The new terminal building of Madrid Baraga Airport, together with ancillary buildings, tracks and road traffic lines, and a parking lot for 900 cars, may be the largest project under construction in Europe. The terminal building and ancillary buildings total 700,000 square meters (the existing comprehensive terminal building is about 200,000 square meters), which is larger than the Hong Kong Chek Lap Kok Airport designed by Foster. The new terminal is designed to carry 35 million passengers a year. Including parking lot and railway station, the construction area exceeds1100,000 square meters. The plan will be completed within one and a half years from now. This is the first large-scale airport construction project in 2 1 century. But it is not just a huge building in Guangxi; It is the landmark building of Richard Rogers Partnership Design Company (RRP). It is the perfect combination of architecture and engineering. The cooperation spirit of Pompidou Center in Paris has been revived. This building started Richard and Rogers' global design career 25 years ago.
In Spain, the design task of Terminal 3 of Baraga Si Airport was naturally entrusted to RRP, its Spanish partner Istudio and the Madrid design company Lamella, which will celebrate its 50th anniversary next year. In sharp contrast to another airport project under construction at Rutgers University (Terminal 5 of Heathrow Airport), the expansion project of Baraga Airport is regarded as a prestigious national project, which is implemented by public affairs agency AENA. This determines that the design team whose members are all foreign companies will not be considered.
At the invitation of Istudio and Lamella Company led by partners Luis and Weddell, RRP Company became a member of the design consortium, which was established in 1996. Other members include professional engineering consulting firm NITEC and Tamak Professional Services Company (TPS), and participated in the design competition of the airport project. No Spanish architectural design company has the experience to be competent for the design task. Vedel, who was trained in London, said. "So we look abroad, and Rutgers University is our first choice." After winning the design competition, there are four teams as candidates, and the PPR/ Sheet team initially started working in PPR's London studio. I moved to Madrid in the summer of 2000 after the website design started. In the meantime, Louis and Weddell are responsible for integrating the project design team, including, for example, acoustic, landscape and lighting consulting companies. Although it was built in 2005, passengers can use the new terminal. The project is still expected to be completed ahead of schedule before the end of 2004.
Compared with Terminal 5 of Heathrow Airport, this result is remarkable. Rogers won the design competition of Heathrow Airport as early as 1989, but it will still take five years to complete the first phase of Terminal 5 from now on. The Baraga Airport project is progressing smoothly, but the expensive, time-consuming and ultimately meaningless British public consultation in Terminal 5 has never been taken seriously. The result is the delay of Terminal 5 and the failure of the plan (also the failure of the British Airport Consortium's "value engineering" method). Since 1989, the concept of Terminal 5 has completely changed. At the same time, the final terminal of Baraga Airport is very close to the design competition drawings. At the same time, it is also very clear that many contents of Baraga airport planning are deepened from the concepts that first appeared in the tender documents of Terminal 5, and also developed from the experience gained from the smaller Marseille Airport and Heathrow Airport 1 Terminal designed by RRP Company. The first airport in Baraga, 0/5km away from Madrid/Kloc-0, is a small village surrounded by quiet countryside, which was opened in 1933. However, 1936 was requisitioned as a military airport when the civil war was fierce. After the war, Baraga Airport developed steadily, with new runways and terminal buildings. The international terminal finally opened at 1977 (although the public is still discussing whether the capital should build a second or even a third airport). The number of passengers increased gradually, and 1995 exceeded 20 million. An open space in the northwest of the existing terminal was designated as the address of the new terminal and annex.
Li and Marcus of RRP (he is the main designer of the design competition scheme for Terminal 5 and Madrid Airport) believe that "our biggest advantage in Baraga is the large space". Terminal 5 was originally planned as a single-storey terminal building according to the model of Stansted Airport, but later the space was greatly reduced and the design must be reconsidered. The terminal building under construction at Heathrow Airport lacks the liveliness and dramatic effect in the design competition scheme, but it has a "magic carpet" or "wave" roof (the structural design is in the charge of Peter and Rice), which rises high in the main public areas and slopes down around.
Terminal 5 and New Madrid Terminal are designed as international and intercontinental centers, which can transport a large number of transit passengers. Spain regards Madrid as an important link between Europe and Latin America. The expansion of Baraga Airport includes three new runways, a new expressway and rail transit, with a total budget of $654.38+04 billion. This part of the cost of the Rutgers University/Thin Plate University team accounts for about one third. For Madrid, ten years ago, it fell behind Barcelona because of its international image. The airport project is an important step to rebuild the glorious image of the capital. "In five years, Baraga Heathrow Airport will have more passengers than Amsterdam Heathrow Airport," Vedel predicted. "Madrid occupies a place among the major capital cities in Europe." The new airport subway line and the expectation of connecting Baraga airport with European TGV rail transit network reflect Madrid's rising and expanding ambitions.
