Acebillo Summary Folio

PABLO ACEBILLO

SUMMARY FOLIO

selected work

LinkedIn

PABLO ACEBILLOBSc USI ArchitectMSc ETH Spatial Development and

Infrastructure Systems

+41 78 666 1089 (CH)[email protected]

https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqajBrQnpqdmx1MEE%26authuser%3D0

Academic Projects

Professional Projects

1

2MSc ETH Spatial Development & Infrastructure Systems

Chair of Spatial Development, ETH Zurich

P.8

P.30

P.6

P.24

BSc USI Architecture

AS Architectural Systems Office

https://www.baug.ethz.ch/en/studies/reis.htmlhttp://www.raumentwicklung.ethz.ch/en/http://www.arc.usi.ch/en/academyhttp://www.asoffice.ch

Academic Projects

1

Law school campus in Naples

BSc USI Architecture

Location:

Program:

Built up surface:

Project year:

Course:

Tutor:

Organization:

Grade:

Naples, Italy

Mix use

40460 m2

12.2011

Studio

Prof. Francesco Venezia

Individual project

10.00/10.00

https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqOGFfNGtkZDNVSUE%26authuser%3D0

601.11.2015 Pablo Acebillo | Summary Folio

The Naples waterfront, underutilized and undermined, presents an opportunity to radi-cally transform and re-purpose the urban edge of the city. The given Masterplan (dark

grey in Fig. 1) deals with the edge situation between the old city and the sea.

The proposal relocates the Law School of Naples in the east (red in Fig. 1) as the current

is displaced by the given Masterplan. The 10 m wide portico (Fig. 8) serves as the com-

mon component of the new waterfront development.

The new educational center proposes a 100 x 25 m bridge linking the new student house

and the administration building (Fig. 5). This structure also serves as the student library

of the school (Fig. 4). Behind the complex, the existing and undermined Piazza Mercato

gets activated through the allocation of 44 new classrooms and an Aula Magna for con-

ferences in the existing Chiesa di Santa Croce (Fig. 3). Moreover the relation between

the Piazza and the sea increases through the bridge - structure mentioned before (Fig.

9). To enhance activity in the public space, 2 new restaurant-caffes are placed on the

square to serve the students needs.

To emphasize the desired relation and porosity between the Piazza and the Mediter-

ranean sea, translucent cubes along the portico are deployed, materialized in LitraCon

concrete, which enables light to penetrate through thanks to fiber glass technology.

These cubes serve as caffes for citizens, skylights for the parking level underneath and

enclosed gardens with vegetation inside (Fig. 6). During the night, the cubes become

urban lamps creating a new public space along the waterfront (Fig. 8).

7. Model perspective

8. Virtual night view from Waterfront towards portico

9. Virtual day view from Plaza towards Sea

3. Piazza level (0.00 m)

4. Library level (+ 10.00 m)

5. Library terrace level (+ 14.50 m)

6. Section S-A through portico 0 50 m

S-A

1. Masterplan 0 100 m

10. Virtual day perpsective from Waterfront Masterplan2. Virtual day perpsective from Waterfront Masterplan

Hinterland port development in the metropolitan region of Barcelona

MSc ETH Spatial Development and Infrastructure Systems

Location:

Program:

Built up surface:

Project year:

Course:

Tutor:

Organization:

Grade:

Barcelona, Spain

Logistic Terminal

40 ha

01.2015

Master Thesis

Prof. Dr. Bernd Scholl

Individual project

6.00/6.00

https://drive.google.com/open?id=0B3xcEL8zPNYqajBrQnpqdmx1MEE


4. GDP/capita analysis along corridor

5. Rail infrastructure analysis along corridor

2. Sea freight analysis in European ports

3. Market analysis on hinterland of European ports

6. Proposed terminal conversion for intermodal freight transport in El Valles, Barcelona1. Analysis on demographic change from 2014 to 2050

Hinterland port development is a concept based on supporting the infrastructures which ensure the efficient logistics supply chain between the port and its land area of

influence.

The main purpose of the research is to find strategies to improve the hinterland infra-

structures of South European ports as to balance and decentralize the freight entrance

in Europe. This premise is deployed in the metropolitan region of Barcelona where the

conversion of an existing automobile terminal into one capable of receiving container

traffic is analysed in depth (Fig. 6).

The project follows a deductive, i.e. broad to detailed, approach in terms of both territo-

rial coverage and research goals. The work is divided into three levels: 1) international/

European level, i.e. analysis of both economic and demographic prospects (Fig. 1), 2)

regional level, i.e. structured analysis of nine Mediterranean ports in terms of traffic

and infrastructure performance (Fig. 2-3), 3) local level, i.e. identification of potential for

hinterland port development in the metropolitan region of Barcelona (Fig. 4-6). For this

purpose both the stakeholder- and the institutional analysis are revealed as key methods

to define the most feasible intervention. Indeed, more than 10 interviews with key stake-

holders in the planning- and infrastructure sector are conducted as to collect data and

trade off different opinions.

The findings show that the terminal conversion is only possible if collaboration among

administrations throughout the planning process is ensured. Indeed, both regional and

central administrations have to compromise in several planning procedures in order to

reach mutual agreements. From the management perspective, the concession at own

risk to a private operator is the most appropriate scheme to guarantee the feasibility of

the project. Lastly, a considerable improve in the Spanish economy is also needed for

the project viability.

0

00

100 m

25 km500 km

Automobile storage

80

60

North

Afric

a

Sout

h Eur

ope

Spain

Fran

ce

Italy

Gree

ce

North

Euro

pe

40

20

0

Perc

entil

e ch

ane

in %

- 20

- 40

Truck parking TEU storage Zones Rail network

Buildings Load/Unload Car park Rail tracks Road network

0 300 m

Urban regeneration in the metropolitan area of Zurich


Location:

Program:

Built up surface:

Project year:

Course:

Tutor:

Organization:

Grade:

Zurich, Switzerland

Urban- Transport Development

12 km2

12.2013

Interdisciplinary Project

Prof. Dr. Ulrich Weidmann et al.

