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Old September 1st, 2005, 11:56 AM   #1
Madman
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Terminal 5 | Heathrow Airport | London | Completed

Well can't seem to find the old official thread, maybe it was a victim to the infamous July hacking...oh well. Anyway just heard the building has reached its full height on the BBC.


Ceremony for Terminal 5 progress

A ceremony has been held to mark a significant milestone in the development of Heathrow's Terminal 5.
Transport Secretary Alistair Darling and chief executive of airport operator BAA Mike Clasper helped lay a concrete slab in the departure lounge.

The west London airport building has reached its full height and the first sections are due to open in March 2008.

Work started in 2002 and the second phase of the terminal is scheduled to open in 2011.

Mr Darling said: "Terminal 5 will provide Heathrow with a new world-class terminal - a spectacular first impression for passengers arriving at the airport.

"The Government is determined to do all that it can to ensure Heathrow's important position in the world."

Construction of Terminal 5 began after the a record public inquiry following opposition from local people and environmentalists.

The main building is 400m by 180m, and is said to be the largest single-span structure in the UK.

It will contain 105 lifts, 65 escalators and will consist of 80,000 tonnes of steel.

People living near by say they fear a sixth terminal could be built.

http://news.bbc.co.uk/1/hi/england/london/4203722.stm
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Old September 1st, 2005, 01:55 PM   #2
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This thing is ******* awesome now. I see it nearly every week from the M4 at junction 2.

I took these pictures in January and will try and get some new ones next time I fly out of 24L/24R





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Old September 1st, 2005, 04:39 PM   #3
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Well it certainly looks like an improvement on T1-3, which are a collective dump.
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Old September 1st, 2005, 05:01 PM   #4
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I quite like T1-2 departures and Europier. T4 is quality and offers great views over to the T5 construction site.
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Old September 1st, 2005, 07:24 PM   #5
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I was at Thorpe Park the other day....and from the top of the roller coasters (and in between getting wizzed around a hundred miles and hour) you could catch a glimpse of T5 - from what i saw it looked great
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Old September 1st, 2005, 09:28 PM   #6
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Looks great from the M25!!
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Old September 2nd, 2005, 02:47 PM   #7
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Those aerial pics are fantastic Ciudad Bristol!

What an absolute monster of a building T5 is! Its huge - doesnt it break a record or 2 in terms of its size?
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Old September 2nd, 2005, 03:33 PM   #8
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It breaks the record for the size of a single span roof (i.e. no pillars holding it up in the middle). It is massive.
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Old September 2nd, 2005, 11:09 PM   #9
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Old September 2nd, 2005, 11:30 PM   #10
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This will be the largest enclosed building ever built in Britain - the interior space is simply vast:















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Old September 3rd, 2005, 12:24 AM   #11
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On the BBC programme they were saying that T5 would cover Hyde park :s

55 football pitches side by side
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Old September 3rd, 2005, 12:47 AM   #12
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^ That's somewhat selective to sound impressive. The total interior floorspace could be 55 football pitches or perhaps the area of the entire site (ie not just the buildinsg) but not the terminal building itself. There's no need to exaggerate however as the reality is impressive enough. HT5's main terminal building will be 396m-long, 176m-wide, 40m-high with a 69,696m2 ground plan area. The HT5 satellite buildings will be 442m-long, 52m-wide, and 19.5m-high.
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Old September 3rd, 2005, 01:09 AM   #13
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How will people get from the main terminal to the sattelite buildings.....i cant see any shuttle tracks or anything above ground.......will there be tunnels linking them???????
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Old September 3rd, 2005, 01:09 AM   #14
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To get an idea of what the new terminal will mean for the redevlopment of Heathrow I will repost an extract from the Heathrow Masterplan.

