Becoming Modular_Rapidly Deployable Passenger Terminal

BECOMING MODULAR STUDIO 5.1 DESIGN REALISATION

BRIEF: A prototypic terminal building that will explore contemporary development in design for aviation in respect of functional organisation, passenger experience, construction / operational systems and the dynamics of changes in use patterns within a range of time scales. The development of proposals in abstraction of any specific location will explore materials / systems ecologies and the potential for adaptation to a variety of generic climatic contexts and variations in architectural language or narrative defined by different political and cultural settings. A key starting point in this process is the discourse between the generic nature of rapidly deployable (pop up) `systems` and processes contrasted with the potential for the unique manifestation of any iteration.

PROJECT: This project seeks to create a new airport typology, this typology would become a framework for future airport design. The possibilities and iterations of the building fabric and roof, respond to any particular scenario or climate the terminal building is put intp.

Arron El-Ammar Reg No. 14051912 Atelier Leaders Colin Pugh Siobhan Barry

The modular structural components and the use of global infrastructure mean that the primary

The Manchester School of Architecture

architecture becomes global and everything else throughout the terminal is local.

2016-2017

0.0 Contents

1.0 ANALYSIS, TERMINAL TYPOLOGY, SYSTEMS

2.0 PROGRAM, RESILIENCE, MATERIALS

3.0 STRUCTURE, SUSTAINABILITY

/ 005 006 007 008 009 010 011 012 013 014

Introduction Investigation & Analysis Climate: Generic climate contexts Prototype: Becoming rapidly deployable Airport model: Contexts Airport model: Bifurcated Airport Typology: Bifurcated Airport system System ecology Development: Building typology Proposed systems: Centralised & De-centralised

015 016 017 018 019 020 021 022 023 024 025 026 027

Conditions of use Programme: Organisation of the terminal Programme: People flows Resilience: Terminal Scale Resilience: Adaptability Resilience: Climate condition Resilience: Endless possibilities Materialisation: Production process Materialisation: Kit of parts Materialisation: Current trends and emerging influences Materialisation: Polar material systems Materialisation: Temperate material systems Materialisation: Arid, Tropical & Mediterranean material systems

028 029 030

Structural strategy: Primary & secondary structures of the terminal Sustainability systems: Energy generation Sustainability systems: Water & Waste strategies

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Next steps: A situated building and reflection

032 034 035 036 037 038

Bibliography Appendix A- Storyboard Appendix B- Actors Appendix C- Venice & Grimshaws Workshop Appendix D- Sketchbook Notes Appendix E- Research Booklet

4.0 REFLECTION & NEXT STEPS

5.0 REFERENCING

2

Equatorial

Arid

Mediterranean

Snow

Polar

Temperate

Atrium Space

Departures

1.0 Investigation: Analysis To be able to start the project, it was key to understand and break down the programme into its simplest form.

25 GATES RAPIDLY DEPLOYABLE CLIMATE ZONES POLITICAL AND CULTURAL SETTINGS ABSTRACT SITE

Depicting a series of principles and points that would initially frame the project and set it up in such a way that research and theory would compliment , to conceptualise a rapidly deployable (pop-up) airport system and passenger terminal building.

POTENTIAL TERMINAL BUILDING PROPOSAL (SPECULATIVE IN RESPONSE TO PARAMETERS)

SE A R C H

WHY?

To understand the and produce a platform for individual strategies to airport design and to use as a reference when implementing strategies into our rapidly deployable and project specific settings

RE

Departures level

RAPIDLY DEPLOYABLE AIRPORT

VALUE

To understand the airport as an ecological system, and to understand and categorise airport typologies, designs and trends in aviation now and into the future, with a goal to create a framework for airport design using a 4 E system as guidance.

GRA M M O E PR

EQUITY ENVIRONMENT ECONOMY EVOLUTION

Arrivals Hall

5

1.1 KEY Polar Temperate Arid Tropical Mediterranean

Climate: Generic Climatic Contexts It is essential to understand the different climate contexts that the system/ proposal may fit. By looking into different climatic zones it is possible to produce a framework for a ‘pop-up’ terminal that would respond in different ways, creating resilience in the model.

POPULATION PER SQ/KM:

Norway 14 per sq/km Characteristics of a remote environment • Low number of residents • Limited existing infrastructure (mobility is limited) • Agriculture is the main occupation

Venice, Italy 641 per sq/km Characteristics of a coastal environment • Hight level of biodiversity • Form the basis for many human developments • Under threat from rising sea levels

Macau, China 19,393 per sq/km Characteristics of an urban environment • Large numbers of residents • Significant infrastructural developments

• The Arctic climate is moderated by the relatively warm Atlantic Ocean.

• Winter temperatures fall to below -60 °C in the coldest regions, while summers range from a few degrees below zero to about 20 °C.

• Summers here are humid with plenty of rain, but winters are usually dry. Some temperate climates have wet and dry seasons while others have no marked dry season at all.

But all have four distinct seasons.

• Annual rainfall is low and, in some deserts, almost non-existent • Regularly exceeding 45 °C by day in summer and often falling to below freezing overnight in winter.

• Equatorial climates are home to the world’s rainforests, where rainfall and humidity are high.

• Surprisingly, temperatures are not that extreme, generally 25-35 °C, and vary little.

The hottest months are only two or three degrees warmer than the cooler times

• Low summer rainfall is matched by many months of warm, sunny weather.

• Dangerously hot spells of weather engulf the region with fiercely high temperatures of up to 45 °C. In winter, there is more rain and cooler temperatures, but little frost.

6

1.2 Prototype: Becoming Rapidly Deployable The building must be able to respond to a number of generic climates. This is particularly important for the resilience in the model. The proposal is able to be put into any situation with tweaks to materiality, using influences from its specific context.

Any climate zone

Using an open pre-fabricated system, allows the building to be rapidly deployed, packed away and re-deployed somewhere else. By using containers as part of the structure, the proposal becomes a closed loop system with no waste components.

Open pre-fabricated system

There is an abundance of shipping containers across the planet. In an attempt to becoming rapidly deployable, this system allows building content to be transported by any means necessary.

Ship from closest shipping yards (ISO)

Using an ISO method of delivering goods, it is possible to utilise the existing infrastructure of a place to deliver the kit of parts to site. The development/ system does however allow for there to be no existing infrastructure in an area.

Arrives on site using existing/ new infrastructure

Some aspects of the building would be fabricated in that area using local materials and techniques.

This is imperative as materials react differently in specific climates, making local materials and systems best known practices and integrating them into the terminal building, also creating a sense of place inside.

Fabricated using local techniques

Airport Deployed. (Timescale dependant on building size.)

7

1.3 Airport Model: Contexts It was essential to explain how the model could react in different contexts and how resilient it is as a future airport model. The building is designed in such a way that under any circumstance the airport could be put into any different context/ scenario.

Current Airport Models: Rationalised Distributed Hybrid

The system is a combination of the Distributed and Rationalised models, with the ability of the hybrid model to be integrated at a later stage.

Model 1

Model 1 is much more distributed using existing infrastructure to distribute some functions such as check-in and security out of the terminal space.

Model 2 is much more centralised with all of the functions in the terminal, this is for contexts that have no current infrastructure/ transport network.

Mostly in deserted climates.

Model 2

oute Shuttle R

Model 3 is a combination of the two, the idea is that this system could be applied anywhere and still have the same effect. The atrium/ civic space could become bag drop and check in if off site methods can not be achieved.

Check-in Baggage Drop

Refer to Appendix A for current airport typologies

1. BY RAIL

Model 3

Security & Lounge Baggage Claim Security (Arrivals) Passport Control & Immigration

Rural

Here are a set of alternative methods of getting to the terminal without the use of extra infrastructure, dependant of the scenario and its desired place. When concerned with rural environments, there may be no way of getting to the airport, but it is most likely that there would be a desired mode of transport, this will be the preferred method and the infrastructure network would be built around that. (For example, quad bikes)

etwork Existing N

2. BY UNDERGROUND

Check-In Bag Drop Security & Lounge Baggage Claim Security (Arrivals) Passport Control & Immigration

Coastal

4. BY BOAT

Urban

3. BY TRAM/ METRO

5. BY BUS/ CAR

8

1.4

1

Airport Model: Bifurcated This model is a new developed airport typology.

The aim of the typology is to explore how an airport terminal could be both, centralised and decentralised whilst also having the ability to integrate hybrid programme throughout. The aim of the model is to create ‘pop up’ cities/ create cities starting from the airport.

1. Control tower and air traffic admin offices Can be placed anywhere on site, built with a modular construction, the control tower sits along side the main terminal hub.

Passenger

2 terminal

Air Side Land Side

Multi-modal

3 station (Optional)

2. Passenger terminal Consists of 25 gates which use a linear layout (Refer to appendix E) to allow ease of expansion.

The main terminal space is split up to include a main atrium space, and both departures and arrivals on separate levels, the aim is to allow passengers with guests to stay in the space as long as possible together.

3. Multi-modal station This is where all transport links and car parking are housed, making it easy for passengers to arrive and depart on the one way in and out system, easing the flow of both passengers and congestion.

4. Hybrid programme This is future expansion when the airport city framework is introduced. These areas will house retail spaces, offices, leisure facilities etc. to create the concept of a city designed around an airport. However the pop up terminal space does have other opportunities to become other types of spaces if there becomes down time. (Refer to page 15).

Control tower and air traffic admin offices

Hybrid Programme

4 (Future development)

5 Access Route

5. Access route New infrastructure would be built if there was no other option within a specific scenario, or the system would utilise existing infrastructure network and methods of travel.

em

c

tru

fras w In

t Sys e r tu

e /N g n i ist

Ex

9

1.5 Airport Typology: Bifurcated The model would essentially be able to be applied in any scenario, from the most extreme rural situations to the most extreme urban scenarios.

The model would take into account context and current infrastructural services of the particular area, here creating a resilient model typology that can be used as a framework for future rapid aviation deployment.

A

Check- in and bag drop would happen at this point if the infrastructure of the area was sufficient, allowing less hassle at the main terminal with check-in thus speeding up the process.

(Just in time system)

D

Control tower

B

Main terminal for the shuttle if this is able to be instigated into the current area, shuttle would take people to and from the terminal, check in and bag drop could be done on this route. (Always a secure line when arriving)

C

Direct route to the terminal but would also become the route when other programme is initiated into the typology.

(Airport city future vision)

E

Runway, does allow for a second runway to be installed on the other side of the terminal building when expansion is needed.

F

Multi-modal transport hub would be the main way in and out of the airport.

G

25 gate terminal, gate space would be a linear layout which would allow for future expansion of the terminal.

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1.6 Airport System

1

A closed loop system that utilises the current infrastructure around the world, and takes influence from location, situation, culture and requirements.

Use of ready mades and existing infrastructure throughout the world

INFLUENCES ON THE SYSTEM

5

2

De-construction/ permanence of the temporary terminal

Containers contain the different parts of the terminal building

Neptunus temporary airport terminal, quick construction with a lightweight timber frame, easy to transport and de-construct.

4

Adaptable construction techniques allow for the building to be deployed and re-deployed somewhere else on the planet.

3

Containers used as primary structure with other parts making up the rest of the building.

Containers are global.

Everything else is local.

Electricity

Waste

Capacity

4.06 KWH of electricity is consumed per passenger per day in regards to 24/7 airport operation.

1.5 Kg of waste is produced per passenger per day at an airport operating 24/7.

At full capacity the airport will need to hold 3114 people per hour, with 6 flights coming into the airport per hour

Containers are shipped/ drove/ dropped at the desired location. Some examples could be, festivals, disasters etc.

(Refer to appendix ???)

Water 30 to 40 litres of water litres per passenger when considering full airport operation.

11

1.7 System Ecology Building system and the resilience to change and adaption to different scenarios and climates.

(Diagram on the right).

INFLUENCES AND TECHNIQUES IN THE SYSTEM:

Change in use patterns

ReDeployment

Disassembly

Adapt

Grow

Permanent

Open pre-fabricated system

Location: China Influence: ISO containers, Global scale method of transporting goods.

Waste (Anaerobic Digestion)

Water (Grey Water Recycling)

Power (Wind/ Hydro/ Solar)

Ventilation (Mixed mode)

Purpose: To use as the main method of transporting the terminal building as parts and using them as the primary building structure.

Built using local techniques and systems (existing infrastructure)

Construction of check in and bag drop at location.

Transfer system built and primary structure built from containers

Location: Droneport, Rwanda Influence: Construction method and the use of local materials. Kit of parts system Purpose: Rapid deployment in operation, designed for a specific purpose but can become a civic space if needed. Infinitely deployable and flexible.

Build at same time

Departures (City etc.)

Arrivals (City etc.)

Just in time system

Main Terminal Space

Check in & Bag Drop

Terminal

Shuttle/ Bridge/ Train/ Transfer

Gates Bags & Passport

Arrivals

12

1.8 Development: Building Typology A series of diagrams to show the development of the building system, the system would allow the options for check- in and bag drop to be separate from the main terminal space or be done on route and allow, where necessary the terminal space to house all of the building services and elements.

1

2

3

4

5

6

7

8

Key Terminal Security Transport Check in- Bag Drop

13

1.9 Proposed Systems: Centralised (C) & De-Centralised (DC) There are 2 possible systems that could work with this developed airport typology. The system can be centralised for scenarios where new infrastructure is difficult to instigate and de-centralised where new/ existing infrastructure can be installed/ utilised.

Centralised Bag Drop Terminal Arrival

Rural (C)

Start Point (City/ Boat/ Bus Stop Etc.)

Check In Security

Departures

Security

Arrivals

Bag Collect

Coastal (C)

Bag Drop Check In

Boarding Gates Disembark

Rural (DC)

Coastal (DC)

Urban (DC)

De-Centralised Shuttle to the Terminal Building (Passport Control)

Departures Arrivals (Bag Collect)

Security

Gates

Boarding

14

2.0 Conditions of Use Airports often have peak and off peak times of use, to gain the most out of the building it is essential to understand the use times of each different scenario, and investigate the use of the building over its lifespan and its potential other uses.

Terminal Use Key High Mid Low No

The ability for a building to adapt to different needs enables the building to be used 100% of the time. By identifying redundancy enables the opportunity for hybrid programme.

The hypothetical programme below is to be used as a framework when deciding how the terminal building would be used in a particular scenario.

Hypothetical Airport Use

Scenarios Immediate Relief

Support Relief

Ongoing Support

Disaster Relief

Aid Existing Airport

Initial Support

Airport adapts Over Time

Research Phase Research/ Conservation Pre Event

Intervention/ Discovery

Capacity Increase Adopted

Intervention/ Discovery

Research Phase

Event Period

Event Ends

Research Phase

No Demand

Mass Gatherings Spring Travel

Summer Travel

Autumn Travel

Winter Travel

Standard Terminal (Holidays etc.

15

2.1 Programme: Organisation of the Airport Terminal The terminal is organised so that the space for the amount of passengers needed is the smallest footprint. Security services are based at the gates as it allows free space at the heart of the terminal that could be used for civic activities or adding culture/ events into the building.

1

Passengers are encouraged to make the journey through the airport as quick as possible with the just in time system, which would ease congestion through the space, but there would be points of interest through the space to allow dwell time in the terminal.

2 3 4

Arrival spaces at the bottom and departures at the top allow both sets of passengers to be separated, but the main atrium entrance space is shared by both sets of passengers, with only 1 level change for the departure passengers.

5

6

Terminal area (Per person) Check-in que area Wait/ Circulate Hold Room Baggage Claim Government Inspection Services

19.4ft2 29.0ft2 15.0ft2 21.5ft2 15.1ft2

1.8m2 2.7m2 1.4m2 2.0m2 1.4m2

7

Source: Airport passenger terminal planning and design: guidebook (2010)

Defining Terminal Size

7182mm2

28,026mm2

8 1.

2.

3.

4.

5.

6.

7.

8.

Modular roof structure (Space Frame) Front structural glazed Faรงade Rails/ guards at departures level Departure level suspended floors Departures level floor structure Primary structural elements- Containers First floor level structural beams Lower ground floor post tension floor slab. Arrivals lounge and civic space

9. Complete View Refer to Appendix B for actors and influences on the organisation.

9

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2.2 Programme: People Flows The terminal is designed to allow departures and arrivals to be separated but also allow departure passengers to see the arrivals hall from above.

Security is housed at the gates allowing a seamless walk through the terminal space. Departures and arrival passengers clash in the atrium space, and the multi modal transport system would provide seamless drop off and pick up from the airport.

Security

Key Departure Flow Arrival Flow Transport Flow Main Terminal (A) Terminal Adaptable Space (B)

Security

Security

Security

Bag Collect Civic Space

Bag Collect

Passport & Immigration

Civic Space

Passport & Immigration

Civic Space

Civic Space

Civic Space

Civic Space

Multi-Modal Station

Multi-Modal Station

Multi-Modal Station

Multi-Modal Station

Departures Plan with Check-in and baggage (Centralised)

Arrivals Plan (Centralised)

Departures Plan, no check in and baggage (De-Centralised)

Arrivals Plan (De-Centralised)

Check in and Bag Drop

Refer to Appendix B for influences for floorplate configuration

Multi-Modal Station

Speculative Roof Plan

17

2.3 Resilience: Terminal Scale As there is no set design and this is only speculative, the building uses 4 main spaces that dictate the layout of the terminal system. (Other spaces would slot in) This is based on the traditional layout of a terminal building, but unlike a standard terminal, the building can be stripped of its bag drop and check in space to allow more room for civic space.