Team project (4)

4.75/6.00

https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqfkdUUzZxZE1HakppU0dLQV9rR0hMQnExdFJlUTNzcS1tNVdSMVhUZ1NsQTA%26authuser%3D0

0 300 m

Tertire Sektor

Wohnung

Dienstleistungen

Industrie

Grn/Parkanlagen

17

17

18

18

26

26

28

28

36

36

37

37

38

38

39

39

40

40

41

41

42

42

43

43

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44

0 300 m

Industriezone 8.0

Industriezone 5.0

Bahnanschluss

Verlagerung

0

300 m

Load factor Load factor

0 0

< 7 % < 7 %

< 35 % < 35 %

< 65 % < 65 %

< 80 % < 80 %

70 70135 135

250 250


0 300 m2. Industries de location

0 150 m4. Proposed Masterplan

5. Regional traffic load in 2030 without project proposal1. Main figures

3. Proposed building use

Industrie Zone 8.0 Tertiary

Industrie Zone 5.0 Housing

Services

Industry

New rail connection

New rail connection

Inhabitants

Housing [m2]

Zone 1

Zone 1

Zone 2

Zone 2

Zone 3

Zone 3

Zone 4

Zone 4

Total

Total

2100

125000

400

23000

300

18000

200

13000

3000

179000

2600

80000

640

79000

750

23000

180

17500

1300

43000

130

23500

950

30000

90

16500

5600

176000

1040

136500

Job positions

Office [m2]

Apartmenst

Parking [m2]

Zurich City is experiencing a demographic growth since the last 10 years. Due to its central location in Europe, many companies find the city attractive to settle in.

In this context the urban strategy followed by local authorities for the past 20 years has

been to stop sprawl development incentivating densification in already well-connected

urban centres. This is the case of Regensdorf, a municipality 20 km North from Zurich

direct linked by train to the swiss city.

The project focuses in a 12 km2 wide area comprising both urban- and rural land. In it,

a strategic project is developed involving urban development, transport planning, land-

scape planning and infrastructure deployment.

Regarding urban development, a densification in the urban core of Regensdorf is pro-

posed. Specifically, the urban intervention takes place in a 38 ha wide site currently used

as industrial and logistic center. Being located next to the train station, the research

forsees the delocation of some of the industries to the west along the rail (Fig. 2) leaving

space for a new mix use urban center (Fig. 4). For this purpouse diferent compensation

strategies are proposed as to make the delocation of 15 companies feasible.

The new urban center is divided into 4 Zones. These Zones will guide the staged project

deployment starting from Zone 1 to Zone 4. This, as to minimize future disruptions and

allow the project to be feasible even if not fully completed. 50% housing and 50% office

surface will provide 1040 apartments and 5600 job positions to the area (Fig. 1).

On behalf of transport planning measures, a bypass road is proposed through the south

of Regensdorf in orde to reduce traffic congestions through the new development. Traffic

simulations forsee an improvement of 8 % in the load factor with the proposed interven-

tions (Fig. 5-6).

6. Regional traffic load in 2030 with project proposal

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Green Areas

The amount of green space has to be the same as the area of the original Tampines Eco Green. By spreading it out, green and public spaces are created throughout the city for the purposes of leisure as well as orientati-on. The green spaces are also designed to disrupt the regular grid arrangement, adding an extra dynamic to the city and to shorten walking distances.

This drawing shows the distribution of the different mixed-use block arrangements throught the site and how the residential upper floors form internal courtyards or connect to each other over the streets thanks to the modular design that is coherent at different scales, from unit to block to grid.

Team #2 | VisualizationTeam #2

Visualization

Car-free tropical city


Location:

Program:

Built up surface:

Project year:

Course:

Tutor:

Organization:

Grade:

Singapore

Urban cluster

250 ha

07.2013

Future cities - Networks and Grammars

Prof. Dr. Kay Axhausen

Team project (6)

not graded

https://drive.google.com/open?id=0B3xcEL8zPNYqWC1leDNJNVlsTkE

6968

The transportation system is intended to complement walking and to facilitate longer distance travel on site and in order to connect the site to the rest of Singapore. In pl-anning our transportation network, we consider the peak hour travel demand to estimate the necessary capacity.

The travel demand quantity based on the number of re-sidents is shown in the margin.

Based on the capacity needed to facilitate travel within, out of and into our site, we decided to use three different public transportation modes namely MRT, LRT, and public buses. These three transportation modes have currently been popularly used in Singapore.

Based on the density of housing as well as the jobs availa-ble in our site, we ran a transportation network optimi-zation. This network optimization was based on an initial plan on adding two MRT stations to the East-West Line and diverting the line to pass through our site.

On our result, we can see that the MRT line is congested. Hence, we decided to make several changes to our initial transportation system.

The solutions for an uncongested MRT network are ex-plained below.

Capacities of transport modesMRT 64.000Bus 5.400LRT 13.500Private Cars 5.900Car Park 10.340

Singapore 2012 travel dataTotal population 5.184.000Passenger journeys 3.988.000Peak hour journeys 3.237.000

Tampines estimated travel demandTotal population 150.000Passenger journeys 116.475Peak hour travel 99.000Leaving the site 69.300

Above-ground LRT line LRT line

LRT stops

The four proposed layers of complementary transporta-tion networks and their interconnectability.

On-ground bike network bike sharing stations

Under-ground car and logistics car parking car network logistic network

car access

Under ground MRT network MRT stations

MRT above ground MRT underground

The first network optimization with a congested MRT line.

Team #2 | NetworksTeam #2

Networks

7978

Section

open closed

LRT bicycle lane car network parking MRT

12 m street width

18 m street width.

The street sections detail the multi-layered and multi-faceted transport network existing within our city as well as the integration between those and the morphlogical compositions of the buildings.

The 18 m street section emphasizes the intermodality in transport. The section provides 75% for static mobility and 25% for dynamic (3 m bicycle lane). The bicycle lane can be adapted for emergency needs into a car-used lane (firefighters, police, ambulance). We intend to integrate all the transport modes together by creating efficient ac-cess and vertical conections which can then be extended through the building mass.

The 12 m street section provides 25% of dynamic mobility (3 m bicycle lane) and 75% of sidewalk surface intended to be used as a public space. As already mentioned, diffe-rent programs and spaces are generated and integrated through the building mass.

The generation of the block typologies and examples of the different uses. Commercial use (yellow) on the ground floor, offices (red) above and residen-tial (green) on the upper floors.

The multi-layered transport network and the integration between transport and flexible distribution of public space.

