PANDEMIC IMPLICATION ON DESIGN OF AIR TRANSIT HUBS

SCHOOL OF ARCHITECTURE & LANDSCAPE DESIGN SHRI MATA VAISHNO DEVI UNIVERSITY KATRA Session 2020-21

PANDEMIC IMPLICATIONS ON DESIGN OF AN AIR TRANSIT HUBS A Dissertation Submitted In Partial Fulfillment of the Requirements for Award of Degree of BACHELOR OF ARCHITECTURE

By MOHD. IRFAAN KARIM CHISHTY 17BAR015 Guide

Ar. Abhimanyu Sharma

Mohd. Irfaan Karim Chishty

PANDEMIC IMPLICATION ON DESIGN OF AIR TRANSIT HUBS

Bachelor of Architecture Dissertation: 2020-21 School of Architecture and Landscape Design Shri Mata Vaishno Devi University

Entry No.: 17BAR015

Guide : Ar. Abhimanyu Sharma, Assistant Professor, SoALD i

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CERTIFICATE This is hereby certified that this Dissertation entitled PANDEMIC IMPLICATION ON DESIGN OF AIR TRANSIT HUBS, has been submitted by Mohd. Irfaan Karim Chishty, Entry No. 17BAR015 in the partial fulfillment of the requirements for the award of the degree of Bachelor of Architecture, Session2020-21.

Recommended By: Ar. Abhimanyu Sharma

Ar. Satyanshu Kumar

(Dissertation Guide)

(Dissertation Coordinator)

Accepted By: (Head -SoALD)

Jury Members:

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(2)

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DECLARATION This Dissertation, entitled PANDEMIC IMPLICATIONS ON DESIGN OF AIR TRANSIT HUBS is being submitted as partial requirements of B. Arch.

Study during ninth (9th) semester by me for evaluation. The contents in this Dissertation are either my own work or compilation of data / information as gathered from case studies / survey as indicated/referenced and permitted as per rules.

No contents of this Dissertation have been copied from any other dissertation / thesis report in part or full. If at any stage it is found that this is significantly copied from any other resource, the evaluation of this report and accordingly grade award shall automatically stand cancelled.

(Signature of Student) Mohd. Irfaan Karim Chishty Entry No.: 17BAR015 B. Arch., Session: 2020-21 School of Architecture & Landscape Design Shri MataVaishno Devi University

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The originality of this Thesis has been checked using appropriate plagiarism checker / software and following parameters are compiled (tick one).

Plagiarism / Copied Contents: Not more than 10% Originality / Uniqueness: More than 90% (Certificate attached as Annexure-1).

(Signature of Student) Name: Mohd. Irfaan Karim Chishty Date: 8th June, 2021

Counter-signed

(Signature of Guide/Supervisor) Name: Date:

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PREFACE Air travel has described as the defining mode of transportation of twentieth century. No other form of travel compares with the speed, scale and glamour of contemporary air travel. Flight has opened up continents and allowed mass accessibility.

In the process, air travel has altered our experience of place and time, it has broadened our sense of geography and human experience. On the stage of world architecture, the airport holds an important place. The airport terminal is the central building of air transport system. Its architecture reflects the scale, glamour and technological prowess of this fast-growing industry.

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ACKNOWLEDGEMENT The intention behind this dissertation is to spread the knowledge I am bestowed with and hope that it guides and benefits others in innumerous ways.

This would never have been possible without the constant support and prayers of my parents and loved ones to whom I owe everything. Mom and Dad, you are the source of my strength and inspiration. Thank you for being there me through this journey.

I would like to express my sincere gratitude to my Guide Ar. Abhimanyu Sharma for giving me an opportunity to work on this topic.

Our HOD. Ar. Aditya Kumar Singh, for constant support and guidance on this topic.

My External guides, Ar. Charanjeet Singh, Ar. Vineet Khanna, My seniors Ar. Rashi Jain and Yagvinder Kumar Memoria Sir (SPA-D) for continuous support.

Lastly, I also gratefully acknowledge the invaluable discussions with my friends and for their enthusiasm and unflagging effort. I sincerely thank my fellow classmate Soumi Das for constant support and help on this dissertation.

New Delhi, 8th June,2021 Mohd. Irfaan Karim Chishty

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TABLE OF CONTENTS 1. Chapter 1: Synopsis 1.1 Introduction 1.2 Aim 1.3 Objective 1.4 Methodology 1.5 Scope and Limitations 1.5.1 Scope 1.5.2 Limitation

1-3

2. Chapter-2 Literature Study 4-31 2.1 Reality of an airport during pandemic scenario.

2.2 Facilities at an airport 2.3 Types of user availing facility 2.4 Why air transit is necessary?

2.5 Adapting infrastructure and resources 2.6 Flexibility at an airport 2.7 Introducing new technologies 2.8 Need of fifth generation airport 2.9 After pandemic, reviving the future of air transit hubs.

2.10 Eliminating passengers travelling stress 2.11 Air transit hubs as new generation cathedrals 2.12 Components of an airport 2.13 Activities in an airport 2.14 Functioning of an airport 2.15 Layout of terminal building of an airport 2.16 Distribution of an airport 2.16.1 Horizontal Distribution at an airport 2.16.2 Vertical Distribution at an airport 2.17 Determinants of spaces experienced by studying during pandemic scenario 3. Chapter-3 Case study (Architecture Design) 3.1 Case Study: Heathrow International Airport, London 3.2 About the project 3.3 About the construction 3.4 About the site 3.5 Design Concept 3.6 Terminal 5 3.7 Frontal Building 3.8 Interchange plaza 3.9 Control tower 3.10 Terminal and Sub terminal 3.11 Plans 3.12 Analysis 3.13 Inferences 3.14 Case Study-2, Indira Gandhi International Airport, New Delhi

3.15 3.16 3.17 3.18 3.19

About the project About the construction and design Design Concept Components Terminal 3 xi

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3.20 3.21 3.22

Analysis Inferences Comparative analysis

4. Chapter-4: Case Study (Experience) 4.1 Daxing International Airport, Beijing 4.2 Project details 4.3 Purpose for construction 4.4 Design concept 4.5 The Terminal 4.6 Analysis 4.7 Inferences 4.8 Changi International Airport, Singapore 4.9 Project Details 4.10 About the project 4.11 About the site 4.12 The Terminal 4.13 Analysis 4.14 Inferences 4.15 Overall analysis 5. Design Considerations 5.1 Objective and goals 5.2 Demands and Parameter 6. Chapter 6: Conclusions 7. Chapter 7: References 8. Annexures

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Figures “Figure 1- Explains airport usability\ “Figure 2- Graph explains nose dive in air travellers post covid (Source- American News Paper ) “Figure3- (Source- Airports Are Facing a New Reality | Dialogue Blog | Research & Insight | Gensler) Figure3- (Source- What is Queue Management System |Branch Queuing Systems| Aurionpro) Figure4- (Source- Google Images) “Figure5- Explains the component of an airport in an overview.

“Figure 6- In plain explaining typical airport plan ( Source-Airport infrastructure - Airport - Wikipedia) “Figure 7- In plain explaining typical airport plan ( Source-Planning and Design of Airports, Robert Horonjeff, Francis X. McKelvey ,William J. Sproule, Seth B. Young: (Vol. 5 ) New York: McGraw-Hill) “Figure 8- Explains the functions of an airport “Figure 9- Explains the various functional aspects of airport in terms of essential services, traffic handling services and comer services “Figure 10- Explains the two possible variations in layout at an airport “Figure 11- Explains horizontal distribution concept graphically (Source-Planning and Design of Airports, Robert Horonjeff, Francis X. McKelvey, William J. Sproule, Seth B. Young: (Vol. 5 ) New York: McGraw-Hill) “Figure 12- Explains vertical distribution concept graphically (Source-Planning and Design of Airports, Robert Horonjeff, Francis X. McKelvey, William J. Sproule, Seth B. Young: (Vol. 5 ) New York: McGraw-Hill) “Illust. A- Explains the relation between three determinants of space.

Illust. A- Sketched view showing two different components of the airport, above one is from the departure and bottom one is from check-in towards landside.

“Illust. B- Sketched ariel view of activity taking place at the airports” “Illust. D- Sketched elevation view of departure building.”

“Illust. E- Sketched view of check-inn zone.”

“Illust. F- Sketched view of two airports and comparing the three determinants.”

“Figure 13- View of terminal-5 from the airfield (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com)) “Figure 14- View of terminal-5 construction (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com)) “Figure 15- Key plan of London Heathrow Airport (Source- Google images)”

“Figure 16- circulation site plan of London Heathrow Airport (SourceLHR_overview_map.png (1400×958) (airportguide.com)) “Figure 17- Conceptual plan and section of London Heathrow Airport (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com) “Figure 18- Terminal 5 zone plan of London Heathrow Airport (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com) “Figure 19- sketch – inside frontal building i.e., security check-ins and screenings before pandemic and during pandemic “Figure 20- Explaining the levels that exists on Terminal 5-a “Figure 21- pictorial modular representation of a section at Heathrow Airport, Terminal 5-a “Figure 22- graphical representation of arrival at terminal 5-A at Heathrow Airport.

(Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html “Figure 23- graphical representation of departure at terminal 5-A at Heathrow Airport..

(Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html “Figure 24- graphical representation of Gate level at terminal 5-A at Heathrow Airport.

(Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html) “Figure 25- graphical representation of departure at terminal 5-B at Heathrow Airport. .

(Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html “Figure 26- graphical representation of departure at terminal 5-C at Heathrow Airport. .

(Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html “Figure 27- pictorial representation at terminal 3 at IGI Airport, New Delhi. (SourceGoogle images “Figure 28- pictorial representation of key pan -IGI Airport, New Delhi. (Source- Google images “Figure 29- pictorial representation of site plan - IGI Airport, New Delhi. (Source- Google images “Figure 29- pictorial representation of site plan - IGI Airport, New Delhi. (Source- Google images “Figure 30- pictorial representation of conceptual sketch IGI Airport, New Delhi.