6.11 Phase II of Terminal 5 is due to open in Spring
2011. This phase adds more stand capacity by virtue
of a second satellite located to the east of the first
satellite. Both will be connected to the core terminal
building via an underground transit system.
6.12 During this period (April 2008-2015) our main
challenges will be to:
● facilitate the growth in larger aircraft;
● enable the three airline alliances to provide
competitive services;
● ensure that independent airlines are able to grow
their businesses;
● complete Terminal 5 Phase II as cost effectively
as possible; and
● ensure there is effective connectivity across the
airport.
Development strategy
6.13 Our approach is to make the best use of the
airport facilities and satisfy alliance aspirations by
co-locating airline alliances in different parts of the
airport. The current plan is that:
● British Airways moves to Terminal 5 where the
capacity will be available to locate all of its
operations, alongside its alliance partner Qantas,
which will move from Terminal 4 to Terminal 5;
● Star Alliance airlines locate in Terminal 1 / Eastern
Apron in a phased manner;
● One World airlines locate in Terminal 3 / Western
Apron in a phased manner;
● Skyteam airlines locate in Terminal 4 as soon as
is practicable;
● Virgin Atlantic remain in Terminal 3; and
● Other independent or non-aligned airlines locate on
a ‘dovetail’ basis. Some of the airlines that are
planning to operate the A380 or other large aircraft
may be better suited to Terminal 4 where there is
likely to be more apron and terminal space.
6.14 We have secured agreement with three of the
main five alliances/airlines, namely British Airways,
Star alliance and Virgin Atlantic. Discussions with the
Oneworld and Skyteam alliances are progressing well.
In addition we have already had preliminary talks with
other non-aligned airlines at Heathrow.
6.15 These discussions, and the subsequent
memoranda of understanding MOUs, have focused
on how Heathrow can provide airlines with a first
class, competitive product in terms of improved
facilities, over a three year period from the opening of
Terminal 5 Phase I in March 2008 to the opening of
Terminal 5 Phase II in Spring 2011.
6 Heathrow development strategy (within existing limits)
Terminals Alliance airlines at Heathrow
(current members)
T1 and T2 Star Alliance
Air Canada
Air New Zealand
All Nippon Airways
Austrian Airlines
Asiana
bmi
LOT Polish Airlines
Lufthansa
SAS
Singapore Airlines
South African Airways
TAP Air Portugal
Thai International
United Airlines
Varig
T3 Oneworld (excl BA, Qantas)
Aer Lingus
American Airlines
Cathay Pacific
Finnair
Iberia
T4 Skyteam
Air France/KLM
Alitalia
CSA Czech
Korean Air
T5 Oneworld
British Airways
Qantas
27 Heathrow Airport interim master plan | June 2005
6.16 This strategy has the following main features:
● Eastern Apron remodelled to: accommodate more
larger aircraft, including the A380; improve
congestion associated with aircraft ground
movements; achieve physical solutions for the
segregation of passengers; and significantly
enhance the ambience of piers (through a
combination of the construction of new piers and
the rejuvenation of existing piers); ;
● Terminal 1 remodelled and refreshed to deliver a
competitive product for Star Alliance airlines;
● Western Apron developed to support more A380
and short haul flights;
● Terminal 3 refreshed to deliver a competitive
product for One World airlines and Virgin Atlantic;
● Southern Apron reconfigured to accommodate
more A380 operations; and
● Terminal 4 refreshed to deliver a competitive
product for Skyteam airlines.
6.17 The next section describes in more detail the
changes to airport facilities which could arise between
2005 and 2015 as a consequence of this development
strategy. Drawing 3 shows an illustrative on-airport
layout plan overlaid with land use categories and, as
such, represents the current version of a layout in line
with a potential ‘end game’ for Heathrow operating
within its existing limits. The character and pace of
growth in traffic will dictate the timing, phasing and
ultimate shape of this layout. Therefore Drawing 3
should not be construed to be either a final layout or a
2015 layout. As in Chapter 4 and for ease of
reference, the airport facilities have been grouped
under principal land use category headings.
Land use
Airfield
6.18 One of the most significant changes in the
airfield facilities will be the widening of the runways
and taxiways to accommodate the introduction of the
A380 and other new generation larger aircraft.
Heathrow is currently widening the southern runway
and associated taxiways ahead of the introduction
into commercial service of the A380. The northern
runway is already wide enough to handle the A380,
with the exception of its western end and this section
will be widened shortly. All taxiways will be widened
to accommodate the A380, with the exception of
those located to the north of the CTA. Widening of
the northern CTA taxiways would require the
demolition of Piers 4 and 4a and reconfiguration of
their associated stands. We consider this work would
only be justified if the overall taxiway congestion
levels reach unacceptable levels.
Aprons and Piers
6.19 A gradual trend towards increasing aircraft size
and associated taxiway widening will require the
progressive redevelopment of apron and pier facilities.
Although the number of stands will not increase
much above the 166 available in 2005, the area that
the stands will occupy in 2015 will be more than in
2005 (see Figure 6 below).
6.20 By 2015, there may be a requirement for
between 180-190 stands, depending on various
combinations of stand sizes. While Terminal 5 Phases I
and II would provide a total of 66 stands, these
additional stands are offset by the need for bigger
aircraft stands and wider taxiway infrastructure to
accommodate the growth in larger aircraft. Table 7
below sets out two ranges of demand for stand sizes
in 2015, based on our current forecasts and 90-95%
pier service levels for passengers.
6.21 Within these overall numbers there are two
categories of stands – pier served or contact stands,
which by definition are connected to a pier; and non
contact stands, which have no connection to a pier
and require the use of coaches to ferry passengers
to/from the terminals. Non contact stands play an
important part in the overall stand capacity
calculations because they allow aircraft with a layover
of a few hours to be parked away from pier served
or contact stands, releasing pier served stands for
other flights.

