

Arrival Corridor, Substation 8 Corridor International

FireÖghting core

OOG

LEVEL +6 m serving Mechanical Departureand customs Check-in

LEVEL +0 m Pier. Substations In order to reduce the area and ceiling heights Arrivals Hall + Apron 8 required within the building for plant space, an Holdroom Electrical and 5compound external MEP was added housing chillers 12 MEP Basement coresof the domestic and water tanks, Mechanical located southwest equipment serving the (1 perbasement Holdroom) Pier. The base isolation space is also used base isolated areas to house Air Handling Units and free up valuable building area above.

6

Aircrafts

Egress from exterior ramp

Outbound Baggage

151

4

from Aircraft

LEVEL 12 m Security Control Point

154

Unit of Wo

9

12


UNIFESP University Housing - Osasco, Brazil Design Competition, 2015 • Participated as project co-author with Architect Carlos Arcos. Developed conceptual idealization of architectural design, including programmatic and precedent studies, site analysis, preliminary ideas, definition of architectural parti, project development, circulatory structure analysis, typological studies, functional studies of community areas, structure and building systems definition, design of modular component system. Produced all graphs for final submission in Revit.


The Federal University of São Paulo (UNIFESP), together with the Brazilian Institute of Architects of São Paulo (IABsp) promoted, in November of 2014, an architectural preliminary study competition for the UNIFESP Student Housing Campus located in the city of Osasco, Brazil. The new project aims to house 320 students on a plot of 10,000 m², which represents a portion of the 211,000 m² allocated for the Paulista School of Politics, Economics, and Business. The lot is located in front of the Quitaúna Campus (works in development) on General Newton Estilac Leal Street and Alameda-Park (under construction), on the west side of the city of Osasco. CONCEPT – ACTIVE INTERACTION The starting point (and focus) of this project is to seek, in an innovative way, the essence of living the contemporary student life, filled with movement, exchanges, everyday interchanges and coexistence from an academic and especially socially point-of-view. This creates, in response, an architectural solution that is open and vital, enabling multiple and temporary configurations that are diverse and spontaneous. It stimulates the creative appropriation of the space and promotes a rich exchange of experiences among residents (architecture as an active support of life). Unlike traditional residential building blocks, we propose a globally interconnected building (visually and physically), enhancing and promoting interaction and conviviality between its residents.

0’

100’

200’


PUBLIC-PRIVATE GRADIENT Interpreting the intense variation of the public and private spaces, the project proposes a general framework by levels of use, which responds to a gradient of public and private relationships, combining the specific uses with multiple daily uses of life at multiple scales: living, studying, meeting and resting. The articulation of these activities is resolved through a system of multiple circulation, which encourages the various visual connections and the maximum physical interconnection. The result is a rich spatial fluidity that resolves, in a harmoniously way, the different scales and the intense variations of spatial use as a way to promote contact between the inhabitants of the complex. THE PROPOSAL The free ground level preserves the natural topography of the land proposing a continuous relationship with the Campus and the city. This way, the project provides a strong and fluid urban integration with its surroundings. At the same time, the complex opens to its inside creating a CENTRAL PATIO, unifying the different levels of use and incorporating the park on the hill while exposing the complex to proper sun exposure.


The building contains five levels of use: • open ground level for better urban integration; • mezzanine level with all general collective-use spaces; • a single level for housing integration ‘as a space for social expression’ (spaces of collective immediate use – study rooms – and spaces of collective intermediate use – living rooms); • two bedroom levels (spaces of private use).


National Library Expansion - Rio de Janeiro, Brazil Design Competition, 2014 • Coordinated the carlosarcosarquite(c)tura team from São Paulo, integrating both teams and compiling all conceptual and graphic work for the final submission. Formulated programmatic and precedent studies, site analysis, preliminary ideas, definition of architectural parti, project development, vertical and horizontal circulation studies, functional studies of the required areas, structure and building systems definition. Authors: Architects Carlos Arcos, Milton Braga, and Marta Moreira, project designed in conjunction with MMBB Architects in São Paulo, Brazil.