Hence why these spaces are at the forefront of the terminal.

Key Spaces Security Atrium/ Civic/ Lounge Departures Arrivals Check-in/ Bag Claim/ Drop Customs & Immigration

Giving ultimate resilience in the system to be either centralised or de-centralised as a concept allows the terminal to be much more widely used as a framework for terminal design.

Minimum passengers per hour: 792 Aircraft: A318 Gates: 25 Flights per hour: 6

CENTRALISED

Maximum passengers per hour: 3114 Aircraft: A380 Gates: 25 Flights per hour: 6

Maximum passengers per hour: 3114 Aircraft: A380 Gates: 25 Flights per hour: 6

Minimum passengers per hour: 792 Aircraft: A318 Gates: 25 Flights per hour: 6

DE-CENTRALISED

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2.4 Resilience: Adaptability Adaptability in the model is an important factor to consider in rapid deployment as it will never be one size fits all. The buildings modular arrangement is based on the minimum passengers needed for a 25 gate terminal space (792). The terminal can be expanded by the amount of gates and also the amount of modular terminals.

e Gat r a e n

TERMINAL EXPANSION:

ent

Ar

em rang

Vertical Expansion

Li

1

2

Gate layout choice (Linear)

Expansion (Modular layout)

2 1 Horizontal Expansion

4

The key here is having a modular system that can be used anywhere. With the growing number of passengers and events, there is some uncertainty as to what would be the exact needs, the principles here are to make something that is easily deployed, adaptive and de-constructable to suit any given scenario using the worlds current infrastructure network. (Global & local).

Neptunus, flexolution modular structure, easily adaptable and expandable dependant on need and space requirements.

er y ov t i l i b i

3

3

Atrium space, modular construction which is able to be removed.

time

Flex

4

Departures and arrivals split. Slabs separate to skin

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2.5 Resilience: Climate Condition It is imperative that a system for generic climates is able to respond and adapt to a different scenario each time, the idea with the system is that all of the parts are customisable and adaptable to each different scenario. There may be many different ways in which the configuration of the spaces react and provide different qualities to the space.

Terminal Use Key Container Façade opaque Façade solid Roof opaque Roof solid

Polar

Temperate

Arid

Tropical

Mediterranean

Key Differences

Key Differences

Key Differences

Key Differences

Key Differences

• Low building heights.

• Lots of natural light into the building.

• Minimal shading areas at departures level.

• Lighting to control the space and way finding.

• Gain as much natural sunlight as possible to heat up the space.

• Moderate building heights.

• Lots of natural light because plenty of rainfall.

• Four distinct seasons mean that these systems could be changed regular.

• Light flooding into the departures section and arrivals hall.

• Large building heights.

• Lots of shaded areas throughout the building to keep cool.

• Hot summers mean shading is imperative throughout departures and arrivals, although the entrance space could be well lit to make use of solar gains.

• Moderate building heights.

• Constant temperature means not much change throughout the terminal life.

• Equal amounts of shading and light as temperatures don’t change much between months.

• Large building heights • Lots of shaded areas, because of temperatures.

• Departure lounges and terminal spaces to be mostly shaded.

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2.6 Resilience: Endless Possibilities Configuration of the faรงade and roof can suit whatever climate condition or situation the terminal is put in, with responses to culture and environment very much the drivers of the configurations. A set of diagrams below show some of the different configurations possible.

Note: This is not exhausted

Terminal Use Key Container Faรงade opaque Faรงade solid Roof opaque Roof solid

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2.7 Materialisation: Production Process

Farming/ collection

CIRCULAR APPROACH

The production of the terminal must be site specific, although it is possible to outline possible tactics that could be used for every scenario.

By using global infrastructure it is possible that the process could become a global framework.

To utilise the system, local construction would be used from the particular region, this not only brings economic benefit to an area, it would also create a sense of place throughout the terminal building.

Re-cycle Kit of Parts Manufactured Re-furbish

Restoration Global Delivery of Product

Reuse/ redistribute Anaerobic digestion

The hones is on a much more circular approach to construction rather than the standard linear process.

Service Provider (Terminal) Maintenance

Already having pre defined parameters means that the building construction time would be significantly less than standard airport construction.

Maintenance

Permanent Terminal Extraction of biochemical feedstock

Rapidly Deployable

Recovered Energy

CONSTRUCTION PROCESS DESIGN

DELIVERY

CONSTRUCTION

Site investigation

Parts are loaded into containers at the nearest shipping port.

Materials unloaded and stored in temporary structure.

Design of the faรงade, roof and material choice

0-2 Weeks Approx.

Local communities and councils/ government body notified

1 Month Approx.

1 Month Approx.

Containers used for primary structure Kit of parts attached

Kit of parts produced

http://www.fastcoexist.com/1679241/a-blueprint-for-a-circular-economy-reusing-and-refurbishing-for-prosperity

Delivery of the parts to site

Building safety survey carried out Terminal open

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2.8 Materialisation: Kit of Parts To be rapidly deployable the airport system must use a modular construction, this will allow for the building to be deployed as quick as possible in response to a particular scenario. The basic kit would contain all of the main elements of the building (Global) and parts would be locally sourced or based on local influences (Local).

10 7 9 3

8 2 11

1

12 1. Container 2. Roof panel (Infill) 3. Roof panel frame 4. Faรงade panel frame 5. Faรงade panel (Infill) 6. Steel frame scaffolding 7. Multi modal system (if needed) 8. Baggage claim system 9. Safety guards/ rails 10. Suspended ceiling structure 11. Large fixings 12. Small fixings 13. Connection components 14. Suspended floor panel 15. Suspended ceiling structure 16. Floor panel 17. Faรงade frame 18. Post tension wire 19. Post tension foundations 20. Ground floor slab 21. Faรงade frame 22. Faรงade material 23. Escalators

4

15

13

5 14

16

6

22

20

18

23

21 17

19

Structural Pre- Fabricated Local (Homemade)

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2.9 Materialisation: Current trends and emerging influences With the ever growing threat of global warming and global colonisation, it is becoming more and more imperative that we turn to advanced material systems to cope with the ever changing environment and climates that we are now starting to inhabit.

Materialisation is a key factor when designing for rapid deployment. Choices can be few and far between and it is essential that we turn to new and advanced techniques of building technologies and smart materiality.

Building materials are becoming more and more advanced and coupled with innovative building techniques, building skins and structures have much more strength and rigidity and are becoming much more lightweight.

Throughout the proposals, lightweight and smart materials prove to be the go to choice, each system with varying qualities depending on climate conditions to create a desirable spaces.

Main considerations when picking materials throughout were: Weight | Thermal properties | Manufacturing capabilities | Cost | Corrosion | Wear and tear “It brings people together — families, friends and business colleagues. It helps minds to meet and exchange ideas in forums like this. It gives people the freedom to be almost anywhere in just 24 hours.

And it has turned our wonderfully big planet into a wonderfully small world of enormous and wonderful opportunities,� Tony Tyler, IATA CEO

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2.10 Materialisation: Material Systems Polar With Arctic/ Polar conditions fluctuating between -60 in the winter to 20 degrees in the summer, the terminal must be able to become a thermal conductor throughout the year. Through the use of lightweight material systems and construction the terminal must be able to retain heat and filter through the space. There must be large glazed areas throughout, with a compact building footprint.

Below is a table of potential material systems for a polar climate.

Building Element

Desired Properties

Must be able to withstand different surface Ground floor types and little fixings and must adapt to the slab changing climatic issues.

Potential Materials/ Systems and Thermal Conductivity Concrete post tension floor slab Raft Foundations and slab

Faรงade modules

Connections to the outside, translucent material but with good insulation properties.

Steel-17/ Aluminium frame- 118 Still Air- 0.024 Vacum insulation panel-0.005 Glass capillaries- 0.039

Containers

Suitable for primary structure.

Steel- 17 (No threat of air condensing in the units) May need to be treated to stop corrosion

Columns/ Beams

Lightweight, low thermal conductivity, low chance of corrosion

Steel- 17 Aluminium- 118

Suspended floor slab/ finishes

Suspended floor slab/ finishes

Steel joisted Concrete Decking Flowcrete

Roof material

Minimising solar gain but able to take high snow loads, utilise solar energy

ETFE Monolithic silica aerogel- 0.004 Perspex Acrylic- 0.189

25

2.11 Materialisation: Material Systems Temperate In temperate climates there becomes a much more constant climate, with 4 distinct seasons, the terminal must be able to respond to each.

Here it is essential that material systems used are resilient in these situations. In temperate climates there could be many more material choices, but in the attempts to be rapidly deployable, lightweight systems have been considered.

Below is a table of potential material systems for a temperate climate.

Building Element

Desired Properties

Must be able to withstand different surface Ground floor types and little fixings and must adapt to the slab changing climatic issues.

Potential Materials/ Systems and Thermal Conductivity Concrete post tension floor slab Raft Foundations and slab

Faรงade modules

Relatively good insulation properties Substantial natural light and shading

Timber/ steel/ aluminium frame Polycarbonate Cardboard honeycomb insulation- 0.101 Granular silica aerogel- 0.018

Containers

Suitable for primary structure.

Steel- 17 (Threat of condensation, may need to be treated) May need to be treated to stop corrosion

Columns/ Beams

Lightweight with good thermal qualities and easily manufactured.

Aluminium/ steel Timber- High density

Suspended floor slab/ finishes

Steel joisted Concrete Decking Flowcrete

Lots of natural light, potential for shading and way finding.

Timber/ steel/ aluminium frame Polycarbonate Perspex acrylic- 0.189 Still air- 0.024

Suspended floor slab/ finishes

Roof material

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2.12 Materialisation: Material Systems Arid, Tropical & Mediterranean Low summer rainfall and temperatures sometimes exceeding 45 degrees, it is imperative to use lightweight materials but those that have little thermal conductivity, so that the spaces inside the terminal are kept cool in high temperatures.

Below is a table of potential material systems for an Arid, Tropical & Mediterranean climate, although these climates are similar the list of materials is not exhausted.

Building Element

Desired Properties

Must be able to withstand different surface Ground floor types and little fixings and must adapt to the slab changing climatic issues.

Potential Materials/ Systems and Thermal Conductivity Concrete post tension floor slab Raft Foundations and slab

Faรงade modules

Low thermal conductivity Lightweight Ability for shading

Steel- 17/ Bronze- 15/ Brass- 64 Monolithic silica aerogel- 0.004 Granular silica aerogel- 0.018 Glass capillaries- 0.039

Containers

Suitable for primary structure.

Steel- 17 (Need to be treated) May need to be treated to stop corrosion

Columns/ Beams

Low thermal conductivity Lightweight Ability for shading

Timber- low density/ glulam beams/ polycarbonate panels/ steel/ aluminium

Suspended floor slab/ finishes

Steel joisted Concrete Decking Flowcrete

Good amounts of shaded areas, lightweight frame and abilty to span large distances

Timber- low density Steel Monolithic silica aerogel- 0.004 Vacum insulated panel- 0.005

Suspended floor slab/ finishes

Roof material

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3.0 Structural Strategy: Terminal Primary & Secondary Structures Primary Structure The main primary structure for the terminal (marked red) is the steel container structure which would sit on top of the post tension concrete floor slab. The containers span a distance of 40m which is the maximum span when the containers are fixed to one another.

Strength comes from the roof structure which would have a space frame layout where elements could be hung from the structure with the loads being transferred to the ground floor slab and through the secondary structural elements.

Roof System

Floor structure

Containers would be fixed to the ground using heavy duty bolts. Considering the many people travelling through the building, the bolts must withstand huge forces constantly and the bolts would help loads to be transferred to the slab.

To use the containers as the primary structure reduces complexity in the design, and allows the building to stay modular and regimented, this helps to reduce build times and save costs, while making use of the desired transportation method.

Conventional space frame at Vancouver International Airport, allows far spans and the possibility of curved structure

Containers

Secondary Structure The faรงade frame and upper floor beams comprise the secondary structure. Elements sit on top and are attached to the containers. Cables could be used to secure the elements in place and provide rigidity.

Foster and Partners Mexico Airport proposal.

Allowing light into the space below by creating voids above.

Complete Primary Structure Secondary Structure

28

3.1 Sustainability Systems: Energy Generation A key investigation was different systems that could work in a particular environment, these systems should be able to swap seamlessly into the building fabric, so the different types of energy generation shown here would be sufficient.

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Creating a self sustaining building is key, as many scenarios may require the terminal to power itself on an off grid system, this in turn makes the building carbon neutral, or in some cases could generate enough energy to give back to the main grid, creating a carbon negative system.

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29

3.2 Sustainability Systems: Water Strategy For the terminal to be rapidly deployable, there needs to be a standardised system that could be used in any scenario. The system seeks to harness and reuse as much water as possible throughout the terminal for basic functions of the building.

Sustainability Systems: Waste Strategy

Water mains supply

1 Day Warehouse

1 Day Warehouse

It is inevitable that organic waste would be created through use of the terminal. The release of methane into the atmosphere. It is proposed that an anaerobic digester is integrated on site to turn it into a biogas and used as fertiliser and power on site.

Sanitary toilets by treated water

Sanitary waters treated

The digester establishes an efficient waste management systems and reduces impacts of biogas by removing, re-using or disposing.

Gases can be used to fuel transport around the site or used to supply a potential shuttle route to the terminal, and could also contribute to on-site electricity generation.

Fertiliser

Sewage Residue

Organic Waste

Heating and Energy

Sanitary water reused

Biofuel

Organic Waste Sewer System

Reduced GHG emissions

Reduced reliance on landfill

30

4.0 Next Steps: A Situated Building There are many directions that the grounded proposal could go, and through the exploration of climate, culture and other aspects of `location`, I intended to pick a situation that would test the bifurcated airport typology. The aim is to develop this typology through the next phase.

Key interests line with scenarios that require assistance, aid or have no airport infrastructure.

There are also possibilities to look into some scenarios with no infrastructure and develop the idea of a city growing out from the airport. (This would suit the bifurcated model).

Next Steps: Key Learning Points Throughout the project there have been some key points of interest and investigation, that I would like to pursue in the development of the grounded project. By designing for all scenarios it becomes much easier to develop a much more resilient model/ framework for a new airport typology/ system.

Key learning points: • The assessment of a wide range of contexts and scenarios when creating a resilient system.

• Potential and varied systems for different climatic issues.

• Identifying the needs of users in different scenarios.

• Embedding a sense of place throughout rapidly deployable architecture.

31

5.0 Bibliography Literature Zumthor, P., Engl and Galbraith, I. (2006) Atmospheres: Architectural environments surrounding objects. Basel: Birlhauser (Princeton Architectural Press).

Kasarda, J.D. and Lindsay, G. (2011) Aerotropolis: The way we’ll live next. New York: Farrar, Straus and Giroux.

Seidel, F., English, A.B., Débard, C. and Publishing, T. (2008) Architecture materials wood. Edited by Simone Schleifer. Germany: Taschen America.

Websites https://www.neptunus.co.uk/products/ temporary-buildings/evolution

http://www.gensler.com/research-insight/ research/near-future-airport http://www.airport-world.com/item/685efficient-design http://www.airport-world.com/item/2182culture-and-function https://www.architectsjournal.co.uk/news/fosterthe-patch-and-mend-attitude-to-airportcapacity-is-not-the-answer/8685564.article

http://www.bbc.co.uk/culture/story/20140811inside-abandoned-airports Image References http://citirenewables.co.uk/wp-content/ uploads/2012/05/solar_panels.jpg

https://www.metalsupermarkets.com/whichmetals-conduct-heat-best/

http://gizmodo.com/5-smart-building-skinsthat-breathe-farm-energy-and-g-1254091559

http://www.brighthubengineering.com/machinedesign/55560-basic-facts-to-consider-whenselecting-a-material-for-a-particular-design/

http://www.iaacblog.com/wp-content/ uploads/2015/10/blog_etfe2.jpg

Foster and Partners design client brief booklet https://skift.com/2014/10/14/3-biggestchallenges-facing-the-global-aviation-industry/ http://www.aef.org.uk/uploads/Runway-Myth.pdf http://www.slideshare.net/ Innovations2Solutions/2015-creating-sense-ofplace-in-todays-airports

https://www.google.co.uk/search?q=lightwei ght+structure&espv=2&biw=1366&bih=638 &source=lnms&tbm=isch&sa=X&ved=0ahU KEwiz0Z2Rh-jQAhVKL8AKHVEAChcQ_ AUIBigB#imgrc=x8XH81oy4Nq73M%3A

http://sturgiscarbonprofiling.com/wp-content/ uploads/2015/02/Building-Airports-Editorial.pdf

https://www.designingbuildings.co.uk/wiki/ Transparent_insulation

http://www.metek.co.uk/solutions/floors-roofs/

https://www.google.co.uk/search?q=lightwei ght+structure&espv=2&biw=1366&bih=638 &source=lnms&tbm=isch&sa=X&ved=0ahU KEwiz0Z2Rh-jQAhVKL8AKHVEAChcQ_ AUIBigB#imgrc=EmwElvANPUzauM%3A

http://fabricarchitecture.com/projects/heathrowt2b/ http://raconteur.net/business/top-tenconstruction-innovations https://www.google.co.uk/search?q=lightweight+s tructure&espv=2&biw=1366&bih=638&source=l nms&tbm=isch&sa=X&ved=0ahUKEwiz0Z2RhjQAhVKL8AKHVEAChcQ_AUIBigB#imgdii=x8 XH81oy4Nq73M%3A%3Bx8XH81oy4Nq73M% 3A%3B-o0fx1eex7R0YM%3A&imgrc=x8XH81o y4Nq73M%3A

32

5.1

APPENDIX Appendix A- Storyboard Appendix B- Actors Appendix C- Venice & Grimshaws Workshop Appendix D- Sketchbook Notes Appendix E- Research Booklet

33

5.2- Appendix A Storyboard

1. 4 MAIN PROBLEMS FOR AIRPORTS

2. PASSENGER EXPERIENCE A PROBLEM

3. TIME AND PROFITS IN DECLINE

4. CURRENT SYSTEM NOT SUFFICIENT

5. CURRENT EFFORTS TO IMPROVE

6. IMPROVE THE AIRPORT EXPERIENCE

This project will look into the main problems facing airports now and into the future. Trying to address the 4 main concerns for airports: Passenger experience, Sustainability, Environment & Profitability.