Team #2 | GrammarsTeam #2

Grid

Again, the grid system is designed to promote maximum walkability. The grid orientation is aligned to minimize the surface insulation level, as well as to allow main air flows in SW to NE direction. Pedestrian-prioritised streets make for easy accessibility and comfort. The street grid is aligned to provide maximum shading during the day and in addition, trees and covers are used to provide additi-onal shading and protection from rain to make the city walkable in all weather.

7776

Sun and dominant wind orienta-tion dictates the orientation of the grid.

Blocks

The defined unit is combined in order to create 60x120 m blocks. The mixed use blocks are split into three horizontal layers, each with its own typology. Modules are arranged to suit the different uses, create interior public spaces and increase natural ventilation through the buildings. Small block sizes increase the number of streets and intersections, giving more options and space for pedestrians. Blocks will also connect to each other through linking sky bridges composed of multiple units, allowing for a greater level of flexibility and interaction between different buildings.


83

The second image depicts a small urban scene within the city, where ground level retail spills onto the street, creating a vibrant street life. We envision the use of these areas, particu-larly at night time, to create and active and healthy street culture in the city.

82

Public Spaces

We aim to achieve a 3-D compostion of the city by al-lowing people to walk through the buildings and interact with the different spaces prodcuced within the blocks. By conecting blocks on higher levels, new public spaces can arise for the local inhabitants. The image highlights and example of integrated public spaces within a buil-ding, utilizing the flexibility provided by the modular unit design. Such spaces can be used to provide food courts, lounges, sports and recreation areas as well as museums and galleries.


83

The second image depicts a small urban scene within the city, where ground level retail spills onto the street, creating a vibrant street life. We envision the use of these areas, particu-larly at night time, to create and active and healthy street culture in the city.

82

Public Spaces

We aim to achieve a 3-D compostion of the city by al-lowing people to walk through the buildings and interact with the different spaces prodcuced within the blocks. By conecting blocks on higher levels, new public spaces can arise for the local inhabitants. The image highlights and example of integrated public spaces within a buil-ding, utilizing the flexibility provided by the modular unit design. Such spaces can be used to provide food courts, lounges, sports and recreation areas as well as museums and galleries.


1716

Site The selected site of Tampines-North in the North-East of Singapore is in close proximity to the airport and well connected to the downtown area of the city.

expressway existing MRT lines planned MRT lines

Changi Airport

Downtown Singapore

Introduction | BriefIntroduction

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LRT stops




car access





Networks

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LRT stops




car access





Networks

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LRT stops




car access





Networks

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LRT stops




car access





Networks

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LRT stops




car access





Networks

7978

Section

open closed


12 m street width

18 m street width.







7978

Section

open closed


12 m street width

18 m street width.







0 0 05 km 500 m 5 m


The site is located 10 km Northeast from Singapore Downtown and 5 km West from Changi International Airport (Fig. 1). The project forsees an urban development in a 250

ha empty site to accomodate 150000 inhabitants and 70000 job positions.

The masterplan proposes a compact and dense urban cluster free of cars. The aim is to

foster interaction between residents in outdoor areas with a pedestrian-approach. For

this purpouse, a high-quality transport system is deployed, consisting in a multi-layerd

network (Fig. 4). A mass rapid transit (MRT) underground system connects the cluster

with Singapore downtown and the region around. This is combined with a local on-

ground bycicle sharing network and an above-groundl light rapid transit (LRT) system

with a loop configuration. As to impprove intermodality among all systems, vertical con-

nections become key elements to ensure an efficient transfer. Main transport nodes are

deployed in conjunction with job and housing densities. The public transport network

coexist with an underground car and logisitic network only to be used by residents from

the district. This network is also suitable for emergency cases.

Regarding the urban tissue, an asymmetric grid with two street categories is proposed.

Following Barcelonas grid example, the blocks diagonal is oriented North-South, fa-

vouring sunlight and main ventilation circulation throughout the year (Fig. 5). The blocks

are formed based on a module of 6x3x3 m. The modular design is conceived as flexible

and adaptable through time. In that way, units can be added and substracted form-

ing a changing landscape in the city (Fig. 3). Minimum shares of residential, office and

retail floor are defined in the overall plan as to ensure a mix-use development. The block

is seen as an interstitial system in which both private and public space coexist. Public

facilities and spaces to encourage social interaction are provided both on street level

and within the urban blocks (Fig. 2, 6).

2. Visualization street level

3. Visualization block morphology4. Proposed multi-layered transport network

6. Schematic section1. Location 5. Masterplan

project site

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System- and network planning for the public transport in Liechtenstein


Location:

Program:

Area of site:

Project year:

Course:

Tutor:

Organization:

Grade:

Liechtenstein

Bus Network Optimization

160 km2

12.2012

System & Network Planning

Prof. Dr. Ulrich Weidmann

Team project (3)

5.25/6.00

https://drive.google.com/open%3Fid%3D0B3xcEL8zPNYqfnNjWVJta2VoTTRnTnJHeXdpVVRkRWVTdjhiZVJMVXJWOWhzYXJLQnBteUE%26authuser%3D0