The Port Region Urban Development Company (CDURP) and the Brazilian National Library promoted, in September of 2014, a national architectural competition to renovate the old Ministry of Agriculture’s Grain Station located in the Port area of Rio de Janeiro. The proposal is to transform the building, which is already home to part of the periodic collection of the National Library Foundation, in the new annex of the National Library. It is also intended to be a new cultural center for the Port Region, currently undergoing one of the largest infrastructural projects in the country called “Wonder Port”. The new Annex of the National Library within the context of Rio de Janeiro’s new “Wonder Port” proposes a true urban opportunity. It creates a new, integrated landmark to the city’s cultural walk through the revitalized port region, strengthening the cultural sense of the surrounding environment and appropriating the new city seafront. It also serves as an ‘infiltrator’ of such energy to the urban fabric (Gamboa, Saúde and Providência Livramento neighborhoods) in this singular point of road junctions. The proposed design for the new annex seeks to efficiently store its large book collection, house the management department and the laboratories of the institution in a single block of three continuous floor plans. This solution generates adequate flexibility of multiple uses and high efficiency in the horizontal areas, allowing them to naturally expand. The new annex intends to reposition and to give visibility to the National Library Institution in its civil function by bringing it closer to the population and making it fulfill its role to ensure the ‘Right to Information and Culture’. The new Annex will serve to promote the habit of reading, making his headquarters a popular, lively and appropriable place. In this sense, the essentially public nature of this proposal is the conceptual foundation of the project. It creates an open library built for the city and specifically for the new seafront renovation project, meant to be attractive and accessible to visitors, citizens and local population.


IMAGE: 3 PLANES, 3 VERTICAL GARDENS

LIGHT: 3 VOIDS

FUNCTIONALITY: 3 ACCESS POINTS, 3 VERTICAL CIRCULATION SHAFTS


ARCHITECTURAL IDEA To consolidate these ideas essentially means to hand over the ground level and the terrace for common use as fundamentally public levels: - PUBLIC SQUARE: Create an open ground level that is free and continuous, providing public functions such as restaurant, cafe, bookstore, etc. It achieves urban continuity of the promenade and creates a space of constant social exchanges and vibrant life. This level attends the pedestrian flow and the immediate context, proposing an intense use of urban ‘life’ associated with urban culture and leisure.


- PUBLIC LIBRARY OBSERVATORY: The terrace is considered a privileged place to create a Public Library that is freely accessible to the public. The invitation to go up in search for a calm and peaceful atmosphere encourages reading. It also creates an opportunity to have new experiences from a different height, so common to the population in Rio who already enjoys amazing views given its highly privileged geographical context: the sea, the port areas, the amplitude of the bay, and the mountains. CIRCULATION DIAGRAM PUBLIC PRIVATE Estação Central

Teleférico (Estação Central)

Morro Providência

Teleférico Morro da Providencia (E.Gamboa)

Morro da Conceição

Nova Sede do Banco Central

Anexo biblioteca Nacional

Passeio Público

TERRAÇO

PATIO - LUZ BIBLIOTECA PÚBLICA PATIO - LUZ PATIO - LUZ

ACERVO

ADMINISTRAÇÃO LABORATÓRIOS RESTAURANTE MEZANINO SETOR DE EVENTOS AUDITÓRIO PRAÇA PÚBLICA

Terminal de Cruzeiros


Cultural, Expo, and Convention Center - Nova Friburgo, Brazil Design Competition, 2013 - Honorable Mention

• Coordinated the design team for the Cultural, Expo, and Convention Center competition in Nova Friburgo, Rio de Janeiro State. Conducted programmatic and precedent studies, site analysis, preliminary concepts, landscape definition for the main access and relationship with the city, project development, vertical and horizontal circulation studies, structure and building systems definition, design of modular component system.

