“Cruise terminal is a project with a long gestation period and revenue from terminal operation, when compared to the investment, may not be attractive. Considering this fact, we propose a mix of commercial activities together with the main business.”

1. ABSTRACT
India with its rapid economic development, huge population and a 7,500 km long coastline is regarded as a market with immense potential for
more number of tourists and new destinations. Presently, Mumbai and Kochi are the favoured ports of call in India for international cruise ships.
It is expected that the cruise tourism industry in the country would witness rapid growth once required infrastructure is in place. This would lead
to the development of three major regional cruise corridors -Mumbai-Lakshadweep-Mumbai; Goa-Lakshadweep-Kochi-Goa; Kochi-Maldives-
Colombo-Kochi. In the first two corridors, Goa is expected to have at least one port of call. Therefore, a cruise terminal in the state is a necessity.
“Cruise terminal is a project with a long gestation period and revenue from terminal operation, when compared to the investment, may not be
attractive. Considering this fact, we propose a mix of commercial activities together with the main business.”
The feasibility report and business plan for the proposed international cruise terminal and public plaza at Mormugao (Goa) has suggested setting
up the world-class facilities on the tested public-private partnership model under the build, operate and transfer (BOT) structure. This study
focuses on designing a Cruise terminal. Thus it is important to study other International Cruise Terminal so as to compare and provide solutions
to meet the terminal requirements on an International level.

2. TABLE OF CONTENTS
TITLE PAGE NO.
1. CHAPTER – 1 SYNOPSIS
i) INTODUCTION TO THE PROJECT
(1) WHAT IS CRUISE TOURISM?
(2) CRUISE TERMINAL
(3) ROLE OF PORTS
(4) INDIAN SCENARIO
ii) AIM OF THE PROJECT
iii) MAJOR AND MINOR OBJECTIVES
iv) SCOPE OF WORK
v) LIMITATIONS
vi) DESIGN APPROAACH AND METHODOLOGY
2) CHAPTER – 2 LITERATURE REVIEW
3) CHAPTER – 3 CASE STUDIES
(a) KAI TAK CRUISE TERMINAL
(b) YOKOHAMA CRUISE TERMINAL
(c) COCHIN CRUISE TEMINAL
4) CHAPTER -4 SITE ANALYSIS
5) CHAPTER -5 DESIGN CRITERIA

3. 1
SYNOPSIS
CHAPTER 1- SYNOPSIS
INTRODUCTION TO THE PROJECT
1.1 WHAT IS CRUISE TOURISM?
Tourism has, since the 1950’s, became an extremely popular, global activity.
A Cruise is generally a defined package that includes a cruise itinerary spanning a
defined period of time. Cruises, which were at one time considered as the prerogative of
the rich, is today a fast reaching option for the wider leisure market. Representing one of
the fastest growing sectors worldwide, Cruise market trends indicate a
qualitative as well as quantitative consolidation in the industry, with
cruising gaining greater significance in the global ‘Tourism Pie’.
There are 4 dominant factors that make up cruising:
1. Attractions – include interesting destinations and itineraries,
2. Facilities on board – include a total holiday and entertainment
package,
3. Transportation – having the ability to move from one place to
another without the need of packing and unpacking at each destination,
4. Hospitality – having professional staff looking after you in luxury.

4. 2
SYNOPSIS
1.2 CRUISE TERMINAL
Terminal building is the main building where passengers embark and disembark
watercrafts. The terminals are the ‘front door 'to the ports and serve as the public interface
between the waterside and landside elements.
1.3 ROLE OF PORTS
Ports play an important role in the economics of the coast and are generally centres of
trade and commerce. The seaports of India have played a historical role in the development
of maritime trade and economy in India.
1.4 INDIAN SCENARIO
India is considered as a preferred cruise destination and has around 7,500 km of natural
peninsular coastline strategically located on the crucial East-West trade route, which
links Europe and Far East. The coastline has 13 major ports and about 187 other minor -
and intermediate ports. While the central government has developed port infrastructure
across the country, and in many cases through private participation, states too now have
become active in developing their coastlines. Since most major ports on the western coast
in India meet the requisites of a port of call, a nascent trend of cruise ships calling at
Indian ports at regular intervals has started recently in the cruise industry. This has led to
the ports of western coast of India figuring on the itineraries of International Cruise
Ships.

5. 3
SYNOPSIS
AIM OF THE PROJECT
1. The main aim of the design is to provide a cruise terminal which will serve as an intermediate port for international cruises and a
destination for the domestic cruises as the government seeks to give importance to Goa as an overall tourist destination.
2. The terminal should be an initiative to boost Cruise Tourism within the country as well.
MAJOR OBJECTIVES
1. Understanding the ideology of the Cruise Terminal and translating it into the built form.
2. Old traditions/art forms which are seen in different parts of the place will yet again be known to the world.
3. Increasing the frequency of cruise liners and thereby generating revenue to the port.
4. Studying site and climate responsive design methods to find context specific solutions.
5. Integrating infrastructure and technology with the building.
6. Make cruise terminals into destinations by themselves.
7. To identify gaps in the infrastructure in the ports for promoting cruise passenger lines
8. To assess infrastructure facilities available and required at designation seaports as per the International standard.
9. Identify asset utilization strategies that will optimize benefits to the Port and the County through financial return, market
opportunities, competitive advantage, and economic benefit.
MINOR OBJECTIVES
1. Studying the role of Space Conditioning in architectural environments. The keywords being Healthy, Safe, Clean and with
thermal, visual and auditory comfort.

6. 4
SYNOPSIS
2. Assessment of the existing status of ecological (terrestrial and marine) and socio-economic aspects of environment.
3. Understanding the design process and role of architecture in the design of cruise terminal.
4. Focus on home porting in the long term.
5. Studying the scope of interactivity in Architecture through contemporary materials and techniques and translating the sensory
experiences- warmth, excitement, repose into recognizable building aspects that promote real user response.
6. This new technological achievement is changing in the mere definition of experience and perception. Thereby, sending
conventional architectural definitions of space and sensory experience for a spin. The objectives will be to study the
consequences of this paradigm shift.
SCOPE OF WORK
1. The facilities provided at the present cruise terminals are falling short of passenger handling and services.
2. A berth layout for anchoring cruise vessels and boats.
3. A Club with recreation facilities such as food courts, restaurants, bars, shopping Area and clubhouse with water related activities.
4. Since the terminal is a public building, it will be open to all kinds of passengers with a diverse range of backgrounds.
5. The design would serve to be as an important structure and gateway to Goa.
6. The scope of work will include:
a. Site planning
b. Terminal building -
 Arrival Spaces
 Departure Spaces
 Offices

7. 5
SYNOPSIS
 Administration
 Recreational Facilities
 Accounts department
 Maintenance
c. Parking spaces - for buses, taxis, auto’s etc.
LIMITATIONS
1. Live case study of international standards for the cruise terminal is limited.
2. Statistically, the international terminal will be used 4 times a month.
3. Thus areas are to be provided which will keep the terminal equipped during other times as well.
4. Since Goa is an intermediate point, there is no embarkation and disembarkation of luggage’s. Thus baggage handling and such
services area are to be looked upon.
5. As far as the domestic cruises are concerned, the development is at a slower pace. Statistics show that the development of
domestic cruises will boost after 10 years.
6. Thus an area would be dedicated as future development but there would be no design for domestic terminal as such.

8. 6
SYNOPSIS
DESIGN APPROACH AND METHODOLOGY
The approach and methodology adopted for the project study is as outlined in the figure below.
Fig 1.1 Methodology
 The research will focus on port as one of the key points of entry and will examine the many roles and influences the terminal will
have on the city.
1. To carry out live case studies of the cruise terminals for acquaintance
of the topic.
2. To study and analyze book case studies for a comparative analysis.
3. To carry out various interviews for practical input.
4. To study the information available through various sources for
pursuing content of the research topic.
STAGE I: INPUT
The first stage involved the study of the project site to understand its
suitability for the defined activity.
STAGE II: ANALYSIS
STAGE III: OUTPUT
CONCLUSION
 From the research gathered & documented, a better
understanding of the requirement of such a building shall emerge.
This will positively inform the design programme and produce a
well integrated building.

9. 7
SYNOPSIS
THESIS VALIDITY
Thrust area- CRUISE TOURISM
 India’s reputation as an enchanting, exotic, historic and beautiful destination would enable the country to make an instant
international cruise positioning and move into the ‘cruise destination 'market.
 Cruise operators and liners are more than ever searching for new destinations and itineraries.
 India’s long coast line and strong port positioning imparts a natural advantage to the country to attract international cruise lines.
 India’s positioning in South East Asia and its proximity to already popular cruise destinations would enable strong cruise circuits
to be created over a period of time.
 The cruise ports selected for development are also strong tourism states, especially Kerala, Goa and Chennai. This could provide
an important platform for cruise tourism to takeoff.
 The government of India has recognized Cruise Tourism as a Thrust Area and initiated a number of positive measures to
promote the cruise industry and position India as a global cruise destination.
 India today is poised for making a significant mark in the international tourism scenario. WTTC projected India’s travel and
tourism industry to grow at CAGR of 7.5% up to 2014 much above the expected growth in South East Asia and the world
aggregate level. The WTO projects as annual average growth rate of 6.2% in South Asia over a larger timeframe till 2020.
 To realize this growth target, it would be essential for India to explore all avenues escalating tourism activity in the country
including the extremely attractive area of cruise tourism in which the country has much to offer.

10. 8
LITERATURE REVIEW
CHAPTER 2 – LITERATURE REVIEW
HISTORICAL BACKGROUND
Cruise tourism made its small beginnings in 1839 as part of the fortnightly crossing mail service between Liverpool and Boston.
In 1907 Cunard introduced a new 30,000-ton class of liner, the Lusitania and Mauretania, marking the beginning of leisure passenger travels on
the seas. The twentieth century witnessed other European countries compete for progressively larger and faster passenger ships. These ships
provided three classes of service; first, second and steerage. The first catered to the elite and rich, the second to the white-collar working people
and the steerage to the relatively poor.
PASSENGERS BECOME TOURISTS & SHIPS BECOME FLOATING RESORTS
The increasing travel demand through the 1950's and into the 60's kept the liners busy crossing with tourists from both continents. Gradually the
concept of ‘tourist ship passengers’ was enhanced with value additions to the accommodations and activities. When the majority of the trans-
Atlantic passengers became tourists, the crossings became more festive for the enjoyment and entertainment of passengers. Ships became more
like floating resort hotels than mere containers. The object still remained to cross, but the theme was to enjoy it.
CRUISE TOURISM
Cruises have grown in popularity amongst tourists in the last few decades. Asia Pacific especially has become a key growth market for the global
cruise category. Today, the cruise industry in India is mainly driven by international tourists, with most of the domestic tourists flying to
Singapore or Hong Kong to embark on cruises. International cruise tourist arrivals in the country have increased five-fold in the past 15 years.