Passenger experience proves a constant problem, airports must be come places to experience and celebrate. Airports are often the first and last place we see of a particular country. Many airports fail to create the optimum passenger journey.

Many airports are in decline or closed due to financial difficulties. With airline quality at it’s lowest since 2008 and passenger counts rising, airports are finding it ever more difficult to maintain and serve the growing number of passengers.

With more people flying each year, and for as cheap as possible, airports are multiplying across the globe. But the current system and design does not cater for the ever expanding population of flyers.

New technologies, screening programmes and systems are being installed in many of the current and new airports, but efficiency still hangs in the balance as threats to security are more evident than ever, with some wait times upto 1.5 hours.

I will seek to improve the current user experience of the airport network/ system. Which will see the experience from arrival to departing streamlined into a seamless passenger experience.

7. DE-CENTRALISED NETWORK

8. CREATING A JOURNEY

9. FREEDOM TO THE PASSENGER

10. INCREASED ‘DWELL TIME’

11. CARBON NEGATIVE SYSTEM

12. A TERMINAL FOR EVERYTHING

A purposely de-centralised system will improve the transition of passenger from start to finish, with the use of modern technologies and systems (and maybe drones).

To aid the 4 main problems facing airports, I will be focusing on the passenger experience as a major part of the design/ system. The passenger is the most valuable asset in the system, if I am able to create the optimum user experience, I will be able to use the environment and sustainability aspects to shape the aspects of the user journey.

With the use of smartphone technology it is possible to give complete control to the passenger at all stages of the airport experience.

‘Dwell Time Revenue’ can drive airport profits upwards.

It is essential to shift the focus from making money from airlines to making money from the passengers in terms of commercial revenue. This will drive profitability upwards for the airport.

The programme will focus on driving down the carbon emissions created by airports, using techniques to create a carbon neutral system and a self sufficient modular system.

The programme will seek to create the optimal space needed for a terminal building, focusing on the aspects that would make the modular system universal in its approach to terminal design.

Eurgh, not the airport again!

34

5.3- Appendix B Actors Actor 1 This is someone who would use the airport often and travels frequently for a number of different reasons including business. The airport must suit their desire to pass through the system seamlessly and in the shortest possible time.

Actor 2 This is someone who travels less frequently, and may want to enjoy the airport and spend some time in the terminal space.

Actor 3 A person who doesn’t travel very often and usually want to spend a lot more time enjoying the airport experience, so may dwell in the space for long periods of time

35

5.4- Appendix C Venice & Grimshaws Workshop Notes taken • • • • • • • • • • • • • •

Organisation model, 20-25 gates No cross flows, always separate Short walking distances Not too many level changes Allocate areas More gates around check in the better but this is not good for expansion Design for peak times- 90% Calendar of world events Things that can become icons Reacting to locally (Deployable in different scenarios) Pop-up city What are our values?

Assumptions about things Scenarios?

The discussion with Grimshaws was helpful in the light that it had cleared up some hurdles that we had been facing in studio discussions. It was clear that scenarios were key to this and by thinking about our values through airport design, this had aided some of my decisions when choosing systems for rapidly deployable structures.

36

5.5- Appendix D Sketchbook Notes

37

5.6- Appendix E Research Booklet

38

| 01 ANATOMY

| 02 EQUITY

| 03 ENVIRONMENT

| 04 ECONOMY

| 05 EVOLUTION

|A

|A

|A

|A

|A

What are the spatial requirements of an airport at different scales?

The history of aviation and how aviation is changing and future predictions

How much waste does an airport produce?

Where could a rapidly deployable airport be built?

How do airports cope with an increase in passengers?

|B

|B

|B

|B

|B

How much water does an airport consume?

How can take off / landing be more efficient?

What are the different airport typologies?

- Rationalised Model - Distributed Model - Hybrid Model

Why do people choose certain airport?

How does the economy change with the introduction of an airport?

Can an airport be zero carbon?

|C

Structures used for airport terminal buildings.

|D

What are the main drivers for having an airport? Why would you need it?

|C The evolution of Airport as a building typology.

|D How large does an airport need to be?

|E Airport terminal typologies

|F

|C How do we create a ‘sense of place’?

|D

|C

Why do people fly?

How do people experience the airport and what do they enjoy most?

|E

|E

How long does it take to travel through an airport?

Innovative airports improving passenger experiences with technology.

|F How long does it take to turn a plane around?

| 06 APPENDIX

|C |D The changing spatial paradigm of airport terminals.

|E How can security be more efficient?

|F IPCC 2050

What functions does an airport need to incorporate?

|G How big does each airport operation need to be?

| 00 CONTENTS qed : air | research document

BRIEF A prototypic terminal building that will explore contemporary development in design for aviation in respect of functional organisation, passenger experience, construction / operational systems and the dynamics of changes in use patterns within a range of timescales.

The development of proposals in abstraction of any specific location will explore materials / systems ecologies and the potential for adaptation to a variety of generic climatic contexts and variations in architectural language or narrative defined by different political and cultural settings.

The second stage of the programme would incorporate the `grounding` of the project in a specific setting and explore the particular inflections generated by climate, culture and other aspects of `location`. Opportunities to explore systematic infrastructures, complementary and hybridised programmes are critical factors in defining and characterising `grounded` proposals.

BRIEF

RESEARCH

A prototypic terminal building that will explore contemporary development in design for aviation in respect of functional organisation, passenger experience, construction / operational systems and the dynamics of changes in use patterns within a range of timescales.

The development of proposals in abstraction of any specific location will explore materials / systems ecologies and the potential for adaptation to a variety of generic climatic contexts and variations in architectural language or narrative defined by different political and cultural settings.

WHY? To understand the airport as an ecological system, and to understand and categorise airport typologies, designs and trends in aviation now and into the future, with a goal to create a framework for airport design using a 4 E system as guidance.

VALUE? To understand the and produce a platform for individual strategies to airport design and to use as a reference when implementing strategies into our rapidly deployable and project specific settings

The second stage of the programme would incorporate the `grounding` of the project in a specific setting and explore the particular inflections generated by climate, culture and other aspects of `location`. Opportunities to explore systematic infrastructures, complementary and hybridised programmes are critical factors in defining and characterising `grounded` proposals.

THESIS (4T’s) RESEARCH WHY? To understand the airport as an ecological system, and to understand and categorise airport typologies, designs and trends in aviation now and into the future, with a goal to create a framework for airport design using a 4 E system as guidance.

VALUE? To understand the and produce a platform for individual strategies to airport design and to use as a reference when implementing strategies into our rapidly deployable and project specific settings

TECTONIC

TYPOS

TOPOS

TEMPUS

Rapidly deployable (pop up) `systems`

Airport typologies:

Abstraction of any specific location

The dynamics of changes in use patterns within a range of time scales.

Explore materials / systems ecologies •

THESIS (4T’s)

• Distributed • Rationalised Hybrid/ Cross Programming

Variety of generic climatic contexts and variations in architectural language or narrative defined by different political and cultural settings.

| 01 ANATOMY qed : air | research document

| 01 ANATOMY What are the spatial requirements of an airport at different scales?

| 01 ANATOMY What are the different airport typologies? Rationalised Model

In order to understand how big an airport needs to be several fundamental spatial requirements need to be considered for airports at differing scales. This aids the process of determining how iterations of a rapidly deployable airport would be spatialised.

The rationalised airport typology takes a modern approach to the population increase in cities, allowing separated airport functions to increase adaptability and future expansion potential. The airport is integrated within the city’s infrastructural network through transit systems and economic distribution to the centre.

Increasing the distance between airport functions and the city centre enables flexibility and greater process efficiency.

SMALL SCALE AIRPORT

MEDIUM SCALE AIRPORT

LARGE SCALE AIRPORT

SHORT RANGE COMMUTER AIRCRAFT

STANDARD COMMUTER AIRCRAFT

LARGE COMMUTER AIRCRAFT

Eg. Aerospatiale N-262 Fregate Maximum capacity 29 passengers + 2 crew

Eg. Boeing 777 65x74m - 314 to 451 passengers

Eg. Airbus 380 73x80m - 525 passengers across three classes or 853 in economy configuration

GATES

GATES

GATES

Small scale airports generally have smaller gates as they only have to accommodate small aircraft. They normally have 5-15 gates.

Medium scale airports generally have gates to accomodate aircraft up to 75m.

They normally have 15+ gates.

Large scale airports generally have gates to accomodate aircraft up to 80m. They normally have 30+ gates.

POTENTIAL FOR EXPANSION

MULTIPLE TRANSIT SYSTEMS TO CITY CENTRE

ADDITIONAL INFRASTRUCTURE

ADDITIONAL INFRASTRUCTURE

Private transport only Space required for car parking and pick up/ drop off points

Private & public transport Space required for car parking and pick up/ drop off points as well as coach/bus facilities

AMENITIES

AMENITIES

AMENITIES

Basic system spatial requirements Control tower/security/small scale concession/basic staff provisions

Varied spatial requirements Basic system provisions at a larger scale with the addition of more concession units/retail and further staff provisions to accommodate them

Complex spatial requirements System provisions at a large scale with maximum concession units/retail and further staff provisions to accommodate them - possibly distirbuted over several terminal buildings

ADDITIONAL INFRASTRUCTURE Private & hybrid public transport Space required for car parking and pick up/ drop off points as well as train/coach/bus facilities

RUNWAYS Small scale airports usually have 1 or 2 runways (with the second normally only accessible for smaller aircrafts) Eg. Moshoeshoe I International Airport has 2 runways 3,200 by 45 m & 1,010 m Ă— 23 m

RUNWAYS Medium scale airports usually have 2 runways (However, if it deals with more domestic flights then there is sometimes a third, smaller runway) Eg. Long Beach Airport, CA has 3 runways 3,049 x 61m, 1,887 x 46m & 1,652 x 46m

RUNWAYS Large scale airports usually have 2 large runways - however, in recent years many airports have bid for additional runways to ease traffic Eg. Heathrow Airport has just been approved for a third runway - in addition to

AIRPORT TERMINAL

| 01 ANATOMY Airport Typologies Distributed Model

| 01 ANATOMY Airport Typologies Hybrid Model

The distributed airport typology focuses on integrating the airport functions into the exiting fabric of the city. Elements such as baggage drop, check in and even security can be placed within the city (in shopping centres/post offices/hotels) improving passenger flows. This can be seen as a more sustainable approach as utilising the city’s infrastructure means only building what is entirely necessary. However, this model becomes very reliant on existing transport systems to function and also has limited growth because of it reducing the efficiency of the system.

The hybrid airport typology reinforces local and global relations by combining airport planning, urban design and business site planning in a holistic way. Airports are seldom considered sites of cultural interest or representations of a place, however, a hybrid programme contests this by striving to create a cultural space with more depth than getting people from A to B. Aerotropolis, imagined by John Kasarda in 2012, is an exaggerated example of the hybrid model in which the airport a strong feature in the urban physiology of a place, supporting business, tourism and culture.

INDUSTRIAL

HOTEL

& MANUFACTURING

POTENTIAL FOR

POTENTIAL FOR

EXPANSION

EXPANSION

TOURIST MEDICAL

ATTRACTION

OFFICE

SECURITY PASSENGER FLOWS BAGGAGE DROP

TRANSIT SYSTEM

CHECK IN

TRANSIT SYSTEM

STAFF AIRPORT

RESIDENTIAL

TERMINAL

HOTEL AIRPORT 25KM

IT & TECHNOLOGY

TERMINAL WAREHOUSES

AEROTROPOLIS The cross-programmed aerotropolis model ensures space for expansion of the airport and airport city functions, creating a stronger link between travel, place, economy and culture.

| 01 ANATOMY The Evolution of Airport as a Building Typology

References [1] Reference Name [url] [2] Reference Name [url] [3] Reference Name [url]

The evolution of an airport terminal over the past 70 years has developed considerably. The 1930’s Airport consisted of a singular terminal building that had no seperation of passenger flows. Over time the processes have continued to be broken down and rationalised. With the introduction of railway system infrastructure, airport terminal buildings have been able to expand and re-organise to form transport hubs on the edge of the city.

1930 Airport

1960 Airport

2000 Airport

All processes are handled within one building.

Passengers are allocated a defined building area that is collectively used between departing and arriving passengers.

The control tower is seperated from the additional terminal buildings. Departures and arrivals is seperated onto different levels to prevent cross flows.

The airport is becoming facilitated by high speed transit systems that connect the city to the terminal building. Programs within the terminal building are mutifunctional & flexible.

1950 Airport

1980 Airport

Office are seperated from the passenger areas, ensuring that the passenger spaces have priority by taking up an entire floor plate of the terminal building.

The integration of a public transport system is introduced with paired programmes including hotel’s and offices. Departures and arrivals remain seperated on two levels.

| 01 ANATOMY How large does an airport need to be?

References [1] HKG [http://www.hongkongairport.com/eng/media/facts-figures/facts-sheets.html] [2] HKG [http://www.hongkongairport.com/leaflet/map_facilities.pdf] [3] LHR [http://www.heathrow.com/company/company-news-and-information/company-information/facts-and-figures] [4] KIX [http://www.kansai-airports.co.jp/en/company-profile/about-airports/kix.html] [5] SZX [http://www.szairport.com/szairportyw/jcjj/jcjj.shtml] [6] SZX [http://www.caac.gov.cn/XXGK/XXGK/TJSJ/201603/t20160331_30105.html] [7] MAD [http://www.caac.gov.cn/XXGK/XXGK/TJSJ/201603/t20160331_30105.html] [8] MAD [http://www.caac.gov.cn/XXGK/XXGK/TJSJ/201603/t20160331_30105.html]

To better understand the spatial requirements of an airport building including all of its facilities, a study, and finally a comparison of existing airports helps us establish the current relationship of total floor space compared to passenger throughput, cargo volume and number of gates.

DEPARTURES 5th floor

KEY

Data collected from the following airports:

Comparing total floor space area to passenger throughput (2015)

HONG KONG INTERNATIONAL AIRPORT (HKG)

Passenger throughput (2015)

KANSAI INTERNATIONAL AIRPORT (KIX)

80.000.000

LHR

72.000.000

75.000.000

CHECK-IN ~ 17316 m2 HKG

68.500.000

64.000.000 56.000.000

MAD

48.000.000

INFORMATION DESKS & OFFICE

48.828.279

SZX

SPACE ~ 28375 m2

40.000.000

39.721.619

32.000.000

KIX 24.000.000

23.218.429

16.000.000

IMMIGRATION ~ 1456 m2

8.000.000

SHENZHEN BAO’AN INTERNATIONAL AIRPORT (SZX)

0

0

100.000

200.000

300.000

400.000

500.000

600.000

700.000

800.000

900.000

4th floor

1.000.000

Total building floor area (m2)

CUSTOMS ~ 1043 m2 Comparing total floor space area to cargo volume (metric tonnes) (2015)

LONDON HEATHROW INTERNATIONAL AIRPORT (LHR) 5.000.000

HKG

MADRID–BARAJAS AIRPORT (MAD)

Cargo volume (metric tonnes)(2015)

4.500.000

BAGGAGE CLAIM ~ 7138 m2

4.380.000

4.000.000 3.500.000 3.000.000

ARRIVALS

2.500.000

3rd floor

2.000.000

Kuala Lumpur International Airport

LHR 1.500.000

SZX

(Main Terminal) case study:

1.500.000

KIX

1.000.000

1.013.690 500.000 0

MAD

719.331 381.069 0

100.000

200.000

300.000

400.000

500.000

600.000

Total building floor area (m2)

700.000

800.000

900.000

1.000.000

Looking at the spacial requirements for each function directly related to a passenger, we can gain a better understanding of how to design a well-suited space for an airport of similar size.