6.22 In order to deliver this development strategy,
the Eastern Apron will need to be substantially
remodelled after Terminal 5 opens. The piers will
need to be remodelled to segregate departing and
arriving passengers; and the stands, which are
currently sized predominantly for smaller aircraft, will
need to be enlarged. Based on the current terminal
occupancy strategy, there could be a potential need
in 2015 for around 15 additional stands that are
jumbo sized or larger on the Eastern Apron,
compared to 2005.
6.23 Various concepts have been developed for
the Eastern Apron over the last couple of years.
Of these, a north-south rectilinear concept
(known as the ‘Toast Rack’) is currently favoured by us
and the airlines. This is because its apron and pier
design mirrors that of Terminal 5 and enables more
efficient north-south taxiway routings for aircraft.
This concept is similar to one referred to by the
planning inspector in his Terminal 5 report.17 Drawing 3
shows this concept incorporated into an indicative ‘end
game’ layout for Heathrow within its existing limits.
It also shows other possible ‘end games’ for the
concept (Schemes B&C) each of which is driven largely
by differences in the pace of growth in aircraft sizes.
The ‘end game’ incorporated into Drawing 3
(Scheme A) envisages the Europier connector is
replaced by a bridge akin to the Pier 6 bridge at
Gatwick. We do not currently believe this bridge would
be required to support a development strategy for
Heathrow within existing limits.
Western Apron
6.24 Prior to Terminal 5 opening, the main focus
of work on the Western Apron will be the
redevelopment of Pier 6 to create four A380 (JX)
stands in time for the introduction of the A380 in
Spring 2006. Pier 7 needs to be truncated during that
time period to allow for A380 taxiway clearances.
6.25 Following the opening of Terminal 5, the 14
‘early release’ stands which are located on the
Terminal 5 site, but will be in operational use before
Terminal 5 opens, will no longer be available for use
by Terminal 3 airlines because the Terminal 5 airlines
will be using them. Our terminal occupancy strategy
seeks to solve this problem by relocating some of the
airlines, which contribute to the peak stand demand
in the Western Apron, to the Eastern and Southern
Aprons, in a phased manner after Terminal 5 opens.
6.26 Initial requirements for further large aircraft
stands, including A380, beyond those created
before Terminal 5 opens, could be accommodated
through some minor alterations to Pier 5.
6.27 Any further demand for large aircraft stands
after Terminal 5 opens is likely to require further
development of Pier 6, together with some
realignment and reconfiguration of Pier 7. A study is
underway to develop the Western Apron. At this
stage, only the Pier 5 and initial Pier 6
redevelopments are shown on Drawing 3.
Southern Apron
6.28 With a predominant mix of long haul stands,
the Southern Apron lends itself to the redevelopment
of stands for larger aircraft, particularly the A380.
The terminal occupancy strategy outlined above
assumes a number of non-aligned airlines which are
planning to operate the A380 are located on the
Southern Apron after Terminal 5 opens.
6.29 The forecasts associated with the terminal
occupancy strategy assume that the Southern Apron
would have a surplus of stand supply after Terminal
5 opens. This means that the predominantly short
haul operation of the current Heathrow airlines in
the Skyteam alliance can be accommodated on the
Southern Apron with only minor redevelopment.
Heathrow Airport interim master plan | June 2005 28
6 Heathrow development strategy (within existing limits)
Table 7: Forecast stand demand (2015)
Stand sizes Totals
Range A Range B
A380 (JX) 35 - 37
Jumbo 84 - 80
Large 31 - 42
Medium 37 - 30
Small -- --
17 In accepting that Heathrow Airport could reach a
passenger throughput that exceeds 90 mppa with
Terminal 5 (paragraph 8.6.3 of the Terminal 5
Main Report), the Terminal 5 Inspector recognised
that the provision of additional aircraft stands on
the Eastern Apron, which was not part of BAA’s
Terminal 5 public inquiry 80 mppa case,
represented a possible avenue for
accommodating such growth (paragraph 8.2.52 of
the Terminal 5 Main Report).
29 Heathrow Airport interim master plan | June 2005
6.30 For all apron areas, the growth in the numbers
of larger aircraft, with associated longer turnaround
times, will mean an appropriate supply of remote
stands will be essential to the achievement of pier
service levels.
Passenger terminals
6.31 The projected distribution of travellers across
the five terminals in 2008 and 2015, based on the
current terminal occupancy strategy, shows that the
terminals located in the Central Terminal Area (CTA)
and Terminal 4 are forecast to operate at throughput
levels which are below those for 2004 and 2007
(see Figure 7 below).