11. 9
LITERATURE REVIEW
Air has continued to be the predominant mode of travel for tourist arrivals in India. Arrivals by sea have been negligible when compared to the
total arrivals in India; however the same have increased by nearly 281% from a level of 0.01 million tourists in 2002 to about 0.04 million in
2006, registering an impressive increase of 54.44% when compared to the previous year. Over the period 2002‐2006, international arrivals to
India by sea grew at a CAGR of 30.70% registering an average YoY growth of 42.91%.
India, despite of having 7,500‐km‐long coastline, 12 major and 185 minor ports, is yet to make its mark in the global cruise industry. With its
vast and beautiful coastline, virgin forests and undisturbed idyllic islands, long historical and cultural tradition of architecture, theatre and
performing arts, India can be a destination of choice for cruise tourists.
Cruise tourism has huge potential in India because of the rising disposable income of people. It may be an expensive branch of tourism
entertainment but cruises are becoming more and more affordable to vacationers and tourists in India. India today presents a largely unexplored
cruise tourism market with almost 100% of its potential waiting to be explored.
India, with its diverse landscape, offers huge scope for various theme‐based travels like Medical Tourism, Adventure tourism, Heritage tourism,
Wellness tourism, Pilgrimage tourism, Golf tourism, MICE, Eco‐tourism, Wildlife tourism.
INDIA NEEDS TO GEAR UP FOR THE CHALLENGE
Ports constitute the core infrastructure requirement of the cruise sector. If India wishes to integrate her position in this market Indian ports would
have to meet internationally accepted standards of port infrastructure, passenger services, linkages, other conveniences and amenities.
Internationally, cruise terminals are similar in facilities and services offered to tourist at airports. Whereas the major airports in India are designed

12. 10
LITERATURE REVIEW
to international standards, most of the Indian ports lack dedicated facilities for cruise tourism and do not offer the basic standards or the amenities
expected. Cruise terminals represent the entry point of the cruise tourists into various tourism locations and offer important opportunity to market
the country’s brand, its culture, heritage, cuisine and other offerings. Cruise tourism development would be impossible without all strategies
being preceded by an integrated and sustained development of the identified cruise ports.
POTENTIAL FOR CRUISE TOURISM
Demand for Indian Cruise tourism would arise from 4 segments
 The Foreign Tourists who represent the International Arrivals into India would offer the greatest potential representing tourists who are
already interested in India as a destination and for whom the Cruise would be another mode of seeing the country.
 The Indian Outbound Tourists who travel out of India also offer a high potential because of their interest in foreign travel and would be
very open to the idea of taking a cruise from India that visits foreign destinations.
 The Indian Domestic Leisure Tourists represent active high value domestic leisure travellers who are active travellers inside the country
and can be effectively targeted to take a cruise.
 The current Cruise Tourists, both International and Indian, would be good targets. It is know that cruise tourists are repeat travellers and
therefore offer a great potential. Current cruise tourists, who form part of the existing & future cruise tourism market, can be attracted by
creating new itineraries and destinations in India.
Assessing the potential from each of these segments based on current trends and forecasts it is estimated that by the year 2030-31 a market size
of 1.2 million cruise tourists. These are conservative estimates and the actual potential may be much higher depending on the infrastructure
developed and the marketing efforts undertaken.

13. 11
LITERATURE REVIEW
‘Cruise Tourism’ represents one such avenue where far reaching developments have been witnessed worldwide with India having no claim to
even a marginal positioning.
1. In 2002 North America, which forms around 71% of the international cruise demand, had 7.64 million cruise travellers while the same
period saw only 0.012 million cruise tourists in India, representing less than 0.16%.
It is thus clear that, despite its position on the south pacific international sea-route, an impressive 7516 km coastline, several natural ports and
breathtaking destinations; India has continued to miss out on the cruise tourism potential.
CRUISE TOURISM – GLOBAL SCENARIO
At global level, Tourism has emerged as one of the major
economic activities today. In 1995, the World Tourist
arrival was about 567.4 million of which Europe’s share
way by USA with 20%. The share of South Asia region
was as low as 0.8%
According to WTO estimates, Europe will continue to remain the most popular tourist destination with about 717 million tourist estimated for the
year 2020. International tourist’s arrival in South Asia is expected at 19 million in 202, which is almost 5 times that of 1995, but still it is quite
low as compared to other destinations.
Region No. of Tourists (in millions) Percentage Share
Europe 337.2 59.4
USA 111.9 19.7
East Asia & Pacific 84.0 14.8
Africa 18.8 3.3
Middle East 11.1 2.0
South Asia 4.4 0.8
World Total 567.4 100.0
Share of India 2.1 0.4

14. 12
LITERATURE REVIEW
India is expected to fuel 4.5 times growth in International tourist arrivals, more than half of the total arrivals in South Asia.
Aboard On the ship. Opposite of ashore.
Ashore On shore. Opposite of aboard.
At Anchor The position of the ship after it has dropped anchor.
Berth 1. The particular parking space in which the ship docks at the pier. 2. your cabin beds. 3. What you might experience
nine months after a romantic cruise.
Baggage
diverter
A mechanical device for transferring baggage from a moving conveyor belt to a baggage claim counter in such manner
that the baggage is evenly distributed along the baggage counter.
Boarding
control point
The point at which a passenger's credentials are inspected to assure that he is authorized to board a particular flight.
Normally, this point is located in the vicinity of the gate from which the flight will depart.
Bunkering To take on fuel. Sometimes an announcement may be made such as "Smoking will not be allowed for the next 6 hours
as we are bunkering".
Gate
concourse
An extension from the main terminal building primarily intended to provide protected access for passengers between the
main terminal building and the gates.
Debarkation Exiting the ship, usually at the end of your cruise.
Disembark Exiting the ship, usually at the end of your cruise.
Dock Act of parking a ship at the pier.
Draft 1. Depth of water a ship draws (how far down into the water the ship's hull reaches), especially when loaded. 2. Beer
dispensed from a tap.

15. 13
LITERATURE REVIEW
Draught 1. Depth of water a ship draws, especially when loaded. 2. Beer dispensed from a tap.
Embark To board a ship, especially at the start of your cruise.
Embarkation To board a ship, especially at the start of your cruise.
Fathom A measure of water depth equal to six feet.
Gangway 1. Opening in the side of a ship through which it is boarded or provisioned. 2. What you hear when the buffet first
opens.
Knot One nautical mile per hour. (One knot is about 15% faster than one mile per hour).
Nautical
Mile
6,080.2 feet. Slightly more than 1.15 land miles.
Pilot Local from shore who is responsible for bringing the ship into and out of your Port of Call.
Port 1. The left side the ship. Easy to remember because PORT and LEFT each has 4 letters. 2. Short for "port of call".
Port of Call A destination that your ship stops at on your voyage.
Promenade A ship's "shopping mall".
Quay (Pronounced "key") a dock, berth or pier.
Stack 1. Ship's smokestack. 2. How many ships they can get into the same port of call at one time.
Starboard The right-hand side of the ship. STARBOARD and RIGHT HAND each have nine letters.
Tender The smaller ship, boat, or lifeboat used to transfer passengers from the ship to the shore and back again when the ship is
anchored offshore.

16. 14
LITERATURE REVIEW
FLOW DIAGRAM- INTERNATIONAL & DOMESTIC TOURISTS
.
LANDSIDE FUNCTIONS
Arriving at or leaving the terminal by car
or public
Transport
These are the factors to consider:
• Security: avoid vantage points useful to
terrorists.
• Commercial: the whole forecourt or at
least the private car section may be
incorporated into the short-term or nearest
car park. This will force motorists to pay for
the privilege of parking close to the check-in
area.
• Baggage: baggage trolleys should be
available for passenger use. For heavy
package tours traffic, with coaches setting
down large pre-sorted amounts of baggage,
a dedicated area and route to the baggage
areas may be desirable.

17. 15
LITERATURE REVIEW
IMMIGRATION COUNTER LAYOUTS
CHECK-IN LAYOUTS
HELIPORT

18. 16
LITERATURE REVIEW
PORT SUPPORT SYSTEMS AND TECHNICAL DETAILS
SHOCK ABSORBER:
 Provided to neutralize the impact of vessel on the berth
 Horizontal movement provided exactly below where the ship is
anchored.
BUOYS:
 Used for temporary anchor and direction
 They are anchored or piled indicators placed along the whole width of the navigation channel.
POLLUTION CONTROL TECHNIQUES:
The port areas are always affected by sewage disposal and get accumulated over the stagnant zones. The algae
formation is another drawback. The high tide and low tide influences the movement of algae in and out the port
region. The algae’s are dangerous for speed boats, since it clogs inside the propellers. The floating layer of algae
makes the speed boats to slip over losing control.
Generally two methods are used to tackle these problems.
1) Tugs are tied to the floating net and the algae film is wiped out to the shore.
2) The sewage and oil films over the channel are removed by installing temporary sucking pump system.

19. 17
LITERATURE REVIEW
DRAFT REQUIREMENT
Draft of various cruises helps in selecting the site as the
depth varies. These also help to know if the cruise a certain
depth can embark on site
MATERIALS
Fixed piers are open to a wide range of construction
material, steel, concrete & timber is the most common and combination of these materials is used. In constant water level areas a fixed systems is
an obvious choice, piles may be driven and capped off 610-914mm above the surfaces of the beam
SELECTION OF MOORING SYSTEMS DEPENDS ON FOLLOWING FACTORS:
1. Tidal range
2. The quality of the bed or holding ground
3. To what extent the site is sheltered
4. The depth of water
5. The speed and direction of the expected currents
6. Wind speeds and wave height
7. Capital and maintenance costs

20. 18
LITERATURE REVIEW
SHIP MOORING PROCEDURES
ARRIVAL PROCEDURE
 Information is passed to the port by ship authorities a
month before arrival.
 Schedule is prepared by docks manager.
 Short list is passed to section superintendent engineer/
mooring section / survey section about the allotted berth.
 Vessel reaches the outer sea, anchor in buoys-conveys
signal to port.
 Port manager informs the mooring section and the
customs.
 Survey / mooring section check the berth & foreman
appoints Dockers.
 Customs boats with mooring pilots are send for
preliminary check.
 Dockers send the tugs. Pilots direct the tugs
 Tugs drag the vessel to the allotted berth.
DEPARTURE (VESSEL CALL OUT)
 Captain announces the time for callout
 Customs officers are send to inspect the
vessel.
 Survey sect. Engineers check the
technical side & channel draft.
 Customs /survey section gives the green
signal.
 Pilot boards the vessel to direct the tugs
 Tugs drag the vessel to outer sea.
 When the vessel reaches the outer sea, the
pilot boat is sent back.
 Note: Width of the channel must be twice
the length of ship. The height of hand rail
is 1m.