“Figure 31- graphical representation of Terminal- 3 IGI Airport, New Delhi. (SourceInternational Conference on Agricultural Statistics Home | ICAS VIII Conference Delhi | ICAS 2019 (icar.gov.in) “Figure 33- Ariel view of Daxing International Airport, Beijing (Source- Inside Beijing Daxing International Airport, China's Massive New Hub | Condé Nast Traveler (cntraveler.com))

“Figure 33a- view of Daxing International Airport, Beijing (Source- Inside Beijing Daxing International Airport, China's Massive New Hub | Condé Nast Traveler (cntraveler.com)) “Figure 34- Top view of Daxing International Airport, Beijing (Source-Google images) “Figure 35- Site Plan of Daxing International Airport, Beijing (Source-Arch daily images) “Figure 36- Level 1 Plan of Daxing International Airport, Beijing (Source-Arch daily images) “Figure 37- Level 2 Plan of Daxing International Airport, Beijing (Source-Arch daily images) “Figure 38- Level 3 Plan of Daxing International Airport, Beijing (Source-Arch daily images) “Figure 39- Level 4 Plan of Daxing International Airport, Beijing (Source-Arch daily images) “Figure 40- Basement level 1 Plan of Daxing International Airport, Beijing (Source-Arch daily images) “Figure 41- Basement level 2 Plan of Daxing International Airport, Beijing (Source-Arch daily images) “Figure 42- View of Changi International Airport, Singapore (Source-Singapore Changi Airport - Visit Singapore Official Site) “Figure 42- View of Changi International Airport, Singapore (Source-Singapore Changi Airport - Visit Singapore Official Site) “Figure 43- Concept sketch of Changi International Airport, Singapore by Moshe Safdie (Source-Singapore Changi Airport - Visit Singapore Official Site) “Figure 44- Ariel of Changi International Airport, Singapore by Moshe Safdie (SourceGallery of Jewel Changi Airport / Safdie Architects - 13 (archdaily.com)) “Figure 45- Actual site plan of Changi International Airport, Singapore by Moshe Safdie (Source-JEWEL CHANGI AIRPORT by ACC Art Books - issue) “Figure 46- Actual site plan of Changi International Airport, Singapore by Moshe Safdie (Source-JEWEL CHANGI AIRPORT by ACC Art Books - issue) “Figure 47- Actual view from landside of Changi International Airport, Singapore by Moshe Safdie (Source-Safdie Architects) “Figure 48- Actual view from retail side connecting bridge of Changi International Airport, Singapore by Moshe Safdie (Source-Safdie Architects) “Figure 49- Plan and section of Jewel building of Changi International Airport, Singapore

by Moshe Safdie (Source-Safdie Architects) “Figure 50- View from ground floor of Jewel building of Changi International Airport, Singapore by Moshe Safdie (Source-Safdie Architects)

B. Arch. DISSERTATION:

CHAPTER 1: SYNOPSIS

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1.1 Introduction In the wake of COVID-19. Possibilities of traveling by air came in sight as means of urgency.

This pandemic is continuously hitting the human population hard, thus resulting in a worsening scenario. Which ultimately resulted in the locking down of the nation. Pandemic left transport hubs with no solution to penetrate the public on various lands. Airport users faced a huge void in this pandemic.

Pandemic COVID-19 could be into a generalized category as “ Rare Event “. Due to this rare event, every transport hub came to halt. Airports these days are not merely just lavish and large structure which provide transport but a hub which is experienced by the user itself.

Airports come up with many different spaces within it, but they're a fact to accept that this huge structure has a different passenger experience on different users.

Transportation/ Travelling in this pandemic created a sort of fear in user minds, which in turn resulted in affecting in passenger experience. The demand for Re-Travel and revive transport hubs are highly required. As not only for passenger experience but for emergency transports as well. This rare event urged a national emergency to be implicated. Moreover, this pandemic has its negative aspects also. Some refugees or workers making their living seven seas across the need to retrace back themselves. But currently, in such a pandemic scenario no one wants to take the risk to get contacted with the disease.

Transport in this pandemic scenario may demand new artificial intelligence facilities. New designed spaces so that down the line if such pandemic/event hits again that may be utilized accordingly. Working on spaces of adaptive nature, that could be merged down the timeline if such event hits back again. Such transit demands not only spaces that are flawless in mobility and hospitality.

This study focuses on how architecture design can ease this challenge, how newly revived air transit could affect the passenger experience, how its layout and arrangement could elaborate the quality of urban transit for any person stuck in such a scenario.

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B. Arch. DISSERTATION:

1.2 AIM: •

To study the passenger experience via air transit hubs during pandemic scenario.

1.3 OBJECTIVES: • • •

To study the effect of pandemic on air transit.

To understand and analyse the importance of architectural spaces which are adaptive during pandemic situation.

To apply the above analysis in framing guidelines for pandemic resilient air transit hubs.

1.4 METHODOLOGY: • • • • • •

Doing the literature case studies Studying and defining the process and functions being served.

Collecting the data in form of drawings, sketches etc.

Interpreting the data and implementing with the aforementioned aim.

Analysis of data Inferences

1.5 SCOPE & LIMITATIONS: 1.5.1 Scope: The scope of the study deals with the passenger experience during pandemic and post- pandemic time.

1.5.2 Limitation: The study is limited to architectural spaces only.

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B. Arch. DISSERTATION:

CHAPTER 2: LITERATURE STUDY

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B. Arch. DISSERTATION:

2.1 Reality of an Airport in pandemic scenario Airports these days are facing new challenges as lockdown continues. A scenario in Pandemic made every individual's GDP nose-dived. The airport is none other than fast transport one could have. Completely halting down the air hub resulted in an unrecoverable situation to prevail help. In case of such resilient times, it is necessary to revive air hubs as it is an urgent need to import and export emergency goods, and well as people stuck. A complex which particularly houses of facilities and provisions to conduct all the processes involved in air travel is fulfilled by an airport. Thus is such times airport could be proved a large complex which could provide us much efficient functioning of goods and ones experience could also be improved.

Airports are huge complex which establishes an inter-relation between the global community, thus such large complex demands a different type of parameters to be improved according to the current situation to achieve efficient functioning, and spaces are to be deliberately designed in a very authentic and functionally flawless way.

This deals with the study of an airport, particularly the terminal buildings, and also the analysis of passenger experience in a pandemic scenario can enhance the airport’s new era, to provide resilience free transit.

2.2 Facilities at an airport The second decade of the 20th century demands technology and digitization as its priority.

These huge complexes play a huge role in improving the transit connections between their lands but also is an urban structure at a city level, which also represents the imageability of the city.

As the challenging time requires advancement in technology and insurance for safety.

Some measures are being taken at airports called covid protocols or safety protocols. As these are mandatory protocols to be followed in the current scenario. Along with such services to ensure a safe fly one desires luxury traveling with a more elevated travel experience, hospitality, retail, and food outlets. These travel leisure’s are made sure for resilient free transit for the passenger as a priority and then for workers, staffs, health care workers, and another official who belongs to this massive structure. Every time passenger perspective is kept in mind for an efficient and resistance-free transit. Facilities provided are okay for emergency implicated situations but now new generation airports are being designed in such a way so that there could be room for handling such rare events.

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B. Arch. DISSERTATION:

2.3 Types of users availing facility: Elaborated in the above sections explains the complexity in air transit hubs during the pandemic scenario. As user varies from different aspects. We can mostly find that the user moreover belongs to the emergency use group. Who indeed this facility during such scenario. They Might include cargo carriers staff, health care workers, doctors, teachers, students, and many other people who might be stuck in such situations.

This data of emergency users doesn't end here we may find that users availing of such facility may increase more. We too have to take care of Airport port staff, Defense, Ground force, Engineers, Architects, etc.

Such facility of the airport could be moreover pondered upon that in future use if such users increases in an ongoing pandemic, then somewhere or somehow the newly designed system will be a total failure. Thus while designing a complex terminal, some aspects shall be considered in terms of desires and planning so that such predicted failure could be reduced to a certain level and which in turn might be beneficial.

Passenger

Airport Hospitality

Airline operators

AIR TRANSIT

Commerci al activists

Visitors

Airport staff Defense staff

Security

“Figure 1- Explains airport usability”

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B. Arch. DISSERTATION:

2.4 WHY AIR TRANSIT IS NECESSARY? Air travel is vital in the present situation. The transport will have a basic part in getting economies rolling again while checking the spread of COVID-19. (Pandemic/Rare Event), the most effortless approach to guarantee business congruity and control the pandemic is to support working from home. In any case, not every person can telecommute. Numerous individuals need to leave their home to create pay. What's more, the arrangement of items and administrations stays reliant upon laborers getting to their positions.

A significant number of the individuals who should keep travelling depend on urban transit hubs, which are particularly situated to bring enormous volumes of travelers through occupied metropolitan territories. In any event, during a pandemic, public Urban transit stays the foundation of manageable versatility and crucial for financial recuperation.

Declines on the way request are likewise inconsistent across gatherings of people, since numerous data, administrative, tech, and information laborers can telecommute while individuals with occupations that interest actual presence need to make a trip to work. The remaining passengers are likely travel subordinate riders who require public travel for versatility and availability to occupations, medical care, and administrations. Since just basic organizations and administrations were open during this period, these reliant passengers are likewise likely performing vital exercises for themselves and society, featuring the idea of public travel as a basic help. These reliant passengers going to perform fundamental positions may likewise have an alternate hourly interest profile than the interest profile experienced by travel

“Figure 2- Graph explains nose dive in air travellers post covid (Source- American News Paper )”

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B. Arch. DISSERTATION:

2.5 Adapting infrastructure and resources If urban communities are to diminish traveler thickness on open vehicle vehicles, they need to keep up incessant assistance, which requires unsurprising paces and traffic conditions. Simple to say yet testing to execute—particularly in agricultural nations, where inhabitants own less vehicles, be that as it may, oddly, will in general experience higher clog levels. The arrangement: "spring up transport paths" or transport need paths – carried out obviously with legitimate street wellbeing contemplations.

In any case, notwithstanding the best endeavors of experts across the area, there is no rejecting that the COVID-19 emergency has managed a gigantic hit to public vehicle. Request decays practically for the time being, prompting impressive monetary pain for formal and casual public vehicle administrators. The issue is convoluted. If governments offer appropriations, they should set legitimate motivators to keep away from administration decreases and get administrators resolved to long haul enhancements.

2.6 Flexibility at an airport Air terminal plan oversee vulnerability and guarantee security when the danger we are confronting is "worldwide and undetectable," and straightforwardly identified with our hyperconnected lifestyle. Disease be kept away from in spaces/structures that "move" a lot of individuals. The arrangement lies in "adaptability," or expanding an air terminal's area to incorporate and carry out the new noticeable and imperceptible security activities while guaranteeing social separating and cleaning.

Space will be critical.

“Figure3- (Source- Airports Are Facing a New Reality | Dialogue Blog | Research & Insight | Gensler)”

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B. Arch. DISSERTATION:

The air terminal of things to come is being planned at this point. What we envisioned as a chance is currently a basic in this new reality. Innovation will presumably assume a fundamental part – be that as it may, it will have results in various zones, to be specific security.

2.7 Introducing new technologies To decrease actual contact and keep away from assemblage, certain cycles that, as of not long ago, happened inside the air terminal, will before long be finished ahead of time. With versatile applications, explorers will want to do their registration at home, in the lodging or while in transit to the air terminal… And gear will have an electronic naming framework which will be sans paper.

Temperature control tests will be conducted at air terminal doors or in the stopping zones, which will transform into enlistment and client assistance regions. This will enter another control measure preceding air terminal passage.