6.34 The rejuvenation of the current terminals
at Heathrow will be approached as follows:
Terminals 1 and 2
6.35 Given its age, and the fact that currently it
predominantly supports short haul flights, Terminal 1
will be remodelled and refreshed to offer the Star
Alliance airlines a premium product. Initially this will
require changes to the check-in area to
accommodate the self-service product; some
additional reclaim belts; and a significant
improvement to the terminal environment.
6.36 Options to cater for growth beyond 2011/12
are currently being studied. This will examine how
to maximise the utilisation of the terminal and
forecourt facilities on the eastern side of the CTA.
Pending the results of this study, the existing
curtilages of Terminals 1 and 2 and Queens Building
are shown on Drawing 3.
Terminal 3
6.37 Terminal 3 should have enough processing
capacity to support the Western Apron capacity
after Terminal 5 has opened. There are sufficient
numbers of check-in desks, although as in Terminal
1, some changes to the check-in hall to
accommodate self-service facilities will be required.
In addition, the forecourt for Terminal 3 will need
to be remodelled. The recently completed arrivals
reclaim project which delivered 3 additional reclaim
belts will provide enough capacity, up to the point
where additional reclaim capacity or belt lengths
may need to be provided in support of the above
mentioned Western Apron study.
Terminal 4
6.38 Terminal 4’s occupancy strategy, after Terminal
5 opens in 2008, can only be explained by an
understanding of the high levels of utilisation by BA.
BA’s current operation accounts for 82% of the total
numbers of passengers in Terminal 4, with around
40% of those passengers transferring aircraft at
Heathrow. These transfer passengers do not use the
landside check-in and reclaim facilities in Terminal 4
and do not require surface access services to get
to/from other locations in the UK.
6.39 The aim is to locate the Skyteam alliance and
some non-aligned airlines to Terminal 4. This is likely
to lead to lower utilisation rates of check-in desks
and reclaim belts. It is also likely that there would be
lower numbers of transfer passengers.


6.41 The rail connections at Terminal 4 will change
after the opening of Terminal 5. The plan is outlined
in Chapter 8, however we are currently assessing
options to provide a suitable rail service to Terminal
4 after Terminal 5 opens.
Connections
6.42 The overall number of transfer passengers is
forecast to increase moderately after the opening of
Terminal 5 (see Figure 8 below). The distribution of
the transfer passenger trips across the airport will
change because airlines will be located in different
terminals.
6.43 Alliance aspirations to maximise intra-terminal
transfers should allow some passengers and bags
to connect with flights in the same terminals.
However, there are still likely to be significant
volumes of inter-terminal transfer passengers
and bags. We need to assess how we can support
connections traffic in a manner which ensures that
Heathrow continues to be a successful international
‘network’ hub.
6.44 The key issue for transfer facilities after
Terminal 5 is open is the need for an effective
transfer baggage product between Terminal 5,
Terminal 3 and Terminal 1 to ensure that service
levels, as expressed by Minimum Connect Times
(MCTs), can be delivered. Discussions continue with
the airlines about the options available.
Cargo
6.49 Terminal 5 creates the need for the westwards
extension of the Heathrow Express (HExEx) and the
Piccadilly Line (Piccex) from the Central Area. In
addition, Terminal 5 will be connected to the M25
motorway, via the M25 Terminal 5 Spur road.
6.50 As part of the CTA landside review, we are
planning to introduce a high frequency landside bus
service providing connections for passengers and
staff to travel quickly between the five terminals,
and other facilities such as remote car parks and car
rental areas. This high frequency bus service could be
a forerunner to possible new driverless transport
systems. One such system BAA is currently
investigating is the Personal Rapid Transit (PRT).
These systems are not anticipated to require a
material increase of the current landside road system.
6.51 We are assuming Heathrow will operate
within the 42,000 Terminal 5 car parking cap
condition for the airport within existing limits.
Currently, there are 34,719 on-airport spaces under
our control. In 2016, the 42,000 spaces Heathrow
is permitted is likely to be distributed according to
the plan contained in Appendix D, which has been
approved by the London Borough of Hillingdon.



