Development of group work, 3D model. Some interesting visual images and ideas that may sprawl into my station development and design.
Thursday 23 October 2008
Thursday 16 October 2008
_ case studies . . .
BIJLMER STATION
Amsterdam, The Netherlands
GRIMSHAW ARCHITECTS
Bijlmer Station is situated in the southeast of the city, on the broadened track between Amsterdam and Utrecht. The station is one of the five largest stations in the Netherlands, handling approximately 60,000 customers per day. It contains a total of eight tracks (two specifically dedicated to handling 200 km/h high- speed trains) and is a major interchange for passengers connecting to Metro lines and bus routes.
Grimshaw worked with Arcadis Articon Architects on the design of the station on a 70m wide diagonal Boulevard, linking east with west. The tracks and platforms are raised on concrete viaducts, with a total length of 325m. The two-storey viaduct structure allows a generous visual link through the Boulevard and concourse area below. The roof structure covers the central 200m long section of the tracks and the platforms. The form of the roof combines an expression of the dynamics of high-speed travel with the alignment to the diagonal Boulevard. A substantial split in the roof emphasises the direction of the Boulevard below and the access point to the central station hall.
When viewed from the Boulevard, the roof structure provides the bold public face of the project as it flies over the platforms. The entire structure of the roof follows the diagonal of the Boulevard. Each set of tracks is expressed by a 200m long roof vault. Each roof vault is linked to the next, forming an overall structure consisting of 4 identical segments. The trains slide in at the low end, arrive in the high central hall of the roof and slip out through the low opening at the opposite side. Each of the 4 roof sections is supported by 4 raking A-frame columns and a special stabiliser element at the southern end of the roof. At the north and south ends the roof canopy cantilevers 18m beyond the last structural support, amplifying the sense of linearity and direction. The tubular steel A-frames have paired pin connections at ground level and support a continuous V-shaped hollow steel beam that varies in height from 1700 to 4500 mm and in width from 800 to 1850 mm. The underside of the V-beam rises towards the centre from 3.10 m to 6.50 m above the platform level.
Amsterdam, The Netherlands
GRIMSHAW ARCHITECTS
Bijlmer Station is situated in the southeast of the city, on the broadened track between Amsterdam and Utrecht. The station is one of the five largest stations in the Netherlands, handling approximately 60,000 customers per day. It contains a total of eight tracks (two specifically dedicated to handling 200 km/h high- speed trains) and is a major interchange for passengers connecting to Metro lines and bus routes.
Grimshaw worked with Arcadis Articon Architects on the design of the station on a 70m wide diagonal Boulevard, linking east with west. The tracks and platforms are raised on concrete viaducts, with a total length of 325m. The two-storey viaduct structure allows a generous visual link through the Boulevard and concourse area below. The roof structure covers the central 200m long section of the tracks and the platforms. The form of the roof combines an expression of the dynamics of high-speed travel with the alignment to the diagonal Boulevard. A substantial split in the roof emphasises the direction of the Boulevard below and the access point to the central station hall.
When viewed from the Boulevard, the roof structure provides the bold public face of the project as it flies over the platforms. The entire structure of the roof follows the diagonal of the Boulevard. Each set of tracks is expressed by a 200m long roof vault. Each roof vault is linked to the next, forming an overall structure consisting of 4 identical segments. The trains slide in at the low end, arrive in the high central hall of the roof and slip out through the low opening at the opposite side. Each of the 4 roof sections is supported by 4 raking A-frame columns and a special stabiliser element at the southern end of the roof. At the north and south ends the roof canopy cantilevers 18m beyond the last structural support, amplifying the sense of linearity and direction. The tubular steel A-frames have paired pin connections at ground level and support a continuous V-shaped hollow steel beam that varies in height from 1700 to 4500 mm and in width from 800 to 1850 mm. The underside of the V-beam rises towards the centre from 3.10 m to 6.50 m above the platform level.