Electronic distinguishing proof and sterile "visas" will be electronically perused without travelers scavenging through sacks and pockets. Man-made brainpower and enormous information will permit security controls to be outfitted with facial acknowledgment and electronic identification screening. Once more, this facility will be finished preceding traveler section into the terminal.

Figure3- (Source- What is Queue Management System |Branch Queuing Systems| Aurionpro)

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B. Arch. DISSERTATION:

Materials will change, as well. Furniture, wayfinding and other contact-weighty components of the space, think - lift catches, entryway handles, railings, and so forth, will be updated and improved to adjust to the new "contactless" reality. The spaces will likewise request severe, durable cleaning controls, and routine should increment, killing microorganism assortment on different surfaces. These practices will become lasting clean conventions.

2.8 Need of fifth generation airports.

Around at regular intervals, another age of air terminal foundation shows up. The fifth era, should get through, driven by current, general wellbeing, conditions and mechanical development. Presently is the second to hit with protected, smooth and productive ideas. Notwithstanding, there is no characterized plan for planning an air terminal – no mathematical condition that addresses every one of the factors of this incredible test, which incorporates dealing with a pandemic. An air transit hub frequently advises a voyager's first and last impression of a city, locale or even a country. It should change its local area. It should accommodate a positive and essential involvement with an office that is, in the awesome occasions, occupied, swarmed and unpleasant.

Air terminals think about the thing is going on the planet and, truth be told, they show our most prominent difficulties. From accommodating availability, to securing against psychological warfare and reacting to environmental change, air terminals should answer society's changing requests progressively. Presently, during a pandemic, engineering and configuration should do considerably more: They should adjust the sensation of opportunity of development with the dread of vulnerability. They should likewise add to the endurance of an essential industry that produces movement, riches and social trade.

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B. Arch. DISSERTATION:

2.9 After pandemic, reviving the future of air transit hubs The current circumstance could significantly affect how urban communities approach their air transit strategy, even once the infection dies down. The actions depicted in this study may have been taken hurriedly despite a worldwide general wellbeing crisis. Regardless, these actions as of now challenge some profoundly established pre assumptions about metropolitan vehicle. Think about the space that private vehicles are probably qualified for in contrast with mass travel. Something as basic as a level up transport path allows us to imagine what a travel agreeable city could resemble: a greener, more comprehensive spot where the street has a place for urban community.

Figure4- (Source- Google Images)

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B. Arch. DISSERTATION:

2.10 Eliminating passengers traveling stress In the wake of COVID-19, we will see the introduction of innovations. In any case, we will likewise perceive how design progressively uses common light and ventilation.

The two materials and other "analogic" strategies will instinctively help a client's direction and wayfinding inside the terminal. They will likewise yield a decrease in energy utilization and "adapt" these spaces. A tranquil encounter will be essential in a space where both noticeable and undetectable controls ensure security. This comes as the fifth-age air terminal discretely distinguishes, confirms and gathers clients' advanced data to keep up general wellbeing norms and maintain security measures.

We must, again, arrange for flexibility, an idea that sounds straightforward however is way a lot of complicated to implement.

2.11 Air transit hubs as new generation cathedral Air transit hubs are the church building of the 21st century. We as a whole "occupy" them somehow, and they produce connections – with areas and individuals. In the best of times, a huge number of individuals venture into air terminals consistently.

They are fundamental monetary motors, just as the biggest focuses of availability.

Actually, like the air terminals' host urban communities, we endeavor to associate individuals. This is the reason, as an industry, we need to work rapidly, productively and in an organized method to guarantee air travel serenely outlasts COVID-19.

Honestly, a supportable air terminal of things to come will be protected, unmistakable, clever, comfortable, smooth, dynamic, and ground breaking. In any case, most importantly, it will be adaptable to oblige quickly developing difficulties, regardless of how troublesome they are.

Maybe above all, following this pandemic, we will figure out how to fabricate a more secure future. As intrinsically friendly creatures, this will assist us with creating and survive. People have consistently had a need to travel, investigate and find – and afterward to get back securely to those we love. Our obligation, as planners, is to make the excursion critical, notable, and protected, whatever the situation might be.

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B. Arch. DISSERTATION:

2.12 Components of an Airports

Airfields

Terminal

Passenger gathering

“Figure5- Explains the component of an airport in an overview.”

An air terminal has two significant segments; a runway and air terminal. A common path is made out of a runway for departures and arrivals just as two (or one) equal maneuvering paths (runway). Runways are marked by the heading (adjusted attractive azimuth in decimal) they are confronting Associating paths between the runway and the taxi paths for the most part have a point allowing the fast exit from the runway for planes that have quite recently landed. Today runway plans give two of three leaving alternatives for landing relying upon the plane's size. A little airplane will take less distance to slow down than a huge airplane and has hence the chance to rapidly leave the runway, liberating important departure or landing openings.

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B. Arch. DISSERTATION:

Basically airport could be understood that people who are likely to travel mobilizes as they gathers to a public building, followed by security check then towards airfields for their respective take-offs.

“Figure 6- In plain explaining typical airport plan ( Source-Airport infrastructure - Airport - Wikipedia)”

The division of air terminals in the previously mentioned classifications are only an overall isolation of the parts of an air terminal at the degree of expert arranging.

Nonetheless, in the event that we really expound, we can additionally partition these very segments into different sub-classifications. On the off chance that we take an illustration of the terminal structure, different spaces serving various capacities are needed to be planned to direct smooth progression of traveler as far as flow and different exercises. The definite exercises and working of an air terminal are examined in the further segments. The landside and the airside of the air terminal can likewise be separated into sub-classes. The landside especially is subject to the variables liable for giving the admittance to the terminal structure. In like manner, the airside is subject to the tasks of an airplane and other related exercises. The nitty gritty investigation of the elements influencing the landside and the airside and their working is past the extent of this examination however an overall outline of these segments is clarified with the assistance of the figure portrayed underneath.

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“Figure 7- In plain explaining typical airport plan ( Source-Planning and Design of Airports, Robert Horonjeff, Francis X. McKelvey ,William J. Sproule, Seth B. Young: (Vol. 5 ) New York: McGraw-Hill)”

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2.13 Activities in an airport Since air terminals have developed themselves as a design catering to the different movement of travel, some other optional exercises also have advanced to give an agreeable and consistent excursion to the traveler.

Hence, the exercises inside an air terminal can be arranged in 2 more extensive areas in particular fundamental/important exercises and optional exercises. The fundamental/important exercises incorporate each one of those exercises which are needed to be finished by every one of the travelers going to a specific spot as a piece of the cycle, to get the excursion underway. These exercises incorporate showing up at the air terminal, checking in, security check, customs, and movement), and boarding. As the name recommends, optional exercises incorporate each one of those exercises which are not mandatory to the traveler and should be possible according to his/her own will. The optional exercises rely on the watchfulness of the individual travelling.

Various air terminals may have a diverse design to build out these exercises. It isn't feasible for every one of the air terminals to follow a similar arrangement of rules to cater to these exercises.

Like in certain air terminals the territory committed to customs and migration may or probably won't be planned before the security check region. Even though, it is uncommon to discover varieties in the situating of explicit territories in the event of these compulsory exercises yet huge varieties can be found in the working of optional exercises.

Like in some domestic terminals we would just track down the absolute minimum of the previously mentioned optional exercises however in some a-list air terminals like the Changi International Airport of Singapore we track down a compositional wonder as a 40m high inner cascade improved by the Shiseido backwoods valley, which is one of its sort in this portion.

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2.14 Functioning of an airport

Essential operational service

Traffic handling services

Functions of an airport

Commercial activities

“Figure 8- Explains the functions of an airport”

The airport essentially works as a transit provider and its functions vary as per its size.

However, looking at the various functions of an airport we can broadly group them in three categories namely essential operational services, traffic handlining services and commercial activities.

Departure of passengers: Arriving airport

Check in

Security check

Custom/im migrations

Waiting Area

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De-board

Bag Collect

Health check

Leaving the airport

“Figure 9- Explains the various functional aspects of airport in terms of essential services, traffic handling services and comer services”

Essential services incorporate sustaining of runways, terminals, hangers, structures, airport regulation frameworks, broadcast communications, security, fire, and rescue vehicle administrations. Various nations have various standards in offering these types of assistance relying upon the idea of government command over the air terminal power. In India, till now every one of these offices is given and constrained by the public authority through different organizations.

Traffic handling administrations incorporate the arrangement of stacking and unloading baggages, conveyance of luggage through conveyer belt at the arrival lobby, preparing of travelers, and offering required types of assistance to the travelers. Here likewise contrast exists among air terminals in various nations. For instance, in numerous European nations, these administrations are given via aircraft or uncommon taking care of specialists. In India, these administrations are given by airport ground force staff.

Commercial exercises incorporate shops, obligation-free shops, eateries, bars, vehicle recruit corners, workplaces of travel services and carriers, traveler data focus, unfamiliar monetary trade.

2.15 Layout of terminal building of an airport

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The terminal building of an airport act as buffer between the landside (departing section of an airport) and Airfield (from the aircrafts take-off). Obviously this the most essential component of an airport. This building comprises of almost most of the activity of an airport.

Considering about restrictions there is no as such restrictions for the passengers accessing landside of an airport but here is certainly some sort of strict restriction on airfield side of the terminal building, which due to security issues as only selected staff are allowed to perform operations on airfield.

The designing of an airport terminal depends various factors. The possible identified factors are listed as under (Mumayiz,1989) “Size and nature of gathering” “Number of airlines accessing the terminal” “Processing methods employed and regulations imposed” “Traffic typology and flight categories at the airport” “Physical site and access modes “ “Nature of financing”

Corresponding to the factors referred above, the terminal building ought to likewise contemplate the exercises that the terminal structure is required to cater. The itemized cycles and exercises have effectively been talked about in the past areas.

Notwithstanding, the plan of the air terminal ought not be inflexible fairly planned so that it cooks the requests in an adaptable way. The significant misfortune in the adaptability basis is that of the force of the turn of events. The formative stage burnsthrough a lot of time (say 5-10 years) in the interim which the interest just as different elements increment/rise, along these lines representing a significant issue in reality.

The essential ideas of planning and designing of an air terminal revolves around whether the functioning of an air terminal is to be kept centralised or a decentralized. The centralized arrangement includes the utilization of a core around which every one of the exercises and the cycles are involved. Then again, the decentralized arrangement includes the utilization of core at various pieces of the terminal building. These days, the idea of combining the centralized and decentralized arrangements is practically functioning as it offers more prominent adaptability to cater the expansion in demand.

