Thomas Smith_Y5 |Unit 14 | Bartlett School of Architecture

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INVESTIGATING THE POTENTIAL OF AN URBAN TERMINAL

THOMAS SMITH YEAR 5

UNIT

Y5 TS

KINGS CROSS ST PANCRAS AIRPORT

@unit14_ucl

All work produced by Unit 14 Cover design by Maggie Lan www.bartlett.ucl.ac.uk/architecture Copyright 2018 The Bartlett School of Architecture, UCL All rights reserved.

No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage and retrieval system without permission in writing from the publisher.

@unit14_ucl

THOMAS SMITH YEAR 5 thomas.smith.16@ucl.ac.uk @unit14_ucl

K I N G S C R O S S S T PA N C R A S A I R P O RT Investigating the Potential of an Urban Terminal Kings Cross, London, UK

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Y5 TS

he Project begins with research focused around airports and the aviation industry.

Interest was taken in the unifying and disruptive nature of the aviation industry.

The project goes on to test the viability of a city centre airport proposing a new airport terminal for London at Kings Cross St Pancras as an alternative to London’s other airports. The airport taps into surrounding infrastructure to allow the greatest number of people to have access to the terminal.

The intended outcome is for the airport typology to take on a greater civic role due to its proximity to the city centre.

The proposal speculates around future technology in particular two patents released by Boeing in 2017, these being a proposal for a commercial jet with the capacity to take off vertically, which will allow the airport to move further into the city centre as it disregards the need for a runway. The second being a patent for a capsule passenger system whereby passengers are loaded and unloaded from the aircraft with a removable fuselage, allowing for a significant reduction in turnaround times.

The building further integrates itself into London by removing traditional airport security systems as well as blurring landside and air-side spaces therefore allowing passengers to move freely in and out of the airport without disruption. Passengers enter the building from a large public space, dropping off their luggage and collecting it from dedicated service points.

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Chapter 1 - The Changing Nature Of Avivation 5

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World Aviation Traffic - 2017 Worlds Busiest Airports by Passenger Trafic 1 - Hartsfield - Jackson Atlanta International Airport - USA 2 - Beijing International Airport, China 3 - O’Hare International Airport, Chicao, USA 4 - London Heathrow Airport, UK 5 - Tokyo International Airport, Japan 6 - Los Angeles International Airport, USA 7 - Paris Charles De Gaulle Airport, France 8 - Dallas/Fort Worth International Airport, USA 9 - Frankfurt Airport, Germany 10 - Denver International Airport, USA 11 - Hong Kong International Airport, China 12 - Madrid Barajas, Spain 13 - Dubai International Airport, UAE 14 - JFK International Airport, USA 15 - Amsterdam Airport Schiphol, Netherlands 16 - Jakarta Soekarno-Hatta International Airport, Indonesia 17 - Suvarnabhumi Airport Bangkok, Thailand 18 - Changi Airport, Singapore 19 - Guangzhou Baiyun Airport, China 20 - Shanghai International Airport, China 21 - George Bush International Airport, Houston, USA 22 - Mccarran International Airport, Las Vegas, USA 23 - Sanfrancisco International Airport, USA 24 - Phoenix Sky Harbor International Airport, USA 25 - Charlotte Douglas International Airport, USA 26 - Leonardo Da Vinci Airport, Rome, Italy 27 - Sydney Airport, Australia 28 - Miami International Airport, USA 29 - Orlando International Airport, USA 30 - Germany Munich Aiport, Germany

Worlds Largest Airports by Surface Area 1 - King Fahd International, Saudi Arabia 2 - Denver international, USA 3 - Dallas Fort Worth International, USA 4 - Shanghai Pudong International, China 5 - Charles de Gaulle, France 6 - Madrid Barajas, Spain 7 - Bangkok International, Thailand 8 - Chicago O’Hare, USA 9 - Cairo International, Egypt 10 - Beijing Capital International, China Greater London London Heathrow

78,000km² 13,726km² 7,800km² 3,550km² 3,200km² 3,050km² 2,980km² 2,620km² 2,550km² 2,330km² 157,210km² 1214km²