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Kinderheim


Duxgass/Kresta

Rietst

rasse

Sarg

ans B

ahnh

of

Trbb

ach P

ost

Vadu

z Pos

t

Sevelen Beli

Malbun Zentrum

Not modied lines

Modied lines

Railway

Stops

Transfers

Triesen Meierhof

Gaflei

Bch

legatt

er

Argw

eg

Gartn

etsch

hof

Tries

en S

ga

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rs Ro

xy

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a

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f

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kle

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stras

se

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ssweg

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au

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ans M

arkth

alle

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Gutsh

of

Ghf R

ose

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ans P

ost

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rs Sp

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latz

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ital

Vadu

z Rt

ti

Tries

en M

essin

a

Masch

lina

Tries

en Po

st

Schu

le

Sonn

enkre

isel

Lettstrasse

Rheinparkstadion Alte Rheinbrcke

Sevelen BahnhofSevelen Post Rathaus

Scha

an Ze

ntru

m

Scha

an Q

uade

r

Vadu

z Mh

leholz

Eben

holz/

Unive

rsitt

Hofke

llerei

Qud

erle

Stdt

le

Laur

entiu

sbad


Langgasse

Vanetscha

Feldstrasse

Triesenberg Tscherloch

Triesenberg Post

Obergufer

Poska

Steinort


Triesenberg Rizlina

Steg Tunnel

Steg Hotel

Malbun Jugendheim

Bergbahnen

Schneeflucht

Jraboda

Tristel

Egga

Samina

Almeina

Masescha


Gaflei Matu

Balischguad

Rtelti

Vaduz Schwefel

Guferwald

Giessenstrasse

Abfallentsorgung

Salez Sennwald Bahnhof

Rhein Rhein

Rhein

Railway

Railway

Railway

Railw

ay

Railway

Legend

33

33

33

32

3232

3231

31

12

11

11

11

11

11

11

12

12

12

12

21

22

26

14

14

12

13

13

1311

11

35

31

32

32

33

36E36E

11

40

24

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31

34 36E

Planken Saroja

Rietst

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Sarg

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en

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st

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s Bah

nhof

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an

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st

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eg

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n Sg

a

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xy

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aAlt

er Pfa

rrhof

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Mlsn

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e

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strass

e

Schlos

sweg

Dorna

u

Sarga

ns Ma

rktha

lle Vild

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Ghf R

ose

Sarga

ns Po

st

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rs Sp

ortpla

tz

Gagoz

Trbbach Fhrhtte

Nend

eln O

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iesen

Schaa

n Fors

t/Hilti

AG

Im Be

sch

Bierke

ller

Zollstrasse

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Im Rossfeld

Rossfeld/Obergass

Schaan Rheindenkmal

Buchs Rheinau

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sse

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mt

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irch S

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Land

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nwald

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strass

e

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dorf

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cker

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n Fall

sgass

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n

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staEsc

hen S

portp

arkNe

ndeln

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hof

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arenfa

brik

Nend

eln Ko

hlmah

d

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n Rose

ngart

en

Bend

ererst

r./Hilco

na

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r

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r Atzi

g

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ern Pi

nocch

io

Bend

ern W

idaga

ss

Esche

n Brh

lHa

ldeng

ass

Eintra

cht

Maure

n Kirc

he

Krumm

enack

er

Maure

n Auf

Berg

Schell

enbe

rg Eg

erta

Stotz

KlennTannwald



Waldeck

BhlGemeindehaus


Oberg

ut

Hinter

schlos

s


Ruggell Limsenegg


Unterbhl

Schulhaus

AuSpita

l

Vadu

z Rtt

i

Triese

n Mess

ina

Masch

lina

Triese

n Post

Schule

Sonn

enkre

isel

S

gapla

tz

Lettstrasse

Rheinparkstadion

Alte Rheinbrcke

Sevelen Bahnhof

Sevelen Post

Rathaus

Senn

erei

Oberw

iler

Rugg

ell Kr

euzst

rasse

Gamp

rin Ba

dl

Gamp

rin Fa

llsbret

scha

Jederg

ass

Mhle

gass

Nofel

s Kirc

he

Ghf B

ad N

ofels

Berg

cker

Obere

r Hase

nbach

Rugg

ell Zo

llamt

Nofle

rstras

se

Thea

ter

Schaa

n Zen

trum

Schaa

n Qua

der

Vadu

z Mh

leholz

Eben

holz/

Unive

rsitt

Hofke

llerei

Qud

erle

Stdtl

e

Laure

ntiusb

ad

Vaduz Schwefel


LanggasseVanetschaFeldstrasse

Triesenberg TscherlochRtelti

Triesenberg Post

Obergufer

Poska

Steinort

Guferwald


Triesenberg Rizlina

Steg Tunnel

Steg Hotel

Malbun Jugendheim

BergbahnenSchneeflucht

Jraboda

TristelEgga

SaminaAlmeina

Masescha


Gaflei Matu

Balischguad

Sch. In

dustr

ie

Maure

n Frei

hof

Maure

n Ziel

Abzw. EgertaPlanken Vorderplanken

Schaan Frstenweg

Kinderheim


Duxgass/Kresta

RheinRhein Rhein Rhein

Rhein

23, 53

48

939

939

2151

2151

11

45 485558

27, 57

16, 4627, 57

06, 36 02, 32

02, 32

Line 11

Line 12

Line 33

Line 32

Junction

Legend

Line 13

Arrival/Departure Time

Direction

S-Bahn FL.A.CH

Sargans Bahnhof

Ruggell PostBuchs Bahnhof

Feldkirch Bahnhof

3707

1848

2050

3909

Buchs Bahnhof

Feldkirch Bahnhof

Sargans Bahnhof

42

39 3904

4217

1714

45

44

15

04

10, 40 10, 40

06, 36 03, 33

13, 4346, 16

Hinterschellenberg

Schaanwald Bahnhof

Ruggell Post

Bendern Post-Ruggell Post-Schellenberg

Nendeln Bahnhof

23, 53

48

939

939

2151

2151

11

45 485558

27, 57

16, 4627, 57

06, 36 02, 32

02, 32

Line 11

Line 12

Line 33

Line 32

Junction

Legend

Line 13


Direction

S-Bahn FL.A.CH

Sargans Bahnhof


Feldkirch Bahnhof

3707

1848

2050

3909

Buchs Bahnhof

Feldkirch Bahnhof

Sargans Bahnhof

42

39 3904

4217

1714

45

44

15

04

10, 40 10, 40

06, 36 03, 33

13, 4346, 16

Hinterschellenberg

Schaanwald Bahnhof

Ruggell Post


Nendeln Bahnhof


3. Interconnections at main stops, Schaan Station and Bendern Post

4. Existing Bus network

1. Bus line frequency in proposed network

2. Network performance in proposed network 5. Proposed Bus network

Cost [CHF/km]Line number

1112313233

6.20 2310 14322

5.50 775 42635.50 310 1705

6.10 510 31115.50 400 2200

Daily distance travelle [km]

Daily cost [CHF]

30 IntervalLine number

1112

31

3233

05:22 - 00:38

05:17 - 09:2215:50 - 19:52

06:11 - 18:11

05:24 - 09:31 09:31 - 12:2412:24 - 19:31 19:31 - 21:3109:22 - 15:50

05:27 - 22:27

60 Interval 120 Interval

The transport authority of Liechtenstein is willing to improve the overdimensioned bus network. Unreliable transfer times between bus lines, extremely reduced load factors

and not beneficial balanced accounts are the main reason for it. An important require-

ment for this optimization to take place is the need to combine the bus system with the

new regional train service starting operation from 2018 on. This train will cross Liech-

tenstein from Switzerland to Austria serving 5 stations in the Principality. Thus, a 9-step

planning process for the new public transport system is elaborated.

