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ling the servicing machines on the apron: engineering equipment will also be housed there. The piers are steel framed, the choice of this form of construction being largely influenced by two major considerations. First there was the need to complete the piers as quickly as possible and second, it was necessary to develop a simple design that could be easily repeated for all piers. It was felt that structural steelwork met this and other requirements more satisfactorily than other materials. The total amount of steelwork in the piers amounts to some 1,400 tons. In addition two piers will be constructed as part of the North East terminal complex described later. North East Terminal Complex The most recent major project at Heathrow is the £8 million North East passenger terminal complex for British short haul and domestic operators and said to be the largest in the world. It is due for completion in 1968. The passenger building itself, approximately 600 ft by 275 ft, is planned to accommodate ‘Arrivals’ passengers on the ground floor and ‘Departures’ passengers on the upper level, served by an elevated one-way approach road which also gives access to a multi-storey car park. There are 5,600 tons of steelwork in the main building and 1,300 tons on the coach stations and the two piers. A structural steel frame was selected for the main building for reasons of construction speed, adaptability and architecture, and much of the steelwork is exposed and painted. The uncased universal columns express the structure elegantly and without obtrusion and are isolated visually from the floors which they support, thus enabling the quality of the large internal spaces to be appreciated. The staircases are prominent features of the public spaces, con- structed with exposed steel stringers, consistent with the main steel frame. Some are similar to those in the last passenger building constructed in the Central terminal area; others incor- porate cantilevered landings and considerable use is made of cantilevered construction throughout the building. The building has a height limitation due to radar clearance lines and sight lines from the control tower and this, together with the necessary clearances for baggage conveyors and other services in the mezzanine and roof voids, imposed severe restrictions on structural floor depths. Extensive use has been made of castell- lated beams to provide continuous access runs for the pipes and ducts of the air-conditioning and other services, and the deep voids are framed wherever possible with lattice girders. The steel used in the design was mild steel to B.S 15 and high yield stress steel to B.S 968 where there was restricted headroom. The construction is generally shop welded with main site connec- tions of high strength friction grip bolts. The section of elevated road in front of the building is steel-framed, composite with an 8- in. reinforced concrete slab, for which stud-welded shear connec- tions were used: on the airside a road runs within the building providing access for coaches and separating the passenger area from the baggage handling handling accommodation. Architects - Frederick Gibberd & Partners: Structural Consultants - Sir William Halcrow & Partners. NSC February 2007 31


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