Strategic risks
6.57 The development strategy outlined in this
section is based on a set of forecasts and associated
assumptions that may change. Outlined below are
some changes that have most significance or pose
most risk to the strategy, together with an overview
of BAA’s strategic response to them.
Larger aircraft
6.58 A pivotal factor for our traffic forecasts is
the future airline acquisition of A380s, 777-300s
(stretched version), A340-600s, Boeing’s 747
advanced and the new generation ‘250 seater’
aircraft (for which Boeing’s 787 and Airbus’s A350
are the leading candidates). To a greater or lesser
extent, most of these aircraft types have apron facility
requirements which differ from today’s facilities:
● A380s require increased taxiway clearances and
larger stands;
● 777-300s and A340-600s require larger stands
than standard jumbo aircraft; and
● some variants of the ‘250 seater’ aircraft
(e.g. the long haul 787) have a larger wingspan
than the aircraft that it will replace
(e.g. B767 & B757) and will require wider stands.
6.59 As well as the impact on stand facilities,
the number of new generation larger aircraft
(NGLA) that airlines ultimately operate will affect
future passenger growth rates at given levels
of aircraft movements.
6.60 We are looking to provide additional facilities
for larger aircraft in an incremental manner. Further
information and greater certainty surrounding future
airline acquisitions of larger aircraft will influence the
pace and scale of delivery.
Alliance composition
6.61 Changes to the future composition of airline
alliances might pose a risk to this approach.
We have sought to mitigate this risk by ensuring
generic apron and terminal facilities are prioritised
above bespoke developments.
‘Open Skies’ – EU/US bilateral negotiations
6.62 In principle, BAA supports the notion of an
‘Open Skies’ deal for the EU/US, where it promotes
and protects UK consumers’ interests. Assuming such
a positive outcome, we will look to facilitate, to the
extent we can, the outcomes of such an agreement.
6 Heathrow development strategy (within existing limits)
Heathrow Airport interim master plan | June 2005 32
6.63 In undertaking our initial analysis, we have
assumed that slots operated by smaller aircraft
would either be traded or transferred to the new
EU/US services. This is particularly important for
Heathrow operating within its existing limits
(ie. the 480,000 cap is in place).
6.64 A full study will be undertaken to assess
what facilities and what strategies will be required
to support this scenario should it occur before
Terminal 5 opens.
6.65 Should an EU/US ‘Open Skies’ deal happen
after Terminal 5 opens, we would seek to use the
available capacity on the Southern Apron and in
Terminal 4. This is particularly pertinent because,
assuming the current alliance composition, it is likely
that the Skyteam alliance could gain proportionately
more flights under this deal, and airlines such as
Northwest, Continental and Delta could gain access
to Heathrow. Initial estimates suggest that in
addition to further development of the stands,
check-in and reclaim areas, particularly for the
Southern Apron and in Terminal 4, there may also
be a need to increase the capacity of the Heathrow
Connect service.
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Old September 3rd, 2005, 01:12 AM   #15
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Quote:
Originally Posted by NothingBetterToDo
How will people get from the main terminal to the sattelite buildings.....i cant see any shuttle tracks or anything above ground.......will there be tunnels linking them???????
Yes
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Old September 3rd, 2005, 01:45 PM   #16
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In the FT yesterday it showed a picture of the interior of the topping out of the main building and all the construction crew where there to celebrate - its on budget and on schedule.
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Old September 5th, 2005, 05:12 PM   #17
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The project is on time and on budget with a commissioning date set for 30 March 2008. I can't wait.
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Old September 15th, 2005, 02:31 AM   #18
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The world's most successful airport development
http://www.heathrowairport.com/porta...42410c02865a0/


- The biggest single site archaeological survey unearths over 80,000 artefacts

- Two rivers are successfully diverted into new channels – the scheme receives allocades from the Environment Agency and Royal Parks Association

- Ten aircraft stands completed ahead of schedule and now in use by Heathrow

- Secretary of State for Education, Ruth Kelly chooses T5 from which to launch the government’s skills white paper due to its impressive provision of vocational training and employment initiatives.