21. 19
LITERATURE REVIEW
TRAVEL DISTANCE TO EMERGENCY
STAIRCASE
(1) Every building meant for human occupancy
shall be provided with emergency exit
sufficient to permit safe escape of occupants in
case of fire or whenever other emergency
occurs.
(2) Emergency exits shall be located in such a
way that the travel distance on each floor shall
not exceed 30 metres for every occupant.
SPACE STANDARDS / PASSENGER
FOR TERMINAL BUILDING
1. Check in Area: 1.4sqm
2. Departure lounge: 1.8sqm
3. Bars / Shopping areas: 2.1sqm
4. Arrival lounge: 1.5sqm
5. Baggage claim / Reclaim: 1.6sqm
6. Customs / immigration: 2.0sqm
7. Circulation areas: 2.0sqm

22. 20
CASE STUDIES
CHAPTER 3 – CASE STUDIES
KAI TAK CRUISE TERMINAL, HONG KONG
MASTER PLAN OF KAI TAK DEVELOPMENT - VISION
A Distinguished, Vibrant, Attractive and People-oriented Kai Tak by Victoria Harbour
PLANNING PRINCIPLES
 Continuous public participation in the planning and development of Kai Tak
 Planning Kai Tak for sustainable and environmentally friendly development
 Designing Kai Tak as Hong Kong’s showcase for good landscaping and urban design
Designing Kai Tak as a hub for sports, recreation, tourism, and quality housing
Maximizing waterfront for public enjoyment
Respecting the heritage value of the ex-Kai Tak Airport
Integrating Kai Tak with its surrounding
Providing opportunities for revitalizing the surrounding districts
DESIGN CONCEPT
Concept 1: City in the Park (Residential option)
Concept 2: Kai Tak (Business and Tourism option) - To regenerate the economic role of the
ex-airport site by providing a high density office node adjoining the multi-purpose stadium in the North Apron Area, to a cruise terminal
and tourism node at the runway end.
Concept 3: Sports by the Harbour (Recreational option)

23. 21
CASE STUDIES
KEY DEVELOPMENT COMPONENTS
With the Government’s policy support, the following
key development components have been incorporated
1) Cruise Terminal
a) one berth in medium term
b) one to two additional berths in long term
2) Cross-boundary Heliport
3) Multi-purpose Stadium (23.5 ha)
a) Main stadium : 45,000 seats, with retractable
roof
b) Secondary stadium : 5,000 seats
c) Sports arena : 4,000 seats with swimming pool
and ball courts
4) Shatin-to-Central Link (SCL) (4.2ha)
View to lion rock
View to mount parker
View to Fei Ngo Shan
View to Lei yue mun
Promenade
Cruise Terminal
S. Stadium

24. 22
CASE STUDIES
Kai Tak Metro Park - forming a central park across
North Apron (at least 10 ha)
5) Premier Office Node - facing the Harbour and
next to SCL Station
6) New San Po Kong - mixed commercial area
adjacent to San Po Kong serving as the new
gateway of Kai Tak and a catalyst for regeneration
7) Island & Waterfront Living – residential clusters on the runway islands (9 ha)
8) Water Glamour – water fountain and water curtain film show at the waterfront of
Ma Tau Kok and Kai Tak Approach Channel
9) Kai Tak Promenade - runway promenade with historical displays and cultural
activities and a runway park with facilities of aviation or other themes is proposed
at runway end
10) Harbour-front Promenade and Park Network - from To Kwa Wan to Kwun Tong
along the harbour front and also throughout the study area
11) Pedestrian Kai Tak – pedestrian connections of various forms and settings.
Indoor sports arena Main Stadium
Waterfront
Promenade

25. 23
CASE STUDIES
CASE STUDY-I
KAI TAK CRUISE TERMINAL
Architect: Norman Foster + partners
SITE INFORMATION
 About 7.6 hectares at the southern end of the former runway, with a waterfront of about 800m long, and is between 60 m and 100
m wide
 Height restriction: maximum building height of 35m.
LOCATION
 Because of its prominent position on the South China Sea and in Southern Asia, Thanks
to the cruise terminal built on the former runway of Kai Tak airport, the city achieved its
objective, and it has become a hub for luxury cruises in Asia. The project symbolises the
stature of the city and illustrates the need to support the tourist industry in a territory that
attracts more than 50 million visitors each year.
ACCESS TO THE SITE
1. BY RAIL
 Elevated monorail system; 9km long, 12 stations
 Connect to SCL Kai Tak Station, MTR Kowloon Bay Station and Kwun Tong Station
 All major metro areas within 10 km (6 mi).
Access road
Gangways
Victoria harbour
SITE
Entry gates

26. 24
CASE STUDIES
 5 km (3 mi) by road to Hung Hom train station, with rail connections to Shenzhen,
Guangzhou, Shanghai, Beijing and other Chinese cities.
1. BY ROAD
 Distributor Roads D2 and D3
 Central Kowloon Route+
 Existing Kai Tak Tunnel
2. BY AIR
 10 km (6 mi) by road to Kowloon Station Airport Express Line and
airline check-in.
 42 km (25 mi) by road to Hong Kong International
Airport
3.PEDESTRIAN CONNECTIVITY and Elevated
Walkway
4. FERRY: In addition to land based transportation, the
terminal can be accessed from the Hong Kong Island via
a scenic ferry ride from North Point or Sai Wan Ho pier to Kwun Tong pier, and then changing
to a taxi.
PEDESTRIAN
CIRCULATION

27. 25
CASE STUDIES
KAI TAK APPROACH CHANNEL
Problem: The key environmental problems of KTAC are the
existing odour problem from poor water and sediment qualities at
embayed water bodies
Solution: A 600 m opening at the former runway is proposed to
facilitate water circulation and improve water quality.
THE TERMINAL SURROUNDING
1. The planned cruise terminal with necessary site formation works can berth two mega cruise ships and accommodate the essential
cruise operation and facilities on site without reclamation.
2. At the south-western tip of the runway abutting the end of the cruise terminal, an at-grade cross-boundary heliport site is
reserved to serve cross-boundary travellers in synergy with the customs and excise, immigration and quarantine (CIQ) facilities
provided for the cruises.
3. Adjacent to the cruise terminal will be the tourism node housing a great variety of retail and entertainment facilities. A high-rise
hotel is planned with public observation gallery at its top floor. It will form a magnificent landmark at this part of the harbour,
while commanding the gorgeous harbour view. The tourism node will also provide suitable pedestrian access to and landscaping
measures to blend in with the Runway Park.
4. A runway park will be the dominant use at the end of the runway with aviation and other themes.
Use Bio-remediation method to break down odorous materials and
organic pollutants to address odour problem

28. 26
CASE STUDIES
CRUISE TERMINAL
AREA STATEMENT
1) Terminal area- 32,000 sq. m
2) Landscaped area- 23,000 sq.m
3) Commercial area- 5,600 sq.m
4) Total built up area- 40,600 sq. m
5) F.A.R- 0.53
Construction of a cruise terminal building at the southern tip of the
former Kai Tak runway accommodate the following -
(a) Customs, Immigration, Quarantine and Police (CIQP) facilities for cruise terminal operation and CIQP facilities for the future
heliport development;
(b) Accommodation for the future heliport operator;
(c) Accommodation for the Hong Kong Tourism Board;
(d) Supporting facilities
(e) Ancillary commercial areas;
(f) Pick-up and drop-off areas for various types of vehicles and parking spaces
(g) A landscaped deck;
Apron Facilities- passenger gangways, electricity supply system, on-shore water supply,
on-shore sewage reception facilities, external lighting, navigation lighting, fire fighting
provisions, cable containment for telephone and data, etc.
ORIENTATION:

29. 27
CASE STUDIES
DESIGN OF TERMINAL BUILDING
 The terminal has a generous, rectangular footprint and is arranged over three main levels, encased by a lattice of large white
‘fins’ that allow daylight to filter through to the passenger waiting spaces.
 The design is highly flexible, incorporating spaces that are suitable for alternative functions and enabling the building to be used
all year round, fully utilising ‘down time’.
 The sustainable design also combines a number of energy saving measures, as well as generating power from renewable sources
and making use of recycled rain water for cooling.
 Services are integrated with the structure and the different levels are fused with the surrounding pedestrian walkways.
 A pedestrian route starting from the waterfront promenade progresses up through the building and opens onto a large public roof
garden, with open and sheltered spaces for informal picnics and outdoor dining, set against the stunning backdrop of the city.
GROUND FLOOR PLAN

30. 28
CASE STUDIES
Ground floor has the following areas:
TERMINAL
CIRCULATION
 The spacious interior spans just over 42 metres and the waiting areas can be
converted into a venue for performances, events and exhibitions, supported by
a variety of restaurants and shops.
 The terminal has capacity to berth two large 360-metre-long vessels, each with
more than 4,000 passengers and over 2,000 numbers of crew, as well as
anticipating the demands of a next generation of larger ships.
 The linear arrangement
of light-filled passenger
areas is characterised by
its clarity and ease of
use.
1. Apron
2. Entrance halls
3. Waiting halls- 5800 sq.m
4. Baggage handling area-
12600sqm
5. Custom hall
6. Atrium
7. Office areas
8. Baggage handling area
9. Coach staging area
ENTRANCE
FOYER
16 M WIDE
ROAD

31. 29
CASE STUDIES
OPERATIONAL ARRANGEMENTS AT KAI TAK CRUISE TERMINAL (DEPARTURE)
4
1
2
3
4
5
6
7
8

32. 30
CASE STUDIES
OPERATIONAL ARRANGEMENTS AT KAI TAK CRUISE TERMINAL (ARRIVAL)
1
2
3
4
5
6

33. 31
CASE STUDIES
 Along the 610m
long terminal, the ground
floor consist a total of 31
staircases and 14 escalators.
 Spacing b/w lifts- 30
m approx.
Vertical circulation
Escalators
BAGGAGE
HANDLING
COACH STAGING
AREA
OFFICE
BAGGAGE
HANDLING AREA
CUSTOMS HALLATRIUM
ENTRANCE HALL EXIT HALL
The building has
adopted a wide span
design, which enables
the conversion of the
passenger waiting hall
into other uses (such as
meetings, conferences,
exhibitions and
banquets) during off-
peak cruise periods to
achieve maximum
potential from this
prime location.
BAGGAGE
HANDLING AREA

34. 32
CASE STUDIES
 The terminal
building is 65m wide
and the apron is 35 m
wide accommodating
2 largest vessels at
one time.
ATRIUM
 Four atria and six large skylights draw natural
light to the building
 Curved building facades with low-e double
glazing in
triangular
shape
CUSTOMS
HALL
BAGGAGE
HANDLING
ATRIUM
DRIVEWAYENTRANCE HALL COACH STAGING
AREA
APRON

35. 33
CASE STUDIES
MEZZANINE FLOOR
 The mezzanine floor
is above ground
floor.
 Parking is provided
80-90 cars at this
floor.
 Provision of 10
A.H.U. rooms
 4 atriums provided for natural ventilation.
 Access to heliport
PARKING
RAMP UP
ATRIUM
RAMP DOWN
OFFICE
CASE STUDIES

36. 34
CASE STUDIES
FIRST FLOOR PLAN

First floor consists of the following areas:
1. Landscaped deck
2. Public colonnade
3. Immigration hall
4. Check-in and waiting area- 5800
sq m
5. atrium
COMMERCIAL AREAS
ATRIUMPARKING

37. 35
CASE STUDIES
SECOND FLOOR PLAN COMMERCIAL AREAS
Second floor consists of the following areas:
1. Commercial areas
2. Landscaped deck
3. Skylights
4. Atrium
All the commercial areas at both ends of the second floor
of the terminal building have retail shops, a café, a money
exchange shop, a Chinese restaurant and other eateries.