“The project revels a practical and organized architectural solution and urban implementation, organizing the program and various spaces along a main axis that develops and reaches the landscape as its background�. Jury comments


The Brazilian Institute of Architects of Rio de Janeiro (IAB-RJ), together with the Rio de Janeiro State Government and the Ministry of Tourism launched, in January of 2013, an architectural preliminary study competition for the new Cultural, Expo, and Convention Center for the city of Nova Friburgo, Rio de Janeiro State. The 3,500m² project is part of a 20,500 m² lot located on highway 492, approximately 30 kilometers from the city of Nova Friburgo. The design proposal for the new Cultural, Expo, and Convention Center is designed as a “highlyqualified event station” on the path of the Sea Mountains. It serves as a hub for major regional events of interest from around the state as well as a rest area for travelers and sports adventurers given its strategic location. The concept for this lies in the idea that the interior space is nothing more than a continuation of the exterior public space. Protected by a flexible and modular enclosure, of easy expansion and installation, the result is an open building designed for the city, which generates simultaneous activities and synergies. The construction system is based on a basic primary cell that alternately repeats itself creating, in an undetermined way, intermediate areas and circulation in the longitudinal direction. In the transverse direction, the system allows free expansion inside and outside, occupying the entire space. In this way, the structure achieves a rational construction system as well as easy assembly and variation of the space, resulting in economic sustainability of resources. The building is a new landmark that accompanies the development of various potential cultural events given its ability to adapt to different scales. This means hosting from locals’ daily leisure activities to large-scale events.


LEVEL 1 | EXPO CENTER AND PUBLIC PLAZA +0.00m

0’

40’

80’

By opening up to the city - with modular and rational design the new built space blends itself with its surroundings, minimally impacting the environment while subtly returning to the population a high-quality public space, able to recreate the conditions for a perfect social exchange.


1

2

3

expo center technical /service area restaurant / cafe

4

5

6

secondary loading zone primary loading zone auditorium convention center public circulation staff circulation


LEVEL -1 | SERVICES -4.00m

LEVEL 2 | AUDITORIUM AND CONVENTION CENTER +3.00m

LEVEL 3 | SUPPORT LEVEL +6.00m


EAST/WEST FACADE

NORTH/SOUTH FACADE

TRANSVERSE SECTION

LONGITUDINAL SECTION

0’

80’

160’


Arena Curitiba 2014 - Curitiba, Brazil Fiscalização de obra, 2014 • Obtained a comprehensive understanding from within the studio production space the completion of a 127,000m2-stadium that housed one of the most popular events in the world: the FIFA 2014 World Cup in Brazil. • Helped conceptualize the modifications required by FIFA to meet the World Cup requisites, later assisting in the readaptation of the hospitality areas and the interiors project to meet the needs of Clube Atlético Paranaense. • Coordinated and conceptually formulated the content and graphic design of the studio’s first book “The Lightbox”, by author and architect Carlos Arcos, which describes in detail the conceptual foundation and building systems of his 2014 Curitiba Arena project.


CAJA ILUMINANTE THE LIGHTBOX CAIXA ILUMINANTE

The Joaquim Américo Guimarães Stadium is considered one of the most modern stadiums in Brazil. Its latest renovation and expansion completed in 2014 doubled its area to 126.836m2 and increased its capacity from 24,510 to 42,417 seats. Its programmatic operation - of extreme complexity and with highest technologies according to international standards – meets the needs of various types of massive contemporary events. The architectural solution adopted was to create an icon for the city: a “lightbox”. The idea was to build an enclosure that formally unified the complex and allowed for a binding image of the interior event with the neighborhood and the city. This outer skin was conceived as part of a component system of easy assembly, fast construction, and low cost. The materials used were standardized and preferably locally manufactured. The quest for material permeability between inside and outside, which through its lightness, translucency and lighting, produces a constant and active interaction with its surroundings. Legado Arena Curitiba 2014