Worlds Busiest Routes by Passengers Carried 1 - Hong Kong-Taipei 2 - Jakarta-Singapore 3 - Kuala Lumpur-Singapore 4 - Seoul Incheon-Osaka Kansai 5 - Hong Kong-Shanghai Pudong 6 - Taipei-Osaka Kansai 7 - Seoul Incheon-Hong 8 - Bangkok-Hong Kong 9 - Taipei-Tokyo Narita 10 - Kuala Lumpur-Jakarta 11 - Hong Kong-Singapore 12 - Moscow Domodedovo-Simferopol 13 - Singapore-Bangkok 14 - Hong Kong-Beijing 15 - Seoul Gimpo-Tokyo Haneda 16 - Palma-Dusseldorf 17 - Seoul Incheon-Bangkok 18 - Osaka Kansai-Hong Kong 19 - Hong Kong-Manila 20 - Manila-Singapore

451,801 322,488 269,395 233,920 225,888 200,131 197,935 197,313 197,175 195,988 187,128 186,239 173,660 169,666 166,402 165,758 163,274 163,154 162,647 156,522

Aircraft Range Prior regulations prevented single engine planes from crossing large bodies of water. New regulations which were brought into effect during the 1980’s changed this. Aircraft suce as a boeing 737 could was now allowed to fly across the atlantic. This change made it economically viable for carriers to operate transatlanic routes which had historically had lower passenger demand on a more frequent basis. In turn this change in regulation brought about a new phenomenon known as long haul budget air travel. Aircraft manufacturs are now responding to this trend, manufacturing single engine jets (797) with an even larger range to meet current air travel demands.

Boeing 737 Range Boeing 797 Range (2025)

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Global Population & Airport Distribution There are over 40,000 airports with codes given by the International Civil Aviation Organization (ICAO). Air travel is one of the most important aspects of international travel today. It allows not only for the movement of both people and goods in and out of a country, but it also opens up a country to other aspects of development such as trade. Arguably, next to the internet, air travel is seen as one of the main driving forces of globalization. Cheap, accessible air travel has indeed made the world a tight-knit society encouraging growth, discovery, integration, and progression in different spheres. In a bid to encourage and improve air travel, countries that have a huge number of visitors and cargo such as the Unites States of America have a huge number of airports to cater for the large volume of air freight, be it people or goods. Next to the US, we have countries such as Brazil, Mexico, Canada, Russia and Argentina all boasting a huge number of airports, over 9000 airports among the four of them. Following is a look at some of the countries with the highest number of airports in the world.

Countries With The Highest Number Of Airports In The World The United States

Being among the top 10 most populous countries in the world, and the country receiving the most visitors as of 2015, it is understandable why the United States boasts of having the highest number of airports in the world. At 14,712 airports, the US sees millions of people travel through its airports every year. This can be attributed to the perception that America is the richest and most powerful nation in the world which draws in a lot of people looking for a slice of this success. The

Hartsfield-Jackson Atlanta International Airport is the largest and busiest airport in the United States in terms of both passengers served and takeoffs and landings. It has served over 89 million passengers every year since 2005.

Brazil

Much of South America is a tourism heaven, and Brazil leads the pack in this regard. This can clearly be seen from its massive number of airports, 4093 in total, making it the country with the second most airports in the world. Coupled with the vibrant culture that is to be found in Brazil, a lot of people come for the weather and the feeling of a home away from home. Based on passenger traffic, the busiest airport in Brazil is the Guarulhos International Airport having served close to 40 million passengers in 2014.

Russia

With the third most airports in the world. Russia is home to a vibrant air community, was home to numerous plane manufacturers and testing sites during the world war and is one of the largest countries in the world. All of these factors combined lead to a huge number of airports in Russia. It is interesting to note that the largest International Airport in Russia is the Moscow Domodedovo Airport. This airport is named after Domodedovo, a town in Russia.

Most Airports By Country 1 2 3 4 5 6 7 8 9 10

United States Brazil Mexico Canada Russia Argentina Blivia Colombia Paraguay Indonesia

13,513 4,093 1,714 1,467 1,218 1,138 855 836 799 673

Legend Highly Populated Cities ICAO registered Airports

Mexico

Mexico has 1,714 airports. It is important to note that although Mexico has such a large number of airports, most of them are small or medium-sized. The Benito Juรกrez International Airport is the busiest airport in Mexico serving over 38 million passengers in 2

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European Urbanisation and Airport Distribution The European aviation sector is one of the best performing parts of the European economy, and is a world leading industry. 900 million air passengers travel each year to, from and within the European Union, making up one third of the world market.