This particular airport is a Satellite model, with Satellite A Terminal having 27 gates in total.

EXIT AT ARRIVAL LOBBY ~ 8922 m2

| 01 ANATOMY Airport Terminal Typologies

References [1] Airport Terminal Design SlideShare [http://www.slideshare.net/sarah_shuchi/airport-terminal-design-lecture-note]

The anatomy of Airport Terminals is defined by a number of different form models.

Linear, Satellite, Pier and Transporter. Each model has benefits and disadvantages to be taken into account. These forms directly impact on the passenger experience through the terminal and can influence efficiencies throughout the entire airport system.

Linear Model

Curvilinear Model

Shortest Walking Distance Simple Construction Lower Baggage System Costs

Shortest Walking Distance Simple Construction Lower Baggage System Costs

Duplication of terminal Longer Transfer Routes Longer min. Connection Time

Duplication of terminal Longer Transfer Routes Longer min. Connection Time

Satellite Model

Pier Model

Transporter Model

Centralised Resources Facilitates PAX Management Lower Baggage System Costs

Economical to Build Efficient Use of Land Centralised Resources

Ease of Expansion Simple & Smaller Central Terminal Ease of aircraft movement

Requires high technology High Maintenence Cost Increases min. connection time

Long Walking Distances Limited Expansion Reduced Aircraft Circulation

Passenger delays High Maintenance Cost Increased min. connection times

| 01 ANATOMY What functions does an airport need to incorporate?

References [1] The Modern Airport Terminal [Edwards, B. (2005). The modern airport terminal. London: Spon Press.]

[2] Evaluation of Passenger Flow Lines in International Airport Terminals [http://www.wctrs-society.com/wp/wp-content/uploads/abstracts/lisbon/ selected/02086.pdf] [3] Airport Terminals [Blow, C. (1996). Airport terminals. Oxford: Butterworth-Heinemann.]

Airport terminal buildings across the world all contain certain functions that allow the passengers to get from the entrance to the building to their aircraft. These functions are consistent across the world and usually in the same order. The consistency of international airport functions allow reliable screening and organisation of passengers regardless of what country they are in. The following section describes standard functions and how they are organised.

Area

Description

Associated Systems

General Concourse

Entrance and exit to the airport.

Located landside, where both passengers and visitors are allowed

Transport Links, Flight Information, Food & Drink, Ticket Sales, Toilets.

Check-In

Check-In areas allow passengers to drop off their large suitcases, be assigned a seat and get a ticket

Check-In desk, staff area, automated ticket collection point, automated bag drop point.

Emmigration Control

Initial security checkpoint, emigration officers check passports to ensure passengers are permitted.

Emigration desks, Ticket scanners, biometric scanners

Security Check

Checkpoint at which all passengers and their carry-on luggage are searched.

Baggage scanners, full body scanners, space to remove items from luggage.

General lounge area with a focus on retail. There is usually reduced seating and a route through shops to promote spending.

Final point in the departure flow, mass seating in front of the gate.

Tickets and passports are checked before boarding.

Baggage systems vary in complexity but allow for bags to be screened and sent to where they need to be.

Shops, toilets, staff areas, sparse seating, food and drink, smaller louder spaces.

Baggage Sort

Gate Lounge Transfer

Immigration Control

Departure Lounge

Security Check

Departure Lounge

Baggage Claim

Gate Lounge Baggage Sort

Emigration Control

Check-In

Customs Control

Baggage Check

Baggage Sort Immigration Control

On arrival into a new country, passengers must pass have their passports checked at this point.

Baggage Claim

After the plane has landed the luggage is taken to conveyor belts where passengers can claim them.

Arrivals Concourse

Ticket Sales

Entrance/ General concourse

Entrance/ General concourse

Mass seating area, toilets, flight information, boarding desks.

Manchester T2

Venice Airport

2:13:21.79

Gate Lounge

25:16.66 15:30.31

Relative Time Spent

Aircraft

Aircraft

General Concourse Departure Lounge

Side by Side

Two Level Side by Side

Vertical Stacking

This model works for smaller single level airports. The disadvantage of this model is the necessity to drop passengers off on one side of the building and then pick them up on the other.

As with the single level side by side, this model also requires more plane movement but suits a larger quantity of passengers.

This is the most common model of terminal arrangement. It allows for increased organisational clarity and reduced plane movement, but it can result in unwanted level changes.

08:38.64 Customs

11:22.68 08:04.88 Security Check

Baggage scanners, Staff areas, Baggage organisation systems.

Baggage Claim Emigration desks, Ticket scanners, biometric scanners.

03:25.41 Emmigration Control 03:05.21

02:50.50 Flight information, staff area, baggage conveyor belts.

Immigration Control Check-In

Customs Control

After passengers have collected their bags they are then subject to possible customs checks.

Baggage scanner, staff area.

Arrivals Concourse

Passengers are finally led through a final duty free route and out to a meet and greet area.

Shops, toilets, food and drink, flight information, transport tickets, information booths, staff area.

01:44.84 00:40.81 General Concourse

Departures

Arrival Gate

Decentralised

Hub

This model allows multiple smaller flows through multiple terminal buildings that feed the same runways. This means that there are multiple buildings but can be quite adaptable.

A hub layout is when there are a series of smaller departure and arrival flows all leading to a larger communal space. This model lends itself well to a hybridised airport model.

Arrivals

Departure Flow

Arrival Flow

Airport Functions

Spatial Divisions In Flows

Airport Layouts

When departing from an airport the passenger must pass through certain points in the terminal building to pass vital procedures. This route is very determined and travellers are rarely allowed to stray from their set course. The departure flow ensures that all passengers are given the chance to check-in and drop their bags off as well as be screened for security risks. This all usually ends in a planned route through retail areas to promote spending.

On arrival to an airport passengers have a predefined route through the airport in order to be screened by security, pick up their luggage and depart via the transport links to the building.

The arrival flow tends to be a far shorter journey with less emphasis on security and retail. The arrivals flow tends to be on the ground floor in order to be in proximity to baggage systems and it is important that departure flows and arrival flows never cross.

Regardless of what airport you visit the basic areas and functions can be broken down into eleven separate stages as show in the table above. Each may vary slightly from airport to airport, but there is a clear level of uniformity within every airport terminal building.

Departure and arrival flows have general spatial qualities regardless of what airport they are in. Generally there tends to be bottle necking of travellers through security checkpoints which often causes long queues. Whereas other locations tend to be quite open. Above is a diagram analysing spatial and temporal experience of the departure and arrival flows in Manchester and Venice airports.

It is vital in any airport to keep the departure and arrival flows segregated in order to retain organisational clarity and reduce security risks.

This is achieved through a number of possible different organisational layouts, some of which are highlighted above.

| 01 ANATOMY What functions does an airport need to incorporate?

References [1] Shenyang Taoxian Terminal 3 [http://www.archdaily.com/788871/terminal-3-of-shenyang-taoxian-international-airport-china-northeast-architectural-design-and-research-institute] [2] Heathrow Terminal 2 [http://www.port-magazine.com/architecture/silent-flight-heathrow-terminal-2/]

Arrival and Departure flows are a vital part of the airport terminal organisation structure. They must always be kept segregated and this directly informs the airport’s functionality layout. The following are two examples of airport layouts, Shenyang Taoxian Terminal 3 and Heathrow Terminal 2.

Key

Key

Baggage Claim

Baggage Claim

General Concourse

General Concourse

Check-In

Check-In

Retail

Retail

Immigration Control

Immigration Control

Security

Two Level Side by Side

Customs

Security

Vertically Stacked

Customs

Shenyang Taoxian Terminal 3

Two Level Side by Side

Heathrow Terminal 2

Vertically Stacked

This building is a two level side by side airport terminal layout. The benefits of this organisational layout are that the passengers departing and arriving are kept segregated in different parts if the building.

Shenyang airport is divided horizontally over two levels. The central area of the building has overlap as the lower floor has some arrival functions and the upper floor central area has departure functions. The disadvantage to this model is the forced level changes that the passengers have to undertake. Level changes are an inconvenience for passengers and are best avoided in designs.

The new terminal 2 building by Luis Vidal architects is a vertically stacked building model.

This allows for ease of segregation between flows and the double height jet bridges as shown in the picture above allow for arrivals and departure passengers using the same plane can be separated between the building and the plane.

In vertically stacked building models such as Heathrow Terminal 2 the arrivals tend to be located on the lowest level. This allows them proximity to the baggage organisation systems as they are required to collect their bags.

The departure levels are allocated much more space as this is where the most amount of time is spent by travellers. The general concourse usually contains elevators that are the only place that the two flows can overlap.

| 01 ANATOMY How big does each airport operation need to be?

References David Littlefield, 2012. Metric Handbook: Planning and Design Data. 4 Edition. Routledge

Airports can be ultimately understood as a manifestation of multiple complexed operational systems. Within the envelope of the airport terminal itselfeach operation has its own spatial paradigm which facilitates a efficiency in its function. Theses spatial paradigms are often reflected in airport terminals universally as standard measurements , but it is important to interrogate these spatial and volumetric identities to assess their reasoning and potential improvement.

VIP arrivals

BAGGAGE (A)

Domestic arrivals

International arrivals

S

S

(B)

Transfer arrivals

S

transit

International departures

Domestic departures

S

S

S

VIP departures

Health

S

OPERATIONAL INFRASTRUCTURE

vehicular access to airside (vips and service)

Immigration Pre-flight assembly areas

Vehicular egress from airside (VIP +service)

CHECK-IN

SECURITY

GATES

(A)

(B)

(D)

Baggage re-claim

VIP

S

Customs

Immig + customs Baggage Hall

S

S

S

VIP S

S

S

S

S

primary security position

S

secondary security position primary check-in secondary check-in

Arrivals concourse (C)

Visitor + common facilities

Departures concourse passenger routes

(D) Kerbside

DEPARTURES

Kerbside areas 1.0m of total kerbside per 10 passengers /hour

town centre check in

Kerbside

(C) vehicular egress

vehicular access Short-term car parking (Long term)

GENERIC PASSENGER JOURNEY DEPARTING Spatial Paradigms of Operations

Spatial Relationships

The Key airport operations listed above are each defined by their spatial qualities. As a passenger moves throiugh the airport systems the volumetric quality of each zone changes to suggest a pre determined route, a path for the passenger to follow strictly.

The relationships between airport operations are better defined by their linkages rather than proximity to eachother. At any one time there are several interrelated systems working to form operational zones in an airport. The diagram above illustrates generic spatial relationships of an airport.

vehicular routes airside/landside barrier baggage routes possible connections

| 01 ANATOMY How big does each airport operation need to be?

References David Littlefield, 2012. Metric Handbook: Planning and Design Data. 4 Edition. Routledge

The sizes of an airports operations are often defined by the rate of passengers the airport has to process per hour. The positions of each operational zonerelative to eachother is of less importance due to high speed transport possibilities.

Buffer zone between operational spaces is flexible in terms of size, which depends upon the staff and service quarters, and other back facing operational zones.

105.6m

Operates on 1.0m per 10 passengers p/hour

Kerbside areas

PROXIMITY Area defined by machines needed to process passengers

Designed to process 80% of the passengers for the largest plane avaliable at the aiport.

Departures concourse 6750sqm

Includes 74x check-in desks + visitor and passenger retail outlets

Gates 448sqm

security 4 stns

Arrivals concourse 4949sqm

Immig + customs 150sqm

Areas required calculated based on 5000 passengers p/hour 1:1000 @ A3

CAPACITY

Includes visitor and passenger retail outlets

SPEED Departures concourse 2700sqm

Includes passenger retail outlets

EFFICIENCY

Relational Sizes

Defining Terms

In relation to eachother the key airport zones listed in the diagram vary largely. Areas such as the kerbside, customs, and security are based around the machines that occupy them. It is efficient for security to funnel passengers through rather than to waste space around machines.

Proximity, Capacity, Speed and Efficiency define the measurement of the operational zones of an airport, which although requires physical dimensions, is much more concerned with processing passengers through its machine as efficiently as possible.

| 02 EQUITY

qed : air | research document

| 02 EQUITY History of aviation and how aviation is changing and future predictions

Future of Flight

this would save approximately 9 million tonnes of excess fuel annually, which equates to over 28 million tonnes of avoidable CO2 emissions and passenger savings of over 500 million hours of excess flight time on board an aircraft. Add to this new aircraft design, alternative energy sources and new ways of flying and you could see even more significant improvements.

Airbus release 2050 vision and beyond. For the first time the vision looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way. 5 concepts: Eco-climb, Express skyways, Free-glide approaches and landings, Ground operations, Power. Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.

As aviation becomes more and more advanced due to technology, here is a timeline of the developments through time and a look into the future of aviation and some of the aspects that we could be designing for while thinking bout our buildings through time.

References [1] http://www.airbus.com/presscentre/pressreleases/press-release-detail/ detail/airbus-unveils-its-2050-vision-for-smarter-skies/ [2] http://www.dezeen.com/2012/09/12/smarter-skies-by-airbus/ [3] http://www.telegraph.co.uk/travel/news/2015-was-the-safest-year-inaviation-history/ [4] http://www.routesonline.com/news/29/breaking-news/267609/iatapredicts-uk-traffic-to-fall-3-5-by-2020-due-to-brexit/ [5] http://www.airbus.com/innovation/future-by-airbus/future-energysources/sustainable-aviation-fuel/ [5] http://www.lead.org.au/lanv12n2/lanv12n2-11.html [6] https://www.faa.gov/about/history/timeline/

AVIATION

Successful hand-glider flight

1800

Controlled handglider flights

Steam powered model glider

1850

1885

1890

1st Zeppelin

1900

Worlds first jet propelled aircraft

1st commercial jet airliner

1910

1950

First manned space mission

1960

An-225 Mriya: worlds heaviest aircraft

SR-17 fastest and highest flying aircraft

1970

1980

A380: Largest commercial airliner

1990

2000

First 24 hour flight using solar panels and electric power

2015 is the safest year of flight in history (accidents)

The aircraft are singleseat monoplanes powered by photovoltaic cells; they are capable of taking off under their own power.

Take away those two deliberate crashes, and it would have been the least deadly year for aviation since ASN’s records began. The number of accidents resulting in fatalities, 2015 was the safest ever year for flying.

2010

Brexit could see flight downturn IATA predicted that preliminary estimates suggest that the number of UK air passengers could be 3-5 percent lower by 2020

2030 most flights will come from existing network 70% of traffic growth until 2035 will come from existing network.

The Future by Airbus concentrates on just that and the Smarter Skies vision consists of five concepts which could be implemented across all stages of an aircraft’s operation to reduce waste in the system (waste in time, waste in fuel, reduction of CO2).

2015

2050

First Jet Flight

100LL Fuel

Hjelmco

UL Fuel

Ultralight Aircraft

Currently in Brazil

Success

Future Fuel

First jet powered aircraft flight. Jet fuel does not contain lead.

Introduction of 100LL (low lead) aviation gasoline with a limit of 2 ml/gallon of TEL. Quickly becomes dominant fuel type due to similarity to 100/130 grade.

Hjelmco oil releases unleaded aviation gasoline that can be used in low-performance aircraft after a break-in period using 100LL. It is only certified for use in Europe and Japan.

Unleaded 82 UL (unleaded) is approved for some low performance aircraft.

But it is unsuitable for high performance aircraft which consume the bulk of leaded fuel.

AVGAS UL 91, the first unleaded aviation fuel for ultralight aircraft.

Brazil are working on a bio-jet fuel created from the jatropha plant, with 4,000 hectares being grown for production.

Test flights already have been carried out using alternative fuels, and Airbus believes sustainable aviation fuels could provide up to onethird of all commercial aviation jet fuel by 2030 if sources can be produced in sufficient quantities.

Smarter fuels are being investigated such as: algae, woodchip waste, camelina, halophytes such as salicornia (plants growing in salt water), waste produce and yeast.

FUEL TEL (Tetraethyllead) British aviation fuel standards allow up to 4 ml/imperial gallon of TEL.

GOVERNANCE

Airbus 2050 prediction of aviation

Act.1970

EPA

US passes Clean Air Act.

EPA lowers air standard for lead from 1.5 to 0.15 micrograms per cubic meter.

Act.1970 Friends of the Earth announce they will sue the EPA over aircraft lead emissions. Plans announced to develop 100 VLL (very low lead), with a lower level of TEL than 100LL. US company Swift Fuel obtains US certification for UL102, an unleaded fuel suitable for higher performance aircraft. As of 2011, however, no unleaded fuel is certified for all aircraft using 100LL.

NextGen FAA released the “NextGen Priorities Joint Implementation Plan,” to Congress. The plan summarized the high-level commitments agreed upon

by FAA and the aviation community and provided a timeline of capability milestones and locations. The plan also identified four core priorities designed to cut down on wait time between flights taking off and landing: optimizing airports with multiple runways; reconfiguring the navigation system from radar to GPS-based; increasing the efficiency of surface operations; and improving communications between aircraft and the ground through digital communication systems.

| 02 Equity Why do people choose certain airports?