In construction, exposed steel ribs were fixed either side of the V-beam at 3.80 m centres to support the glazing over the platforms and the solid roof over the tracks. The latter was constructed as an insulated double skin metal deck with perforated acoustic cladding on the inside. In order to construct the roof economically, all the roof members were designed to have the same angle and length. The variations in the profile of the V-beam are accommodated in the clear opening that runs along the apex of each vault. The opening is framed with perforated metal fin panels varying in height from 800 to 2500 mm at the highest point of the roof. The fins diffuse the light shining through the gap at night to enhance the prominence of the station as a unique focal point for the area.
The station is designed to provide a high level of social security both during the day and at night. Long voids are cut into the platforms to break down the overshadowed sections of the 100 m wide area below the viaducts. These voids improve the sense of safety through visual contact and improved transparency between the platform and ground level areas and also permit a lot of daylight to flood into the Boulevard and the bus station areas.
The station hall and platforms are also designed to allow for maximum transparency to improve the orientation of travelers within the building. Escalators, stairs and glazed lifts lead the public from the ticket hall up to the platforms. The ticket hall as the centre of the station and the adjacent bus station provides a wide variety of commercial activities including a large cafeteria and restaurant. Future commercial development will be located along the north side of the Boulevard and opposite the bus station below the viaduct structure.
Work started on site in 2001 and Bijlmer Station was officially opened by Princess Maxima of the Netherlands on 17 November 2007.
http://www.dezeen.com/2008/09/09/bijlmer-station-by-grimshaw-and-arcadis-articon-architects/
Wednesday 15 October 2008
LINCOLN TRAIN STATION PROPOSAL_INTRODUCTION
MY FINAL PROJECT PROPOSAL IS AIMED AT A POSITIVE REDEVELOPMENT OF THE EXISTING RUN DOWN LINCOLN TRAIN STATION BUILDING AND AREA. I WANT TO MAKE IT A CENTRAL HUB OF TRANSPORT FOR THE SURROUNDING COUNTY AREA WITH BETTER LINKS TO MAIN TRANSPORT ROUTES IE, LEEDS TO LONDON.
BELOW ARE SITE LOCATION MAPS ILLUSTRATING THE PROPOSED SITE AND THE EXISTING LOCATION OF LINCOLN TRAIN STATION. THE DESIGN WILL BE PART OF THE CONTINUING MODERN DEVELOPMENT CURRENTLY TAKING PLACE IN LINCOLN AS WELL AS INCORPORATING ITS ICON HISTORIC ARCHITECTURE.
Tuesday 14 October 2008
_define A1 PRESENTATION
IN WEEK 2 WE SEPERATED INTO GROUPS. KARL BROWN, ED KEPCZYK AND MYSELF FORMED OUR GROUP.
THE CONTINUING OBJECTIVE IS TO “DEFINE – REDEFINE- PROPOSE” BRIGGATE, THE MAIN HIGH STREET OF LEEDS CITY CENTRE.
THIS IS OUR A1 PRESENTATION FOR DEFINING BRIGGATE.
NARRATIVE- “THIS LARGE EXPANSE OF PEDSTRIANISED PUBLIC OPEN SPACE HAS A FUNCTION BUT DOES IT HAVE A SOUL?
IT IS EASY TO DEFINE BRIGGATE BY WHAT IT DOES AND BY WHAT IT OFFERS, AN ALTERNATIVE VIEW IS TO DEFINE THE STREET VISUALLY; LOOK ABOVE THE SEA OF CONSUMERISM AND THERE ARE SHAPES AND PATTERNS THAT CAN EASILY BE FORGOTTEN, A RICH MIXTURE OR ARCHITECTURE WHICH LONGS FOR PUBLIC PARTICIPATION!”
INDIVIDUAL STUDY
INDIVIDUALLY PRODUCED TWO A3 SHEETS ABOUT FIRST IMPRESSIONS AND POTENTIAL ELEMENTS TO DEVELOP ON BRIGGATE
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