Naturally, airports have a central role in the connectivity provided by airlines to passengers and freight customers within the EU, and further afield. Airports are also increasingly regarded as engines of economic growth in their own right. In 2015, Airports Council International estimated the total economic impact of airport and aviation-related activities at €338 billion across the EU. Aviation can act as an ‘economic multiplier’, and facilitate and generate wider economic activity. It’s also good for jobs. A recent study for the Commission estimates that up to 2 million people are employed directly in the EU aviation sector. Overall, the sector supports 5.5 million jobs.

For large airports in particular, overcoming problems such as capacity and congestion through better air traffic management is critical to meet increased demand for flights. Airport connectivity in Europe varies between airports. Some hub airports offer hundreds of destinations while small regional airports offer just a few routes.

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Busiest Airports & Flight Data 2016 The above map shows the buisest 50 commerical airports and their associated aircraft movements thoughout the year of 2016. Each Red line representing 1000 incoming and outgoing aircraft movements.

The number of Aircraft in the sky varies based on the time of day and year. Regarding peak traffic for the whole year, a Friday afternoon between 2pm and 4pm (UTC - coordinated universal time) in July or August will see slightly more than 16,000 flights in the air. The Average number of commerical jets in the air at any one time is 10,315.

The IATA said 2.5 billion flew in 2016.

The IATA says the US has the most originating international air passengers with UK, Germany, Spain and France next. It says international passengers worldwide were 952 million in 2009 and domestic passengers were 1.5 billion in 2009. IATA said (Feb 2011) they want to � handle 16 billion passengers and 400 million tonnes of freight� by 2050.

There are around 800 million air passengers annually in Europe. And around 222 million in the UK (2011 figure, excluding transit).

IATA said (June 2012 link that in 2011, aviation transported some 2.8 billion passengers (and 48 million tons of cargo).

Source: IATA http://bit.ly/fQWCgz

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Greatest Turning Points in Aviation The diagram described some of the key turning points in the history of Aviation. Each aircraft innovation is mapped chronologically.

Pioneering Design Records Broken Innovation Through War Commercial Innovation

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The Cost of Flight The diagram uses three variables for each data set. First, the average cost of travel shown as the size of the circle. The line (trail) showed the average distance travelled to get any given destination. Lastly, the number of airlines are shown at the base of the graph Generally the more competition on a route, the cheaper the flight.

Southeast Asia appears to have the cheapest clust of prices, due to the intense airline competition there. Data for Europe is mixed, there appears to be manny cheap routes served by budget airlines, however some there are a few routes with little compeition which brings the average up.

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1 Passenger Departure 1

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Airport Systems and Processes Passengers and Luggage

Passengers and luggage are processed at airport terminal. Three main types of processes can be established: departing, arrival and transfer.

Departure consists in catching a flight to a final or intermediate destination, arrival consists in landing and leaving the airport, and transfer consists in landing at the airport only to catch another flight to a final or an intermediate destination. These processes have two sub-processes: one dedicated to Schengen passengers where no passport control is required and another one for NonSchengen passengers which requires a passport control.

Departure

1 - Drop off and pick up location 2 - Check In 3 - Security 4 - Duty Free 5 - Gate Lounge 6 - Boarding

Arrival

7 - Passport Check 8 - Luggage Collection 9 - Customs

Luggage

10 - Initial Scan 11 - Second Scan and Seach Area 12 - Label Scan for flight allocation 13 - Staging Area

Passenger Arrival 9

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Hub and Spoke Aviation

A hub-and-spoke network is a route where an airline not only transports passengers between two points but also connects the passengers of distant points via its hub. Such routes are used as spokes connecting other cities via its hub. Trafitionally both time and money are saved for an airline by using this model. Passengers are also benefited by saving their time with this convenience by increased connection opportunities. A number of these hubs throughout their system are operated by such large airlines.