Firstly, the project is defined in terms of its content and time-space limitations. Current

system operations are assessed and constraints and objective for future developments

are drawn. Secondly, three viable concepts of new public transport system are proposed.

An alternative which focuses on creating combination of buses and S-Bahn offer to be

implemented in 2017 is designed in detail (Fig. 4). Special emphasis is put on the opti-

misation of the bus system. Combination of lines along frequency adaptation are imple-

mented according to the future demand (Fig. 1). Moreover, timetable adjustments for

efficient transfer times (Fig. 3), and prioritisation methods are suggested and a feasibility

study is performed.

Finally, the selected concept is evaluated in terms of profitability and quality of new pub-

lic transport services.

The profitability check from the proposed concept shows that savings up to 5 mill. CHF/y

are possible if considering the savings in operational costs (decrease of 1800 km in total

travelled distance, Fig. 2) and current governmental subsidies (17 mill. CHF/y).

23, 53

48

939

939

2151

2151

11

45 485558

27, 57

16, 4627, 57

06, 36 02, 32

02, 32

Line 11

Line 12

Line 33

Line 32

Junction

Legend

Line 13


Direction

S-Bahn FL.A.CH

Sargans Bahnhof


Feldkirch Bahnhof

3707

1848

2050

3909

Buchs Bahnhof

Feldkirch Bahnhof

Sargans Bahnhof

42

39 3904

4217

1714

45

44

15

04

10, 40 10, 40

06, 36 03, 33

13, 4346, 16

Hinterschellenberg

Schaanwald Bahnhof

Ruggell Post


Nendeln Bahnhof

23, 53

48

939

939

2151

2151

11

45 485558

27, 57

16, 4627, 57

06, 36 02, 32

02, 32

Line 11

Line 12

Line 33

Line 32

Junction

Legend

Line 13


Direction

S-Bahn FL.A.CH

Sargans Bahnhof


Feldkirch Bahnhof

3707

1848

2050

3909

Buchs Bahnhof

Feldkirch Bahnhof

Sargans Bahnhof

42

39 3904

4217

1714

45

44

15

04

10, 40 10, 40

06, 36 03, 33

13, 4346, 16

Hinterschellenberg

Schaanwald Bahnhof

Ruggell Post


Nendeln Bahnhof

Human Powered Mobility Dimensioning and Simulation of a Railway Station

Acebillo, Pablo

Semester Project Department of Civil Engineering June 2013

Dimensioning and simulation of a railway station


Location:

Program:

Project year:

Course:

Tutor:

Organization:

Grade:

Fictitious

Railway station dimensioning

05.2013

Human Powered Mobility

Prof. Dr. Ulrich Weidmann

Individual project

5.25/6.00

https://drive.google.com/open?id=0B3xcEL8zPNYqMTNTYVNqM1pnUVk

Dimensioning and Simulation of a Railway Station _____________________________________________ June 2013

20

3.4.4 Transfer time evaluation

For the last simulation an evaluation of the transfer time from Platform 2 to the Bus station on the south side is needed. This was done by using the Pedestrian Travel Time mode in VISSIM software. As shown in table 3.4.4.1 the average transfer time for passengers arriving to Plat-form 2 until the bus station is around 2 min (125 s) walking an average distance of 118 m. This means that the bus arrival rate should be accordingly adjusted in order to permit enough transfer time for the people. For this purpose also the transfer time for people arriving to Plat-form 1 will be considered. It is assumed that the last one is equal to 35 s due to the on grade pathway and proximity. Also both SW and SE pedestrian inputs surfaces were moved towards the centre in order to make results more representative.

Assuming both transfer times, a feasible bus arrival rate can be proposed. In this case, and re-lying on Table 11, it is decided to implement a 10 min arrival rate. This means that the aver-

Figure 3 Simulation example during flooding episode, 200 s

Source: VISSIM - HPM_2.2_acebillo-3.4.3.inp


A-11

Figure 21 Ticket machine evaluation, 900 s





A-12






A-13

Figure 25 Flooding episode evaluation, 900 s





A-14



Figure 28 Flooding episode evaluation , 3600 s



The project analysis the performance of a fiticious railway station based on the Level of Service (LOS) values and the density of pedestrians in the station areas.

Firstly, the work analyses the given passenger flows in an analytical way within the cur-

rent geometry proportions. Specifically, the LOS values as well as dimensioning calcula-

tions for several given sections are tested and proofed. As the minimum requirements

for an optimal use are not respected in some parts, improvement measures are pro-

posed. Moreover a concert event is proofed to oversaturate the current station geometry.

Calculations proof that the current infrastructure does not reach the required capacity

to allow the inflow of 18500 concert visitors in a 30 min interval without saturating the

system. Only 13000 passengers are able to discharge without congesting the station.

Secondly, a pedestrian simulation is conducted relying on the traffic simulator software

VISUM. The outputs are compared with the analytical previously done in terms of density

states within different station areas (Fig. 1). Improving measurements are proposed for

those sections where minimum standards are not reached.

Lastly, further simulations are conducted on behalf of exceptional scenarios. First, the

introduction of a ticket machine in the station. Simulations show no big disruptions aris-

ing due to the machine (Fig. 2, 3). Queue dissipates fast avoiding saturation problems

regarding the other routes. The main reason for such small impact relies in the ideal

location of the ticket seller. In fact, the proposed location only affects 2 out of 4 routes.

Second, the closure of the underpass due to a flooding event. This causes high density

values in the overpass structure. The most critical point is the southwest stair access

reaching maximum aggregated values at the stair access on the platform. The addition

of stair access to the overpass should decrease density levels.