38. 36
CASE STUDIES
4 Hectares of green roof & 132 photovoltaic panels
 The roof landscape decks minimise the heat island effect
 The rooftop houses three commercial spaces each 354.7
sq.m. / 3,818 sq.ft. In size.
 Two of the commercial spaces are located at the south-
east and south-west end (berth 1) of the Terminal.
 The third commercial space is located at the north-east
end (berth 2) of the Terminal. The
spaces are readily accessible to
both cruise ship passengers
 The three commercial spaces are
part of a grand 22,000 sq.m.
Landscaped roof deck, featuring
leisure facilities run by Leisure and
Cultural Services Deptt.
ROOF CANOPY
SKYLIGHT
SKYLIGHT
AC DUCTS
SHOPS
S

39. 37
CASE STUDIES
 A pedestrian promenade rises up through the terminal and opens onto a large public roof
garden. The rooftop has a beautifully manicured garden ideal for photo-taking, set against
the stunning backdrop of the harbour.
Colonnade in Kai Tak Cruise Terminal
Night View of the Terminal
Waiting areas of the terminal are easily
re-purposed for special events
Ancillary commercial area at the roof
level
Section of the Terminal

40. 38
CASE STUDIES
PROVISION OF TOILETS
In the current design, in addition to the 10 toilets for the
disabled, the cruise terminal building is provided with toilet
facilities representing a raise of 40 % over the minimum
requirement of sanitary fitments required for the public
GREEN FEATURES
Green features in relation to conservation of energy,
adoption of renewable energy and recycling includes:
 The Cruise Terminal Building utilizes the Kai Tak
District Cooling System (DCS) as its main chilled
water circulation system. There are sub-stations in
the terminal to cater for the air-conditioning
required for the terminal operation facilities and
commercial area.
 The carriageway on the ground and first floors are
naturally ventilated, with wind flows assisted by
AREA MALE FEMALE
WC URINAL WC
Landscaped Deck 8 8 16
Ancillary Commercial Area 12 10 28
Passengers Check-In And
Waiting Areas
26 16 54
Baggage Handling Areas 10 8 26
Sub Total 56 42 124
PROVISION OF BABY CARE ROOMS
The cruise terminal building has a total of 4 baby care rooms
in the landscaped deck and the passengers check-in and
waiting areas.

41. 39
CASE STUDIES
ceiling mounted extraction fans along the boundary.
 The main heating plant for the air-conditioning
is provided by water-to-water heat pumps in energy
efficient manner.
 Solar panels installed on the roof provide hot
water for use in showers in the building.
 The building employs photovoltaic panels to
generate zero carbon electricity on site. Rainwater and
A/C condensate water recycling assist in reducing the
potable water demand for irrigation.
 At the roof garden area, a portion of
external lighting is provided by solar
energized lighting system in order to
emphasize the application of recycle
energy in this building as well.

42. 40
CASE STUDIES
STRUCTURE
One of aspects of the structure includes the innovative bridge engineering
techniques adopted in its construction and the extensive use of sustainable
elements.
 The main building is a three-level concrete structure on a footprint of 610m x
70m, with an apron area of 850m x 35m.
 The 44.7m-wide column-free layout in combination with high loading
requirements meant that extensive post-tensioning was needed.
More than 2,000t of post-tensioning steel was installed.
The precast secondary beams of the first and second floors are supported on the primary box beams.
The precast secondary beams of 1st and 2nd floor are spaced at 5.6m
SITE FORMATION
Construction of an apron area, including piled structures.
BERTH DETAILS
The terminal cover 76,000 sq.m of land with the quay of 2 berths covering about 850m in
length and 35 m in width.
The first berth covers a length of 455 m while the second berth covers a length of 395 m.
The terminal is capable of berthing 2 mega size cruise ships simultaneously.

43. 41
CASE STUDIES
LANDSCAPING OF KAI TAK CRUISE TERMINAL
The Landscape Design:-
(i) Originating with the concept of "Hills, City and Waterfront" from the interpretation of the project location;
(ii) Creating interesting experiences through the matrix of helix foot path circulation with ramps universally accessible to all landscape
areas;
(iii) Wave-like rolling landforms reflecting the undulating internal roof structure.
The Landscape consists of:-
(i) 1F Tree lined Arrival Allée leading visitors into the building for further exploration;
(ii) 2F North and South Terraces commanding unobstructed distant views of urban and natural landscapes of Hong Kong;
(iii) RF Major activity zones along the
central spine mimicking the urban area
(“City”);
(iv) RF Series of intimate landscape gardens
viewing at distance the hillside in the back of
Kwun Tong (“Hills”);
(v) RF Viewing steps and platforms in
front of Victoria Harbour for enjoyment of
its view. (“Waterfront”).
INTERPRETATION OF SITE – ‘Hills, City and Waterfront’
HELIX FOOTPATH CIRCULATION AND ZONING

44. 42
CASE STUDIES
PLANNING DESIGN CONCEPT
Planting Selection Criteria and Concept:
1. To accentuate and distinguish activity zones of Water
Garden, Central Lawn and Park Plaza along the central
spine;
2. To meet functional requirements – Provide shading,
varying colour, and texturally rich quality;
3. To meet site conditions – Be small /medium-size, salt,
wind and drought tolerance in an exposed environment;
4. To echo with CEDD Greening Master Plan Guidelines
– Incorporate a few species into the planting palette;
5. To meet maintenance requirement – common exotic
and native woody species for ease of maintenance.

45. 43
CASE STUDIES
LANDSCAPING MASTER PLAN
LEGEND
1) Arrival Plaza 10) Winter Garden
2) Arrival Allée 11) Landscaped Garden
3) Buffer Planting Area 12) Central Lawn
4) 2f North Terrace 13) Park Plaza
5) 2F South Terrace 14) Sitting out Area
6) Viewing Lawn 15) Platform Area
7) Shops 16) Viewing Platform
8) Atrium 17) Viewing steps
9) Toilets 18) Covered Walkway
19) Sit out Area at Atrium 20) Shade Structure 21) Lawn Area 22) Fountain Plaza 23) Park Office
Site Conditions - Measures
(1) 10m Security Zone from Cruise Vessels – Planting Buffer;
(2) Universal Accessibility – Ramp System/Braille Map/Audio;
(3) Exposed to All Weathers- Seats under Covered Walkway/Atria//Tree Planting for Shades.
ARRIVAL
PLAZA
ARRIVAL ALLEE

46. 44
CASE STUDIES
LANDSCAPE MASTER PLAN- PART PLAN -I
GF- ARRIVAL PLAZA
Connection to broader Kai Tak
Waterfront Promenade inviting visitors
into the public spaces of the Cruise
Terminal Building
1F- ARRIVAL ALLEE
The tree lined arrival Allée
with seating along leads
visitors further into the
building
2F- NORTH TERRACE
Terrace with unobstructed views to
Kowloon, provided with plenty of
seating areas framed by diverse and
colourful low shrub planting
RF- VIEWING LAWN
Space for viewing and art
events
RF- WATER GARDEN
An intimate pond surrounded by layers of
lush planting showcasing aquatic plants
1F- ARRIVAL ALLEE 2F- NORTH TERRACE

47. 45
CASE STUDIES
LANDSCAPE MASTER PLAN- PART PLAN- II
RF- Shaded
Pocket Space
RF- Landscaped
Garden
Spans across the entire
roof deck, with seating,
lawns for allocated for
small-group activities
RF- Central Lawn
Large multi-purpose open space with ascending
landform unfolding the scenic view of the Victoria
Harbour
RF- Shaded
Pocket Space
RF- Park Plaza
An urban plaza of formal
landscape character for
flexible events
RF- Shaded
Pocket Space
RF- Flagpole Platform
Against a strong and dramatic backdrop
for both formal and informal ceremony.
RF- South Terrace
Unobstructed harbour view
RF- Lawn Area
Enticing
landforms for
relaxing
RF- Viewing Deck
Shaded promenade
for spectacular
harbour views
RF- Lawn Area
Playful landforms
for children in an
intimate setting
RF- Fountain Plaza
Safe water play provides
cooling effect during
summer months
RF- Sit out Area
Intimate plaza
space with
informal seating
10 m Security
zone from
cruise vessels
No Railing at the Edge
1. Non Slip Material,
2. Distinguishable Edge
Demarcation
3. Avoid Sharp Edge
4. Shallow Water Depth Sunken Sitting Area
enclosed by Aquatic Plants

48. 46
CASE STUDIES
SPECIES COMMON NAME COLOR OF
FLOWERS
SEASON
Bauhinia variegata Camel’s foot tree pink Spring (mar-may)
Tabebuia chrysantha Yellow pui yellow Spring (mar-may)
Plumeria rubra frangipani White, red Summer (june-aug)
Lawn area in curvilinear form encourages public to explore further
LANDSCAPE FEATURES
Unfolding the
Scenic Victoria
Harbour on the
ascending
landform at
Central Lawn Viewing Steps
covered by the
walkway
Quiet pocket space with seating and lawns
for small group of people
Sit out AreaCentral Lawn Flagpole
Platform
A stunning
backdrop and stage
for both formal and
informal activities
at the Flagpole
Plaza
Ramp
leading
to Park
Plaza

49. 47
CASE STUDIES
SERVICES- TERMINAL BUILDING
1. HVAC SYSTEM
 The main chilled water circulation system utilizes the Kai Tak District Cooling System (DCS) available on the site.
 Consumer sub-stations cater for the air-conditioning required for Berth 1 and 2 terminal facilities, CIQP accommodations and
commercial areas.
 The project comprised 33 nos. of AHUs, 14 nos. of PAUs and 500 nos. of FCUs.
 The car park areas on the ground and mezzanine floors are naturally ventilated with wind flows assisted by 500 ceiling mounted
extraction jet fans.
 CO and NO2 sensors have been provided to regulate the operation of the fans and optimize their energy use.
 The main heating plant for the air-conditioning is provided by water-to-water heat pumps in an energy efficient manner.
2. KAI TAK DIRECT COOLING SYSTEM
Seawater pump house covered by
the walkway and chiller plant
Chiller plant
 First of its kind in Hong Kong
 All government buildings (except Public
Rental Housing) in Kai Tak use DCS
 Provided chilled water for the Cruise
Terminal

50. 48
CASE STUDIES
1. ELECTRICAL SYSTEM
 Solar panels installed on the roof provide hot water for the use in showers in the building as well as
pre-heat for the space heating in winter.
 The building also employs photovoltaic panels to generate zero carbon electricity on site and to
export it back to the main electricity grid.
 The electrical installation mainly consists of 10 nos. of transformers with a total capacity of 15MVA.
 In addition, diesel generators with a total capacity of 6MVA have been installed together with 8,200l fuel tanks.
 The lighting system adopted by the development, using energy efficient light bulbs and lighting sensors extensively, consumes
75% less electricity than the BEAM Plus baseline system.
 A 10, 000-point Central Control and Monitoring System and a Building Energy Management System have been provided for the
building services installation, together with 600 energy meters for major BS equipment in order to allow separate monitoring of
electricity and power consumption. Besides, a Power Quality Monitoring System has also been implemented for the facility.
2. FIRE SUPPRESSION SYSTEM
The fire protection system consists of 25,000 sprinkler heads, 800 drencher nozzles and 3,800 automatic fire alarm devices.
3. WATER EFFECIENCY
Water efficient devices have been installed to reduce consumption by at least 30% compared to the BEAM plus baseline, and rainwater
and A/C condensate water recycling assist in reducing the potable water demand for irrigation purposes.