References [1] Busiest Airports [http://www.airport-technology.com/features/feature-the-top-10-busiestairports-in-the-uk/] [2] Customer Satisfaction [http://www.telegraph.co.uk/travel/destinations/europe/united-kingdom/ articles/best-uk-airports-to-fly-from-and-ones-to-avoid/] [3] Price [https://www.skyscanner.net/]

The primary economic drivers for airports are selling gate slots and the money spent by passengers visiting the building. The passengers are key to the functioning of the airport and there are certain factors that determine how or why a certain airport is chosen to be used to fly from or too rather than another. I have broken them down into four P’s: Price, Proximity, Pleasure and Place.

Choice Factors The Four P’s 10 Price

Price is a key factor when a person is deciding on which airport to fly from. Low cost airlines tend to only fly from satellite airports such as Gatwick.

P

Actor 1: Family Cardiff

9 The priorities of the family were to fly on holiday together for a good price but also to have a good travelling experience. The family were primarily restricted by proximity because it was logistically not viable for the entire family to travel elsewhere. They ended up flying from Cardiff which has a high customer satisfaction ranking thus meeting one of their criteria.

8

Proximity

Proximity is usually the primary choice factor as unless the other factors far outweigh the interests of the passenger they are unlikely to travel far to get to the airport.

7 P

Actor 2: Couple Edinburgh As a couple looking to go away on a romantic holiday the second actors’ priority were to have a pleasurable experience. The couple resulted in choosing Edinburgh airport as it has a high satisfaction rating and easily accessible.

6 5

Pleasure

Customer satisfaction can influence a decision to fly from a certain airport. One may be dissuaded after a bad experience or if they want to fly from a good airport.

4

Actor 3: Business Traveller Heathrow

P 3

The third actor is a business traveller. As a business traveller they are uninterested in price and proximity is not much of a factor as they are able to easily travel to far away airports. The actor decided on flying from Heathrow as It has the highest number of different destinations and is easily accessible and well suited to business travel.

2 Place

Place can be a restricting factor when deciding to fly from an airport as the destination the passenger wants to fly to may not be available at all airports.

Kirkwall

Belfast

Edinburgh

Glasgow

Cardiff

Birmingham

Manchester

Stansted

Gatwick

The above graph is an example of how 10 airports in the UK compare to each other based on the four P’s. To rank price a certain destination was chosen and the prices were compared. Proximity was ranked according to how many passengers use the airport.

Pleasure was ranked by a ranking of customer satisfaction. Place was ranked by how many destinations that planes from the airport fly too.

1

Heathrow

Choice Factors

P

Situational Decision Making The four choice factors that have been highlighted earlier influence the decision to choose certain airports over others but the amount to which each one effects a decision is dependant on the situation of the specific passenger or group of passengers. Above is an example of four different actors and why they may have chosen certain airports.

Actor 4: Student Gatwick Actor 4 is a student on a small budget therefore price is the primary determining factor in their choice. Gatwick airport is a low cost carrier airport and the student could therefore find low price tickets. To the extent that they are able to find tickets cheap enough that it is worth travelling far to get there, because proximity is a less important factor than it’s price.

| 02 EQUITY How do we create a ‘sense of place’?

References [1] http://www.dezeen.com/2014/09/04/norman-foster-fernando-romeromexico-city-airport/ [2] http://www.slideshare.net/Innovations2Solutions/2015-creating-senseof-place-in-todays-airports [3]

Globally the number of trips taken by plane is expected to more than double from 6.3 billion (2013) to 13 billion (2030). More passengers are passing through airports everyday. Giving airports an opportunity to take advantage of ‘dwell time revenue’ to promote the local economy. Many airports are getting involved in the traveller experience by creating a ‘sense of place’- a unique combination of environmental characteristics designed to connect passengers to the distinctive location and culture of the distinctive geographical location and culture.

ENHANCING AIRPORT EXPERIENCE TO CREATE A ‘SENSE OF PLACE’

Ae

hetics st

What connects us to culture?

Smart Design

Business and Personal • Customised spaces, equipment and services.

53% value banking and 44% meeting spaces.

• Almost@home lounges in Finland. Incorporating the idea of working from home or bringing the home to the airport. Techniques like this allow travellers to ‘dwell’ in the spaces.

• Office/ Meeting spaces are essential for the business traveller.

lity

The Traveller Experience

Technologies Role

“To encourage people to increase time spent at the airport, airports will need to become an immersive space that enables interaction with multiple cultures and evokes the local culture, architecture, ecology, biology, commerce and world views”. The first and last impression we get to a city is the airport, it is vital that the integration of culture is a key part of airport design and we should be investing time heavily into the passenger experience of our designs.

It is essential that the integration of smart technologies to aid the user experience is integrated into airport design. Technology and customisation are 2 of the main factors of smart design strategies. iBeacon is one example (Miami Airport). Strategies can extend further than with the integration to integrate this into all parts of the airport process, allowing the user to be 100% connected. This allows travellers more time to relax and work in airport spaces.

Convenience 62%

Cost 22%

Comfort 15%

TOUCH

Insta

Gratific

Health and Well Being • Health checks/ services and quick clinics to treat minor injuries.

• Gym culture and the growing health culture.

(Chicago O’Hare International).

• Think about spiritual well-being. Dammam, King Fhad Airport incorporates a mosque, representing cultural characteristics.

(Modern flair with tradition).

SOUND

INTERIOR

nt

Nature • Incorporating local ecology is key to incorporating culture. This technique also focuses on sustainability. This technique could allow for an opportunity to create ‘dwell time revenue’ as well as visitation opportunities to the airport for non-passengers.

(Example- Kualar Lumpur, Malaysian Forest and Singapore garden complex)

SMELL

ACCESS

Ut i

• Immersive techniques using the architecture and interior of the space to reflect cultural architecture.

(Copenhagen airport)

TECH.

Dining and Culinary • Providing dining experiences incorporating local experiences. 66% would enjoy international food options and locally sources food.

• Dallas-Fort Worth provide 100 different beverage options. Munich airport provide locally sourced and produced beer.

ion

Shopping • Traditional shops to represent local culture (Portland International Airport).

Entertainment • Local entertainment, live music or theatre performance. Nashville International hold 100 concerts per year and Las Vegas International offer slot machines. By providing engaging entertainment travellers tent to ‘dwell’ longer in the space.

at

Cultural and Educational • 43% of people would museums or art galleries.

Los Angeles international have incorporated a flight path simulator and Beijing airport incorporates culture not only through architecture but include treasured artefacts.

TEMP.

LIGHT

SAFETY

| 02 EQUITY How do we create a ‘sense of place’?

References [1] http://www.dezeen.com/2014/09/04/norman-foster-fernando-romeromexico-city-airport/ [2] http://www.slideshare.net/Innovations2Solutions/2015-creating-senseof-place-in-todays-airports [3]

Peter Zumthor’s 9 considerations for creating a sense of place compared to Kuala Lumpar airport

Steel Timber

Glass

Marble

Structure

1. Body of Architecture

Concrete

2. Material Compatibility

3. Sound of Space

4. Temperature of Space

Good levels of proximity with objects

?

Simple Geometry

Glass boundary condition

5. Surrounding Objects

How do we do this Architecturally?

Through the use of colour, region specific materials and historic memorabilia are a few of the examples. Using architectural influences of the particular country can create much more engaged spaces and architecture. Mimicking colours and texture throughout the design both inside and out. Making references to the exterior architecture on the interior of the particular city/ country. We are moving into an age where independent brands and shops are

6. Between Composure and Seduction

becoming ever more popular, using this as a spatial paradigm for the airport could be a way of facilitating a sense of place.

Without proper implementation these additions could fail, so it is essential that using culture in airport design is integrated from the outset.

Using culture can achieve the over-arching goal of increased traffic and revenue through (1) effective use of technology, (2) infrastructure or expansions designed to improve passenger flows.

7. Tension between Interior & Exterior

Zumthor- Atmospheres • Zumthor considers atmosphere as aesthetic, always beginning with; Location, Event, Motif or Person.

• How does the building move us? A question regarding the quality of design.

• People interact with objects • Always seeking a level of transcendence for an environment, thinking about architecture as surroundings, with a coherence and a final aim to create the beautiful form that would inspire.

8. Levels of Intimacy

9. The Light on Things

Kuala Lumpar International Airport

Fosters Mexico City Airport • Lightweight vaulted roof intended to make reference to traditional Mexican architecture and symbolism.

• The airport will be a showcase for Mexican innovation, built by Mexican contractors and engineers.

• Eagle on top of cactus is a prominent symbol of Mexico, a cactus garden will welcome on approach to the terminal.

• Access road to symbolise the snake and the roof of arrivals will evoke the eagle with its wings open in flight.

• Lightweight structure will also represent the experience of flying.

| 02 EQUITY Why do people fly ?

References [1] Statista [https://www.statista.com/statistics/539518/us-air-passengersmain-trip-purposes-by-type/]

In this research, it illustrates the main purpose of United Kingdom passengers for taking flight, which is from 2002 to 2014. For the main purpose, there are mainly divided into 4, holiday, visiting friends and relatives, business and others. This research helps us to understand the change of trend and culture of passengers.

Business

Holiday 2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

47%

45%

46%

45%

45%

41%

41%

45%

43%

43%

43%

43%

43%

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

24%

23%

23%

22%

22%

23%

22%

19%

20%

20%

19%

18%

19%

[Hoilday] Input for the design

[Business] Input for the design

Except the economy will affect the number of passengers, the large events may also increase the number of travellers, thus, the design may need to provide enough capacity or flexible arragement to face the huge amount of people.

Also, since holiday is the main purpose for passengers, the design may need to consider more on the passengers experience.

Passengers in this group may concern more about the distance from the airport to the city, duration of waiting time for queueing.

Others

Visiting friends and relatives 2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

27%

30%

29%

30%

31%

34%

35%

36%

35%

35%

35%

37%

35%

2%

2%

2%

3%

3%

2%

2%

2%

3%

2%

3%

2%

2%

[Visiting friends and relatives] Input for the design Since the air ticket’s price is getting cheaper and more affordable, UK airport passenger number continue to break records. For the design of the airport, it is needed to consider the future expansion of the airport, when the capacity hits the maximum.

Holiday

Visiting friends and relatives

Business

This Holiday is the highest number to compare with all the purpose. Also, the number can reflect the economy of the country. Such as 20072008, there was the financial crisis, the number decrease rapidly from 45% to 41%.

Since the price of the air ticket is getting more affordable, visiting friends and relatives become more common, the number is increasing significantly.

Within the main purpose for taking flight, there is maintaining 1/5 through 2002 - 2014. However, since internet is being widely use for business, people who taking flight for business is decreasing.

| 02 EQUITY How long does it take to travel through an airport?

This section is to find out the time travel through the airport. There are three main areas in the airport, departure, arrival, air crew and staff area. For departure, the main queue focus on security check. For Arrival, the longest waiting time is for baggage reclaim. These two parts also require the calculation of the maximum number to provide the correct number of those area size to speed up the process.

RETAIL, CATERING, WC

RETAIL, CATERING, WC

IMMIGRATION, CUSTOMS

IMMIGRATION, CUSTOMS

References [1] IATA [https://www.iata.org/publications/Documents/airport-solutions-brochure-web-20150305.pdf] [2] http://www.klia.com.my/index.php

10-15 min

DEPARTURE LOUNGE IMMIGRATION,

SECURITY

CUSTOMS RETAIL, CATERING, WC

CHECK - IN

RETAIL, CATERING, WC

RETAIL, CATERING, WC

RETAIL, CATERING, WC

TRANSPORT

AIR CREW WAITING AREA

IMMIGRATION, CUSTOMS

IMMIGRATION, CUSTOMS

SECURITY

DEPARTURELOUNGE

4-8 min

DEPARTURE LOUNGE

12-18 min

5-10 min 10-15 min

10-15 min

BOARDING GATE

IMMIGRATION, CUSTOMS

Departure DEPARTURE LOUNGE BAGGAGE SYSTEM

Departure

DEPARTURE LOUNGE

SECURITY

TRANSFER

CUSTOMS

BAGGAGE RECLAIM

RETAIL, CATERING, IMMIGRATION WC

DISEMBARKING GATES

5-10 min

1-2 min

20-35 min

20-30 min

1-2 min

2-8 min

Arrival

Arrival

Queen Alia International Airport

Kuala Lumpur International Airport

For the design of the Queen Alia International Airport, the part of security can fufil IATA standard with average 10-15 minutes during the process. However, the number of conveyor belt may not enough to speed up the process to serve 20 gates.

Since the terminal is sharing the security and immigration with other satellite terminal, which slow down process. For the design, we may need to consider about the future expansion of the airport to fulfil the radpidly increase of passsengers.

| 02 Equity How long does it take to turn a plane around ?

References [1]Preparing planes for flight [https://scandinaviantraveler.com/en/ aviation/how-to-get-a-plane-ready-from-one-flight-to-another] [2] Impact of RFID on plane turnaround process [http://www.aero-id.org/ research_reports/AEROID-CAM-019-Operations.pdf] [3] Reference Name [url]

The number of flights is increasing rapidly, and the need to minimse cost, improve reliability and deliver on time departures is greater than ever. In the Uk the average departure departure delay was 17.4 minutes equating to departure delays of over 605 hours every day. The cost of delays is a complex issue but the Met Office stated that delays cost airlines £50 per minute.

Sources of disturbance 30 mins

Average plane turn around time

fuel

£650

£50 per

400 litres Fuel required for taxiing Boeing 737 aircraft

minute

Cost of delays to airlines

million

Cost to 10 largest airports in the UK in a year

Customer

Supplier

- Passenger

- Ground Hand - Airport - Fuel

6 minutes

1 minute

6 minutes

1 minute

4 minutes

5 minutes

3 minutes

2 minutes

6 minutes

Internal Airline

Taxiing to gate

On the block

Off-loading

Catering, cleaning

Fueling

Loading & boarding

Release

External inspection

Inspection part two

Off block

A Boeing 737-800 from Copenhagen lands in Stockholm. The 50-ton aircraft uses another 200 liters of fuel to taxi to the gate.

Meanwhile, the gate manager does a foreign object damage (FOD) check for objects that could be sucked into the engines at the gate. A digital sign shows the correct taxiing information to the pilot, counting down from 15 meters until the word STOP is displayed for the pilot.

The loadmaster connects the electricity supply from the ground to the underneath of the aircraft’s nose. At the same time, the pilot cuts the engines, turns off the computers and hydraulic pumps, and lifts up the flaps, then notes the remaining fuel and oil and any technical faults in his logbook.

The purser opens the plane’s front door, and the jet’s bridge is then pushed forward and attached to the side of the plane like a plunger.

The de-boarding of passengers begins and the baggage trolleys arrive at the plane’s baggage hold. A height-adjustable conveyor sends all the cases down to the baggage trolleys. Small trucks pick up the baggage, while newspapers and post are placed in a smaller trolley that loaders pull away by hand. The pilots download a flight plan to their iPads and the aircraft’s computers ahead of the next flight, to Prague.

The catering truck parks, facing first the front and then the rear doors of the cabin.

The loading area is raised to the level of the door opening and the catering trolleys are wheeled in on a ramp. Meanwhile, the water and toilet truck arrives. It connects to the aircraft’s tail section, where it fills up the water and removes sewage.The cleaning crew clean removes the general waste, clean and replace trash bags in the cabin, and are off the plane within five minutes.

A fuel truck parks under the right wing, where the refueler undoes four snap locks under the wing and opens a rectangular flap. The fuel hose is unfurled until it reaches a hole in the ground, which leads to underground pipelines from the fuel depot. The hose is fixed into the hole, accompanied by warning flags. 6.3 tons of fuel are pumped to fill the plane, which will use 37 tons of fuel en route to Prague. The refueler holds an emergency stop device to cut the supply at the slightest hint of a system fault.

Balance is everything when loading a plane.

Passengers and baggage must be spread as evenly as possible across the aircraft. The loaders are given loading instructions before they begin, which are based on the weight distribution. They fill the baggage hold with suitcases and Swedish newspapers bound for Prague according to their instructions.

The purser receives the passenger list, partitions off the cabin with a sign, then checks the food supply before welcoming passengers.

Once boarding and loading are complete, three releases are sent: the gate manager sends a passenger release, the pilots send a fuel release, and the loadmaster sends a load release.

Once this is done, the pilots automatically receive a load sheet showing the calculated weight and balance for this flight. Based on these figures, the pilots set the stabilizer, or tail fin, at an angle that will provide balance and stability to the aircraft.

The captain starts up the systems, and checks the panels against a checklist: Oxygen masks, electrical systems, and hydraulic pumps. Meanwhile, the co-pilot inspects the exterior. He sticks his head into the undercarriage and checks the hydraulic hoses and brake linings, and to see that no birds have become trapped there. He makes sure that all flaps and vents are closed and that no ice has formed on the wings.