2. Ticket machine evaluation, 900 s

3. Ticket machine evaluation, 2700 s

4. Flooding episode evaluation, 900 s

LOS values from 0.0 to 0.001 0.300 0.450 0.600 0.750 1.500 999

5. Flooding episode evaluation, 2700 s

6. Simulation visualization of the overpass during flooding episode1. Comparison Analytical - Simulation system dimensioning

AnalyticalDimensioning proof

Max. performance of platform exits during 2 min interval

SimulationElement

Element

UnderpassUnderpassStair 1 (no escalator)Stair 1 (no escalator)Stair 2Stair 2Platform ramp 2Platform ramp 2Platform 1

Platform 2

Stair 2Platform ramp 1Platform ramp 2

Platform 1Platform 2

Measuring time

Duration Disembarking

Rush hour2 min intervalRush hour2 min intervalRush hour2 min intervalRush hour2 min intervalbefore train arrival

during boarding process

5 s20 s5 s

during boarding processbefore train arrival

Result

Result

FullfilledFullfilledFullfilledNot fullfilledFullfilledFullfilledFullfilledFullfilledFullfilled

Fullfilled

not enoughenoughnot enough

Not fullfilledFullfilled

Required Measured Measured

Laboratory Transport & Spatial Planning: Final Report ___________________________________________ May 2014

25

6 Evaluation of Planned State

In this chapter evaluation of the traffic management strategies will be implemented. Graphical representation of the pricing systems of 1 and 2 CHF will visualize the congestion of the net-work. Additional analytical data referring to total travel time, distance and number of con-gested links will be provided both for the two traffic management strategies and for the initial results. This data will provide the improvement of the congestion of the network and the comparison between the various prices.

6.1 Load Factor

Figure 9 shows the load factor of the network after the implementation of 1 CHF pricing sys-tem:

Figure 9 Load factor of Innsbruck after 1 CHF pricing system

Source: Visum (2014), Own Presentation

Road pricing scheme in the transport network of Innsbruck


Location:

Program:

Project year:

Course:

Tutor:

Organization:

Grade:

Innsbruck, Austria

Road pricing

05.2014

Laboratory Transport & Spatial Planning

Dr. Basil Vitins

Team Project (3)

5.00/6.00

https://drive.google.com/open?id=0B3xcEL8zPNYqMU1DekR3dVh5VzA


21

The only links negatively affected by the calibration are Valiergasse and Trientlgasse on the east edge of the network.

Figure 7 Load factor of Innsbruck after Calibration


In this case, re-routing due to calibration can be regarded as positive since it only caused con-gestion in two uncongested peripheral links. Moreover, it also provoked a considerable im-provement in the city center.

4.2 Total Travel Time & Distance

As a next step in the evaluation procedure, the total travel time and the distance covered by all vehicles will be provided. In addition, the numbers of congested connections between the zones will be calculated. The results will be used as a reference to compare and check the im-


25

6 Evaluation of Planned State

In this chapter evaluation of the traffic management strategies will be implemented. Graphical representation of the pricing systems of 1 and 2 CHF will visualize the congestion of the net-work. Additional analytical data referring to total travel time, distance and number of con-gested links will be provided both for the two traffic management strategies and for the initial results. This data will provide the improvement of the congestion of the network and the comparison between the various prices.

6.1 Load Factor

Figure 9 shows the load factor of the network after the implementation of 1 CHF pricing sys-tem:




26

Clearly the overall load factor decreased after experiencing a modal shift from private car to public transport. Specially, the city center is much more uncongested as it can be derived from the bar colors. The only main congestion can be noticed in the Rennweg street. However, this can be due to the so called Boarders effect. Analogous is the phenomenon for the Brenner street which is also located on the edge of the city. Here, congestion is simulated mainly due to users who travel in and out of the city.

The next Figure 10 represents the results after raising the price rate up to 2 CHF:



As with 2 CHF pricing, the overall congestion decreased considerably. However, the city cen-ter remains more congested compared to the 1 CHF pricing system. This can be extracted both from the thickness of the links in the figures. In this case, congestion on Rennweg and Brenner street are higher. There is also congestion on the city center at priced links. Leopold street consists of several congested parts despite the implemented pricing.


The project illustrates the analysis of Innsbrucks urban traffic situation and the strate-gies implemented to improve the traffic conditions. This process was done based on a

given network of the Austrian city. The place inhabits 122458 people, counting 1167

people/km2. Its public transport system, which counts with 3 tram lines and 22 bus lines,

moves 40 million people yearly. 58000 people commute into Innsbruck every day. To

analyse the congestion in the network, the present-state was calculated. This was ap-

proached with the 4-Step Model.

First, the Trip Generation distributed the trips from zone to zone and the arriving trips

in each. Second, the Trip Distribution distributed the trips generated in the first step,

among the different zone destinations. Third, the Mode Choice defined how people trav-

elled from one point to another, meaning by car, public transport or based on human mo-

bility. For this purpose the calculations relied on the Logit Model. Fourth, the Assigne-

ment process allocated the demand on each link of the network using the Wardrops

User Equilibrium.

After defining the demand on the network, the Calibration process was undertaken as to

smooth the divergences between the model resullts and the real situation (Fig. 2). Next,

the Current State was evaluated and traffic management strategies were implemented

as to improve the traffic conditions in the network. In this case, the reduction of the con-

gestions in the city center was set as the main goal. For this purpose, both a 1 CHF and

2 CHF pricing scheme were deployed and evaluated (Fig. 3, 4). Results clearly favor the

election of 1 CHF pricing rate over 2 CHF charge. This option advises the lowest travel

time (veh*min) and distance (veh*km) over the other alternatives. Furthermore, after

introducing a 1 CHF pricing system, the congested links decreases to 3.9 %, whereas

without pricing and with 2 CHF price rate, congested links account for 24.9- and 6.6 %,

respectively (Fig. 1).

The whole project was supported by Excel and VISSUM software.

2. Load factor before pricing (after calibration)

3. Load factor after 1 CHF pricing

Feasability study for vaccines transport on rail mode


Location:

Program:

Project year:

Course:

Tutor:

Organization:

Grade:

Italy, Switzerland

Vaccines rail transport

05.2014

Logistics and freight transportation

Dr. Dirk Bruckmann

Team Project (3)

5.00/6.00

https://drive.google.com/open?id=0B3xcEL8zPNYqSlY5MjVWNDdrSkE

0 100 km


Vaccines transport is a very sensible procedure in which the cold chain (+2 C to + 8C)has to be respected as to preserve the quality of the product. Usually transported

either by plane (long distance) or by truck (short distance), this project explores the feas-

ability of transporting the drugs by train. As a real case study it was chosen the former

import of vaccines product conducted by the pharmaceutical company Novartis AG from

the production plant it had in the vicinities of Siena, Italy to the cold storage in Nieder-

bipp, Switzerland managed by VOIGT Industrie AG. This relation was entirely done in road

transport due to its flexibility and high accessibility. Moreover this transport system mini-

mizes transfer procedures along the supply chain, situations in which the cold chain for

vaccine products might be damaged.

