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Old July 21st, 2006, 06:48 AM   #101
delores
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shame we have nothing more than an aerial shot of T5 surely someones got a bit closer?
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Old July 21st, 2006, 10:44 AM   #102
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I had a good look coming off the M4 a week or so back. Didn't take any pictures but it's coming along well. At the risk of looking like a complete twat, I'll try and take a few when I go on holiday next week.
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Old July 23rd, 2006, 11:00 PM   #103
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Reply from BAA if anyone was interested:

Quote:
Dear Ben,

Many thanks for your email regarding Heathrow East. It is always
encouraging to receive feedback and I have passed your comments on to the
project team.

You mention the need for extra capacity at Heathrow. As you may know, the
Terminal 5 planning enquiry set a limit on the number of flights at the
airport (480,000) but not a limit on the number of passengers. When
Terminal 5 opens in March 2008, the current passenger capacity of 68
million at Heathrow will increase to 90 million. The Heathrow East project
offers an opportunity to redevelop Terminals 1 and 2 within these limits so
that they offer the world-class experience that passengers expect. With
regards to Terminal 3, there are no current plans for a similar
redevelopment.

At the moment, there is no certainty at all that BAA Heathrow could meet
the strict environmental criteria required for an additional runway. The
Government is expected to make its conclusions on that matter at the end of
2006, when its “Project for the Sustainable Development of Heathrow”
completes forecasting studies.

I hope that this answers your queries. Please do check our website,
www.heathrowairport.com/heathroweast, for future updates.

Kind regards,
Stuart

Stuart Butchers
Community Relations Assistant
BAA Heathrow
Tel: 020 8745 5791
Fax: 020 8745 6061
stuart_butchers@baa.com
www.heathrowairport.com/community
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Old July 27th, 2006, 09:18 AM   #104
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found this , you can actually see whats going on inside now...

http://www.view.captureweb.co.uk/imi...T&searchmode=1
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Old July 27th, 2006, 12:05 PM   #105
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^ Wow - that's gonna be amazing!
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Old July 29th, 2006, 10:32 AM   #106
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I made it to Hong Kong. Got a couple of pics from the flight (swiss, Heathrow - Hong Kong via Zurich). Taken 27th July by the way.





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Old September 15th, 2006, 12:04 AM   #107
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Heathrow Terminal 5: Ready for take off?
Today, it's Europe's biggest construction project, covering an area the size of Hyde Park and employing 6,500 builders. But when Terminal 5 opens in 2008, it will finally drag Heathrow into the 21st century. Simon Calder has an exlusive preview
Published: 17 September 2005
Source: The Independent

Airports share plenty in common with prisons and hospitals: no one wants to go there. Should you be incarcerated in one, you naturally want to get out as soon as possible. The 21st-century airport may be the essential conduit to the wonders of the wider world, but the experience is as dehumanising as it is demoralising. The feeling that you are being processed as mechanically as your baggage applies particularly if, like 70 million people this year, you find yourself condemned to the aeronautical disarray that is Heathrow.

Continental Europe's most successful airports - namely, Amsterdam, Frankfurt and Paris Charles de Gaulle - are blessed with their UK competition. Passengers flying on KLM, Lufthansa and Air France can expect to change planes quickly and easily, within a single terminal. But British Airways, the dominant airline at Heathrow, runs an operation of ludicrous complexity in an airport that has been haphazardly knitted and knotted together.

If you think flying from or to Heathrow is bad, try changing planes there. Like all "network carriers", BA depends for a sizeable chunk of its business on transfer passengers, typically flying from Warsaw to Washington or Madrid to Mumbai. Given the obstacle-strewn trek from Terminal 1 to 4 or from 2 to 3 that such passengers face, pity the poor traveller - and his or her luggage.

Three summers from now, such journeys will be transformed by Terminal 5, whose sole tenant is British Airways. The £4.2bn project is intended to bring some glory to your transit. Never mind the passenger experience; your baggage will have a first-class journey. The prescribed instant when British aviation is due to join the 21st century is 4am on Sunday, 30 March 2008. For now though, Terminal 5 is Europe's biggest contruction project. And the bowels of the new terminal is where Tony Douglas is focusing right now.

If you think your job is tricky, perhaps the task facing Douglas - managing director of the "T5" project - puts it into perspective: "We have the equivalent of one 40-foot wagon coming through our front door every 31 seconds for four-and-a-half years." With a background in aircraft and motor manufacturing, Douglas understands that even a venture as complex as this has some basic fundamentals: notably, get the baggage system right.

Two storeys below ground level, between load-bearing columns that resemble an ancient sarcophagus, we are examining the most expensive baggage-handling system installed at any British airport. This compilation of 11 miles of conveyor belts is where Escheresque crochet meets robotic technology.

The expensive embroidery in the basement of Terminal 5 even has a holding area for baggage. If you have checked your luggage in early, or you face a long wait between connecting flights, your possessions will be diverted to a kind of executive lounge for suitcases: a 9,000-bag holding area that itself is bigger than some of Britain's airport terminals. Still underground, even the rails that will whisk people here on the Heathrow Express and Piccadilly Line are in place. And unlike most vast infrastructure enterprises, Terminal 5 is on budget and on time.