If there is ice on the wings, the co-captain orders de-icing, which involves spraying a glycol solution onto the wings. Finally he checks the tail skid on the lower tail section of the aircraft, which indicates whether any asphalt has found its way onto the tail upon landing. It seldom happens, perhaps once every three years at most, but in the unlikely event that it has happened, an engineer checks the aircraft.

The central data system compiles a load sheet for the captain to confirm. The auxiliary power unit is started, the outside electricity supply disconnected, and the gate is released from the aircraft. Soon after, the plane’s generators take over the electricity supply. The push-back truck attaches to the wheel. The pilots release the brakes, report “off block” and get a departure slot. The plane taxis to the runway, ready for take-off.

External - Weather - Air traffic flow management

| 03 ENVIRONMENT qed : air | research document

| 03 ENVRIONMENT How much waste does an Airport produce?

References [1]Waste flows http://www.faa.gov/airports/resources/publications/ reports/environmental/media/RecyclingSynthesis2013.pdf [2] Case Study (http://www.edie.net/news/5/Gatwick-to-build-world-s-firstairport-energy-from-waste-facility/) [3] Reference Name [url]

Waste For the millions of passengers who travel by air, airports are simply places where they get a boarding pass, go through security, grab a drink or a meal, queue and board the plane, and then take off down the runway. Even those who work at an airport may not see the full scope of activity buzzing around the complex facility.

Each airport activity has its own set of actors, resource requirements and waste stream.

Potential Inputs

Potential Outputs

Case study Gatwick Airport Gatwick currently treats 2,200 tonnes of Category 1 waste each year – around 20% of the total generated at the airport (10,500 tonnes) – and the new energy plant will process around 10 tonnes a day. With Category 1 waste costing the global aviation sector around £500m annually, Gatwick believes that its onsite processing plant will generate 1MW of renewable energy while also reducing lorry journeys to external waste plants – which was previously required due to strict governing rules – by 50%.

Restaurants Shops Passengers Employees Food waste Aircraft Operations (3) Green waste consists of tree, shrub and grass clippings, leaves, weeds, small branches, seeds, pods and similar debris generated by landscape maintenance activities.

(2) C&D waste is any non-hazardous solid waste from land clearing, excavation, and/or the construction, demolition, renovation or repair of structures, roads, and utilities. C&D waste commonly includes concrete, wood, metals, drywall, carpet, plastic, pipe, land clearing debris, cardboard, and salvaged building components.

(1) (MSW) consists of everyday items that are used and then discarded, such as product packaging, furniture, clothing, bottles, food scraps, and newspapers.

(4) Food Waste is food that is not consumed or is the waste generated and discarded during food preparation activities.

Paper

Terminals

Plastic Aluminium Cans

Goods Movement

Airfields Cargo Hangers

General Waste Grease and Oil

Aircraft Ground service equipment

Aircraft Airport Construction

Construction Re-Construction Demolition

Deplaned Waste Runway rubber

1.5kg of waste per passenger

Flight Kitchens Admin Offices

Wood

Types of waste [1] In general waste from airports can be divided into seven types of waste: (1) municipal solid waste (MSW); (2) construction and demolition waste (C&D); (3) green waste; (4) food (5) waste from aircraft flights (deplaned waste); (6) lavatory waste;

(7) spill cleanup and remediation waste; (8) hazardous materials

(7) Spill cleanup and remediation wastes are another type of special waste. These materials are generated during cleanup of spills and/or the remediation of contamination from various types of sites on an airport (e.g. storage tanks, oil and gas production, vehicular leaks, spills from maintenance activities, etc.). Care must be taken to ensure that these types of waste materials are not co-mingled with other waste streams and that storage and disposal procedures comply with applicable regulatory requirements.

(8) Waste is considered ‘hazardous’ under environmental legislation when it contains substances or has properties that might make it harmful to human health or the environment. This does not necessarily mean it is an immediate risk to human health, although some waste can be.

Aircraft Food Services

Materials Recovery Responsibility for sorting recycling is brought in house to help maximise the amount of waste recycled

Water recovered from the drying is used to clean bins saving 2031 tonnes of water

Dryer Waste that cannot be recycled is dried out and turned into large pellets used as fuel for the biomass boiler

Vehicle Waste Waste water Hazardous materials Reused concrete

(6) Lavatory Waste falls under the category of special waste and is generated when the lavatory tanks of the airplanes are emptied via hose and pumped into a lavatory service vehicle, which can be either a selfpowered truck or a lavatory cart pulled by a tug.

Airport to hit 85% recycling rate, the best of any UK airport.

(Currently at 49%)

Green waste

1.5kg

(5) Deplaned Waste is a specific type of MSW that is removed from passenger aircraft. These materials include bottles and cans, newspaper and mixed paper, plastic cups and service ware, food waste, food soiled paper, and paper towels. Waste that comes off the airplanes after flights can represent 20% of an airport’s total municipal solid waste stream

Waste General category 1 waste is collected from the terminal and aircraft

Ash recovered from the biomass boiler is used to make low carbon concrete

Reused Asphalt Soils

Biomass Boiler Energy generated from burning the pellets is used to power the waste plant and heat the North terminal

Energy is used to heat the North Terminal

Building materials Energy One megawatt of renewable energy is created

Employees

Waste streams

[1] Each airport activity has its own set of actors, resource requirements and waste stream.

Any plan to implement a recycling program at an airport must consider all of the activities and waste streams at the facility, even if the program is phased in gradually one or two activities at a time. The major activities should be analyzed in the context of their location, the context of what tasks are being performed, and what wastes are being generated.

Case study

[3[ Category 1 forms the majority of airport waste from non-EU flights and is defined as food waste or anything mixed with it such as packaging, cups, meal trays from international transport vehicles.

Its disposal is governed by strict rules that until now require specialist processing offsite to protect against the potential spread of disease and infectious material.

From November however Gatwick’s new £3.8 million processing plant will not only dispose of this waste safely on site, it will also convert it and all other organic waste, into energy to power the new plant and heat the North Terminal.

| 03 ENVRIONMENT How much water does an Airport consume?

References [1] What are an airports impacts? [http://www.aef.org.uk/uploads/ PlanningGuide2.pdf] [2] Reference Name [url] [3] Case Study [http://www.aquatech.com/project-profiles/seawaterreverse-osmosis-system-supplying-potable-water-airport-saudi-arabia/]

Understanding the resource demands for an airport can allow us as architects to begin to create better ecologies of use. From understanding the resource demands for an airport will allow us to re-draw an ecological diagram for both a conceptual airport with no context but then in more detail with specific vernacular influences.

Case sudy Jeddah Airport

30- 40 L

30,000m3

Water resource Flow Greywater collection opportunities

Expand infiltration systems

Minimise water spillages

Flood risk assessment

Pass run off through oil interceptors

30 to 40 litres of water litres per passenger when considering full airport operation.

Terminal Kitchens and Washrooms

Aircraft Kitchens

1. Collection of ocean water

Aircraft washing

2. Pre treatment Filters remove solids that would interfere with the desalination process

Grey water use

Reducing water pollution Dust damping

systems cleaning

Fire Drills

3. Reverse osmosis

Clean water options Collection

Bodies of water

Water Flows Construction of airports and airport-related development use water for mixing cement, washing wheels and damping down dust, etc. Operation of such development involve water use for food preparation, toilet flushing, cleaning of the airport and aircraft, fire drills etc.

Over-abstraction of water can exacerbate problems of drought, including impacts on ecological habitats. An airport management

plan could thus have a significant indirect ‘in combination’ impact on Special Protection Areas, Special Areas of Conservation or Ramsar sites and require appropriate assessment because of this. Generally the amount of water used by a given airport or related development is not significant: figures from Heathrow suggest an average of 30-40 litres of water per passenger. However where a large development is proposed in an area where water resources are already a problem,

this could lead to significant impacts.

Ways of reducing water use include dual flush toilets, use of water-efficient rigs for fire drills, and leakage reduction. At Heathrow Terminal 5, rainwater collected from the entire catchment (not just the roof of the terminal building) is used for toilet flushing and irrigation. [1]

Treatment or additional use Rainwater Collection

Landscape Irrigation

Minimise spillages

Use friendly de-icing agents

Improve environmental management procedures

Discharge and treat foul drainage and sewage

Leftover high salinity water discharged as brine.

Reverse osmosis separates dissolved minerals and impurities from the water

4. Conditioning and disinfection Minerals and chemicals are added to ensure that the water meets health standards.

Wastewater treatment plant

Water pollution Airports, airport-related development and aviation affect water quality in several ways.

First, building works can lead to polluted construction run-off which can affect nearby water bodies. This is typically dealt with by setting up buffer zones around waterbodies (streams, ponds, estuaries etc.) where machinery is not permitted.

Second, during operation, rainwater that falls on parking lots, building roofs, aprons and

taxiways, and other areas with hard surfaces will run off either into drains or (if good drains are not in place) into nearby water bodies or ground water. The de-icing agents used on runways can be particularly problematic.

Typically a development will not be allowed to go ahead unless it puts measures in place to treat the chemicals and other pollutants from this surface water or rainwater run-off.

However during hard rains the drains and their controls can be overwhelmed, and pollution of

waterbodies can occur.

Third, airports create a range of potential pollutants including de-icing agents, maintenance and painting chemicals, testing of fire equipment, and fuel leakage and spillage from refuelling and storage. These can either be leached into ground water or can contaminate storm water run-off which can pollute nearby water sources.

Desalination The desalination plant based on Reverse Osmosis Technology is designed for producing Potable water from the seawater in Jeddah. The raw seawater is first screened and then treated for removal of Suspended Solids/Turbidity etc in filtration units followed by micron filtration The city lacked adequate water production and distribution systems around the airport.

Aquatech designed and built a plant, structured on BOOT basis that makes 30,000 m3/day of Potable Water. [3]

| 03 ENVRIONMENT What are the nose impacts of an airport?

References [1] Noise studies [http://environment.about.com/od/pollution/a/airport_ noise.htm] [2] Aviation Noise information [http://www.caa.co.uk/Environment/ Environmental-information/Information-by-environmental-impact/Noise/ What-noise-is-and-why-it-matters/Reducing-aviation-noise/] [3] Night rotation [http://jdasolutions.aero/blog/national-airport-noisesolution/]

Noise Noise from aircraft and from traffic going to and from airports is probably the most obvious environmental impact of the aviation industry because it is easily perceived and annoying, especially where this occurs frequently.

Key numbers [1] Taxing

1. Living close to an airport (1997 questionnaire)

to Runway

Engine Tests

Landing/

Surrounding

On site

Takeoff

Transport

traffic

Reduction of noise at the source In the future, one way to reduce noise further could be to set incentives for airlines and manufacturers to opt for less noisy aircraft.

- Bothered by aircraft noise - Interfered with their daily activities.

- Sleep difficulties - Perceived poorer health

Reduction of noise through operational measures

Reduction of noise through land-use planning restrictions on operations For new airports, it means planners selecting sites away from densely populated areas. For existing airports, it means planners limiting development under flight paths.

This involves taking measures to minimise noise exposure through optimised departure and arrival operating procedures, and using optimised flight paths that take flights away from the most populated areas, as far as possible.

Restrictions on operations

Case sudy Chicago O’Hare

This includes things like limitations on operational times – such as not allowing flights to land or take-off at night – or on the total number of operations. The specific types of aircraft that could be operated could also be restricted to mitigate impacts on a site-by-site basis.

2. Europe’s exposure to airport noise (E.U. estimates) Methods of reducing aircraft noise - 80 million people (20% population) - Exposed to noise levels considered unhealthy and unacceptable

3. Reduced reading age (British medical journal) A 2005 study published in The Lancet, found that kids living near airports in Britain, Holland and Spain lagged behind their classmates in reading by two months for every five decibel increase above average noise levels in their surroundings.

+5 decibels

- 2 months

Airport Noise

Causes

Effects

Limiting flights at night Improve departure and arrival times

Air by-pass ducts

Optimise flight paths for low disruption

Quieter engines

Sleep

Loss of

Adverse

Disruptive to

disturbance

concentration

affects on

those with hearing

performance

impairment

Anger to the

Certain aircraft at certain times based on noise output

Runway rotation plans

Acoustic liners

noise

To demonstrate the impact of this, in 2012, the 57dBA Leq aircraft noise contour area around Heathrow covered just over a tenth of the area it did in 1974.

Causes of noise Noise from aircraft and from traffic going to and from airports is probably the most obvious environmental impact of the aviation industry because it is easily perceived and annoying, especially where this occurs frequently.

Aircraft noise is generated by both the engine and the airframe and is most evident during landing and take-off and under frequentlyused flightpaths. Other sources of noise

include noise generated from taxiing aircrafts, the application of reverse-thrust (an optional braking aid on landing), engine tests and onsite vehicular traffic. Also, noise impacts can extend to vehicular and rail traffic to and from the airport, and construction noise.

Reducing noise pollution But with people’s desire to fly consistently growing, there’s a real challenge ahead: how can aviation grow without worsening the impact of aviation noise?

The International Civil Aviation Organisation (ICAO) has established four ways to reduce aviation noise, called the Balanced Approach to Aircraft Noise Management. [2]

Proposed runway configurations

1. Reduction of noise at source 2. Land-Use Planning restrictions 3. Operational measures 4. Restrictions on operations

Night runway rotation plan

[3]The proposal would rotate night runways every week for 12 weeks, so every area around O’Hare would be assured at least some weeks of night peace. And it would establish a fairly predictable calendar of when certain runways would absorb what city experts estimated would be 45 arrivals and 35 departures each night.

The plan would alternate between diagonal runways affecting only suburban areas, and

east-west parallel runways that currently shoulder most flights. Those parallel runways affect areas east of O’Hare, such as Chicago and Schiller Park, and west of O’Hare, including Bensenville, Wood Dale and Itasca.

The rotation plan could allow residents roughly eight or more consecutive weeks of night peace and the ability to predict, with 75 percent to 90 percent certainty, what weeks they could face nighttime jet noise.

| 03 ENVIRONMENT Can an airport be zero carbon?

References [1] The Economics of Climate Change (Stern, 2006) [2] Pollalis, S. (2012). Infrastructure sustainability and design. New York, NY: Routledge.

[3] Porada, B. (2013). Incheon International Airport - Terminal 2 / Gensler. [online] ArchDaily. Available at: http://www.archdaily.com/433754/incheoninternational-airport-terminal-2-gensler [Accessed 19 Oct. 2016].

[4] Spiritofspace.com. (2016). MEXICO CITY AIRPORT - SPIRIT OF SPACE. [online] Available at: http://spiritofspace.com/jahn-mexico-cityairport [Accessed 19 Oct. 2016].

[5] Gensler. (2016). San Francisco International Airport, Terminal 2 | Projects | Gensler. [online] Available at: http://www.gensler.com/projects/ san-francisco-international-airport-terminal-2 [Accessed 20 Oct. 2016].

Carbon emissions from aviation represent 2% of all human-in-duced CO2 emissions. This represents a significant percentage of the national emissions for transportation. With global carbon emission targets in place, many countries are now attempting to create a zero carbon airport that can result in no net release of CO2 into the atmosphere.

Rail 2% 720 million tonnes

National Carbon Emissions: 36 billion tonnes of carbon per year

3

Water 10% Air 12%

Transport 13%

2 4

3

Transport Carbon Emissions: 5 billion tonnes per year

5

Can Control

Can Guide

Low carbon building design: (1+2)

Water and waste: (5)

•

• •

•

1

• •

Low carbon energy supply: (3) •

Road 76%

• 4 [1]

6

• •

Aviation represents: of all greenhouses gases emitted

Use of combined heat and power boiler, powered by locally sourced biomass.

Renewable energy source (solar power, wind turbine etc.).

Energy efficiency initiatives: (1) • •

3-5%

Improve the energy efficiency of new buildings and refurbishments.

Passive cooling/heating, ventilation systems.

Energy efficient lighting.

Low carbon footprint building materials.

Turning off baggage belts earlier.

Trailing energy efficient lights and lighting controls.

Recommissioning car park lighting.

Adding on-demand air-conditioning controls.

of all human-in-duced CO2 emissions

80%

of CO2 emissions are from flights over 1,500km

(6) •

300%

Airport emissions: Highlighting the main contributors towards CO2 emissions reveals that the flights, in particular long haul, are responsible for vast majority of carbon emissions. With advances in technologies within aviation, more efficient aircraft will be produced to reduce these figures.

To allow for the process to be zero carbon, the airport must become carbon negative to counter balance the emissions during flight.

• •

Car share scheme for airport employees.

Better quality, coverage and frequency of local bus services in partnership with transport operators.

Set up new routes and railway infrastructure for better connectivity.

Use of green vehicles for inter-terminal coaches.

Managing

aircraft

ground

movement: (6) • • • •

Reduction of emissions from aircraft movements on the ground.

Aircraft taxiing with fewer engines.

Increase the use of electricity and conditioned air at stands in place of less efficient on-board engines.

Adopt an efficient air-side/ & taxiway design to reduce aircraft taxiing time/ distance.

Sky lights: reducing artificial lighting demand

Photovoltaic panels

Rain water collection

Wind towers Green tube Lighting tube Lighting pole wind turbine

Efficient landing and departure procedures.