After doing an extensive market analysis in the vaccines and pharmaceutical sector

within Switzerland, a production concept is proposed based on official vaccine import

volumes of Novartis in 2013. In this study it is assumed to transport 150000 units (Fig. 5).

As a matter of covering most of the Swiss territory it is decided to distribute the products

to 6 different public hospitals (Fig. 5). The amount of vaccines assigned to each hospital

is made based on the population of the region where the hospital is located. Moreover

close attention is paid to the containers and boxes where the products have to be carried.

Next, the supply chain is analysed in depth, from the supply of chemicals to the produc-

tion plant in Rosia, to the deliver of the vaccine to the patient. Here, the distribution within

Switzerland is shown more in detailed, proposing two different routes by truck to reach

the hospitals.

Lastly, 3 variants for the vaccines transport between Rosia and Niederbipp are compared

to the current condition. Based on a feasability study it is concluded that rail transport for

vaccines is not profitable and thus the current truck option is mantained (Fig. 1).

2. Variant 1

Voigt Voigt Voigt

Rosia Rosia Rosia

Bologna Bologna Bologna

MilanMilan Milan

3. Variant 2

5. Vaccines distribution1. Comparison among variants

4. Variant 3

Transfers 0

700

8.75

4200

0

0

0

700

8.75

4200

2

28.3

0.6

1600

839

45

8900

867.3

45.6

10500

3

228

3

2800

528

37.5

5600

756

40.5

8400

3

65

1

2000

816

45

8600

881

46

10600

Distance by road (km)

Travel time by road (h)

Cost by road (CHF)

Distance by rail (km)

Travel time by rail (h)

Cost by rail (CHF)

Total distance (km)

Total travel time (h)

Total cost (CHF)

Current Variant 1 Variant 2 Variant 3

2Professional Projects

Multifunctional complex in Quarter B, Kazan may 2015

, 2015Visualization

architecturalsystems

AS

PRELIMINARY DRAFT COPY

Multifunctional complex in Kazan


Location:

Program:

Built up surface:

Project Year:

Responsable:

Organization:

Status:

Kazan, Russia

Mix use cluster

60000 m2

2015

Josep Acebillo

Team project (4)

On hold

H1H2

H3

H4

H1

H2

H3

H4

H4

H3

Multifunctional complex in Quarter B, Kazan may 2015NE facade, scale 1:500

, 2015C- , 1:500

Parking

parking lots for the offices on level -1

parking lots for residents and commerce on level 1

parking lots for residents on level 2

parking lots required:

for offices for commerce for residence

1 room apartments (a)

2 room apartments (b)

3 room apartments (c)

4 room apartments (d)

Total apartments number

total parking lots number

Commerce Offices (H1)

19800 m2 3360 m2 19300 m2

16534 m2 net2500 m2 net

9770 m2 7630 m2

17400 m2 -1

. 1

2

:

1 (a)

2 (b)

3 (c)

4 (d)

364

142

158

331 50 239

92 (38,5%)

95 (39,7%)

42 (17,6%)

10 (4,2%)

239

664

(H1)Housing (H2)

Total housing

Housing (H3)

(H2)

(H3)


AS


+0.80 +0.80

-1.00

+0.80

0.00

13%

+0.80

-1.20

+0.80

0.00

-1.00

14%

-1.00

+0.80

+0.80

+0.80

-0.50

Multifunctional complex in Quarter B, Kazan may 2015Level 1 plan, scale 1:500

, 2015 1, 1:500

.

.

.


AS


Parking

Lobby

Technic space

Square

Water surface

Commerce

Offices

Pedestrian access

Vehicle access

.


, 2015Visualization


AS



, 2015Visualization


AS



, 2015Visualization


AS



, 2015Visualization


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, 2015Visualization


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, 2015Visualization


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, 2015Visualization


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Multifunctional complex in Quarter B, Kazan may 2015Facade insolation. Sun illumination simulation. (March 22 / September 22)

06:40

15:40

11:40

08:40

17:40

13:40

07:40

16:40

12:40

09:40

18:40

14:40

, 2015 . . ( 22 / 22 ) architecturalsystems

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+0.80 +0.80

-1.00

+0.80

0.00

13%

+0.80

-1.20

+0.80

0.00

-1.00

14%

-1.00

+0.80

+0.80

+0.80

-0.50

Multifunctional complex in Quarter B, Kazan may 2015Level 1 plan, scale 1:500

, 2015 1, 1:500

.

.

.


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Parking

Lobby

Technic space

Square

Water surface

Commerce

Offices

Pedestrian access

Vehicle access

.


The project for a Multifunctional complex in Kazan is part of an overall plan to develope a 27 ha site (called Quarter B) between the city center and the airport. It was though to

act as the new centrality in the city providing a new gate for Kazan visitors. For this pur-

pouse, on the northern extreme of Quarter B, two development phases were defined. The

first, three towers with mix uses and a parking plinth on the southern edge (Fig. 4, right

axonometry). The second, and the project here presented, 60000 m2 of mix use develop-

ment (Fig. 4, left axonometry).

Morphologically, the cluster is formed by three towers arranged in an L form. The tallest

tower, namely the one situated on the north edge of the site, elevates 73 m above ground

accomodating 19300 m2 office surface. The other two buildings, 47- and 60 m tall, have

a total of 239 apartments with surfaces ranging from 40- to 100 m2. The three buidlings

rest on a common base containing retail activities (Fig. 2). Moreover a parking with a total

capacity of 664 spots develops in three different levels (Fig. 4).

On the east corner of the site, a public Plaza emerges as the focal point of the project

(Fig. 1). Three elements containing bar and restaurants frame the water plinth situated in

the center. A pedestrian ramp leads people from the Plaza level to a second level where

acceses to the housing units can be found.