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Centralized core

Air terminal

Decentralized core

“Figure 10- Explains the two possible variations in layout at an airport”

2.16 Distributions at an airport 2.16.1

Horizontal distribution at an air terminal

Pier or Finger concept “The pier concept has an interface with airplanes along piers reaching out from the air terminal territory. Aircraft are generally parked around the hub of the pier in parallel or nose-in parking. Every pier has a series of aircraft's parking on the two sides, with a traveler concourse along with the hub which serves as the departure lounge and circulation space for both enplaning and deplaning travelers. This idea for the most part takes into account the development of the pier to give extra airplane parking positions without the extension of the passenger hub and luggage preparing office. Allowance to the terminal region is at the base of the connector or the pier. If anyhow by chance that at least two piers are occupied, the dispersing between the two piers should accommodate the moving of airplane on a couple of cover taxi lane.”

Advantages: able to extend in increasing steps as aircraft requirement and traveller demands.

Disadvantages: huge walking distance from lobby to aircraft.

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Satellite Concept “The satellite concept comprises a structure, encircled via airplane, which is isolated from the air terminal and is generally reached at utilizing a surface, underground, or over the ground connector. The airplane is regularly parked in radial or in parallel ways around the satellite. It frequently permits basic mobilization and flawless taxi navigating for aircraft yet requires more cover region than different ideas. It can have common or separate flight lounges. Since enplaning and deplaning from the airplane is refined from a typical and frequently far-off region, mechanical frameworks might be utilized to ship travelers and stuff between the terminal and satellite.”

Advantages: adapts common departures, provides ease for aircraft mobilization.

Disadvantages: no excess room for expansion if aircraft authority and passenger need demands.

Linear or Gate Arrival “The linear terminal comprises a typical waiting and checking area with exits prompting the aircraft parking cover. It is versatile to air terminals with low carrier action which will for the most part have a cover giving close-in stopping to three to six business traveler airplanes. The design of the air terminal should consider the chance of pier, satellite, or linear increments for a terminal extension. In the entryway gates appearances or front-facing idea, airplanes are stopped along with the substance of the terminal structure. Concourses associate the different air terminal capacities with the aircraft gate positions. This idea offers simple entry and generally easy distances if travelers are conveyed to a point close to entryway flight by vehicular dissemination frameworks. An extension might be refined by the linear expansion of an existing terminal or by creating at least two terminal units with connectors.”

Advantages: easy access from entryway to departure gates Disadvantages: not easily accessible room for common facilities.

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Transporter or open Apron “Aircraft’s servicing capacities in the transporter concept are distantly situated from the terminal. The connect with the terminal is given by vehicular transport to enplaning and deplaning travelers. The qualities of the transporter idea remember adaptability for giving extra airplane parking positions to accomodate expansions in timetables or aircrafts size, the capacity to move an airplane all through a stopping position under its power, the separation of aircrafts overhauling activites from the terminal, and diminished walking distances for the traveler.”

“Figure 11- Explains horizontal distribution concept graphically (Source-Planning and Design of Airports, Robert Horonjeff, Francis X. McKelvey, William J. Sproule, Seth B. Young: (Vol. 5 ) New York: McGraw-Hill)”

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2.16.2

Vertical distribution at an air terminal

“The fundamentals for circulating the essential processing exercises in a traveler terminal among a few levels is mostly to isolate the arrivals showing up and departing travelers. The choice regarding the quantity of levels a terminal office ought to have relies basically upon the rate of travelers and the accessibility of land for future development in the quick area. It might likewise be affected by the kind of traffic, for instance, Domestic, international, or commuter travelers being prepared, by the air terminal's master plan.”

“Figure 12- Explains vertical distribution concept graphically (Source-Planning and Design of Airports, Robert Horonjeff, Francis X. McKelvey, William J. Sproule, Seth B. Young: (Vol. 5 ) New York: McGraw-Hill)”

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“With a single-level system, all handling of travelers and luggage process at the level of the cover. The partition among arrivals and departing traveler movement is accomplished horizontally. Conveniences and functions may happen on a subsequent level. With this single level, steps are regularly used to board travelers onto aircraft. This single level is very prudent and is appropriate for general passengers at low traveler rates.”

“A two-level traveler terminal system might be planned in various manners. the two levels are utilized to isolate the traveler processing region and the luggage claim happens on the upper level. Along these lines, preparing exercises including baggage claim to happen on the upper level, while aircraft tasks and staff taking care of activities by ground force happen at the lower cover level. The benefit of raising the traveler taking care of level is that it gets viable with airplane doorsill heights, permitting an advantageous interface with the aircraft. Vehicular access happens on the upper level to work with the interface with the handling system.”

“Another explanation of the two-level system isolates the showing up and leaving passenger streams. For this situation, departing travelers preparing activities to happen on the upper level, and showing up traveler leaving the terminal including baggage claims happens at the cover level. Aircraft operations and baggage claim additionally happen at the lower level. Vehicular access and stopping happen at the two levels, one for arrivals and one for departures, and parking can be surface or underlying.”

“Varieties in these essential plans may happen when traffic volumes or the sort of traffic so require. For instance, for passengers who are flying abroad, a third level might be required for international traveling passengers. Likewise, globally air terminals where the Intra air terminal transportation system performs. An exceptional level might be expected to accommodate these systems. the part is achieved by giving parking over the preparing facility”.

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2.17 Determinants experienced by studying airport during pandemic scenario While deeply studying and analysing space by personally traveling during pandemic times, I concluded and limited the study to three determinants of spaces. They are Vulnerable spaces, Resilient Spaces, and Adaptive spaces. All the case studies will be analysed on the aspects of these three determinants of space taking the study of base as pre-pandemic scenario, during the pandemic scenario, and postpandemic scenario.

Now to understand these three determinants of spaces namely Vulnerable space, Resilient space, and Adaptive space. One major point could be concluded that all these three determinants of space are inter-relatable to each other to some extent.

As further we will discuss these three of them through sketches but before that, we need to know the basics of Vulnerable, resilient, and adapt.

Adaptive Spaces

Vulnerable Spaces

Resilient Space

“Illust. A- Explains the relation between three determinants of space.”

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From above Illust A. its is clear that these three of them are inter related to each other to some extent those some extents.

“Vulnerable: exposed to the possibility of being attacked or harmed, either physically or emotionally.”

"We were in a vulnerable position"

“Adaptive: make (something) suitable for a new use or purpose; modify.”

"Hospitals have had to be adapted for modern medical practice"

“Resilient: able to withstand or recover quickly from difficult conditions.”

"Babies are generally far more resilient than new parents realize"

Illust. A- Sketched view showing two different components of the airport, above one is from the departure and bottom one is from check-in towards landside.

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To understand the vulnerable experience among the passengers, we must learn when the experience was not vulnerable. Overall, from the four case studies discussed below, we will learn that airports were designed only for a purpose to travel not including that if any rare evet hits again, which might end up in shutting down of airports.

The pre-coronavirus situation at the airport was like there was no resistance from the passenger side towards the airport, People would love to accommodate as well as to adapt the space within the airport. But now since the pandemic has hit again there is a drastic downfall in passengers. Airports were generally referred to as luxuries public open space, pre-pandemic but now airports turned up into ghost towns, with very little footfall. Imagine a building designed for 100 million passengers annually, but due to this unfavourable event, not even half a million are turning up eventually.

These ghost towns make the remaining sacred population experience resistance or resistance from the space, as the situation is vulnerable passenger have fear to more likely get contracted with the virus. Therefore, during such a time where a passenger’s experience is a concern for community and humanity and other aspects, etc. Passengers tend to accommodate the space in such a situation, rather than adapting a space. The basic or the common difference between accommodating space and adapting a space is, we can accommodate even into a small vehicle for a living but we cannot adapt that, we only adapt spaces where we are stable and where we grow.

Illust. A show the same pre-pandemic situation of airports, upper sketch belongs to the departure section where all gates are present for the departing passengers while below is the image for the check-inn lobby where passengers are denoted in red mark and could be easily noted that there is no sort of vulnerable, resilient experience among the passengers.

“Illust. B- Sketched ariel view of activity taking place at the airports”

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From Illust B, we can figure the activity taking place in most mid of the airport which comprises of all retail and lounges and eateries, etc. In such a pre-pandemic scenario there was no such resistance and vulnerable experience from the passenger's side, neither from the authority side.

“Illust. C- Sketched perspective view of departure building.”

From the view itself it could be inferred that a huge space with a large heighted ceiling is picturized with sitting area on its either way and circulation being in the centre.

“Illust. D- Sketched elevation view of departure building.”

When we approach such type of scenario, during vulnerable times, it creates a state of resistance, and it adds on when I saw passengers themselves avoiding to sit at departure gates. Instead of sitting and enjoying the airfield of the airport. They are finding other spaces to accommodate for a safer experience.

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Passengers instead of adapting the space are accommodating the space. When leads to resistance towards any space and automatically ends up in not adapting it.

It urges passengers to vulnerable experience which further leads to disorganizing decentralization concept.

“Illust. E- Sketched view of check-inn zone.”

From the sketch given above, we can find that check-in area pre-pandemic times had too much de-centralization of passengers but during a pandemic, this decentralization created a vulnerable experience among the passengers.

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“Illust. F- Sketched view of two airports and comparing the three determinants.”

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From (Illust F.) above.

I have compared two situations of two almost same zone of two different airports.

Both the situation given in the above sketch is based and analysed on ghost town concept at an airport.

As discussed previously that during pandemic airports are turned up into ghost town where minimum to minimum expected population is accessing it. In the above example the sketch which is at top represents two men walking down the terminal gates to board their flights. Where there is only artificial lighting and large heighted ceiling. It could be inferred that the particular space is accommodatable but not adaptable, because a human scale is missing in that space. So automatically there is a resistance created for such a ghost town.

Now coming down to the sketch at bottom, we can say that due to presence of human scale in such a space there is something which a human can relate to, Resultant to that will be it will make the space quite like in adaptable situation. We all can notice that a change in a space is determinant but a transformation in a space might carry towards adaptability.

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CHAPTER 3: CASE STUDY (ARCHITECTURAL DESIGN)

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3.1

Case Study-1: Terminal 5, Heathrow Airport, London

“Figure 13- View of terminal-5 from the airfield (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com))”

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3.2 About the project The winning firm got the opportunity to design the Heathrow terminal 5, which complete around by March 2008, and the inauguration ceremony by Queen Elizabeth ll.

This new terminal demanded a lot of required a lot of requirements regarding a gradual increase in passenger annually. As London is the heart of the UK so one can find the UK as one of the world's producing metro politician cities.

“The demand mainly required departure and arrivals areas, check-in desks, commercial space, retail, offices, passenger lounges, back-up, and other facilities are all contained within freestanding steel-framed building inside the huge structure and can be revamped and reconfigured as future needs change. This will work as a block and drawer model in which one can easily assemble stuff according to their needs. This terminal is sheltered by a huge curved floating roof which is supported by thin columns on the periphery of the building line of this terminal.”

3.3 About the construction They finally ended up constructing two buildings in the end. Everything was constructed or assembled on-site, before hand some were made to go through in hit and trial in the factory itself before implication site.