51. 49
CASE STUDIES
ARCHITECTURAL EXPRESSION
 The terminal building has an iconic design which makes it a
landmark in the Victoria Harbour.
 There are a few one-of-a-kind architectural features, such as
i) An oval-shaped dome,
ii) huge arches on both ends of the building,
iii) special façade design to absorb the maximum amount of
view yet balancing the sustainability of the terminal,
SUMMARY
Facilities: Baggage handling area, customs hall, concourse, immigration hall, passenger waiting hall, roof garden, ancillary commercial
area, retail shops, restaurant and car park Customs, immigration and health quarantine operation: Clears 3,000 passengers per hour
Number of berths: Two
Commissioning-date: June 2013
Apron area: 850m length x 35m width
• First berth 455m length x 35m width
• Second berth 395m length x 35m width
Cruise vessel that can berth at the Terminal: Displacement tonnage - 110,000 / Gross tonnage - 220,000
Depth of water: 12 metres - 13 metres (for dredging)

52. 50
CASE STUDIES
INFERENCES
1. LOCATION- built on 2/3rd
area of ex-kai tak airport with a strategic location and has 4 visual corridors.
Recreational facilities promote the use of the cruise terminal even when there is no port of call.
No reclaimed land
2. ACCESS- The terminal has satisfactory hinterland connections – By rail, By road, By air & pedestrians.
3. APPROACH CHANNEL- There is an existing odour problem from poor water and sediment qualities at embayed water
bodies.
Although, bio-remediation method is being used to overcome the problem.
4. SITE ENTRY- 3 no. of entry & exit gates are provided but no boundary wall are provided. The project is focussed on attracting
as many people as possible.
Although, the site is well secured throughout the day by the security guards and CCTV’s.
5. PARKING- The parking is only for licensed and authorized vehicles- shuttle bus service, taxi’s etc.
Private vehicles are not allowed to park their cars. This is also done to make sure that people visiting the kai tak development use
the pedestrian pathways more than the private vehicles and if not, then they should use the public transportation- because of the
concern of rising air pollutants in hong kong.
6. ORIENTATION- The building is facing NS direction. To avoid the South sun entering the departure halls and various other
areas of the terminal, the facade is treated with curved walls to avoid the South sun in summers.

53. 51
CASE STUDIES
7. FLOOR PLANS- The terminal building has a rectangular footprint due to which the passenger tend to keep mving forward,
thereby exploring spaces inside the terminal.
- Flexible designed spaces that can be converted and used for different types of events.
- Use of green building features to promote efficiency and the idea “better city, better life”.
- 4 atriums provided for natural light & ventilation. And to make sure that the public observe the atrium’s ambience, the
staircase is from within the atrium and escalator and lifts are adjacent to the atriums.
- CIRCULATION- all staircases, escalators & lifts are provided at regular intervals of approx. 30m
- SERVICES- mostly the services are provided at the longer side of the building. The A.H.U.’s are provided along the longer
side of the terminal at the mezzanine floor.
- Direct cooling sytem is adopted in this project which is energy efficient
- PV panels- the use of photovoltaic panels for heating the water for air conditioning and for irrigating the landscaped deck.
- STRUCTURE- box beams are provided which cater the needs of maintenance of the terminal without creating chaos.
- TOILETS- 10 toilets for the disabled,and adequate number of toilets for the passengers are provided at close distances.
-
- LANDSCAPING- use of evergreen and deciduous trees.
- Helix foortpaths created for the flow of visitor’s movement.
- Barrier free movement- use of ramps.

54. 52
CASE STUDIES
CASE STUDY – II
OSANBASHI YOKOHAMA CRUISE TERMINAL
ABOUT THE PORT
 Yokohama is a port city in Kanagawa Prefecture which is next to Tokyo, the capital of Japan.
 The word “Osanbashi” means a big pier in Japanese. Since its opening, the Osanbashi Pier has served
as the Pacific Ocean gateway for Japan.
 The Osanbashi Yokohama International Passenger Terminal is a major port where foreign cruise
ships dock during international cruises.
 Architects: designed by Alejandro Zaera Polo and Farshid Moussavi (a UK-
based architect).
 With a maximum height of 70m and width of 15m, Surrounded by the sea, it
features Yokohama’s best views of the Minato Mirai skyline, and the pier is
one of the most creative architectural achievements.
 The construction work was carried out, using various detailed engineering
studies based on their prize-winning design. With abundant curved surfaces, its
unique form and a massive column-free space, this design was proving to be
one of the most innovative projects ever constructed. The building attracted
attention not only domestically, but also internationally.

55. 53
CASE STUDIES
CONCEPT
The project starts with what the architects have named as the “No Return Pier”, with the ambition to structure the precinct of the pier as
a fluid, uninterrupted and multi-directional space, rather than a gateway to flows of fixed orientation. A series of programmatically
specific interlocking circulation loops allow the architects to subvert the traditional linear and
branching structure characteristic of the building.
Rather than developing the building as an object or figure on the pier, the project is produced as
an extension of the urban ground, constructed as a systematic transformation of the lines of the
circulation diagram into folded and bifurcated surface. The folds produce covered surfaces where
the different parts of the program can be hosted.
FEATURES OF THE TERMINAL
1. The Terminal can accommodate up to
four LOA 200-meter class vessels or two 300-meter class vessels at the same time.
2. The height of the building is designed to allow passengers to comfortably get on and
off vessels, but at the same time it hovers on the horizon so as not to interrupt the
view of the Port. The rooftop is gently curved as if it was symbolizing rolling
waves.
3. As the pier projects into the sea, visitors coming from the land would usually have to walk to the end of the pier and return all the
way back again towards the land to leave the pier. Given this, the Terminal has diverse passages for better navigability based on the
concept of serving as a citizens’ park.

56. 54
CASE STUDIES
OVERVIEW OF THE TERMINAL
LOCATION 1-1-4 Kalgandori, Naka-ku, Yokohama city, Kanagawa, Japan.
COMPLETION TIME December 2002
STRUCTURE & DIMENSIONS Two stories above ground and one storey below ground
Steel frame construction
length Approx 430m
Maximum height Approx 15m
Width Approx 70m
TOTAL FLOOR SPACE APPROX 44,000 sq.m
Basement level Machine room
1st
floor Parking
2nd
floor Passenger terminal Entrance & exit/buses/taxis
Lobby Information counter, ticket
counter, lounge, café and shops
CIQ facilities Customs, immigration &
quarantine
Osanbashi hall
restaurant
Roof level Rooftop plaza, visitors deck, outdoor event plaza
BERTHING CAPACITY Berths A and B Length 450 m; Depth 12 m; Apron width 20 m
Berths C and D Length 450 m; Depth 10-11 m; Apron width 20 m

57. 55
CASE STUDIES
ZONING & AREA STATEMENT
1) The first and second levels are the terminal itself, the third level is designed for the use by the citizens.
2) The entire ground floor is taken by the luggage handling facilities which are organized as follows:
a) Consignment of domestic luggage;
b) Collection of domestic luggage;
c) Area for moving luggage around;
d) Lifts, escalators, double conveyor belt;
e) Collection of international luggage;
f) Consignment of international luggage.
3) At the 2 extremities are areas for:
a) Machine rooms
b) Storage areas
CRUISE TERMINAL AND SUPPORT FACILITIES
1) Departure and Arrival hall- 2000 sq.m
2) CIQ- 2500sq.m
3) Departure and Arrival lobby- 800 sq.m
4) Cruise deck-3000 sq.m
5) Visitor deck-4000 sq.m
6) Administration-500sq.m
7) Yokohama PR centre-500sq.m
8) Information centre-500sq.m
9) Visitor hall & restaurant-1200sq.m
10) Machine room- 2500sq.m
11) Storehouses- 500sq.m
12) Baggage’s- 2600 sq.m
CITIZEN FACILITIES
1. Foyer- 1200 sq.m
2. Salon- 800 sq.m
3. Garden plaza- 4000 sq.m
4. Exhibition gallery- 500 sq.m
5. Shopping space- 500 sq.m
6. Restaurants, cafeteria- 3000 sq.m
7. Machine room- 3000 sq.m
TRAFFIC FACILITIES
1. Traffic plaza for cruise terminal- 6000 sq.m
2. Traffic plaza for citizen use- 2500 sq.m
3. Parking- 18000 sq.m

58. 56
CASE STUDIES
CIRCULATION
CONCEPT:
1. The ambition of the architects was to create a pier “WHERE YOU NEVER RETRACE YOUR STEPS”. The idea was that a visitor
could travel the pier in any direction and would experience a continuous forward motion.
2. There is a combination of textures in the terminal, with rough woods on the exterior and smoother, more polished woods on the
interior. The project blurs the distinction between architecture and landscape.
3. On either side of the long ‘topographical’ roof, there coexists a transportation hub and more public spaces.
4. From the idea of constant forward momentum came the architect’s “NO RETURN” diagram interpretation.
A. MOVEMENT FLOW
OF PASSENGERS
1. The circulation
sequence shows the
nodes of interest as one
would approach and
enter the port from the
city.
2. The approach shows
pedestrian and
vehicular sequence. One can perceive how the programmatic elements are merely zones and there is no concrete separation between
zones of program and circulation.

59. 57
CASE STUDIES
3. The overlapping zones provide for the diagram at right
where only the beginning and end of the sequence are
non overlapping nodes.
4. The utilization and perception of the space is
constantly modified by the size and arrangement of the
ships.
5. The major circulation paths become evident during
high traffic times but the gentle curves of the structure
allow people to flow almost completely unrestricted.
6. The two distinct flows are that of embarking and disembarking, the two overlap
constantly, and adding minor circulatory flows such as visitor and passenger pick up,
completely bring the architecture to life.
LOCALS
INTERNATIONALS

60. 58
CASE STUDIES
ARCHITECTURAL DESIGN OF YOKOHAMA
TERMINAL
1. GROUND FLOOR
CIRCULATION
RAMPS
 There are no stairs inside the building (except for audience seat steps at the Outdoor Event Plaza).
 In this barrier-free environment, the ramps are used to move between all levels or the elevators to
travel between the GF and 1st
floor.
 Ramps built along the girders serve both as the structural frame and passageways.
ELEVATORS
 There are 3 elevators inside the Lobby and 2 in the Osanbashi Hall.
 The elevators in the Lobby are glass boxes with no elevator shafts. With the hydraulic
system, they are operated through expansion and contraction of a supporting shaft at the
bottom. (This mechanical operation can be viewed in the Parking on the 1st floor.)
 The special film applied on the glass gives the frost glass effect when viewed from a
particular angle.

61. 59
CASE STUDIES
PARKING SPACES
 The ground floor is
dedicated for parking approximately 400 standard-sized passenger cars, including 28 spaces that can accommodate coaches.
FIRST FLOOR
GROUND FLOOR
PARKING AT THE ROOF FLOORPARKING AT THE G.F
ROOF FLOOR

62. 60
CASE STUDIES
1. FIRST FLOOR
LOBBY (4400 sq. M)
 The information desk and check-in
counters are located in the 4,400㎡ lobby
along with a café and 7 shops.
 The 35m long check-in counters on either
side of the Lobby handle the boarding
procedures and luggage delivery services.
 There are conveyor belts behind the counters to send passengers’ baggage down to the delivery trucks on
the ground floor.
 The slightly tilted rectangular steel tubes on the two sides are called “girders.” They are the main
supporting structures of this building. Inside these tubes are the slopes connecting to other floors.
Triangular pyramids made of folded steel plates are placed over the girders. The plates act as the support
for the ceiling and the floor.
 Light within the Lobby comes from the indirect light of the mercury lamps on the girders reflected from the
ceiling.
 Most of the air conditioning in the terminal comes from the floor, not the ceiling.
CRUISE DECKS
 The fences are folded inwards all along the deck to provide room for the connecting boarding bridges.
 These boarding bridges are required to allow the passengers to safely board & disembark from the docked ships.