carlos arcos

photo by: Luciano Machin


MAIN INTERVENTIONS

COMPLETAR LA ARQUIBANCADA ALTA EXISTENTE Y ELIMINACIÓN DE CAMAROTES ALTOS COMPLETAR LA ARQUIBANCADA ALTA EXISTENTE Y ELIMINACIÓN DE CAMAROTES ALTOS COMPLETAR LA ARQUIBANCADA ALTA EXISTENTE Y ELIMINACIÓN DE CAMAROTES ALTOS

1. COMPLETION OF EXISTING UPPER BOWL

ELIMINACIÓN DE LAS TORRES ELIMINACIÓN DE LAS TORRES ELIMINACIÓN DE LAS TORRES

2. DEMOLITION OF TOWERS

SE COMPLETAN LAS ARQUIBANCADAS SE COMPLETAN LAS ARQUIBANCADAS SE COMPLETAN LAS ARQUIBANCADAS

3. UPPER BOWL EXPANSION

CRECIMIENTO DE LA ARQUIBANCADA BAJA SOBRE EL FOSO CRECIMIENTO DE LA ARQUIBANCADA BAJA SOBRE EL FOSO CRECIMIENTO DE LA ARQUIBANCADA BAJA SOBRE EL FOSO

4. LOWER BOWL EXPANSION OVER MOAT

- MULTIEVENT ARENA: The capital of Paraná State, Curitiba, has a population of 4,000,000 inhabitants and offers an upscale cultural scene. However, the city still lacks a Multievent Arena to meet some of its contemporary needs. This Cultural and Sports Complex thus becomes the most important one in South America, composed of the Stadium, an Indoor Arena with a capacity of 10,000 seats, and an exterior public outdoor space. This combination comprises an infrastructure capable of hosting multiple events of diverse characteristics: sporting, cultural, religious, political, entertainment, business, etc.


Integration Public Space

photo by: Luciano Machin Esplanade Pedestrian Accessibility

- URBAN INTEGRATION: Despite the central location of the stadium, within a dense urban fabric, the old building had an inappropriate relationship with the urban context. Firstly, the corresponding level of the Plaza Afonso Botelho was transformed into in a large Commercial Urban Plaza that unifies the space, integrating the new complex with the park and with the city. This intervention made it possible to build up real material and symbolic ties with the surroundings. Secondly, a 300-meter long by 17 meters wide terrace was designed on the longitudinal axis to allow proper access to the entire complex.


SENEPAR

RES. PARA INCÊNDIO 200m 3

RES. ÁGUA TRATADA 220m 3

RESERVATÓRIO ÁGUA TRATADA

REAP. ÁGUAS 150m 3

CONTENÇÃO CHEIAS 700m 3

REAP. IRRIGAÇÃO 150m 3

CAMPO

RESERVATORIO DE ÁGUAS PLUVIAIS REAPROVEITAMENTO

EXCEDENTE RIO

COLECTOR PÚBLICO

- SUSTAINABILITY: The complex was designed utilizing various passive design strategies in order to achieve maximum comfort regarding thermal, acoustical, and lighting levels. In addition, the stadium features a rainwater harvesting system that reuses 100% of all rain and grey waters, which are stored for later use in the old moat that surrounds the soccer field.

ÁREA COBERTA 30850m²

The complex was constructed utilizing building methods and tools such as: mass production of modular elements to minimize energy costs in the manufacturing process, transportation and assembly work on site, sun protection and natural ventilation systems to reduce the thermal load of the interior spaces, and polycarbonate panels on the roof to reduce heating of the building through shading. Moreover, the project has complied with the environmental sustainability regulations established by LEED standards and is currently in the process of accreditation.