“Figure 14- View of terminal-5 construction (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com))”

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3.4 About the site Key Plan

“Figure 15- Key plan of London Heathrow Airport (Source- Google images)”

Site Plan

“Figure 16- circulation site plan of London Heathrow Airport (Source-LHR_overview_map.png (1400×958) (airportguide.com))”

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3.5 Design Concept: Every passenger entering into the building through a common entrance, irrespective of travel made. The concept of getting every passenger together is because this does create a “ Social Divide” among the travelers. As the whole air wing was designed as a block and drawer model keeping in mind, as requirement said because the UK government wanted this air wing to be more flexible in space in terms of revamping it down and assembly up with another configuration as required according to the situation.

The landscaping concept was to design green spaces around the building which resemble Colone valley, the area in which the site sits. Considering some sustainable design features to cut down sunlight from some area so as prevent heat gain and increase light well for the terminal building, else the site being in a cold region most of are spaces at the airport are well lighted up by sunlight because abuilding cannot breather properly until or unless it is well heated enough so as draft away all the contaminated air from the air wing.

The terminal is designed in such a way so that if a passenger approaches the structure he is exposed to the panoramic view of the surrounding and building itself, due to its large span. This feature was considered by the architect because so that in a vulnerable situation, the passenger should not negotiate the airport structure and its spaces but rather stay in a complex for shelter and much resilient free environment.

This air terminal falls under the example of space within a space where internally such spaces are provided which provides the user a resilient free environment, So that he/she might be less convictable to the virus. The glazed view transparently permeable from the departure section of the airport gives a serene view of take-off and touchdown, through which the user doesn’t negotiate the vulnerable condition inside the terminal.

The architect provided many levels on this terminal design so that social interaction could be maintained by practicing social distancing in such emergency times, so a mezzanine level stuck between two floors does the job very well. Its elongated side of the terminal gives it a very bold look and resembles that it stands strong and functioning in the pandemic scenario too.

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“Figure 17- Conceptual plan and section of London Heathrow Airport (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com)"

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3.6 Terminal 5:

“Figure 18- Terminal 5 zone plan of London Heathrow Airport (Source-Terminal 5, Heathrow Airport • Projects • Rogers Stirk Harbour + Partners (rsh-p.com)”

Terminal 5 consists of the following buildings: • • • • • •

The front building The interchange station (for various transports reaching in e.g., bus, train, etc) Control tower (Air traffic Control) Terminal 5-a Terminal 5-b Terminal 5-c

Each of these respective terminals is connected with walkways at the underground level so as provide better mobilization of passengers during peak hours especially.

Although these terminals are interconnected with the tube as well so that passengers coming from far places may reach directly to their respective terminal.

Detail could be inferred from is that each air terminal should be connected with some type of transport so as to reduce the chance to get convicted by the virus.

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3.7 Frontal building: The frontal building of this terminal defines the imageability of this area, as being one of the busiest airports in the whole world we can conclude that here from this terminal many passengers pass by estimating the minimum footfall to be around 5 million passengers annually.

This building consists of bus stations, a taxi park, and multi-level parking within itself for a short span of time mostly for the visitor or up and down passengers as well, and a drop off zone as well for the passengers who are being dropped by their relatives or friends, etc. Technically this space at the airport is connected with the walkways and roads as well.

Now the important thing we have discussed in this study is that is this space falls into the category of Vulnerable space, resilient space, and adaptive space, or maybe its scale might be responsible from the passenger perspective to make it fall into the respective categories.

Terminal 5 has a very high footfall, so in order to reduce the passengers being contracted from each other the airport authority for the Heathrow airport terminal 5 made more temporary entrance leading to the entrance hall with security and screening.

“Figure 19- sketch – inside frontal building i.e., security check-ins and screenings before pandemic and during pandemic”

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The sketch present above is a scenario of pre-pandemic and during the pandemic of Heathrow airport terminal 5, London. Before pandemic areas dedicated to gathering for passenger for security check and screening were merely for elevating passenger experience during transit, but now during a pandemic, the authority decentralized the public smartly by turning off access from an area which could be accessed later on when his pandemic when being over or normalized. The airport authority of Heathrow Airport installed temporary other gates for entrances so as to ensure social distancing as per covid protocols to be followed. But when we look deeply into this matter one can conclude that by taking such a step space may become less resilient in compassion to entry from defined gates and visitor access within the airport.

Now it had not the Airport Authority of Heathrow Airport have not initiated the step there might be a case that the pouring in passengers from limited entry might have perceived the space vulnerable, as due to pandemic only there is a decrease in 40 % of passengers transit since pandemic has hit hard. So, such a type of design ideology must be considered because such measures or ideology might result in a space which more resilient and more vulnerable, and less adaptive.

Thus, the scale of the building also comes into play when we observe high height ceilings. Huge glazed windows have an impact on a human scale as mobility from the landside to the terminal involves passing through different height lobbies.

3.8 Interchange Plaza The Interchange Plaza is between the frontal building from the landside and the terminal building towards the airside. The main function of this plaza is to provide a connection to the terminal building for better mobility and movement. Interchange plaza is designed in such a way that one part is designed, a landscaped environment which includes old London trees and another courtyard consist of the dancing water fountain. All these design parameters are basically for elevating passenger’s mood and experience within the building.

The Inter Plaza also serves as a connection with the train which hub is below the floor of access of interchange plaza. Interchange plaza got its elevators, escalators, and stairs to reach level” -2” for the users approaching the terminal via train.

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3.9 Control Tower (new) The new control tower for Terminal 5 Heathrow Airport was designed by Renzo Piano, the basic function of this ATC tower is to give signals to aircraft and they interact according to with them for taking off, landings, and sometimes maybe in case of emergency. The height of this tower is about 87 m and is in proportion to London’s Nelson column.

3.10 Terminals & Sub Terminals (Satellite terminal) The core Terminal 5 of Heathrow airport consists of 3 terminal buildings for flight departure and arrivals. It was constructed for some reasons that are discussed above during the time of description of Heathrow Airport.

Terminal 5-a is the main complex connected with the frontal building and interchange plaza directly on the interface. The activity that this air wing consists of are check-ins, departures, arrivals, and baggage claims. For commercial activities, it comprises eateries and some retail stores/shops. This building has different levels within it from the ground (access to the lounges) it consists of four levels and below to the walkways that interconnect the terminal with the other satellite terminal of same Terminal 5 have “ -4 “levels.

Level 4

Galleries, club and lounge

Level 3

Upper departures

Level 2

Departures (gate level)

Level 1

Arrivals

Level 0

Arrivals, busses and taxis

Level -1

Escalators

Level-2

Trains and underground

Level-4

Walkways to B & C

“Figure 20- Explaining the levels that exists on Terminal 5-a”

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“Figure 21- pictorial modular representation of a section at Heathrow Airport, Terminal 5-a”

3.11 Plans of individual level The main motive of this case study is to study its mobilization of passengers and decentralization of the passenger during the pandemic scenario. One of the design features of its plans are though whole building being wide in form, most of the planning is done in rectangular form, which in some part of plans gives the passenger a visual experience of space within a space inside the building thus, making the space less resilient and much better-secured place to live in and stay.

During a pandemic scenario, one might have noticed a downfall of activities at the airport no unnecessary which resulted in less informal activity in the air terminal.

Lesser the unnecessary movement is on an airport; the less vulnerable space will be.

Below are arranged plans and a 3-D graphical view of Plans from departing to arrival part of the building.

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Terminal 5-A

“Figure 22- graphical representation of arrival at terminal 5-A at Heathrow Airport. (Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html”

“Figure 23- graphical representation of departure at terminal 5-A at Heathrow Airport.. (Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html”

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“Figure 24- graphical representation of Gate level at terminal 5-A at Heathrow Airport. (Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html)”

“Figure 25- graphical representation of departure at terminal 5-B at Heathrow Airport. . (Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html”

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“Figure 26- graphical representation of departure at terminal 5-C at Heathrow Airport. . (Sourcehttp://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html”

For Terminal 5-b and Terminal-c these both buildings are connected with walkways as well as underground APM (Automated People mover). This means of transport premises the mobilization more in case of the more vulnerable situation within the passenger itself. This underground APM (Automated People mover) has a capacity of carrying 6000 passengers at a time from one terminal to another. Vertical distribution of Terminal 5-a is discussed from the section and particularly from Fig 21. and Fig. 22 above.

Studying and analysing all the plans of all three terminals I observed their decentralization of passengers and making space more rush-free zone, as we already know from the brief above that this airport caters a lot of passengers. Like that amount is so huge that at a time of one landing and take-off all over its passenger's baggage claim is 4000 at a time. Now think about one whole week, month, year.

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3.12 Analysis: All over-analysis from the plans it could be concluded that planning spaces in a simpler way might be more beneficial in some aspects of de-centralization of the passenger during peak flow times. Horizontal distribution is very efficiently achieved by using every face of the building form. Since the whole building is wrapped by glass panels thus maximizing the view of Airfields. Vertical Distribution is achieved in levels keeping in mind the quality of passengers departing from the terminal and passengers arriving at the terminal. The inner connection of spaces is kept simple and functional by taking care of the formal activities or informal activities happening within the terminal building.

3.13 Inferences: Vulnerability of spaces: Spaces at Heathrow Airport are not vulnerable, what is making some parts vulnerable is the scenario, for example during pandemic since there is 80% nosedive is passengers flying. Many sections of the airport are closed or non-functional. Which resulted in a cyclogic impact on the passengers traveling from the United Kingdom to other countries or domestically.

Meanwhile, the healthcare sector is continuing with its services domestically and internationally always. Since this sector needs a flawless function to operate without any resistance then a section of the terminal could be made available for these organizations. Which in turn will make space less vulnerable for passengers.

Adaptive spaces: As seen in the above study of the frontal building. One can find that as the worsens by the pandemic Heathrow airport made temporary entrances for passengers from different organizations to walk in. initially it created an environment of resilience, shortly which was well adopted by the passengers as some temporary safety measures were planned by the airport authority. Therefore, in future airports, such spaces with massive infrastructure could be designed which would look like a new normal airport. One more point could also be concluded that London’s Heathrow Airport was successful only when the design was made according to the block and drawer model. As said by the British Government “Heathrow Airport needs to be more flexible like it could be dismantled and reorganized accordingly.”

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3.14 “Case Study-2: Terminal-3: Indira Gandhi International Airport, New Delhi”

“Figure 27- pictorial representation at terminal 3 at IGI Airport, New Delhi. (Source- Google images”

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3.15 About the Project IGI Airport is an airport located in Delhi, India that operates as the international/national aviation hub of New Delhi as well as the rest of northern India.