63. 61
CASE STUDIES
CIQ FACILITIES (CIQ PLAZA) - 3000 sq. m
 CIQ (Customs, Immigration and Quarantine) facilities
are for those passengers arriving on foreign cruise ships who are required to go through the customs, immigration and quarantine
procedures. The total area is approximately 3,000㎡.
 The conveyor belts provided on both sides of the Plaza can send the passengers’
baggage, which has been unloaded from ships onto the apron on the ground floor, up to
the CIQ facilities for inspection.
 The inspection desks, stations, partitions and all other inspection equipments in the CIQ
Plaza are designed to install wheels so that they can be easily rolled into another area.
This allows the Plaza to be turned into a large event hall when not in use as an inspection
area.
OSANBASHI HALL - 2000 sq. m
 The multi-purpose Osanbashi Hall is located at the end of the first floor.
 Through the huge glass wall, you can see vessels coming to and leaving the
Port and enjoy the scenery of the bay.
 With a ceiling height of 6 to 8m and an area of 2,000㎡, the Osanbashi Hall
can be the venue for a variety of events, such as lecture meetings,
exhibitions, parties and weddings.
 There is also a restaurant on the Shinko Side (facing the Red Brick
Warehouse).

64. 62
CASE STUDIES
GLASS CURTAIN WALLS - The interior space is separated from the cruise decks with glass curtain
walls made of 19mm-thick tempered glass.
The glass curtain walls are firmly fixed at the bottom but not at the top to avoid impacts against the
steel frame during an earthquake. They tilt slightly outward at 9 degree on the Yamashita Side and 1
degree on the Shinko Side.
LOUNGE
 Visitors to the Terminal largely include locals, who might choose to relax in the Lobby after
enjoying the spectacular view over the Port, or watch cruise ships coming and going through the
glass walls.
SHOPS AND RESTAURANTS
 There are seven shops offering a variety of souvenirs and goods featuring Yokohama and Japan, a
relaxing café/restaurant with an ocean view, and a full-
fledged restaurant with a panoramic night view of the
port at the end of the Terminal.
ADMINISTRATION AREA- for port, PR centre and
information.

65. 63
CASE STUDIES
TERRACE FLOOR
ROOFTOP PLAZA
 The rooftop level is open 24 hours, an open-
air plaza furnished with wooden decks and
natural grass lawns.
 The building's height was kept at the lowest
possible level (15m max.) to enhance the spectacular
appearance of ships.
 Cruise ships calling at the Terminal can be seen from
the mainland, and passengers on-board can enjoy the
unobstructed views of the Port and the city.
 The Rooftop Plaza is one of the best locations to enjoy
the scenery of the Yokohama waterfront district. On a clear day, you can also see Mt. Fuji in the distance.
OUTDOOR EVENT PLAZA
The space near the entrance to the Osanbashi Hall can be used as a stage for events like mini-concerts and
dance performances, with the surrounding steps functioning as audience seats.
VISITORS DECKS
 On the rooftop, Visitors Decks are provided on both sides for visitors to welcome arriving cruise ships or see the passengers off.

66. 64
CASE STUDIES
 The Terminal can concurrently accommodate two 70,000-ton cruise vessels, or four 30,000-ton
class vessels.
SUNSHADES & BUFFER STOPS
 Wooden board sunshades are provided on the rooftop to help keep you cool on summer days.
 Small cylindrical buffer stops are provided on the deck floor to mark the areas with the highest
strength which will allow direct access for emergency vehicles.
 The lighting provided on the rooftop is designed to be intentionally out of alignment with the
building, representing the architects’ intention to create asymmetrical forms.
RESTAURANTS AND SHOPS- The 2 floor restaurant for Yokohama citizens use is at the extreme
end of the structure.
Vertical access is by means of rod ramp, which ascend from ground floor level to 2 plaza’s, and by
escalators, lifts and service stairs.
Utilities, toilets, kitchen, etc., are in mobile capsules or in area where they can be easily dismantled and moved elsewhere.
ABOUT THE CONSTRUCTION MATERIALS
 The non-decorative appearance of the structural frame is one of the special features of this building.
 A special metal spray technology is applied to the steel to achieve fire resistance without the need
to apply an additional fireproofing coating.
 Other construction materials include wood for the flooring (Ipe) and glass curtain walls. Steel,
wood and glass are what constitute this building.

67. 65
CASE STUDIES
SECTIONAL
EVALUATION:
As the structure
takes shape, its
extraordinary form
becomes apparent
both externally and
internally.
 The working sections and earlier conceptual sections indicate the innovative geometry. These geometries expose the abstract
bands of space that are used by the architects, along with folds in the ground that are translated into enveloping structures, in one
big operating platform working in an active and efficient system.
 For example, the piazza situated at the center of the project has not only the function of channelling the flow of travellers but also
of producing a field of stresses likely to incite them to explore various directions.
 The floors of the second floor and rooftop are finished with wood to give a feeling of a ship’s deck. The wood used here is a
Brazilian wood called Ipe, which has excellent strength and durability as well as a specific gravity greater than that of water.
(Wooden panel thickness: 20mm for the interior; 30mm for the general exterior areas; 45mm for the vehicle passages)
 The rooftop also has natural grass lawns. This way, the Terminal is designed to serve as a working pier as well as an enjoyable
and relaxing park-like public facility for Yokohama residents.
 Made of strips of wood, this long, winding pier also has large sections of grass, making it an ideal place to have a picnic.

68. 66
CASE STUDIES
WHY COLUMN FREE SPACE?
 A column-free structure was appropriate because it would provide fewer interruptions to the flow of passengers constantly
moving through the space.
 It was also the most efficient way to organize the large parking floor on the pier level for cars and buses. Moreover, since
cruise ships would only moor at the terminal daily, it was important that the terminal offer citizens reasons to visit, apart from just
travel, during the low season.
 Designing the departure and arrivals halls without columns makes the space more flexible because the large, uninterrupted
halls can double up as a multi-purpose event space.
 During times when no ships are moored at the terminal, the furniture can be rolled away transforming the space into a large
venue for a variety of different kinds of events like markets, banquets, fashion shows and fairs. This gives the terminal ongoing life
and activity and ensures that it is connected with the lives of citizens in many different ways.

69. 67
CASE STUDIES
LIGHTING
1. The immense upper deck is a rolling landscape of timber and grass designed as a new public space for Tokyo. This
roof then folds back into itself. The principal of the folded plate has an amazing coherence, with the public realm
twisting from outside to inside to form ramps in the internal areas.
2. This puts the arrival and departure hall in darkness at much of the day. This fundamentally humanizes the
architecture. The origami ceiling skin coupled with strategic lighting is able to bring the space to life especially
during times of darkness. The dark curves of the arrival and departure hall present a dramatic contrast to the sunlit
curves of the roofscape above.
3. The diagrams at right show the arrival and departure hall at three different stages of the day. The first stage is ap-
proximately 6 am when the hall actually experiences the most natural illumination.
4. The second diagram shows the hall during the noon hour when the sun is at its peak in the sky and the hall becomes
a 'bat cave.'
5. The final stage represents a time following sunset where the hall is, of course, dark and one can begin to see the
effects of the lights on the origami ceiling structure.

70. 68
CASE STUDIES
STRUCTURE
1. The building is steel framed, consisting of main beams (girders) on the two sides
and a triangular pyramid (folded plates) system to support the roof and floors.
2. These results in a massive column-less interior space, with external walls all made
with tempered glass. In short, wood, steel and glass are what constitute the
Terminal.
3. The strength of the materials minimizes the need for vertical supports and allows for
a mostly open floor plan, while the height of the structure allows for a spectacular
variety of ceiling conditions in the interior spaces.
PURPOSE OF CREATING UNDULATIONS
1. One of the most distinctive characteristics of the Yokohama Terminal is that continuous curved surfaces connect and divide levels and
spaces instead of traditional walls, floor and ceilings. These undulations, or curves, carry many functions.
2. Structurally, they provide curved arches which enable the steel structure to span long distances both along the width and along the length
of the terminal. They also provide continuity between the various levels of the terminal because, rather than being divided by flights of
stairs, the levels slope into one another in a way which makes all levels of the terminal equally accessible to everyone and comfortable for
passengers with luggage, wheelchairs or prams.
3. Designing the structure as a continuous steel surface meant that the structure could not be built through conventional ways of building
from the ground and layering levels on top of one another in a horizontal order. In other words, the structure of the terminal could not be
broken down into floors and walls and ceilings as these, in this case, were one and the same thing. Therefore the building envelope had to
be conceived as three dimensional large pieces that were bridging across levels and across spaces. These would be brought to site in large
chunks with very large cranes and assembled together.

71. 69
CASE STUDIES
AXON
1. The design sought to encompass the general
functional imperatives of the cruise terminal (as a
smoothly functioning link between land and
water transport)
2. The terminal is a shed building measuring 412
meters in length and composed of 27 steel trusses
averaging 42.5 meters in span and placed at 16
meter intervals.
3. The trusses are joined longitudinally by trussed
members of conventional configuration, and
purlins carrying, either metal cladding or glazing.
4. The trusses are carried on concrete piers
extending from the basement parking level
through the apron to the surface of the main level.
5. The large shed employs unified form through
repetitive structural units to enclose a single
homogeneous space.
6. The transformation yields a complex of spaces
that smoothly incorporates the multiple terminals,
civic and garden programmes within and below
its span.

72. 70
CASE STUDIES
ARCHITECTURAL EXPRESSION
 At the observation deck, the material fabric of the
floor rises and falls in wave-like oscillations to
create pathways and apertures into the vast,
enclosed spaces below. These changes in
elevation—sometimes subtle, sometimes sharp—were the essence of the novel architectural language invented for the project.
DISTRICT HEATING AND COOLING SYSTEM: This is an energy efficient method and minimizes pollution
and the possibility of accidents. The central plant features a heat exchange and storage system that draws its power
at night when electricity is cheap. A second plant uses a large-scale, high efficiency turbo refrigeration unit to save
energy and reduce co2 emissions. As the area served expands, more eco-friendly, higher efficiency heating
equipment is installed.
 Throughout the project, a deliberate dynamism pervades the tectonic and material languages of the building. The abundance of non-
orthogonal walls, floors, and ceilings creates a controlled sense of vertigo that is accentuated by similarly off-kilter fixtures and details.
 The effect is magnified by material cues, such as the shifting grains of the wooden planks on the observation deck that indicate the
locations of creases, and the minimalist grey metal panelling that is revealingly worn by the structures under it.
 While the contours of the building occasionally betray an element of randomness, they are in fact generated by a single circulation scheme
that dictates spatial organization. The circulation operates as a continuous looped diagram, directly rejecting any notion of linearity and
directionality.
 Visitors are taken through paths that meander vertically and horizontally before arriving at any destination, and their sight lines through
space are comparably tortuous and indirect. For all of the chaotic complexity of the materials and formal gestures, the simplicity of this
diagram offers a sense of clarity and reveals the process from which the building emerged.