Piont to Piont Aviation

A point-to-point network is a route where origin and destination traffic is only focused upon by an airline. It means that the airline is only interested in transporting the passengers from a city of origin (X) to the city of destination (Y) and vice versa and is not interested in connecting passengers between (Z) and (Y) via (X). In this category, low-cost airlines such as the U.S. carrier Southwest Airlines comes into play. In its flights, the airline stops at several places picking up the short-distance passengers.

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Boeing 737 - 600 Number Manufactured - 9,753 Max Take Off Weight - 62,000kg Payload - 23,950kg Wingspan - 35.50m Length - 33.60m

Passenger Capacity - 124 Cruising Speed - 907km/hr Range - 7,400km Engine - CFM International LEAP-1B

Boeing 747 Number Manufactured - 1,536 Max Take Off Weight - 412,769kg Payload - 112,760kg Wingspan - 64.40m Length - 70.90m

Boeing 787 Passenger Capacity - 660 Cruising Speed - 988km/hr Range - 13,450km Engine - 4X RR RB211-524H

Airbus A380 Number Manufactured - 217 Max Take Off Weight -575,155kg Payload - 270,000kg Wingspan - 79.80m Length - 72.70m

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Number Manufactured - 1,373 Max Take Off Weight - 228,156kg Payload - 49,500kg Wingspan - 60.00m Length - 64.00m

Prior regulations prevented single engine planes from crossing large bodies of water. New regulations which were brought into effect during the 1980’s changed this. Aircraft suce as a boeing 737 could was now allowed to fly across the atlantic. This change made it economically viable for carriers to operate transatlanic routes which had historically had lower passenger demand on a more frequent basis.

In turn this change in regulation brought about a new phenomenon known as long haul budget air travel. Aircraft manufacturs are now responding to this trend, manufacturing single engine jets (797) with an even larger range to meet current air travel demands.

Number Manufactured - 1,460 Max Take Off Weight - 75,296kgs Payload - 17,900kg Wingspan - 34.10m Length - 33.80m

Number Manufactured - 1,520 Max Take Off Weight - 351,359kg Payload - 102,511kg Wingspan - 64.80m Length - 73.90m

Passenger Capacity - 450 Cruising Speed - 950km/hr Range - 14,685km Engine - 2X GE 90-115B1

Airbus A320 Passenger Capacity - 400 Cruising Speed - 913km/hr Range - 13,450km Engine - GE CF6-80E

Airbus A319 Passenger Capacity - 370 Cruising Speed - 945km/hr Range - 16,300km Engine - 2X RR Trent 1000

Most Manufactured Aircraft [Academic use only]

Boeing 777 Passenger Capacity - 335 Cruising Speed - 954km/hr Range - 15,400km Engine - 2X RR Trent 1000

Airbus A330 Passenger Capacity - 868 Cruising Speed - 945km/hr Range - 15,400km Engine - 4X RR Trent 900

Airbus A350 Number Manufactured - 122 Max Take Off Weight - 280,000kg Payload - 64,600kg Wingspan - 64.00m Length - 66.80m

Number Manufactured - 613 Max Take Off Weight - 227,930kg Payload - 63,957kg Wingspan - 60.00m Length - 62.80m

Number Manufactured - 7,820 Max Take Off Weight - 68,038kg Payload - 20,700kg Wingspan - 34.10m Length - 37.60m

Passenger Capacity - 177 Cruising Speed - 828km/hr Range - 5,900km Engine - 2X IAE V2500

Airbus A321 Passenger Capacity - 143 Cruising Speed - 828km/hr Range - 6,700km Engine - 2X IAE V2500

Number Manufactured - 1570 Max Take Off Weight - 93,500kg Payload - 21,200kg Wingspan - 34.10m Length - 44.50m

Passenger Capacity - 205 Cruising Speed - 828km/hr Range - 5,600km Engine - 2X IAE V2500

Only 1 - 5 are recognised offically in the ICAO 5 Freedoms Treaty

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9 FREEDOMS OF AVIATION ICAO Treaty - 1944 The freedoms of the air are a set of commercial aviation rights granting a country’s airlines the privilege to enter and land in another country’s airspace, formulated as a result of disagreements over the extent of aviation liberalisation in the Convention on International Civil Aviation of 1944, known as the Chicago Convention. The United States had called for a standardized set of separate air rights to be negotiated between states, but most other countries were concerned that the size of the U.S. airlines would dominate air travel if there were not strict rules. The freedoms of the air are the fundamental building blocks of the international commercial aviation route network. The use of the terms “freedom” and “right” confer entitlement to operate international air services only within the scope of the multilateral and bilateral treaties (air services agreements) that allow them.