The airport acquires an area of 2000 ha. Located in Delhi itself, near Palm. This project was designed to cater to huge passengers in and outflow of the hub and as well as for the cargo imports and exports. New Delhi is the capital of India and a metropolitan city itself, thus contributes a good section to the economy of India. As well as Delhi is a hub for education, politics, and tourists also. So obviously there is a good number of passengers and tourists waking up and down from Delhi, internationally and domestically.

3.16 About The Construction & Design: “Many construction firms were involved in the making Indira Gandhi International Airport. As this whole Airport comprises of Terminal 1, Terminal 2, Terminal 3 for Departures and arrivals for the people from different fields. Some the construction that were involved on the site were DIAL (Delhi International Airport Limited), Mott McDonald and HOK (UK). Larsen & Toubro, Airbiz and Meinhardt Engineering.”

The terminals are cladded with large insulated glass panels. The concrete structure is supported with massive Steel frame structure within it. This airport is a house for many activities taking place in daily life. In coming study, we will discuss its activites in light of during pandemic and post pandemic scenario, and a comparative analysis between post pandemic and pre pandemic times.

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3.17 About The Site: Key Plan:

“Figure 28- pictorial representation of key pan -IGI Airport, New Delhi. (Source- Google images”)

Site Plan:

“Figure 29- pictorial representation of site plan - IGI Airport, New Delhi. (Source- Google images”)

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3.18 Design Concept:

“Figure 29- pictorial representation of site plan - IGI Airport, New Delhi. (Source- Google images)”

“Figure 30- pictorial representation of conceptual sketch IGI Airport, New Delhi.”

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The Architect designed Indira Gandhi Airport in such a way that they needed a massive luxury structure, which might represent the imageability of the city. The structure is mostly glass cladding and aluminium panels. The dynamic form of the Airport resembles the aerodynamic form of an aircraft. Placed in the mid of Palam city, near Gurgaon this huge structure sets up a relation between two states more strongly. This was is designed to cater at least 40 million passengers annually from one terminal, as terminal 3 being the largest among all while terminal 2 and terminal 1 being smaller comparatively having a capacity of catering 20 million and 100 million passengers annually.

Straight axis from the hallways/check-ins to the gates so that the passenger may not get lost in such a huge structure and in less time, he might report his respective gate.

Moreover, the landside of the airport is very well landscaped with different varieties of flora and fauna. Which gives a scenic and serene approach to the structure as going closer and closer to the structure. Transit from the joint two-terminal to terminal 1 is via an articular road that is connecting terminal 3 and terminal 2 with terminal 1.

For verticular distribution, arrival is as usual kept at the ground floor of the terminal connect with a part section from upper departure to cater to a large number of passengers as they flow in the terminal to depart out on the landside of the terminal.

The ideology of connecting arrival with the departure or vice versa is just because to provide a permeability between the passenger mobilizing in opposite direction.

Which somehow to some extent gives a perspective/experience to the passengers.

Horizontal distribution is kept in harmony with hallways/check inns to the eateries and lounges which all over the way follow to the respective gates for departure, operating adjacent to their respective waiting areas.

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3.19 Indira Gandhi International Airport-components: The Indira Gandhi International airport consists of 3 terminals and a cargo terminal for the import and export of goods. They are named as follows: • • • • •

“Terminal 1” “Terminal 2” “Terminal 3” “Cargo Terminal” Multi-Level Car Park (for short stay of time)

Two of the terminals are connected i.e., Terminal 3 and Terminal 2 are connected road to road as well as by walkways too. An APM (Automated People mover) operating on the landside of terminal 3, terminal 2, and terminal 1. Since Terminal 2 and 3 adjacent to each other, so only mobilization was majorly required was for Terminal 1 and the Cargo terminal. Terminal 1 being so segregated with the other two passenger-carrying air terminals, an external interchange within the terminal itself and on the landside was needed. So APM in form of shuttles are deployed outside on the landside of the terminal, while inside the terminal travelator and electric vehicle does this job.

3.20 Terminal 3: “Terminal 3 of Indira Gandhi International Airport” includes as usual a landside, the main structure, and the airside of the building. The main terminal of this building houses many facilities. Like restaurants, shops, eateries, Duty-free shops, Retail shops, and stores. Which all over caters to formal and informal activities. Terminal 3, IGI Airport is one of those developing buildings in India which is promoting the use of Artificial Intelligence for a smooth and fast operating airport. Terminal 3 hallway can cater to up to 40 million passengers annually. The landside interface of the airport is connected with the Metro Rail. That helps passengers to mobilize from various parts of Delhi. Even from the railway station, there is direct metro access to IGI Airport port T-1, T-2, and T-3. Apart from that APM (Automated People Mover) i.e. batteryoperated shuttle also function from the periphery of the airport to transfer passengers to their respective terminal.

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“Figure 31- graphical representation of Terminal- 3 IGI Airport, New Delhi. (Source- International Conference on Agricultural Statistics Home | ICAS VIII Conference Delhi | ICAS 2019 (icar.gov.in)”

The plan above clearly shows the spatial orientation of Terminal 3. Connected with three-way lanes. Its interface has five gates. This terminal serves domestics flights and international flights as well. Therefore, it is designed with departure at two consecutive levels. i.e., domestic departure and international departure. Talking about the entrance lobby of T-3, segregation among the passengers is by the different flying agency. which de-centralizes passengers initially during boarding pass collection. And then merges all of them into a commonplace that is screening area or security check. Taking about the vulnerable situation here, every passenger/traveler is vulnerable and desperate enough to cross the screening and reach gates for boarding.

Indira Gandhi International Airport, Terminal – 3, is connected in the hierarchy with their Departure and arrival of domestic and international lounges commonly offers a transit for passengers in layover or halted passengers/travelers. This transit lobby individually caters to all the same activities as discussed above.

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“Figure 32- graphical representation of Terminal- 3 IGI Airport, New Delhi. (Source- Guide for facilities in Indira Gandhi (Delhi) International Airport | Airport Guide [International] | At the airport/In flight [International] | ANA”

Further, each departure and arrival of this airport is bifurcated accordingly for domestic travelers and international travelers. The width of the terminal building is pretty good could generate the capability to cater to carry both typologies of passengers without wasting their time in any kind of horizontal distribution.

Today, as we discuss the scenario during the pandemic. I overserved that there I observed that the airport authority for Indra Gandhi Airport, was lagging in passenger circulation handling. which resulted in creating a vulnerable environment among the passenger. This airport caters to a large number of passengers from different fields. But during a pandemic, when the airport starts operating again there was obviously but still, some necessary travel was required due to the downfall of passengers the spaces were less resilient and thus adaptive for the passengers, as everyone psychometrically had a perception of the terminal building as a new cathedral.

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Now discussing on experience during pandemic and expecting the post pandemic scenario, how it is going to be. We have come across several points which factor could prevail in India’s Indra Gandhi International Airport.

Some of the that could prevail are:

EFFECT ON CIRCULATION There was no effect on circulations as huge lobbies of IGI Airport provided ample room to take safety measures and follow social distancing for a huge mass.

EFFECT ON FOOTFALL Footfall was drastically reduced to 50% to 60%

EFFECT ON FLIGHT SCHEDULE Flight schedule was affected as there was a drastic nosedive in footfalls so the frequency of flights also reduced.

EFFECT ON SPATIAL EXPERIENCE Spatial experience differed from user to user as during this situation. Collectively I could analyse that spatial experience is affected in terms of stressful spaces and social divide.

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3.21 Analysis: From the above analysed points few analyses could be jotted down on the bases of Vulnerability of spaces and within passengers, Adaptive spaces and Resilient spaces. As one proceeds to transit within the terminal 3. From landside to the airside side as one moves from security check gates to the terminal departure gates and in turn returns from arrival gates to the exit gates on landside, the passengers encounter a lot of spaces that are within a space. Some spaces are stand as a restriction for the user while some minimal planning zones are still operating in a smooth manner even if pandemic is going on.

Obeservations related to circulation is that, As the lobbies are at a quite times scales than the humans but if the places within airport maintains a safer distance for the passenger the obviously the spaces are less vulnerability for the users. As we analyse the footfall so globally there is sip of around 90% of airline passengers. As we see when the airline companies resumed their services, the aircraft company itself is going in loss as the passengers avoid to travel. Looking at flight schedule so the flights are from gates in such a way that the passenger should take minimum time to reach their gates as soon as possible. Talking about the spatial configuration or the spatial experience we observe that the Ai and other spaces that are operating at the terminal 3 some creates more hindrance during the passenger transit from the land side to the airside if the terminal.

3.22 Inferences: Inferences about the airport are that there could an initiative or temporary design for terminal 3 which looks and study the matter deeply on vulnerability among the passenger related to the spaces, adaptive nature of spaces and the resiliency in spaces within the terminal.

Hindrances provided from the frontage by the shops or the zones in activity areas somehow are adaptive but, from the point of view of vulnerability, these hindrances are causing passengers to create a stressful space and hence all such typology which is creating a hindrance among the passengers visually creating vulnerability among the passenger.

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3.23 Comparative Analysis: Determinant of spaces

Project category Terminal-5, Heathrow Airport, London

Vulnerable Spaces

Spaces with this air terminal are moreover less likely to be vulnerable even in case of pandemic as distribution and segregation of this terminal is done according to block and drawer model, which was demanded as a requirement.

Adaptive Spaces

Within Terminal 5-A spaces are much more adaptive as decentralization of public is done taking care of large amount of public pouring in and becoming one of the largest hub, among the airport community to hold around 60 million passengers footfall annually.

Resilient spaces

Within this terminal, planning is marked according to the block and drawer model hence, planning a permanent thing in a loose form so that in case if case a particular

Md. Irfaan Karim Chishty (17BAR015) [Pandemic implication on design of air transit hubs]

Project category Terminal-3, Indira Gandhi International Airport, New Delhi Within this terminal, a lot of pockets and zones starting right from the landside entrance interface to the activity area or the lobby area is quite vulnerable as it offers a lot of hindrances. No proper decentralization is done as it seems apart from Domestic travelers and international passengers.

Comparing from terminal 5 of Heathrow Airport it is found, that this air terminal is adaptive only near in some activity area/the lobby of the airport and the gates section of the airport. As these spaces are no more falls into the category of space within a space. Thus, only obstruction less space which makes an airport section less vulnerable and adaptive.

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operation if needs to be altered.\, in benefit of the passengers then the resultant space will be resilient free.

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space of most resistance. Henceforth, the activity area of terminal -3 Indira Gandhi airport is full of movement apart from all the facilities provided by the Airport Authority if IGI Airport.

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CHAPTER 4: CASE STUDY (EXPERIENCE)

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4.1 “Daxing International Airport, Beijing”

“Figure 33- Ariel view of Daxing International Airport, Beijing (Source- Inside Beijing Daxing International Airport, China's Massive New Hub | Condé Nast Traveler (cntraveler.com))”

“Figure 33a- view of Daxing International Airport, Beijing (Source- Inside Beijing Daxing International Airport, China's Massive New Hub | Condé Nast Traveler (cntraveler.com))”

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4.2 Project Details

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4.3 Purpose for construction: Beijing Daxing International Airport is another air terminal in the Daxing region 46km south of the downtown area. Created to ease clog at the capital's current air terminal, Beijing Daxing will be a significant vehicle center for the area with the world's quickest developing interest for global travel and is completely incorporated inside the nation's extending transport organization.