Light weighted structure

(2)

annual increase in global aviation CO2 emissions for next 40 years

increase in CO2 emissions by 2050

• •

Recyclable and adaptable building typology

A recycled building

Travelling to and from the airport : •

3.1%

Staff travel: (4)

Can Influence Aircraft during take off & landing:

2%

•

Efficient use of water .

Reduce CO2 emitted through pumping and treating water used at the airport .

Water recycling.

•

[2]

High-speed rail offers passengers an alternative to some domestic flights and to European destinations.

Strategic and well-connected public transport infrastructure to fulfil domestic demand as an effort to reduce domestic flights.

Geothermal heating and cooling systems

Local materials: granite and traditional Korean wood

Incheon

International

Result: all airport lighting powered by on-site facilities

Airport,

Post tensioned ground floor slabs resulting in no piles necessary

Mexico City Airport Terminal 2,

Terminal 2, Gensler.

JAHN.

The design by Gensler focuses towards the use of biophilia to create a comfortable interior environment that minimises electrical use, including lighting, air conditioning and ventilation. [3]

Creating a design that focuses towards reducing material and energy consumption resulted in a scheme that is claimed to produce ‘50% energy reduction’ and ‘90% electricity consumption reduction’. [4]

Building remained operational during construction of new terminal

San Francisco Terminal 2, Gensler.

For the construction of the San Francisco Terminal 2, Gensler reduced the carbon footprint of the design by recycling the existing building and ‘using 90% of the existing building’ within the new design. [5]

Existing building brought to a higher standard of sustainability

| 03 ENVIRONMENT How is the people experience in the airport and what they enjoy most?

References [1] Reference Name [url] [2] Skift [https://skift.com/2013/11/13/6-ways-tech-will-change-the-airportexperience-in-3-years/]

| 03 ENVIRONMENT

Airports are not often known for being an entertaining or relaxing place to be. For the vast mojority of travellers, there are queues at chech in, more queues at security and then an anxious wait for the flight as you keep one eye on the information screen hoping not to see the words delayed or cancelled. However, some airports have taken steps to challenge this and rather than accepting that the airport experience can be nothing but stressful and unexciting, they have embaraced innovation to make time spent in the airport something to savour.

//3

//2

1//

ISSUE Aiports give the experience to different categories. We divided the daily basis of airport operation into three groups Passengers-Visitors-Workers. Passengers is the major category that plays a vital role to changes. For instance most of the passengers are not happy with operation of the check control because they spend their time before boarding in the security qyeye line. Nowadays many airports trying to change this situation with smart technology systems

= TIME WASTE FROM BAGGAGE CHECK IN , SECURITY CONTROL, IMIGRATION CONTROL = NO TIME TO ENJOY THE TERMINAL ENVIRONMENT

Future Passenger Experience 1. Airports investing in mobile apps for passenger interaction such as flight and airport notification status, navigation and retail promotions.

2.Airports expect to evaluate CLOUD services through trials and pilot studies by the next few years. While 48% plan to look at near field communications. 3.New smart technologies applied to improve the self-service passenger experience, such as assisted bag drop and kiosk bag tag printing machines. Baggage self-service.

Secutity Control By improving the security control system with smart technology. A great amount of the airports around the world they are not comfort and offers to the visitors a massive waste of time by waiting in the queues for the check control .By providing i-tech machines in every step of security control, Passengers could have the time do spend their time in the terminal environment and avoiding to spend the waiting time before the boarding on a massive control queue.

References [1] IATA [https://www.iata.org/publications/Documents/airport-solutions-brochure-web-20150305.pdf] +

| 03 03 ENVIRONMENT ENVIRONMENT |Innovative airports that they chnge positively the passenger experience with smart Innovative Airports improving technology. passenger Experience with technology

References [1] ACI [http://www.airport-business.com/2015/06/top-10-airport-innovations-2015-far/] [2] Reference Name [url] [3] Reference Name [url]

| 03 ENVIRONMENT

References [1] ACI [http://www.airport-business.com/2015/06/top-10-airport-innovations-2015-far/] [2] Schimphol Airport [http://reportersonline.nl/schiphol-centrale-security-succesvol-2/]

The evolution of airport terminals is changing through the use of smart technologies.

Innovative airports that they chnge positively the passenger experience with smart technology.

Barahas Airport Iberia gave the passenger more independence and sped up the passenger journey when it launched its new service enabling departing passengers to obtain boarding passes and luggage tags and to put their luggage directly onto the conveyor belt without assistance, using a machine next to check-in counters 818-819 in Iberia’s hub at Madrid-Barajas Airport. By improving the customer experience during the passenger and luggage check-in process,

lending greater autonomy to the passenger who can now complete the process including the delivery of luggage without assistance.

This improvement initiative, within the framework of the Ágora Project, is a continuation of the technological innovation and improvement trend driven by Iberia with the aim of making Madrid Airport one of the leading international hubs.”

Max Airport _ Melbourne Airport Tigerair Australia starts iPad rollout to empower agents and reduce queues.

MAX Airport allows your agents to “break away” from the fixed counter and service every passenger need from any location, any time. MAX Airport’s intelligent design and rich set of functionality will reduce the number counter transactions, significantly improve communication, increase revenue, improve OTP and decrease the overall cost of servicing passengers.

Abu Dabi Airport MAX Airport will essentially mobilise ground staff to check-in passengers and print boarding passes on the spot, assist customers to change flights or purchase optional add-on items such as extra luggage or extra leg room seating.

Abu Dhabi Airport invested in an automated The information is then displayed to a security document authentication system that will fur- agent on a graphical user interface. ther enhance its security and expedite processing times at the entrance to the security checkpoint. When a passenger scans their traditional, mobile or home-printed boarding pass, the new system automatically validate the data, checks it for duplicates and cross-references it against the Airport Operational Database and the airline’s Departure Control System.

Schiphol Amsterdam Airprot Cementing its position among the world’s most forward-thinking airports, Amsterdam Airport Schiphol now boasts one of the more unique airport security checkpoints. Gone are the slow-moving queues and sterile environment, and in their place is something referred to as the Schiphol Security Experience, which balances efficiency, stringent safety measures and customer experience, essentially delivering what has been labelled “security as a service”.

Central Security Filters he airport is no using five large central checkpoints in its security processing, meaning the 130 security lanes at its gates are no longer required. The transition to central security is a milestone in the renovation of the terminal. It means greater comfort for passengers and a more efficient process for the airlines.

In 2015, the new central security concept will be integrated throughout the whole of Schmphol. New central Security Control at the gates, meaning passengers will only have to be wscreened once. In total, Schiphol will have three security filters for departing passengers and two for transfer passengers. As well as enhanced comfort, the new security concept also anticipates the airport’s future growth, changes and new technological development.

| 03 ENVIRONMENT IPCC 2050

References [1] Anon, (2016). [online] Available at: https://www.ipcc.ch/pdf/specialreports/spm/av-en.pdf [Accessed 3 Nov. 2016].

The Intergovernmental Panel on Climate Change is a scientific and intergovernmental body under the United Nations dedicated to the task of providing the world with an objective, scientific view on climate change and its political and economic impacts. Within each IPCC report contains a section on ‘Aviation and the Global Atmosphere’ that covers topics from current emissions and impact on the ozone to future aviation scenarios.

1.7%

Fa1H

Fa2

Fc1

3.1%

2.0%

3.1%

1.7%

2.2%

1 2

4.7%

CO2 Emissions (Gt Cyr-1)

Edh

4.0%

Traffic measured in terms of revenue passenger-km.

All aviation (passenger, freight, and military).

Ratio of fuel burnt (2050/1990)

6.4

2.7

2.9% 1990-2025 2.3% 1990-2100

1.4% 1990-2025 0.7% 1990-2100

6.4

2.9% 1990-2025 2.3% 1990-2100

1.4% 1990-2025 0.7% 1990-2100

6.4

1.1% 1990-2025 0.2% 1990-2100

3.5% 1990-2025 3.0% 1990-2100

2.5%

1.0

2.7

3.6

1.6

Edh

1.4 1.2

3.3

1.4% 1990-2025 0.7% 1990-2100

800

10.1

700 Eab

3.2%

Fe1

0.6

Fa1H

0.4

3.8%

15.5

0.2

600 500

10.7

0.8

900

400 300 200

Fa1

100

Fc1

0

0.0 1990

2000

2010

2020

2030

Year IPCC report for aviation

Achieving lower emissions

The IPCC document creates seven scenarios to help predict the future of aviation emissions.

These scenarios predict a variety of outcomes for factors such as ‘traffic growth rate’, ‘annual growth rate of fuel burnt’, annual economic growth rate’ and ‘annual population growth rate’ while all assuming future technological advances within aviation that improve efficiency.

Within the IPCC report, it states several approaches that can be adopted within the future to help achieve lower emissions within aviation. Many of these approaches focus towards advances within aircraft, fuel and runway efficiencies and less so toward the airport building itself. However, it can be presumed that creating a carbon positive airport can help towards offsetting the emissions from the aircraft.

2040

2050

Notes Reference scenario developed by ICAO Forecasting and Economic Support Group (FESG); midrange economic growth from IPCC (1992); technology for both improved fuel efficiency and NOx reduction Fa1 traffic and technology scenario with a fleet of supersonic aircraft replacing some of the subsonic fleet

Fa1 traffic scenario; technology with greater emphasis on NOx reduction, but slightly smaller fuel efficiency improvementeduction

800

1.2

700 Eab

1.0

4.4

6.6

9.4

600 500

0.8

Fe1

0.6

Fa1H

0.4 0.2

400 300 200

Fa1

100

Fc1

0

0.0 1990

2000

2010

2020

2030

2040

0.6

2050

Year

Projected CO2 emissions

FESG low-growth scenario; technology as for Fa1 scenario

FESG high-growth scenario; technology as for Fa1 scenario

Traffic-growth scenario based on IS92a developed by Environmental Defense Fund (EDF); technology for very low NOx assumed

High traffic-growth EDF scenario; technology for very low NOx assumed

Edh

0.5 0.4

Eab

0.3

Fa1H Fe1

0.2

Fa1 Fc1

0.1 0.0 1990

2000

Projected radiative forcing

2010

2020

Edh

0.5 0.4

Eab

0.3

Fa1H Fe1

0.2

Fa1 Fc1

0.1 0.0 1990

2000

2010

2020

Year

0.6

Increase since 1990 (%)

Eab

3.9%

1.4% 1990-2025 0.7% 1990-2100

2.0% 1990-2025 1.2% 1990-2100

0.8%

1.6

Fe1

2.9% 1990-2025 2.3% 1990-2100

Ratio of fuel burnt (2050/1990)

900

Radiative Forcing (Wm-2)

3.1%

Average annual population growth rate

Radiative Forcing (Wm-2)

Fa1

Average annual economic growth rate

Edh

1.4

Increase since 1990 (%)

Scenario name

Average traffic growth per year (1990-2050)¹

Average annual growth rate of fuel burnt (1990-2050)²

CO2 Emissions (Gt Cyr-1)

1.6

2030

2040

2050

Year

Radiative forcing: the measurement of the capacity of a gas or other forcing agents to affect that energy balance, thereby contributing to climate change.

2030

2040

2050 [blank]

| 04 ECONOMY qed : air | research document

| 04 ECONOMY Where could a rapidly deployable airport be built?

References [1] https://www.neptunus.co.uk/case-study-terminal-airport-magdeburgcochstedt

All airports have to consider seasonal busy periods in their yearly planning.

Terminals with insufficient space experience over-crowding, increased pressure on airport services and general dissatisfaction amongst travellers. The potential for a shortage in capacity is a good reason to make use of a rapidly deployable airport during busy times of the year.

Key Cultural Sports Religion Music

Glastonbury World Cup

St Patrick’s Wimbledon World Youth Day 2016 Fashion Week Tomorrowland Octoberfest

Modular Construction

Olympics 2020

Tour De France Burning Man

Olympics 2022

Rugby WC 2019 Olympics 2020

Cochella SXSW

Karbala

Mardi-Gras

Mecca (Eid)

Flexibility to expand World Youth Day 2019

Kumbh Mela Kumbh Mela

Kumbh Mela Olympics 2016

Simple Structural System

World Cup World Youth Day 2013 Rio Carnival

World Cup

Simple Materials (Fabric)

Categories

Cultural

Sports

Religion

Music/ Festivals

Advantages of a temporary terminal

Neptunus, Magdeburg-Cochstedt

Here are some situations where a rapidly deployable airport may be needed: • Disasters • Religious Events • Festivals • Cultural Events • Sporting Events • Political Events • Warzones • Refuge

Usually influxes of people over a few weeks at a time, usually involve culture specific activities that can not be experienced elsewhere or are renowned for their popularity. Can often gather up to 5 million visitors to these events over short periods of time.

It is likely that these events will be the most popular in nature, with events such as the FIFA world cup and Olympics, a rapidly deployable airport seems to fit neatly in this category. With events attracting in excess of 500,000 visitors to the host cities.

A sensitive issue but non the less probably one of the most important. With times of the year millions of people make their way across the world to celebrate in some of the most iconic religious places. With some festivals attracting up to 30 million visitors every 12 years (Kumbh Mela). Here time of the year is essential and there are key dates to consider.

The more frequent of the event types. This category would possibly be used the most, with thousands of people travelling all over the world to some of the most iconic festivals.

Some festivals attracting upto 99,000+ people per day but the time scale is often shorter, often a maximum of 6 days.

• •

The airport commissioned Neptunus to build a cost-effective, modern and functional extension to accommodate additional passengers and provide extra facilities.

• • • •

Rapid delivery and build times Sustainable: Can be fully dismantled and reused Modular: Flexible dimensions and design Appearance and characteristics of a permanent building Operational life from a few months to several years Can also be used as aircraft hangars

The solution was a 900 sq m semi-permanent Evolution structure to the existing building to create a larger open plan terminal all under one roof in just a few weeks.

Characterized by bright and spacious areas, the layout of the Neptunus terminal is easy for users to navigate and offers a mixture of retail and food and drink facilities. Externally the structure has been fitted with black wall panels to provide a striking and contemporary look.

Due to the modular nature of the structure, the terminal’s capacity can easily and quickly be expanded to cater for increased traffic levels in line with the airport’s growth.

References [1] Ahttp://centreforaviation.com/analysis/europes-airports-economic-impact--the-theory-and-the-practice-aci-europe-report-part-1-207594 [2] http://t2impact.blogspot.co.uk/2012/11/uk-travel-industry-employment. html

AVIATION JOBS EUROPE’S AIRPORTS

Jobs in England _ In the Site

| 04 ECONOMY

| 04 ECONOMY What are the main drivers for having an airport? Why would you need it?

Case Study Schipol Airport

Air transport is one of the world’s most important industries.

Its development and its technical and service achievements make it one of the greatest contributors to the advancement of modern society.

The development of the Netherlands’ modern transport network has been centred on Amsterdam’s Schiphol Airport. A specific goal of the Dutch government is to establish Amsterdam as Europe’s most efficient transport hub by 2015. To achieve this, the Netherlands has introduced liberal policies for aviation, foreign investment and trade, as well as developing Schiphol Airport as a complete business environment.

DIRECT

SUPPLIERS

Passenger carriers

Off-site fuel suppliers

Air cargo carriers

Food & beverage

Airline ticketing

Construction

General aviation

MANUFACTURING

AIRPORTS AND

Computers/electronics

SERVICES

Retail goods

Civil airports

BUSINESS SERVICES Accountants Lawyers, banks

ECONOMIC RIPPLE

SCHIPOL

RAPIDLY DEPLOYABLE PRODUCTIVITY / MARKET EFFICIENCY

(spending of direct

CONSUMER WELFARE /

CIVIL AEROSPACE

& indirect employees)

SOCIAL

Airframes

Food & beverages

Engines

Recreation & leisure

Equipment

Transport

CONGESTION /

Off-site maintenance

Clothing

ENVIRONMENTAL

1,800 foreign companies located in Amsterdam.

1,100 within the Schipol Area

Household goods

Sub-Heading Text

Economic Driver

The Air Transport Industry is responsible for a network of industries that are highly beneficial to the economy and growth of a country, both on a nationwide scale and on a citywide scale. Airports are the gateway to place and can provide the base for economic and social growth.

Schiphol is Europe’s 3rd largest cargo airport (accounting for around 10% of the European air cargo market) and 4th largest passenger airport. In 2004, the total volume of cargo amounted to 1.4 million tonnes, an increase of 8.5% on 2003, while the number of passengers went up by 6.5% to over 42.5 million.

The Mainport generates between 80,000 and 120,000 jobs, with almost 60,000 direct jobs This accounts for 12.5% of total Dutch employment

Business Sectors

INDUCED

Foreign Location

SECTOR

LABOUR SUPPLY

Foreign Investment

CIVIL AEROSPACE

INVESTMENT

Computer software

Retail

Service providers

LOCATION /

Call centres

Fuelling on-site

AIR NAVIGATION

Schiphol accounts for nearly 2.8% of Hollands GDP,

TOURISM

Over 20 airlines that carry cargo operate from Schiphol and overall there are 237 direct connections in 87 countries.