73. 71
CASE STUDIES
INFERENCE:
PROS
1) CONCEPT- Based on the concept of ‘No Return Pier’ where you can
never retrace your steps is what makes this terminal unique in itself.
2) FOCUS-The terminal has focussed more on structuring and
circulation & created spaces that are architecturally & aesthetically
pleasing.
3) PARKING- The project allows the public to park their cars and visit
the terminal plaza and rooftop plaza.
Parking for approx. 400 cars is provided.
The public transportation are allowed to reach the terrace floor level
and park the vehicle.
4) CIRCULATION- no staircase is provided. It is made sure that the
building should promote barrier free movement.
5) ZONING- the building has 4 levels- ground, first, second & terrace
level. All the areas are zoned as per passenger movement flow.
6) MONUMENTAL SCALE- the building has a monumental scale to
create a grandeur effect on the visitor’s mind.
Also the interiors of the terminal reflect advanced design methods and
technologies-- folded plates & girders are used to achieve the output
CONS
1) MATERIAL- extensive use of wood is
seen in the terminal. Almost 75% of the
interiors & exteriors are catered with
wood which adds to the monotony of
the design.
2) LANDSCAPING- the terminal lacks
landscaped pockets when compared
with the number of visitors.
3) The terrace floor of the terminal has
more of the hard areas & lesser soft
areas.
PROS
7) The cruise terminal is provided with halls for
holding various function ( private & public). –
Osanbashi hall – 2000 sq.m

74. 72
CASE STUDIES
CASE STUDY – III
COCHIN CRUISE TERMINAL, KERALA
PROJECT BACKGROUND
 The Port handles the largest number of Cruise Liners in India.
Initially, the vessels were berthed at the existing cargo berths according to availability which was later
recognized that the nature of the port infrastructure plays a significant role in selection and determination of a cruise destination.
Therefore, the provision of adequate service facilitations and tourist attractions further helped in value addition. Cochin cruise terminal
is developed to diversify and enhance Kochi’s attraction as a tourist destination.
ABOUT THE SITE
Cochin Port, one of the 2 Major Ports in ndia, is located on the south west coast of the ndian sub continent,
in the beautiful State of Kerala, at latitude ’ N and 9 5 ’E longitude.
The Port is located on the artificially created Willington Island, in the vast expense of the Vembanad
backwaters, which discharges into the Arabian Sea through an opening in the shore known as the ‘Cochin gut’.
GEO-STRATEGIC LOCATION
The Port is strategically located very close to the trunk sea routes from the Gulf to Singapore as well as Suez to the Far East / Australia
routes. No other Indian Port enjoys this proximity to maritime highways.
Cochin is well connected with the rest of the country by a network of highways as well as railways. Cochin also has a modern
International Airport with convenient connections to the rest of the country and a number of International destinations.

75. 73
CASE STUDIES
EXISTING PORT FACILITIES
The marine facilities of the Port are located in the Willington Island, which divides the Port’s inner navigational channels into two –
namely the Mattancherry and Ernakulum channels. The onshore facilities are mainly located on the Willington Island. The existing
facilities include:
1. 16 berths including 3 oil jetties 4. Dedicated facilities to handle bulk/break bulk as well as variety of liquid cargo.
2. Modern Container Terminal 5. Adequate storage spaces
3. Maximum draft up to 12.5 metres
ADJACENT STRUCTURES
Towards the north is Taj Malabar hotel and the Cochin port trust
administrative building (new and old).Towards the other side is the old
harbour terminus godowns and other office buildings.
2.3 HINTERLAND CONNECTION
Cochin, an all weather Port, is strategically located on the East-West trade route, only 76 nautical miles away
from the direct sea route to Australia and the Far East from Europe, and 11 nautical miles from Singapore – Gulf sea route. No other
Indian Port enjoys this looseness to maritime highway. This locational advantage puts Cochin in a commanding position to exploit the
massive East-West ocean trade.
The Port is well connected with the hinterland by Road, Rail, and Inland Waterways as detailed below:
1. NH 17 - Cochin to Panvel takes off from NH 47 from Edapally at Cochin
2. NH 47 - Salem to Kanyakumari passes through Cochin
FIG ACCESS ROAD TO THE SITE FIG.NEW ADMINTRATION BLOCK
COCHIN PORT TRUST

76. 74
CASE STUDIES
3. NH 49 - Cochin to Madurai / Dhanushkodi, takes off from NH 47 from Kundanoor at Cochin.
4. NH 47 A - National Highway Link connecting W/Island and NH 47 at Kundanoor
5. NH 47 C- National Highway connecting Vallarpadam with NH 47 at Kalamassery and NH 17 at Cheranallore
The Port is also well connected with the railway network of Southern Railways and it is connected to the Konkan Railways, through
Southern Railway. The National Waterway No.III from Kollam to Kottappuram passes through the Port, which connects various towns
and minor ports and places of commercial and industrial importance like Kollam and Alappuzha.
Cochin has an International Airport, which provides instant access to the world.
PORT CHANNELS:
The entrance to the harbour is by a 10000m long and 200 m wide 13.8 m deep outer approach channel
divided into two navigational channels. ERNAKULAM CHANNEL with a length of about 2800m, widths
varying between 300 to 500 m and depths from 9.75 to 13.5m. MATTANCHERRY CHANNEL with a
length of about 2200 m, widths varying between 180 to 250 m and a depth of 9.75 m. Mattancherry Channel
has the berths Q1 to Q4.
PHYSICAL ENVIRONMENT OF THE PORT
TOPOGRAPHY
 The whole coastal area is characterized by formation of the coastal land forms, which are made up of sand bars and barriers, sandy
flats and mud flats. The coastal plain is occupied by quaternary and recent sediments consisting essentially of sand, sandy clays, clays
and carbon clays. The near shore area outside the Cochin Gut is relatively shallow reaching a water depth of 5m at a distance of about
2 Km from the shore and gradually deepening to 10 m at a distance of about 6 Km outside the Gut. The sea bottom is mainly soft
mud up to several metres deep in the near shore waters of Cochin.
FIG. SHIP CHANNEL

77. 75
CASE STUDIES
CLIMATE AND METEOROLOGY
TEMPERATURE AND HUMIDITY
 Temperature at Cochin varies from about 23 to 32.5 C. There are not much
distinct seasonal variations in the temperature, which is more or less uniform
throughout the year. However, highest temperatures tend to occur in the
months of March to May.
 The humidity is high all throughout the year. It ranges from approximately
75% in the morning during winter months to approximately 90% in the
monsoon period
WINDS AND CYCLONES
The wind speed and wind direction is determined by the season and by the
daily temperature differences between land and sea.
The predominant wind direction during the monsoon period i.e. from June
to September is west to South-west and the effect of land breeze is not
dominant during this period.
The maximum wind speed observed was of the order of 112 kmph from
WSW direction.
RAINFALL
The maximum rainfall usually occurs during the monsoon period i.e. from
June to September. The annual rainfall in the region varies between 2500 to 3500 mm.
Month Temperature in C
Maximum Minimum
January 28.5 26
February 29 26
March 30 28
April 30.5 25
May 32.5 25.5
June 28.5 25
July 28 23
August 29.5 23
September 29.5 25
October 29 24
November 28.5 25.5
December 28.5 26
Month Observed Wind % time speed
exceeded 20
KMPH
Direction
s
Maximum
Velocity
KMPH Direction
January 58 SSE 10 W
February 53 N 20 W
March 80 SSW 26 W
April 88 SSW 23 W
May 112 WSW 23 W
June 86 WNW 13 W
July 93 SW 13 NW
August 93 NNW 16 NW
September 77 WNW 15 NW
October 67 NNW 6 W
November 69 WNW 5 W
December 64 SSE 3 W
n

78. 76
CASE STUDIES
OCEANOGRAPHIC DATA
TIDES
Cochin experiences semi diurnal tides.
CURRENT
As per observations the maximum current velocities at the Cochin Gut during
the non-monsoon periods is of the order of 3 knots, which could increase to as
high as 5.5 knots during the monsoon periods.
Inside the harbour the current velocities are low, of the order of 0.5 knots only, with directions varying at different locations.
WAVES
The wave climate is governed by the South West monsoon when wave action can be strong with prevailing wave direction from North-
West to South-West.
Wave action inside the harbour is insignificant because of narrow entrance between Cochin Gut and Fort Cochin and the configuration
of the land. Generally, calm conditions prevail in the harbour basin throughout the year except during the time of extreme wind action.
PERMIT
Any passenger ship or cruise line cannot enter the port territory. Certain procedures are carried out for entering the channel. Daily berth
meeting are carried out in which the traffic manager, customs officer and other officials make decisions accordingly. The documents are
checked properly and are pilots are allotted accordingly.
Month Rainfall in mm
Maximum Minimum
January 85 0
February 11 0
March 64 6
April 201 35
May 553 39
June 702 387
July 1063 514
August 536 104
September 513 199
October 503 199
November 305 75
December 276 1

79. 77
CASE STUDIES
INTERVIEW WITH CHIEF ENGINEER:
1. PASSENGER MOVEMENT
 Passenger movement between the Cochin Cruise Terminal Building and the vessel is
accomplished at an upper level via elevated passenger gallery.
 This gallery is located at an elevation of 12 meters above normal low water or 9
meters above the wharf. The gallery is extended by 200 m along the length of the
wharf and has doors positioned at every 10 meters.
 Between the gallery and the ship, a MOVEABLE GANGWAY is provided to adjust
for door position and height.
 For the vessels, door elevations range from 3m to 15m above the water line. However, most of the design vessels have higher
elevation doors. In order to accommodate a normal door height
range of 7.5m-15m, a modern passenger bridge is provided.
2. PASSENGER LOUNGE
1. A passenger waiting area is provided at the Cruise Terminal
upper level that includes provision for security check, circulation and
service counter.
2. This lounge doesn’t require to hold entire passenger load, such
as is encountered at an airport, but it has comfortable waiting
capacity for about 20% of the largest design home port vessel.
UPPER LEVEL PASSENGER LOUNGE PLAN

80. 78
CASE STUDIES
3. Passenger seating, standing and circulation areas are
approximately 4.5 sq. m per passenger creating sufficient
space with significant surge capacity. The passenger waiting
area is 2000 sq. m (approx.).
4. Within the passenger lounge, there is a small counter
area that serves multiple purposes. For arriving port of call
vessels, it is attended by an information agent for directing
disembarking passengers. For embarking home port
operations, it is attended by a pre-boarding agent that sees to
the comfort of the waiting passengers and provides soft
drinks or light refreshments.
5. Counter space and storage is given of 25 sq. m. in addition, a VIP lounge and
miscellaneous storage and security offices are given of about 452.3 sq. m of space.
6. Although the security screening for cruise passengers is not as rigorous as that for airline
passengers, metal detector screening of individuals and X-ray examination of hand luggage is
done.
7. The security check is capable of passing an entire home ported vessel in 3 hours or
approximately 700 passengers per hour. With current screening procedures, a single portal can
check about 250 passengers per hour. Therefore, 3 security portals are sufficient but Cochin
Cruise Terminal provides for 6 portals to accommodate peaking and periods of high security enforcement.