At first serving 45 million travelers each year, Beijing Daxing will oblige 72 million voyagers by 2025 and is made arrangements for additional development to serve up to 100 million travelers and 4 million tons of payload every year. Beijing Daxing's 700,000m2 traveler terminal incorporates an 80,000m2 ground transportation focus offering direct associations with Beijing, the public rapid rail organization, and neighbourhood train administrations, giving an impetus to financial improvement in Tianjin and Hebei Province.

4.4 Design Concept:

“Figure 34- Top view of Daxing International Airport, Beijing (Source-Google images)”

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The design concept of Daxing Airport China revolves around the 6 arms designed in a shape of a start ship manner. The airport is designed to cater to 100 million-plus passengers by 2030. As this airport, each arm serves as a wholly new purpose from domestic and international passengers. As a need for new construction and hence to enhance imageability of the city one urban element of the city. This massive airport is one of the largest hallway terminals among any other airport in this world.

One of the design elements of this structure is large mega column is large expanded flowing columns, connecting with huge light wells so that light a huge amount could pour in. The radial design of this airport promotes a huge space for aircraft to park efficiently.

Five wings of the airport converge to a central focal point which ends up in a huge volume, referred as unifying space for the passengers who are travelling.

Empowering travelers to walk the nearly brief distances through the air terminal without the requirement for computerized transport trains. Thus, the terminal's smaller plan limits distances between registration and door, just as operations between entryways for moving travelers. This concentric circular arrangement guarantees the farthest loading up entryway can be gotten to in a mobile season within few minutes.

The organic roof structure of this airport is designed for filling in the sunlight inside the terminal and which could serve for rain water harvesting. The air terminal additionally carries out water assortment and a water the executive’s framework that utilizes the regular stockpiling, normal saturation, and characteristic decontamination of up to 2.8 million cubic meters of water in new wetlands, lakes, and streams to forestall flooding and counter the late spring 'heat island' impact on the nearby microclimate.

Repeating standards inside conventional Chinese engineering that sort out interconnected spaces around a focal yard, the terminal's plan controls all travelers flawlessly through the applicable take off, appearance, or move zones towards the excellent patio at its middle – a multifaceted gathering space at the core of the terminal.

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4.5 The Terminal:

“Figure 35- Site Plan of Daxing International Airport, Beijing (Source-Arch daily images)”

From the site plan above one can notice that the main terminal building lies exactly, where the six-arm converges. This central point is the exact focal point of this building's symmetry. This central space is connected to the landside of the terminal, functioning as an arrival for the passengers to the airports. This central unit volume space brings passengers together. The experience of a passenger of this volume is not like a ghost town, but a place where one can accommodate most of the activity.

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“Figure 36- Level 1 Plan of Daxing International Airport, Beijing (Source-Arch daily images)”

Level-1 plan of this airport shows the unit volume in the plan that was discussed above. This plan elaborates a feature of that central unifying space, which could be easily visualized and experienced right from the edge on landside connect to the check-in and this huge volume connected with bridges and multiple levels up to Level -4 from the Ground Level and below the ground level up to Basement-2.

Accommodating all the arrivals, transit, and departing lobbies for the passenger.

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“Figure 37- Level 2 Plan of Daxing International Airport, Beijing (Source-Arch daily images)”

Fig. 37 mentioned above shows the configuration of Level-2. Where all the gates activity areas are. This level holds all the eateries, clothing shops, gears shops, accessibility shops, resting lounges, smoke lounges, and open plaza with some landscaping so that the vulnerable experience within space could be minimized to the maximum extent and hence space could serve its purpose as if it was before.

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“Figure 38- Level 3 Plan of Daxing International Airport, Beijing (Source-Arch daily images)”

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“Figure 39- Level 4 Plan of Daxing International Airport, Beijing (Source-Arch daily images)”

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“Figure 40- Basement level 1 Plan of Daxing International Airport, Beijing (Source-Arch daily images)”

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“Figure 41- Basement level 2 Plan of Daxing International Airport, Beijing (Source-Arch daily images)”

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4.6 Analysis: From the details above and studying as in passenger experience for this airport from the study from various sources. We can conclude down to some aspects that in terms of a vulnerable scenario one can find that there is a vulnerable experience within the passenger themselves but as one approaches the interface of the building, we find that there is an experience of “mythical garden” as one advances further into the building. The presence of landscaping gives the passenger a serene experience of living and the ability to adapt to space rather than accommodating it. Similarly in terms of resiliency one’s experience could be said that there is no point of huge resistance to space as it is promoting liveability among the passenger, even if in the case of a ghost town the space is liveable and easily adaptable because when during a pandemic or post-pandemic scenario design implication are implicated on it are merely transformable. Hence, this transformation in space is the adaptability of that space.

Vulnerable spaces:

Adaptive space:

Resilient space:

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4.7 Inferences: Most of the spaces during pandemic times at “Daxing International Airport, Beijing” are easily adaptive, because of the design intervention by the architect. Spaces are more breathable as this one of the biggest single-volume terminals. Properly ventilated and lighted up naturally. Makes it realm a pretty good liveable space. All the decentralized public are unifying in a huge courtyard surrounded by six mega columns. “Due to its radial configuration, it offers less time traveling by the passengers to reach to their respective gates for departure. Due to which this building never deployed any “APM “, Which in turn promotes sustainability among the user and gives them an ample amount of room to experience this “megastructure”.

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4.8 “Changi International Airport, Singapore”:

“Figure 42- View of Changi International Airport, Singapore (Source-Singapore Changi Airport - Visit Singapore Official Site)”

4.9 “Project Details”:

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4.10 “About the site”:

“Figure 42- View of Changi International Airport, Singapore (Source-Singapore Changi Airport - Visit Singapore Official Site)”

4.10 “About the design”:

“Figure 43- Concept sketch of Changi International Airport, Singapore by Moshe Safdie (Source-Singapore Changi Airport - Visit Singapore Official Site)”

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“Jewel weaves together an experience of nature and the marketplace, dramatically asserting the idea of the airport as an uplifting and vibrant urban center, engaging travelers, visitors and residents, and echoing Singapore’s reputation as ‘The City in the Garden”

4.11 “Design concept”: The concept revolves around designing a building connecting with other three terminal to uplift passenger experience as well to create a space that passenger could accommodate for a longer time. A central huge courtyard which resemble unity among the passengers, is one the major design element around this huge steel well operating water falling from height is a landscaped environment, which due to which passenger experiences a “mythical forest “ thus, creating vibes to adapt the space.

“Figure 44- Ariel of Changi International Airport, Singapore by Moshe Safdie (Source-Gallery of Jewel Changi Airport / Safdie Architects - 13 (archdaily.com))”

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4.12 “The Terminal”:

“Figure 45- Actual site plan of Changi International Airport, Singapore by Moshe Safdie (Source-JEWEL CHANGI AIRPORT by ACC Art Books issue)”

From the actual site plan as mentioned above in Fig. 45, we can find out that terminal-3, terminal-2, and terminal-1 are connected with the mail Jewel building.

Hence, a simple detail could be inferred that passenger transiting from landside to the airside of the terminal, they must pass through this “Jewel’s iconic building”.

Deliberately bridges and pathways are designed in such a way that connects this building. Its features in terms of the passenger experience are discussed above. This building offers such an experience that might be adaptable by the passengers even in vulnerable situations. Transformation at this place is easily possible which might be an option for post-pandemic times or during pandemic times. Jewel building offers various activities in terms of retail, eateries, custom shops, playing area for children, meditation spots to enjoy its serene landscape.

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“Figure 46- Actual site plan of Changi International Airport, Singapore by Moshe Safdie (Source-JEWEL CHANGI AIRPORT by ACC Art Books issue)”

“Figure 47- Actual view from landside of Changi International Airport, Singapore by Moshe Safdie (Source-Safdie Architects)”

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“Figure 48- Actual view from retail side connecting bridge of Changi International Airport, Singapore by Moshe Safdie (Source-Safdie Architects)”

From the Fig. 46 it is for our information that the designed Jewel buildings has some history connected to terminal-1 Due to which there was a need of rest two terminals and a jewel building.

Initially, only one terminal was designed as it faced parking issues because mostly parking for terminal 1 was surfaced, then in a new design transformation of site parking was undergrounded to basement levels. Now the challenge came up as this Md. Irfaan Karim Chishty (17BAR015) [Pandemic implication on design of air transit hubs]

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building is going to be viable or not so the Architect came with an idea to enhance the activity by merging it with a garden, or I could say it as a mythical garden “Mythical Garden”. Where passengers could enjoy the timeless peace.

Now, Imagine Entering such an airport from its landside into such a view as shown in Fig. 47. Experience of such a space could be said more adaptive during pandemic times, as normally on another airport there is a view of artificial elements with no natural touch in them. Such views might increase the vulnerable experience among the passengers or it might remain constant as one advances further into the building.

“Figure 49- Plan and section of Jewel building of Changi International Airport, Singapore by Moshe Safdie (Source-Safdie Architects)”

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From Fig. 49 as mentioned above.

We can find out that while designing this airport, there are visual patterns created within this building. Like a couple or a man sitting on a bench enjoying the landscapes suddenly turns back and finds out that there a mall, while one side is playing area. The design was deliberately done to seemly enhance passenger experience in a vulnerable situation as due to which space will act for adaptable and quietly resistance-free for the passenger. The structure design of the roof and the typical garden merged with the built-ups particularly breaks the line between “Structure and Architecture” Due to which passenger experiences, or moments of highlights, more moments of attraction (such as landscape elements). Its facades itself represent its image stating network of system, which id the airport staff and other ground forces.

“Figure 50- View from ground floor of Jewel building of Changi International Airport, Singapore by Moshe Safdie (Source-Safdie Architects)”

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4.13 “Inferences”: From the details of the study mentioned above, we conclude down to some points.

There is a serene, warm welcome at this airport when one enters from the landside, not moreover like concrete or metal jungle. Passengers encountering that space experience the uplifting of his/her mood. During pandemic-like vulnerable situations instead of changing spaces in terms of pandemic protocol. The passenger experience low vulnerable experience spends time there at the airport, in other way passenger tends to adapt in space at the airport. There is very low resiliency in terms of pandemic scenario because due to design passenger experience from this building is going to almost as it was pre-pandemic. Only resiliency will be due to visual resistance offered by the landscaping, but still, that too is permeable to some extends. Thus, urging users to explore the space more and indulging in more activities. Hence, from this study, a core point could be concluded that airports of such typology are adaptable to a very maximum extent.