Dutch Jobs

INDUSTRY

TRADE

50% of all Asian and American European logistics centres are located in Holland

Dutch Economy

Aircraft maintenance

50% of all Asian and American European logistics centres are located in Holland

CATALYTIC EFFECTS

Aviation

Handling & catering Freight services

AIR TRANSPORT

INDIRECT

AIRLINES

General aviation airports

AVIATION SECTOR

References ATAG, Air transport Action Group, 2005. The economic & social benefits of air transport.

| 05 EVOLUTION qed : air | research document

| 05 Evolution How do Airports cope with an increase in passengers?

References [1] Barajas Terminal 4 [http://www.e-architect.co.uk/madrid/barajas-airport] [2] Mexico City Airport [http://www.dezeen.com/2014/09/04/norman-foster-fernando-romero-mexico-city-airport/] [3] Klia2 [http://www.klia2.info/] [4] Atlanta Airport [http://atlanta.curbed.com/2016/3/11/11200280/atlanta-airport-renovationplans] [5] Heathrow Terminal 2 [http://www.archdaily.com/412416/terminal-2a-heathrow-luis-vidal-architects] [6] Schiphol Airport [http://www.airport-technology.com/projects/amsterdam-airport-schipholexpansion/]

The demand for air travel across the world is growing rapidly and in order to cope with the increasing number of passengers and flights airports instigate methods of adapting and updating to their requirements. The following is a series of different methods undertaken by airports in order to grow over time.

Mexico City Airport

Heathrow Airport

Barajas Airport

Atlanta Airport

Klia2 Kuala Lumpur Airport

Schiphol Airport

Building Over Capacity

New Terminals

Linear Expansion

Linear Concourse Expansion

Satellite Airport

Pier Expansion

Mexico City Airport by Fosters and Partners is set to be the biggest and most expensive airport in the world. It is a large statement by the country’s government and although the area’s demand for air travel is not particularly high, the building has been built to accommodate vastly higher passenger flows than they currently have. This allows space for the building to be used more and more as demand grows over time.

The most common method of expanding an airports capacity is the addition of new terminal buildings. This is the method that Heathrow takes. Having to create a whole new building to cater for the needs of the airport is not an ideal method of expansion and is normally the result of a lack of forward thinking. The benefit of doing this is that you are usually able to continue operation as usual in other terminal buildings as usual.

Barajas airport terminal 4 has a linear docking system to its gates and is built in a way that the main building that contains most of the functions of the airport can remain the way it is and gates can be added along the sides of the gate concourse as shown in the diagram above. This is a versatile method of expansion using modular structure to theoretically expand when needed.

Atlanta Airport is currently the largest airport in the world and deals with a huge number of flights. The passengers are all processed in the main terminal building and then go on to linear gate concourses that are spread out in a toaster rack formation. The airports can be expanded by adding more concourses. The main issue with this model is that an expensive underground train needs to be built and maintained to get passengers to the gate.

Some cities have too much air traffic to accommodate it with just a single airport. A method of overcoming this issue is to have satellite airports to reduce the demand on the primary airport. London is an example of this where Gatwick, Stanstead, Luton and London city all act as satellites to Heathrow. These airports, such as the Kuala Lumpur Klia2 airport tend to be LCCT (low cost carrier terminal) facilitating the needs of cheaper airlines.

Schiphol Airport is an example of piers being added onto the main terminal building in order to facilitate more gates. This method is only viable if the site facilitates radial expansion in that way. The disadvantage of this method is that it has a maximum capacity, and in order to instigate this method a lot of fore planning is necessary.

| 05 EVOLUTION How can take off / landing be more efficient?

References [1] The Engineer. (2016). Ground system aims to increase efficiency of aircraft taxiing manoeuvres. [online] Available at: https://www.theengineer. co.uk/ground-system-aims-to-increase-efficiency-of-aircraft-taxiingmanoeuvres/ [Accessed 31 Oct. 2016].

[2] Haskins, P. (2016). Infographic: Why do aircraft hold at Heathrow Airport? - NATS. [online] NATS. Available at: http://nats.aero/blog/2013/06/ infographic-why-do-aircraft-hold-at-heathrow-airport/ [Accessed 2 Nov. 2016].

[3] Pollalis, S. (2012). Infrastructure sustainability and design. New York, NY: Routledge.(pp.132-147)

Allowing a runway to run efficiently will reduce time delays for passengers and airlines as well as unnecessary fuel being burnt either on the runway or circling around the airport in the air. This can result in increased passenger satisfaction, increased airline and airport capital as well as more flights from a single runway, resulting in a lower demand for additional runways that can effect neighbouring properties.

50%

• •

3,000

tonnes of fuel could be saved at one large airport by reducing the average taxi time by one minute •

De-icing agents can be a potential pollutants if they are not disposed properly.

This can either be leached into ground water or can contaminate storm water run-off which can pollute nearby water sources.

Such instances are monitored by the authorities and fines can be levied.

1

6%

of the overall fuel for short haul flights can be burnt during taxiing

2

5m

3

Number of gates: (2) •

Waiting for a gate to become available upon landing.

tonnes of fuel can be wastefully burnt for these short haul flights 4

Travel time: (3)

13kgs fuel / min is burnt by a B737-300 during ground taxiing £50

•

is the average cost of taxiway stop/start for a B737-300

Long distances between runway and gate slows downs the process of take off and landing.

Taxi lanes: (4) •

£200

Lack of dual taxi lanes forms queues on the runway for aircraft to take off.

is the average cost of taxiway stop/start for a B777

Wake turbulence: (5) •

120kg

Poor pattern

De-Icing: (1)

increased airport operation by improving aircraft routine and scheduling

fuel worth £60 could be saved for each B747 that closes down two of the four engines during taxiing [1]

5

Aircraft typology and landing sequence can affect the efficiency of airport runways, resulting in unnecessary fuel being burnt and flights being delayed.

Good pattern

Miles

Order 1st

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 Eight aircraft with 29 miles of cumulative intervals

Ideal pattern

2nd

3rd 4th 5th

6th

7th

Avoids pilot related low speed collisions as drivers have better viability Can still result in tug related collisions that damage the aircraft

Reduces the chances of pilot manoeuvring accidents especially in foggy condition

Temporary power supplied to the aircraft from the gate terminal

Avoid keeping the airplane jet continuously running

8th

Nine aircraft with 29 miles of cumulative intervals

Nine aircraft with 28 miles of cumulative intervals

Reducing the time aircraft run engines while on the runway

Heathrow airport

Key:

Circling aircraft on the outskirts of the airport allows Heathrow to organise each aircraft for landing to allowing for the most efficient landing sequence. This allows Heathrow to manoeuvre more aircraft than airports such as Schiphol and JFK which have six and four runways, receptively, compared to Heathrow’s two runways. [2]

Tug tractors

While once being a common piece of equipment on the runway, tug tractors have Heavy aircraft: fallen out of fashion due to the cost of the B747, B767, B777, vehicle and staff member that operates the A300, A310, etc... machine. Despite this, tug tractors represent an effective alternative to runway mobility and with Medium aircraft: research towards automated tugs the financial B757, B737, A319, concerns may not be as much as an issue. [1] A320, A321, etc...

Research towards automated tug tractors is currently in progress

Avoiding using aircraft power uni

Fairbanks

international

airport,

Bettisworth North Architects “Use Aircraft parked at gates require 400Hz power to operate on-board systems.

Depending on the climate, aircraft also require pre-conditioned air or heat (Alaska). If these systems are not available, the aircraft will run its auxiliary power unit and burn aviation jet fuel at the gate, which contributes to GHG.” [3]

| 05 EVOLUTION Structures used for Airport Terminal Buildings

References [1] Pulkovo Airport Structure [http://www.ramboll.com/~/media/Images/ RUK/Projects/PQR/pulkovo%20airport/ImageViewerPulkovoAirport/Pulkovo-Website-Story-Images-18.jpg] [2] Madrid Barajas Structure [http://www.treehugger.com/sustainable-product-design/richard-rogers-bamboo-for-madrids-airport-extention. html]

The designs and uses of airports are changing due to a number of different factors.

These are some examples of terminal buildings that have each used a different structural system to form the terminal spaces.

TWA Terminal JFK

T2 Charles-de-Gaulle Airport

Denver International Airport

Heathrow Terminal 5

Madrid Barajas Terminal

Pulkovo Airport

The pre cast reinforced concrete structure, provides a fluididy to the design. There are four segments to the roof structure that extend outwards from a central point. The shape of the roof ‘wings’ channels rainwater down to the centrally positioned gulleys.

The eliptical steel frame structure comprises of curved steel elements sat onto concrete block units. The exterior skin of the structure is fitted with a plate glass facade.

The tent like appearance of Denver International airport is defined by the roof structure. The design is constructed from formed fibreglass that gives the appearance of snow covered mountains. The tensile membrane structure is light and can be installed quickly.

The shell of the building, along with all the columns and beams supporting it, is completely separate from the four floors of accommodation it encloses. The internal floors are constructed seperately from the roof and facades to allow for change of use over time.

The continuous wave steel roof structure is suported by 4 columns per bay. Central Columns are supported on reinforced concrete bases. The steel structure is clad on the underside with bamboo panelling. Bamboo was chosen for its sustainable credentials.

The star truss structure is supported from centrally located columns, with primary trusses spanning diagonally between. This improved the vertical and horizontal stiffness of the structure and minimises the obstruction of structural steel to the roof lights.

| 05 EVOLUTION The Changing Spatial Paradigm of Airport Terminals

References [1] Airport Age [https://books.google.co.uk/books?id=ivDDT3nI8NwC&pg=PA255&lpg=PA255&dq=spatial+paradigm+airport&source=bl&ots=SneCtoXjJN&sig=HpL9IiLys_XHwkyXo-kTHJ68FnQ&hl=en&sa=X&redir_ esc=y#v=onepage&q=spatial%20paradigm%20airport&f=false] [2] Fosters & Partners Website [http://www.fosterandpartners.com/news/ archive/2014/09/httpwwwfosterandpartnerscomnewsarchive201409foster-and-partners-to-design-new-international-airport-for-mexico-city/]

Malpensa, Milan

Mexico City

The airport terminal creates a form of ‘identity’ through it’s relationship with landscape. The servicing and lighting is carried within the roofing structure and is not energy efficient. The ‘shed’ system creates a sense of ‘process’ and not enjoyment.

This was designed as a social and economic project for the country. The design provides variation and connects the passenger with the landscape. The modular system is depicted as a pre fabricated structure that can be adapted over time.

(1970) Airport Image

Monumental Scale

The airport was seen as a grand building that required order and stature. The regimental forms of the window and door openings, help to create an iconic building.

Tempelhof, Berlin

Pulkovo Airport, St Petersburg

The terminal design is formed around the idea of becoming an ‘architectural symbol’ to create a sense of prescence within Germany. Lighting within the building is kept the same throughout and way-finding is aided through there being only one enclosed structure. The repetitive order of the structure also creates a sense of ritual.

The focus on sculpture within the roof design, instantly creates a sense of place by referring to the heritage of the city. The roof cladding panels create a continuous soffit that resembles wings in flight. The design also begins to form an ambient identity.

Ambient Identity

Modualr System

Variance

Ambient Difference

The use of an organic form, creates a varied and interesting environment. The daylighting within the space creates ambient difference throughout the journey and the reassures the passenger, keeping them engaged. The enviroment also keeps changing and the project is lit to create areas of light and shadow.

Shed System

Repetitive Order

Symbolic Ambience

Madrid Barajas Terminal

Connection with Lanscape

The phenomena of experiencing airports as a spatial paradigm can be interrogated as a spatial system. Airports are a very interesting building typology. They are no longer repetitive shed systems, they are sophisticated structures that directly infulence and guide the passengers within.

| 05 EVOLUTION How can security be more efficient?

References [1] Aruba Happy flow [http://news.klm.com/aruba-happy-flow-launched-at-aruba-airport] [2] Happy flow [https://www.youtube.com/watch?v=-4ld0zonEEE] [3]Visit Aruba [http://news.visitaruba.com/news/first-100-self-service-passenger-flow-system-unveiled-at-queen-beatrix-international-airport-aruba/] [4] Manchester Evening News [http://www.manchestereveningnews.co.uk/news/greater-manchester-news/hundreds-passengers-queue-manchester-airport-9403294}

As part of improving the time and cost efficiency of an airport building, a major factor to consider is the time it takes to go through security before boarding a flight. It is important to look at existing processes and explore other possible solutions that can potentially improve overall efficiency. As technology improves, this can mean that securIty checks can take place in a much faster, and more efficient way; or they can happen at a different point during the process of boarding an aeroplane.

[Security Screening Process at Manchester Airport].

SURFACE TRANSPORT (train, bus, taxi, van, rental car, or private automobile)

TICKETING & BAGGAGE CHECK

SECURITY

IMMIGRATION & DEPARTURE TAX COLLECTION (on international flights)

SURFACE TRANSPORT (train, bus, taxi, van, rental car, or private automobile)

AIRCRAFT BOARDING

Under a normal scenario, people arrive at the airport using some means of surface transport such as private or rental car, bus, train or taxi or shuttle vans. Upon arrival they undergo a process of ticketing, baggage check and baggage drop-off. Following that, they pass from passport control and security check (which is usually the most time-consuming process).

For international flights, passengers then need to pass from immigration check as well as

paying a departure tax fee. By the time they go through all these steps, there is not enough time for them to relax, shop, eat and use the lounge facilities prior to boarding the aircraft.

By switching the order of when security checks happen, as well as how they happen, we could potentially create a more eficcient process, allowing for a more pleasant traveler experience.

SELF CHECK-IN, PASSPORT CHECK, FACIAL SCAN, EYE SCAN

[Queue for Immigration Control at Manchester Airport].

time = x

Typical existing departure process:

[Self-service biometric touch-points].

Cons :

Queen Beatrix International Airport

- It works

- Time-consuming

new passenger process:

- Passenger-frustrating

- More person-to-person control

- Less time available for lounge - Takes away from the overall passenger experience

AUTOMATED SECURITY CHECKPOINT

AUTOMATED BORDER CONTROL

AUTOMATED AIRCRAFT BOARDING

[Enrollment process].

time < x

Pros : - Lots of jobs for security

AUTOMATED SELF-SERVICE BAGGAGE DROP-OFF

Aruba Happy Flow is an innovative passenger process in which the passenger is only required to show his or her passport once throughout the journey at the airport. The use of facial recognition then allows the passenger to proceed to check-in, drop off baggage, pass the border and board the aircraft, all without being asked to show a passport or boarding

pass again. In order to do this, Aruba Happy Flow combines the public process of border control with the private passenger process at the airport. This is unique in the world and has been designed to streamline the passenger process, making it fast and secure.

[Queen Beatrix International Airport (Aruba)].

Pros :

Cons :

- Streamlines Passenger Flow

- Demise of carry-on luggage

- Show passport only once

- Still a new technology (under trial)

- Less personnel required

- Potentially less airport jobs

- More time gained for lounge

- Potential cost of biometric

- Less frustration for passengers

equipment and software

| 05 EVOLUTION How can security be more efficient?

References [1] The Airport of the future 2025 - Swedavia [https://www.youtube.com/watch?v=0vRCtrk6QjM]

Looking at the linear process of departure, we can try and re-arrange the order of when and where security checks can occur. This will allow a more streamlined and efficient departure process, with more satisfied travellers that have an improved and more pleasant experience.

BAGGAGE DROPOFF

SECURITY

AUTOMATED TICKETING, IMMIGRATION & DEPARTURE TAX COLLECTION

SURFACE TRANSPORT (train, tram, secured shuttle)

LOUNGE, SHOP & EAT

AIRCRAFT BOARDING

BAGGAGE DROPOFF

SURFACE TRANSPORT (train, tram, secured shuttle)

time < x

Departure process variation 1 In this scenario, passengers undergo bag dropoff and security checks before they go to the airport. They travel from a station using a secure surface transport (train or secured shuttle) to the terminal. Upon their arrival, ticketing immagration control and / or departure tax collection happens seemlessly and wirelessly while the passengers enjoy the lounge facilities of the airport. They can then find their way to the gates to board the aircraft, without any

AUTOMATED SECURITY (IDENTIFICATION & BODY SCAN)

AUTOMATED TICKETING, IMMIGRATION & DEPARTURE TAX COLLECTION

time < x

Departure process variation 2 further security or passport checks.

In this scenario, people drop off their luggage before taking a secure train to the airport.

The luggage is tagged and is automatically transferred on the airplane that the passengers will board. Upon arrival at the airport, Scanners and sensors perform security checks seemlessly as the passengers walk towards their departure gate. A quick palm scan identifies them, which replaces the passport check queues. Facial recognition software then

allows them to continue walking without further checks for boarding passes or passports. This quicker process allows people to have more to relax and use facilities in the airport lounge areas. Passengers international flight will be recognised by the software and processed through the system or â&#x20AC;&#x153;brainâ&#x20AC;? of the airport which would then perform immigration checks and/or charge for departure tax accordingly, prior to their boarding on the aircraft.

AIRCRAFT BOARDING