"On time" is a relative term. The interminable legal journey to bring Terminal 5 to life began early in 1993 when BAA, the airport's owner, submitted its planning application. The subsequent inquiry, to evaluate the possible harm caused by adding yet another piece to the Heathrow jigsaw puzzle, took nearly four years - the longest in British planning history. At the end of 2001, the Government announced that BAA had won against an array of social and environmental campaigners.

But Douglas has been saddled with hundreds of caveats stipulating precisely how he should build his aeronautical Jerusalem within the confines of the world's busiest runways and Europe's busiest motorway, the M25. Which is why, long before Richard Rogers' new structure began majestically to rise above the humdrum plain west of London, Tony Douglas opened the largest medical centre in the region. "There was a concern in the local community that with a large workforce you might not get to see your doctor because all my workers might be in front of you."

The 6,500 workers who are creating Terminal 5 might be well looked after, but the health of aviation has visibly deteriorated since the campaign to catapult Heathrow into the 21st century began. Passengers have far more choice than a decade ago, and are much more sensitised to value. On many routes, fares have fallen by half.

British Airways has suffered more than any other airline from the presence of Europe's two biggest and meanest no-frills carriers, easyJet and Ryanair, right on its doorstep. BA's passenger numbers have shrunk for each of the past five years The airline now has one-quarter fewer passengers than in its annus mirabilus, 2000.

For Tony Douglas, that is not such a bad thing. There is now a sporting chance that the original plan - to concentrate all BA's operations within a single space - could work, at least in the short term. Last year, BA carried 26m passengers to, from or through Heathrow, which is close to the initial planned capacity of Terminal 5. That figure corresponds to one passenger per second during normal operating hours.

From the departure level of the new terminal, that passenger will be privileged, indeed. Richard Rogers and Tony Douglas are injecting a touch of class into the airport experience, putting the * * aesthetics back into aviation. They recognise that aircraft have a balletic beauty, and are intent to let you enjoy the show.

An empty airport, almost by definition, is a beautiful airport. Terminal 5 will not look so appealing on a miserable Monday morning as it does as an empty shell, but you sense that it will transcend the every-day - a wave breaking triumphantly above the rectangular monotony of airport architecture.

The departures area resembles the stretched cross-section of, appropriately, a wing. Depending on which way the wind is blowing, passengers checking in on the top level of the new structure will witness aircraft taking off or landing. Either way, the aircraft will be in extraordinarily close proximity. At each end of the cross-section is a picture-window where you may swear you can read the expressions of the passengers.

Will they be happy faces? Tony Douglas thinks the passengers using T5 will be. "It's going to be by far and away the best airport experience in the whole of Europe." He would say that, though, wouldn't he? But from within the soaring steel skeleton, it is difficult to disagree with the boss.

Terminal 5 reclaims the graceful simplicity that Gatwick demonstrated in 1936 when it became the first fully fledged integrated airport terminal. The passenger is once again ascendant, with everything designed to ease the journey. After a ride in a glass elevator from the train platform, you can give a backwards glance from this transportational palace towards Windsor Castle. Then you check in - automatically.

The space constraints in the new terminal are such that queuing is being designed out. The traveller will be greeted by an array of machines offering rapid check-in. If that strikes you as unwelcome elimination of human contact, ask yourself: when was the last time you queued up at a bank simply to withdraw some cash? After you have checked in once using the aviation equivalent of the ATM, you will never want to wait in line again. Human beings are available on request, however.

In contrast with the artificial glare that prevails elsewhere in Heathrow, natural light cascades through the structure of Terminal 5. And in common with the soaring space that defines London's finest railway station, St Pancras, the roof of the new terminal floats serenely above the commonplace of pre-flight procedures.

The security check is as unavoidable as the retail maze that immediately follows it. BAA makes its millions from what we spend in airport shops and restaurants. Its airports are often dismissed as "shopping malls with a runway attached". But such are the limits within which Tony Douglas is working that creating entanglements for the traveller is not an option. Even though the "footprint" of Terminal 5 is an area the size of Hyde Park, that is hopelessly small compared with the SuperJumbo-sized airport dimensions of Singapore, Munich and Qatar.

The result: a terminal with refreshingly few frills, with the path to the plane necessarily less impeded with retail clutter than Heathrow's other terminals. The interminable planning process and constricting geography have imposed a clean simplicity upon T5 that should make life for the passenger as stress-free as flying allows.

That assumes, of course, that you are arriving and departing on a "real" British Airways flight. BA is more promiscuous than almost any other airline in the partnerships it sustains. Through the Oneworld alliance, BA purports to offer far more flights than it is capable of providing. Buy a ticket on our national airline, and you could find yourself travelling on Iberia of Spain, Qantas of Australia or one of a dozen other airlines. But there will be no space for these pretenders in Heathrow's new hallmark terminal.

There is no room to unite this fragile coalition under a single roof, even one as vast and impressive as Richard Rogers' at Terminal 5. So American Airlines and Cathay Pacific are likely to remain at Terminal 3, where they will be joined by Iberia, Qantas and all airlines to Finnair. Confused? You will be.