ÁREA DO CAMPO 8766m²

RESERVATÓRIO DE ÁGUAS PLUVIAIS REAPROVEITAMENTO 1000m3 - RESERVATÓRIO DE CONTENÇÃO DE CHEIAS 700m³ - CISTERNA REAPROVEITAMENTO ÁGUAS 150m³ - CISTERNA REAPROVEITAMENTO PARA IRRIGAÇÃO 150m 3


700 Market St. Renovation - St. Louis, Missouri Design Proposal, 2013 • Participated in the revitalization proposal of the 700 Market Street building by Phillip Johnson in St. Louis. Designed and rendered options for the grand entrance and courtyard layout for client review under the guidance of Design Principal Ripley Rasmus and HOK founding architect Gyo Obata.


Designed in 1978 by renowned architect Phillip Johnson, 700 Market Street, also known as the General American Life building located in downtown St. Louis, has remained empty since 2005. In 2013, its New York-based owner planned to renovate the 128,000-square foot building to attract potential tenants, such as the Laclede group, a public gas service utility company headquartered in St. Louis. Part of the 700 Market Street building renovation Project includes a design proposal for the 6 storey lobby and its exterior street-level space. The new design intends to bring such lobby height down to a more human scale in addition to turning it into a more comfortable space with minimal impact to the original design. The main pedestrian access underneath the elevated building triangle was designed simultaneously by founding HOK architect Gyo Obata.

Lobby design proposal

Aerial view of the building - google earth.


Clube AtlÊtico Paranaense Arena - Curitiba, Brazil Pre-design, Schematic Design, 2012 • Collaborated as member of the consulting team for the architectural design of the Clube AtlÊtico Paranaense (CAP) Indoor Arena by architect Carlos Arcos in Curitiba, Brazil. Served as integrator between both studios, traveling to Brazil for design workshops and client presentations. Performed several pre-design and schematic design tasks, including visibility studies, area analysis and design options for restrooms and hospitality areas, seating bowl and circulation requirements as per Brazilian building code, among others.

image by: carlosarcosarquit(c)tura


Designed in 2012 by carlosarcosarquite(c)tura, the Club AtlĂŠtico Paranaense (CAP) Indoor Arena is a 10,000-seat indoor arena located in the city of Curitiba, Brazil. The building is part of the CAP Complex project, having strong synergy with the Joaquim AmĂŠrico Stadium, home of the FIFA World Cup 2014 games in the city of Curitiba, the Expo and Convention Center, a parking structure for 850 cars, the Afonso Botelho plaza, and the CAP Indoor Arena. 360 Architecture was invited to participate in the pre-design, schematic design, design development, and partially in the construction drawing phases of the project as technical consultants expert in indoor arena design.


image by: carlosarcosarquit(c)tura

- RIGGING DESIGN: Designed to bear the load of a scoreboard, lighting and sound equipment, the structural rigging above the court level provides a flexible frame for supporting these elements in multiple arrangements according to the necessities of each event. A catwalk is placed around the perimeter for maintenence and must have direct access to vertical circulation.


- SUITE LEVEL DESIGN: The suíte level diagram to the left studies multiple suíte configurations given the building’s 9.8-meter by 9.8-meter structural grid. Four types of suítes were analyzed: one, two, three, and four suítes per module, each decreasing considerably in size. Given the seating size, spacing and stair dimension requirements, it can be concluded that three suites per module is inefficient: it yields the same number of chairs per suíte as the four-suite-permodule option. A large restaurant is placed on the east wing to service this VIP audience. - RAILING DESIGN: Required by applicable building codes and safety regulations, barriers and handrails are required in certain places throughout the seating bowl to prevent people from falling, and retain or guide people. The snapshots below study the different impact of glass and steel bar barriers in the spectator’s field of vision when sitting down and looking at the court.


milenamarkman@gmail.com

Profile for Milena Markman

Milena Markman's 2019 Portfolio  

Milena Markman's 2019 Portfolio