81. 79
CASE STUDIES
3. PASSENGER ARRIVAL, BAGGAGE CHECK AND
DOCUMENTATION
1. Embarking passengers arrive, curb-side, at the cruise terminal by bus or licensed
taxi service. Only authorized vehicles are allowed in front of the terminal and passengers
arriving by private auto are required to drop off luggage first and then park the vehicle
before checking in.
2. Four covered bus lanes (3.5 m wide) with a total of 12 bus parking spaces are provided for
airport and rail station shuttle service. In the case of port of call vessel, the two of the four lanes
are used to provide 6 tour bus parking spaces. Taxi’s and private vehicles load and discharge
passengers along the outer edge of the bus loading zone.
3. The baggage claim tags are pre-marked with the passenger’s names and cabin number as
well as the bar code that corresponds to their reservation.
4. Arriving passengers already have affixed their own baggage claim to their bags.
Therefore, all that is needed is to present the tagged baggage to the outside attendant prior to entering the terminal.
5. Any necessary security inspections are conducted within the customs-bonded baggage area of the terminal.
6. When the passenger checks in, his reservation is verified and his travel documentation is confirmed. For security, a digital
picture is taken and the passenger is given a card similar to a credit card that includes the picture and a magnetic information strip. This
card is his authorization to board and leave the ship and it helps the vessel management to track passenger locations and to confirm that
all passengers have boarded prior to sailing. Total processing time per passenger is from 2-3 minutes.
7. For the design vessel, 30 passenger check-in clerks can process all 2000 passengers in approximately 3 hours.
8. 6- “trouble” desks are provided for passengers with missing documentation, excess baggage and other problems.

82. 80
CASE STUDIES
9. After check-in, passengers proceed to the
departure lounge for security check and immigration
exit stamp. The lounge is designed to comfortably
accommodate 400-500 people, or about 20% of the
passenger capacity of the design vessel. At
maximum occupancy, it has a capacity of 1000
people, or approximately 50% of the design vessel.
4. PASSENGER DISEMBARKATION, BAGGAGE CLAIM AND EXIT
1. After the vessel arrives, baggage is collected from the passengers and
transferred to the wharf level, customs-bonded baggage claim area. The floor of the
baggage claim area is painted with numbered and lettered rows and aisles. Baggage
coming from the ship is ‘spotted’ at a pre-determined row and aisle location.
2. The passenger lounge becomes a final passport and immigration area. 16
passport counters are provided for documentation of the passengers.
3. Approximately 1.5-2 sq. m per cabin is necessary for baggage inspection and
claim. Therefore, the cruise terminal has 1820 sq. m of claim area, which is sufficient
for the home port vessel of 1000 cabins.
LOWER LEVEL CHECK-IN & BAGGAGE CLAIM PLAN

83. 81
CASE STUDIES
5. ARRIVAL & DEPARTURE MOVEMENTS AT COCHIN CRUISE TERMINAL

84. 82
CASE STUDIES
6. OFFICE MEZZANINE
1. Between the pier levels passenger check in area and the upper passenger lounge and boarding area, there is a mezzanine office
for terminal administration, security and cruise line operations.
2. This office has approximately 1067.5 sq. m of occupied space plus another 353 sq. m for machinery, electrical panes and storage.
Access to the mezzanine offices is by the stairway or elevator only and is restricted by security card readers.
7. PASSENGER ARRIVAL AND DEPARTURE- TRANSPORTATION
1. For security reasons, only licensed vehicles are allowed in the passenger loading
area. Private vehicles with ticketed passengers are allowed to the entrance for dropping
off the baggage only. No other private vehicles and no un-ticketed individuals are
allowed in the passenger loading area.
2. For home port transfer to the airport, the loading area is designed to
accommodate at least 12 buses in 4 lanes.
8. INFRASTRUCTURE FOR IMMIGRATION WING
1. Sufficient space for counters, office equipments and good infrastructure for the Immigration wing at the terminal building is
observed.
The arrival and departure side has 10 immigration counters each and all counters are connected with the lease line of Bureau of
Immigration / Nedumbassery airport for the security verification.
Provision of 20 no.’s of U.V. lamps, lenses and other advance equipments at the counters for effective verification of travel documents.
20 no.’s of passport reading machines are also installed at the counters.

85. 83
CASE STUDIES
2. An office for the PRO and staff, measuring not less than 300 sq. m, visitor’s room with sufficient seating and facilities are also
provided.
9. TERMINAL SECURITY
1. Security for the cruise terminal is provided according to the International ship and port
security (ISPS) code as adopted by the International Maritime Organization (IMO) and
according to cruise terminal security guidelines developed and implemented by the cruise
lines themselves.
2. Passenger security is defined by cruise line requirements, but involves restricting
access to the boarding areas and vessel to ticketed passengers only and requiring some inspection of passenger carry-on baggage.
Passenger screening at a cruise terminal is not as rigorous as at an air terminal because the risk level is lower. However, under high
security alerts, additional screening can be done.
3. Only credentialed dock workers and authorized service providers are allowed on the wharf itself. In the case of direct boarding of
passengers from the wharf, a roped walkway is designated.
4. The passenger loading area is restricted to ticketed passengers and licensed public carriers only. Casual visitors and general
vehicle access are not allowed in this area. Vehicle traffic is controlled by the gate booth at the entrance to Milne road.
10. TERMINAL EMERGENCY RESPONSE
1. Normal passenger notification and public address is on the flat screen monitors placed within the check-in area and at the
boarding lounge level. These monitors are supplemented by an audio annunciation system for special announcements and emergency
notifications.
2. Fire emergencies and other evacuation alerts are accompanied by flashing strobes to assist the hearing impaired.

86. 84
CASE STUDIES
3. The passenger loading area also provides fast and efficient access for emergency response vehicles including fire equipment,
ambulances and police cars. In case of emergency, rapid evacuation of the terminal is possible along the entire front and rear of the
building. Vehicle access to the wharf allows medical personnel direct access to the ship in the event of an on-board medical
emergency.
11. FIRE FIGHTING FACILITY
1. The fire fighting facility at the cruise terminal and public plaza is planned by considering it as a medium risk class area.
2. Underground water tanks with pumps of adequate capacity are provided for the building, separately.
3. The hose reel with spraying nozzles and fire extinguishers on each floor is also provided.
4. Sprinkler protection for the entire building, manually operated electric fire alarm system as well as an automatic fire detection
alarm facility, public address system etc. are provided.
12. STRUCTURE
The Basic structuring is done with steel columns of I sections and roof with metal sheets bolted and welded to steel tubes which are in
turn connected to the steel columns. Finishing is done with enamel paint.
Expansion joints – at the spacing of 30m of 100mm
TERMINAL BUILDING SUMMARY
A. The Cruise Terminal component of this plan fulfils three functions:
1. It is capable of safely berthing and servicing a variety of passenger vessels,
2. It efficiently processes, embarks and disembarks passengers, and
3. It conveniently receives and dispatch passengers and luggage by a variety of surface transportation modes.
B. The cruise terminal building as determined by the vessel size and operational data has a total of 3 levels including:
1. The lower or pier level for passenger check-in and baggage handling,

87. 85
CASE STUDIES
2. An upper or boarding level for security check and passenger waiting lounge,
3. A mezzanine floor between the two floor levels for offices only and there is no access for passengers.
COMPARITIVE ANALYSIS
Cruise Terminal Summary of Passenger Maximum Holding Capacity:
Lower level check-in queuing : 210 passengers
Lower level baggage claim : 900 passengers
Mezzanine level : approx. 50 office employees
Passenger boarding lounge :
i) Embarkation 400 passengers ; boarding
ii) Debarkation 800 passengers ; passport control
Three building levels with a total of 10,862 sq. m area:
4,098 sq. m lower level for passenger loading and customs-bonded baggage
handling
1,666 sq.m mezzanine level for terminal offices
4,098 sq. m upper level for security processing visa check and pre-boarding
lounge
1,000 sq. m boarding gallery (200m long)
ANCILLARY FEATURES:
Secure passenger boarding/arriving gallery for
control of passenger access to the ship
One moveable gangway able to accommodate 300-
500 passengers per hour
A bus and taxi loading area
Wharf level access for vessel servicing
Lower level access for employees and commercial
suppliers
Adequate lighting and signage for efficient
passenger processing
Video marquees, fiber optic data system and public
address/announcement system
Currency exchange at passport lounge

88. 86
CASE STUDIES
INFERENCE:
PROS
1) Cochin has a locational advantage
because of the closest maritime
connection to the main sea routes which
makes it an ideal spot for port of call.
2) The terminal building is used as a mixed
use building where spaces are used for
organising different events.
3) Strong hinterland connection via Rail,
Road, Air & Sea.
4) The island security is governed by using
only authorized & permitted vehicles &
public transportation.
5) Gated entrance with security check post.
(Only 1 entry pt.)
6) Use of natural light and ventilation and
also of HVAC system for air
conditioning.
CONS
1) Cochin cruise terminal doesn’t meet the international standards for the
proper functioning of cruise terminals.
2) The number of tourists visit per year is more than the terminal could
support. Only 20% of the ship occupants are catered at the cruise
terminal.
3) The passenger waiting lounge is designed for a maximum occupancy
of 1000 people and a minimum of 400-500 people, which is why it
remains insufficient for meeting the international requirements.
4) The green pockets around the building are rare and the site
surroundings include the storage areas and iron ore ports which affect
the ambience of the terminal.
5) The terminal building has no concept or form- it is a plain rectangular
area; including facilities to cater passengers; and a pitched rood at the
top of the building.
6) The building lacks architectural features and lacks terminal facilities
as well. In all, the terminal neither serves functionally nor
aesthetically.

89. 87
CASE STUDIES
COMPARITIVE ANALYSIS
KAI TAK CRUISE
TERMINAL
YOKOHAMA CRUISE
TERMINAL
COCHIN CRUISE
TERMINAL
REMARKS
1. LOCATION Strategically located at
the site of ex-airport
having visual corridors
from all 4 sides
Located at the yokohama
port with the visual of
Minato Mirai skyline
and harbour front
Located on the artificially
created Wellington Island
sharing the closest link to
main sea route
Strategic location of cruise
terminal is an important
criteria
2. CONNECTIVITY Access from roads, rail,
air, ferry as well as
pedestrians
Access from roads, rail,
air, ferry as well as
pedestrians
Access from roads, rail,
ferry as well as pedestrians
Hinterland connections
should be satisfactory for
promoting tourism
3. ZONING The terminal is well
placed between parks
and gardens around
including a heliport
The terminal is placed on
a reclaimed land
surrounded by the ocean.
The terminal is placed on
the wellington island with
cargo storage areas around
The terminal should have
recreational facilities around
to boost cruise tourism and
promoting the use of the
terminal
4. CIRCULATION the terminal is well
connected from three
major roads
The terminal is
connected from only one
major road
The terminal is connected
via a network of roadways
leading to the terminal
The terminal should have
sufficient no. of gates and
road width to avoid chaos
on site level.
5. BUILDING
A) ZONING Parking facilities at the
first 2 floors and
terminal facilities at the
upper floors
Parking facilities at the
site level & ground floor
and terminal facilities at
the upper floors
Parking facilities for buses
only at site level and
terminal facilities at
ground and upper floors
Parking facilities should be
provided at site and ground
level
B) CIRCULATION circulation should was
according to the
movements of
passengers as per
guidelines
circulation should was
according to the
movements of
passengers as per
guidelines
circulation should was
according to the
movements of passengers
as per guidelines
circulation should be
according to the flow
movements of passengers as
per guidelines
C) LANDSCAPING 4 hectares of land was
covered under
Landscaped area was
very less as compared to
No landscaped areas Landscaping plays an
important role in promoting