Meanwhile, the new generation of low-cost airlines such as Ryanair eschew big, complicated airports like Heathrow. "I wouldn't fly there if you paid me," says the airline's chief executive, Michael O'Leary, who regularly lambasts BAA for building facilities on a far grander scale than necessary. A big shed with a runway attached is more the airport style of the ever-expanding Irish no-frills airline that now carries more passengers than British Airways.

Big sheds, however, do not have the architectural merit or aesthetic momentum of the gigantic Meccano set taking shape at Heathrow. Terminal 5 remains well short of Singapore, Hong Kong and Dubai as the gold standards of the airport experience. There is no room for rooftop swimming pools or cactus gardens within the repressive confines of the M25 and the existing airport. But as a dignified gateway and resonant departure point for a country whose strong suit is culture, Terminal 5 will touch the national sense of pride.

High Flyers: The World's Favourite Airports

Amsterdam Schiphol

From a tiny airfield on reclaimed land, Schiphol has grown to welcome 100,000 passengers a year. Its advantage is user-friendliness: most travellers are here simply to change planes. There is plenty to keep them occupied, too, such as the annexe of the Rijksmuseum, where you can contemplate a priceless Old Master before your cheap flight home.

Barra

The southernmost isle of the Outer Hebrides is beautiful, but not over-endowed with tourist attractions. Several times a day, however, Cockle Strand becomes subject to the 1990 Aviation Security Act.There are three runways on this perfect semicircle of sand, which means that pilots can land and take off in six directions. In these marketing-led days, being "the only beach airport in the world to handle scheduled airline services" is a priceless asset.

Prestwick

"PIK" is the code for Scotland's most stylish international airport. It had long been protected by laws that insisted it was Scotland's transatlantic gateway. Once this restriction was lifted in the Nineties, the airlines moved to Glasgow and Edinburgh. But Ryanair came to Prestwick's rescue. The grand ambitions of the 1960s planners are now enjoyed by several million passengers each year.

Singapore


Changi airport is already overstuffed with diversions, from free internet access to an in-terminal cinema. Yet any traveller who wants to see a glimpse of South-east Asia's economic powerhouse need only schedule connecting flights with a few hours to spare. The airport lays on a free coach tour of the city highlights, which even includes a short walking tour of the colonial core and a "bum-boat" ride on the Singapore River. Duty-free loses its appeal when you've tried Sightsee-free.
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Old September 26th, 2006, 02:51 AM   #108
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Automatic People Mover

Couple of pictures of APM @ T5. Sorry for the quality ( mobile phone )

switch area


in the tunnel


here comes a train


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Old September 26th, 2006, 03:11 AM   #109
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T5 concourse B

Main terminal from concourse B


Future concourse C


Ugly flat roof at the northern end of concourse B


Inside








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Old September 26th, 2006, 03:17 AM   #110
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Thanks for the pictures Bart.

So, you work on this project or something?
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Old September 26th, 2006, 03:25 AM   #111
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Surface markings and planes

Getting ready for Big Whale





Planes parked at remote stands:

A346 - a loooong plane




B744


B772
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Old September 26th, 2006, 03:29 AM   #112
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Quote:
Originally Posted by Medo
So, you work on this project or something?
No, but I have a reliable source, which supplies me with pictures
I'll try to get more soon

Last edited by Bart_LCY; September 26th, 2006 at 03:38 AM.
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Old September 26th, 2006, 08:26 PM   #113
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Quote:
Originally Posted by Bart_LCY
I'll try to get more soon
That would be great. Your (and your source's) efforts are much appreciated.
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Old September 26th, 2006, 09:17 PM   #114
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You should post the pictures of the ULTra system. Very impressive - love to see more if you have them...
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Old October 1st, 2006, 06:08 AM   #115
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Terminal 5 - Concourse A

You've seen it from outside...



Let's go inside!

Conveyor belts at the lower level. They're being tested recently



Going upstairs...

This is how the ceiling will look like:



Main level:















Huge air conditioning towers. Led advertising screens will be installed on them



Top level. Not available for general public when terminal opens









It's rather roomy, isn't it?





Hope you like it. More
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Old October 1st, 2006, 07:13 AM   #116
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You beauty Thanks for posting these up!

It looks very 'airy' inside, even though it was cloudy outside.
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Old October 3rd, 2006, 12:05 PM   #117
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I worked on a tile factory portal shed that looked like that on the inside. Very disappointing.
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Old October 3rd, 2006, 12:41 PM   #118
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I think the grand sweep of the building is very impressive, however the interior design will be the vital key as to how this vast openess will be experienced (or not at all as the case may be) when the building is operational.

Last edited by potto; October 3rd, 2006 at 01:25 PM.
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Old October 3rd, 2006, 12:54 PM   #119
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It is disappointing. But then what's what happens when you have to wait a decade to start building something - architecture moves on.

We now have supermarkets that look similar to this.
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Old October 3rd, 2006, 02:58 PM   #120
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Very impressive but the test will be in the detail and the finishing touches which might warm it up a bit and add a bit of glamour.
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