Simon and Smithson, members of the Madrid-based design consortium and part-time members of the Terminal 5 design team, are now in charge of the operation of the project together with Waidl (Rinat and Gulut are in charge of Richard and Rutgers partnership design company), insisting that "this is a good partnership and the team works like one person". But it is very clear that the key design idea comes from the studio of Richard and Rutgers. Anthony Hunt United Company cooperated with the design team of Rutgers University for the first time, and cooperated with architects to design the terminal building and ancillary structures. )
For terminals as big as Baraga Terminal 5 and Heathrow Airport, there are problems with the single-story design, which is likely to make passengers take a daunting journey. Using this single-storey scheme in Terminal 5 may be problematic because it was excluded from the tiles of Madrid Airport from the beginning. As Marx and Li recalled, the goal of Baraga Airport Project is to ensure that the terminal building is easy to understand by using simple straight lines. The competition scheme has designed a series of parallel "pillars" across the terminal building, and each pillar has obvious functions. Through these pillars, you can reach the waiting hall from the car drop-off area, parking lot or railway station through the registration, passport and customs control area, and finally board the plane. A very long row of cabinets is a prerequisite for designing competition points. The design length is 1.2km, and at most 40 check-in counters connected with the main terminal can be installed. At the same time, an annex (larger than the Heathrow airport annex itself) provided additional passenger capacity, and a long-term plan for the construction of a second annex was made.
The main terminal building is a corrugated roof. At first glance, the facade seems to be paved on a wooden frame aluminum veneer, which is a bit like the "wave" shape in the design scheme of Terminal 5. However, if we look closely, the roof can easily be regarded as a row of wings, which are supported on each pillar of the middle "tree", propped up on the side, and constantly protruding from the waist to provide shading effect. No building equipment is installed on the roof, and skylights are scattered on it, providing controllable natural lighting for the upper floor (leaving the port area). However, after giving the cross section of the multi-layer design scheme, a design strategy of introducing natural light into the lower layer is needed. The method is to introduce a "canyon" (sunken courtyard) and divide the terminal building into linear blocks. The large space connecting the whole terminal by the overhead covered bridge, although the inbound passengers and outbound passengers are separated, can share a real open space, which is completely different from the empty corridors that welcome inbound passengers in most airports. "Canyon" can also be used as a direction indicator in the terminal building, emphasizing a clear sense of direction that is very important in the design concept. Baggage handling (the largest system ever) and other service facilities are concentrated on the ground floor.
This is effective for the terminal building, which reflects the political necessity and the strict conception that comes with it, and drives the project and customers to voluntarily support the design vision of architects and engineers. "We are building what we designed." Gurut said. "The design competition scheme is simple and reasonable enough to adapt to fundamental changes without damaging the design drawings." For the Smithsonian Museum, the terminal is basically a cabin with a really big roof. The roof is a building. "There are no ideas left in the construction drawing, which simplifies many details. But the Smithsonian believes that architecture may be better because of this. For example, the roof system is made of Carl electroplated steel structure and siphon drainage system. Thanks to the skilled Glisian manufacturing company (Spain also has a considerable shipbuilding industry), "we got what we painted", commented Magit and Cassie, who are responsible for perfecting the roof concept of RRP company. For example, the oval organic part of the surrounding roof is not an unrecognizable "value project".
The roof is deliberately designed to feel like floating on the terminal building, emphasizing simple support around it rather than formal support. Therefore, the impact on the main facade is intentionally minimized. This facade is hung on a taut "dry herring" truss extending from the roof and installed on the roof, ground structure and composite stainless steel poles. 36 mm high-performance Saint-Gobain glass is installed on the surface. Try to avoid using vertical support members (although the 30 mm silicone joint is larger than the architect's requirements), and there is no artificial facility to decorate the columns and steel cables of most high-tech traditional buildings. It has reached the aesthetic standard of fluency, seamless and smoothness. "It's very satisfying and logical," said Steve Gladson, who is in charge of RRP facade design. Because the overhangs at the bottom of the roof provide shade, which brings strong sensory impact to people, the fan-shaped edge section formed is obviously a controversial issue for the design team. The facade is a technical masterpiece, but for the Smithsonian, "in architectural terms, the key moment is the moment when the roof flies into the canyon", which emphasizes the fact that the main axis of the terminal is along the east-west direction from the registration area to the boarding area, not the north-south direction.