Vulnerable Space:

Adaptive Space:

Resilient Space:

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4.14 “Analysis”: Project (Passenger Experience) Daxing International Airport, Beijing Standing at the landside, right up until the edge the passenger experiences a central unifying space that brings people together. Thus, traveler experiences a friendly environment during the pandemic scenario and are not ghosted in any way thus making this volume vulnerable free space as passengers mobilize.

Project (Passenger Experience) Changi International Airport, Singapore Jewel an ocular building within this air terminal mimics the rain forests, which results in an elevation passenger experience.

Hence, ends up elevating passengers experience and making situation within the airport less vulnerable for him/her.

Resilient Space

This terminal offers no APM for the passengers, making the operation among the passenger sustainable, as this single volume terminal offers fewer visual hindrances throughout, as the passengers travel from boarding pass collection to the end of the pier takes only 56 minutes thus making the space less resilient.

Within the terminal, narrow alleys are leading to the piers.

Vertical stacking is layered in such a way that already departed passengers, could be used as arrival in case of the heavy flow of traffic. But as we studied the terminal is promoting a lot of visual hindrances for the passenger. Thus, making it a resilient space.

Adaptive Space

The central unifying space within the terminal act as focal point and a unity point of this airport where all

Changi airport have 3 terminals, but the only adaptable situation during pandemic times might be the Jewel

Vulnerable Space

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the check-ins operation are directed towards the pier arms of the airport. Due to this design feature the airport does not act like any ghost town.

Hence making the space adaptive for the passengers

dome which mimics the rain forests, because as nature invent in steel and concrete jungle, there is always a shift of passenger towards such design element.

Thus, making the space adaptive for the users.

4.15 “Overall Analysis”:

Case-1 (Architectural Design

Case-2 (Passenger Experience)

Vulnerable spaces Modular spaces with not proper arrangement of passengers accommodates vulnerable experience in a space Vulnerable experience among passenger tends to decrease as they are no longer exposed to visual stress.

Md. Irfaan Karim Chishty (17BAR015) [Pandemic implication on design of air transit hubs]

Adaptive spaces Only adaptable spaces are those where there is less visual stress in the space or it should not be a ghost town During pandemic scenario only those spaces are adaptable where there is human scape present in a space or

Resilient spaces Mostly during pandemic times ghost towns promotes resistance in a space.

Spaces are resilient as long as there is almost zero intervention of passenger or almost dead activity in such a public realm.

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CHAPTER 5: DESIGN RECOMMENDATION:

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5.1 “Objectives and Goals”: As noted from studies and evidence above, an airport is a complex public space.

Therefore, considering passenger experience and passenger activity together to achieve the objective of designing a pandemic effective airport or an airport that could easily withstand that the rear event. For designing a pandemic resilient airport architect/designer should collectively take user account into consideration in order to maintain the balance between different objectives.

Passengers Objective: From the passenger's perspective in terms of the first appearance, a warm welcome or a sudden change in the interface should be done in order to lower down the vulnerable experience among the passengers traveling during pandemic times or post-pandemic times. From a planning point of view, as we know during a pandemic scenario or might be in a post-pandemic scenario there is an obvious increase in requirements at the airports like sanitization rooms, Sanitization tunnels, Thermal screening checks, an isolation room and etc. But as we see from the case studies mentioned above, each of them has zoned separate spaces. According to design ideology change is flexible and could be said as a determinant but transformation of space decides its adaptive nature.

Airport Authority Objectives: From Airport Authority and airport’s staff and ground force concerns that if down the line any time after three years or 5 five years or 10 years or anytime when any pandemic or “Rare Event” hits again, the changed spaces would be able to merge so as to continue with new normal. A recommendation could be considered as change as a determinant but the transformation of any space might it related to a human scale.

Community Objectives: As the travel during pandemic resumes many people from different walks of life traveling, but being a pandemic resilient airport, it should carry its own imageability.

5.2 “Demands and Parameters”: There is a urgent requirement for transformation of space and framing new guidelines in order to operate future airports that will be pandemic resilient as well. All terminal standards must be taken care of as passenger traffic is the most unpredictable thing as well as we need spaces that offers much less vulnerable experience, more adaptive environment. So that during pandemic and post pandemic also both of the spaces should not offer any kind of resistance which might give them a vulnerable experience at a time. Some of the parameters are given below:

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Identification of passenger traffic during pandemic and post pandemic both: As lockdown lifts in phases, but airport operation starts as a whole. There is nothing like parts of airports that function as time advances. Passengers initially avoid to travel as we know we already got a vulnerable situation outside and due to fewer passenger’s airports look like ghost towns. Thus, passengers themselves go through the vulnerable experience in such cases. This type of situation will not allow passengers to enjoy the activity inside the airport. Now as passengers start traveling again it must be made sure that there is a proper de-centralizing of the public and must be made sure that it functions properly. Otherwise, there might be a high chance of recreating vulnerable experiences among the passengers.

Effective space change and transformation: As we inferred above studies that Change is a determinant, while the transformation of space promotes the user to adapt it. Especially in the case of ghost town’s such transformation might help the passenger to experience less resistance while traveling and less vulnerable experience. Screening kiosks might not need a cabin every time as they offer visual vulnerability among the passenger. Recommendation to this issue might be considered as a change in space, which is a flexible solution as well as a feasible solution also. The ideology behind introducing such a space is that because as time will pass pandemics will go after some time. Then there would be no use of screening kiosk, rather than that making a slight change in space will not affect the passenger experience too much extent.

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“CHAPTER 6: CONCLUSION”: The airports are complex space, as confronted by people who are traveling, who are working at the airports. By increasing number of people using airports for commercial purposes and that creates quite a series of complex challenges for airports to deal with and when we come out of this lockdown, we need to make sure that there's trust in people who used to use airports before.i.e., New Airports should be adaptable by passengers during pandemic or post pandemic. They should come back and feel comfortable using the infrastructure as a healthy and safe place than includes extended hygiene, measures excluding temperature screening but also innovative measures in case use of Artificial Intelligence like UV light dispensing robot to disinfect the area and auto sanitizers installed at the belts during baggage claim.

A lot of design initiatives are required to be implied in upcoming airports.

What we need to agree on is the international govt. Standards stand which allows the airline to fly between different airports on the kind of agreed guides. This is at the moment the biggest problem where a lot of airports and airlines are left isolated. You foresee them in more automated processes perhaps so that contact is produced between airport staff and passengers and to cut down on the time. People at the airport yet not compromising on security or safety. It’s that a tendency which we already saw in forward-looking airports there is a need for optimizing the process to handle more passengers than was the pre- coronavirus situation that was consistently operating extending capacities. Now we are dealing with the opposite with utilizing the capacity for the time being until we have a passenger volume space. As we have experienced them before the crisis and we will see many more process also as part of increased digitization of the airport's process. Which check-in process nearly completely an online process the big challenge we see right now is how passengers travel in a package. There is a research program running Cranfield which is the urban turbine which looks into the spreading the process of getting the passengers from the urban center into the airports along the journey and to bring more technology in and reduce the high concentration of people in very small areas in the hall for instance and also insecurity. Thus, minimizing the passenger visit to zero.

According to my observations, I think more and more airports have open up to a mere flexible terminal layout simply for the reason that they needed to be able to adapt to your requirements for security or flexible arrangements for commercial activity inside the airport so that will be further pushed out that has been pioneered by airport projects like the standard airport in London, Daxing, Singapore. Where you may see a desire to create the airport as a public space and functionally was in the field of public space and functionally was in a public space. Functionally in the current scenario, a change in such public space is required as one needs a sort of flexibility in space in adapting to small portions or to create hygienic conditions with larger ventilation of spaces, where one receives a high concentration.

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“CHAPTER 7: REFERENCES”: [1] Jewel Changi Airport; https://issuu.com/accpublishinggroup/docs/jewel_changi_airport_look_inside [2] Delhi Airport Terminal 3; https://www.delhiairport.com/terminal-3.php [3] Heathrow Airport Maps; https://maps.heathrow.com/?s=W3siaWQiOiJvbmxpbmUvaGVhZGVyT25saW5lIiwic2 VhcmNoIjoiIiwiaXNTZWFyY2hDb25maXJtZWQiOmZhbHNlfSx7ImlkIjoib25saW5lL3BvaVZ pZXcifSx7ImlkIjoib25saW5lL2dldERpcmVjdGlvbnNGcm9tVG8ifSx7ImlkIjoidmVudWVEYX RhTG9hZGVyIn0seyJpZCI6Im1hcFJlbmRlcmVyIiwidnAiOnsibGF0Ijo1MS40NzE1MTYzMjQ 3ODkxOCwibG5nIjotMC40ODIyMDkxNjA5MjE2ODQxLCJ6b29tIjoxNi4zODQ2NzY4OTg1 NTY3NCwiYmVhcmluZyI6MCwicGl0Y2giOjB9LCJvcmQiOjB9XQ%3D%3D [4] Heathrow Airport Graphics; http://www.aviationexplorer.com/Heathrow_Airport_Maps_Arrivals_Departures.html [5] Aviation pros; https://www.aviationpros.com/airports/consultants/architecture/article/21143854/de signing-the-airport-of-the-future [6] Terminal Illness; https://archive.curbed.com/2016/6/10/11904834/airport-design-travel-airline-tsa [7] Gensler papers; https://www.gensler.com/blog/airports-are-facing-a-new-reality [8] Book Source: McGraw and Hill for Airport planning [9] Arch daily, Daxing International Airport; https://www.archdaily.com/925536/beijing-daxing-international-airport-zaha-hadidarchitects/5d8cb32a284dd1becc000215-beijing-daxing-international-airport-zahahadid-architects-roof-plan?next_project=no [10] Dezeen, Beijing Daxing International Airport; https://www.dezeen.com/2019/09/26/zaha-hadid-architects-starfish-beijing-daxinginternational-airport/ [11] Maps Changi Airport; https://www.changiairport.com/en/maps.html#18.5/1.3550017/103.9885069/-67 [12] Changi Airport, Dezeen; https://www.dezeen.com/2019/03/12/moshe-safdie-worlds-tallest-indoor-waterfallchangi-airport/ [13] Safer and Healthy Airports;

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https://airportimprovement.com/news/healthy-airports-what-terminals-will-look-postpandemic

[14] Wikipedia; https://en.wikipedia.org/wiki/Main_Page [15] Post pandemic future; https://www.healthline.com/health-news/what-our-future-looks-like-in-a-postpandemic-covid-19-world [16[ Rethinking Airport Future; https://airportimprovement.com/sites/default/files/pdfs/ACC_Resiliency%20Guidanc e_2021.pdf [17] Artificial Intelligence Screening; https://www.nokia.com/blog/becoming-a-resilient-airport-the-power-of-smartscreening/

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ANNEXURE

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