- BAA is awarded ‘Business in the Community’s’ Big Tick award for T5’s approach to sustainability and community relations

- Four separate tunnel-boring machines have finished excavating 13.5km of tunnels with minimal ground movement and no impact on the airport operations above

- Over 100 deliveries an hour pass efficiently through the single site entrance from aggregates and steel to escalators and ceiling components

- The Airside Road Tunnel is completed £6bn under budget

- At the halfway point, over a million man hours worked with zero reportable accidents is achieved on three separate occasions

- The rate of progress on T5’s satellite building means its early completion is almost inevitable

- A ‘first-run’ trial to erect a section of the T5 roof in Yorkshire highlights 140 issues – this study leads to the hugely successful, problem-free construction of the UK’s largest free-standing building
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Old September 15th, 2005, 02:35 AM   #19
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Delighting the Traveller

As Terminal 5 passes the half-way mark, Mike Forster, BAA’s Development and Design Director explains the kind of experience this exciting new development will give the passenger when it opens in March 2008.

Initial planning began on T5 in 1985 leading to a national design competition in 1989. Won by the Richard Rogers Partnership, a planning application was made which led to a four-year public inquiry, the longest on record. Following a favourable report from the Inspector, outline planning permission was grated in November 2001, albeit with 700 conditions attached, and work started in earnest on site in the summer of 2002.

T5 gives BAA the opportunity to redefine the passenger experience and will be the first new gateway to the UK at Heathrow since Terminal 4 opened in 1986.

The project vision statement was to manage the world's most successful airport development and this was summarised as a number of challenging objectives: to delight the passengers, to meet the business aspirations of the airlines, to set new industry standards for health, safety and security, to not disrupt a very busy international airport and to show respect for the neighbours and local communities.

The design vision called for a world benchmark in airport design, a national gateway to the UK of great architectural merit and a multi-modal interchange. We were seeking high quality design, light, elegant and airy, which would delight the passenger. The solution offered by the architects from Richard Rogers, and the integrated design teams, was a cohesive proposal orientated north south and layered from the west, revealing the design progressively. The priorities in the design were natural light, transparency, generosity of space and a feeling of light and air. As well as providing a quality environment we were seeking a facility that was easy to use with excellent wayfinding. We have achieved a very flexible building by adopting a loose fit approach with simple intuitive passenger flows. The interchange plaza in front of the terminal is a unique element of the design creating a major new civic space linking all the modes of transport through the one space.

The main terminal building is a multi-stacked arrangement over eight levels with the entry to the departures floor at the top level, under the dramatic single-span roof. Passengers will pass through the check-in areas and the two security channels to reach airside with exciting views over double height lounge squares to full-height glass walls and the airfield beyond. The lounges, associated retail areas and gate seating are on the level below and are reached by escalators and lifts in the centre and north of the building. Wayfinding will be greatly enhanced by the use of natural light to draw passengers through the process, and by the constant views out to the airfield to provide orientation as well as a reminder of the excitement of aviation. The gate seating areas are arranged around the perimeter of the building and passengers drop down a level to board the aircraft. Passengers departing via the satellites will take lifts or escalators from the departures lounge to the track transit system platforms at basement level for a two-minute ride. Arriving passengers will circulate around the edge of the building to reach the immigration hall in the centre, passing through to the baggage reclaim hall and customs area to the arrivals concourse with its views onto the interchange plaza and its high level of interconnectivity to other modes of transport.

In creating an appropriate internal experience the ‘infrastructure systems’ such as floors, walls and ceilings are broadly neutral in tone in light greys and white and specified to be resilient to the use they will be put to, to ensure they remain ‘clean, working and friendly. The use of higher quality natural materials is focused on the areas where the passengers interact such as desks and process thresholds.

T5 goes a long way to meeting the balance between the appropriate monumentality deserved by a development of this scale and the individual experience of each passenger. We are confident that it will set new standards in terminal design and will form the benchmark for new terminal buildings of the 21st century.
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Old September 15th, 2005, 02:44 AM   #20
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