1. Visualization of the Plaza 2. Groundfloor of Multifunctional complex

3. Sun light analysis 4. Surface summary

Water surface

Parking

Retail

Office

Technic space

Vehicle access

Plaza

Lobby

Pedestrian access

0 20 m

1.10


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CONGRESS CENTER of the Ekaterinburg Expo June 2012

2012

Night Views & Illumination

GENERAL PLANS

Ekaterinburg congress center


Location:

Program:

Built up surface:

Project Year:

Responsable:

Organization:

Status:

Ekaterinburg, Russia

Convention center and hotel

35000 m2

2012

Josep Acebillo

Team project (6)

Completed

http://www.asoffice.ch/#!congress-center-of-ekaterinburg/cpb3


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2012

Planetarium Entrance

Logistic Entrance

Congress Hall Entrances

Hotel Entrance

-

Level 1

Level 2

Level 3

Level 4-8

Level 9-11

Level 1

Level -1 1.8General Scheme & Circulation Diagram

Level 12

2

3

4-8

9-11

1

-1

12

GENERAL PLANS

+1.30

+1.30

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Wardarobe

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room+2.75

+1.70

-0.80

-2.50

-2.50

-1.50Stage

+1.70

+1.70

+1.15Foyer

+1.15Foyer

+1.15Foyer

+1.15Foyer

-0.80

-0.80 -1.50

-1.50

+1.15Bar / Caf

+1.15External terrace

-2.50

0.00

+1.15Bar / Caf

+1.30

+1.30

+1.15Kitchens

+1.15Banquet Hall (1500)

+1.15Dining room

+1.15Info

0.00Entrance Hall

+1.00External garden

+1.15Preparation area

+1.15Congress center Hall



0.00Planetarium entrance


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2012

1:500 2.1

CONGRESS HALL

Auditorium...................................................

Meeting rooms.............................................

Lobby & Foyer.............................................

Kitchen - Preparation area...........................

Banquet Hall................................................

Services & Technical....................................

TOTAL................................................

Green areas / External areas

Lobby, Banquet Hall & Auditorium Plan +1. (0.00 m)

-

1.330 m2

1.780 m2

4.130 m2

1.000 m2

2.860 m2

1.350 m2

10.850 m2

..............................................

...................................

........................................

- .........................

......................................

......................

...........................................

/

, +1 (0.00 )

1.9


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2012

General Renders and Views.

GENERAL PLANS


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2012

7.3

RENDERS & IMAGES

Entrance lobby view

architecturalsystemsAS

0 0.5 1 2 km0 0.5 1 2.5 km

: 2020

2012

.11.8 - 3 . 1:25.000

Strategic urban project of Ekaterinburg

ANNEX: EXPO 2020

Fig.11.8 - EXPO project Option 3. Scale 1:25.000

193

+1.30

+1.30

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Wardarobe

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room+2.75

+1.70

-0.80

-2.50

-2.50

-1.50Stage

+1.70

+1.70

+1.15Foyer

+1.15Foyer

+1.15Foyer

+1.15Foyer

-0.80

-0.80 -1.50

-1.50

+1.15Bar / Caf


-2.50

0.00

+1.15Bar / Caf

+1.30

+1.30

+1.15Kitchens


+1.15Dining room

+1.15Info

0.00Entrance Hall








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2012

1:500 2.1

CONGRESS HALL

Auditorium...................................................

Meeting rooms.............................................

Lobby & Foyer.............................................


Banquet Hall................................................


TOTAL................................................



-

1.330 m2

1.780 m2

4.130 m2

1.000 m2

2.860 m2

1.350 m2

10.850 m2

..............................................

...................................

........................................

- .........................

......................................

......................

...........................................

/

, +1 (0.00 )

+1.30

+1.30

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Meeting room

+1.00Wardarobe

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room

Meeting room+2.75

+1.70

-0.80

-2.50

-2.50

-1.50Stage

+1.70

+1.70

+1.15Foyer

+1.15Foyer

+1.15Foyer

+1.15Foyer

-0.80

-0.80 -1.50

-1.50

+1.15Bar / Caf


-2.50

0.00

+1.15Bar / Caf

+1.30

+1.30

+1.15Kitchens


+1.15Dining room

+1.15Info

0.00Entrance Hall








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2012

1:500 2.1

CONGRESS HALL

Auditorium...................................................

Meeting rooms.............................................

Lobby & Foyer.............................................


Banquet Hall................................................


TOTAL................................................



-

1.330 m2

1.780 m2

4.130 m2

1.000 m2

2.860 m2

1.350 m2

10.850 m2

..............................................

...................................

........................................

- .........................

......................................

......................

...........................................

/

, +1 (0.00 )


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2012

Planetarium Entrance

Logistic Entrance

Congress Hall Entrances

Hotel Entrance

-

Level 1

Level 2

Level 3

Level 4-8

Level 9-11

Level 1

Level -1 1.8General Scheme & Circulation Diagram

Level 12

2

3

4-8

9-11

1

-1

12

GENERAL PLANS

2601.11.2015 Pablo Acebillo | Summary Folio26 Pablo Acebillo | Summary Folio

The Ekaterinburg Congress center is part of the Ekaterinburg EXPO Complex located in the South-East of the Russia city, next to the connection node between the Third Ring

and the Kolosovskiy track. The complex is moreover 4.5 km from the airport terminal.

In the general context, the Complex should be understood as a Neo-tertiary Cluster,

intense and functionally complex, which should create a new Metropolitan Centre in the

South of the city, in synergy with the Koltsovo Airport.

Functionally, it consists of three basic programs: Residential, Tertiary and Logistics.

Initially, it is an area of 600 ha, subdivided into 70 ha for Residential, 30 ha for Tertiary

(including Ekaterinbung Congress center), 230 ha for Logistics Areas and 160 for General

Services and Infrastructures (Fig. 1). Although all the programs complement each other,

Ekaterinburg Congress center is the centerpiece of the Cluster.

The presented project consists of a Congress Hall and double complementary services

program formed by an Hotel and a Planetarium.

The Congress Centre is based on a 120 m diameter circular base, which contains the

Auditorium, The Banquet Hall and related services (Fig. 3). The Auditorium is the central

piece and has a capacity for 3500 spectators. The Banquett Hall with a surface area

of 2860 m2 can accomodate 1500 guests. Three satellite elements are located on the

perimeter of the main circular base acting both as exterior ar

Design

Acebillo Summary Folio