The above diagram of the nine freedoms, with black circles indicating the operating airline’s domestic market and hatched circles indicating foreign markets.

1 - The right to fly over a foreign country without landing.

2 - The right to refuel or carry out maintenance in a foreign country without embarking or disembarking passengers or cargo.

3 - The right to fly from one’s own country to another.

4 - The right to fly from another country to one’s own.

5 - The right to fly between two foreign countries on a flight originating or ending in one’s own country.

6 - The right to fly from a foreign country to another while stopping in one’s own country for non-technical reasons.

7 - The right to fly between two foreign countries while not offering flights to one’s own country.

8 - The right to fly inside a foreign country, continuing to one’s own country 9 - The right to fly within a foreign country without continuing to one’s own country.

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All CFR Part 139 airports report declared distances for each runway. Other airports may also report declared distances for a runway if necessary to meet runway design standards or to indicate the presence of a clearway or stopway. Where reported, declared distances for each runway end are published in the Airport/Facility Directory (A/FD).

For runways without published declared distances, the declared distances may be assumed to be equal to the physical length of the runway unless there is a displaced landing threshold, in which [Academic usethe only] case Landing Distance Available (LDA) is shortened by the amount of the threshold displacement. The above images shows all runways located in London as well as distances needed for the take off of commercial passenger jets.

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London City

Luton

Stansted

Gatwick

Heathrow North West

Heathrow South

Heathrow North

London Runway Distances

[Academic [Academic [Academic use [Academic only] use only] use only] use only] [Academic [Academic [Academic use [Academic only] use only] use only] use only] [Academic [Academic [Academic use [Academic only] use only] use only] use only] New York JFK Airport Distance to City - 22.50km

Rome Leonado da Vinci-Fiumicino Airport Distance to City - 25.75km

Barcelona El Prat Airport Distance to City - 17.70km

Paris Charles De Gaulle Airport Distance to City - 22.50km

London Heathrow Airport Distance to City - 24.15km

Bangkok Suvarnabhumi Airport Distance to City - 30.57km

Singapore Changi Airport Distance to City - 19.31km

Dubai International Airport Distance to City - 4.80km

Los Angeles International Airport Distance to City - 24.15km

Sydney Kingsford Smith Airport Distance to City - 9.65km

Hong Kong Chep Lap Kok International Airport Distance to City- 33.80km

Amsterdam Airport Schiphol Distance to City - 17.75km

City Centre’ the Airport Sources Uber.com barcelona-airport.com rome-atrport.com iamsterdam.com journey.smrt.com.sg amsterdamairport.info

aerobusbcn.com amsterdamtips.com welcomepickups.com toandfromtheairport.com opal.com.au metro.net heathrow.com

nationalexpress.com mytransport.sg investopedia.com nycairporter.com dubai-online.com barcelona-airport.com suvarnabhumiairport.com

heathrowexpress.com parisnet.com bangkok.com changiairport.com amsterdamairport.info sydneyairport.com.au ibarcelona.com

wojhati.rta.ae tfl.gov.uk sydneyairport.com.au bangkokairportonline.com aerobusbcn.com charlesdegaulleairport.co.uk

Bus

Time (Minutes)

Taxi

Cost (GBP)

Train/Metro Uber

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AIRPORT CONFIGURATIONS Concourse [Academic use only] [Academic use only]

Security Processor Amenities

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The Urban Airport Harry M Petit - Illustration of the ‘The Cosmopolis of the Future. From Kings ream of New York, 1908-1911.

Eugene Henard - Street of the Future with rooftop platforms for airplanes.

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STREAMLINED CHECKIN Checkin and Security (2020) 1 - Monorail link Passengers arrive at the airport on a dedicated monorail or train link, this will be the same when passengers leave the airport.

2 - Check in Check in takes place digitally, passengers can scan their mobile phone which contains their passport and ticket to gain entrance to the airport, this also acts as the first line of security.

3 - Bag Drop Passengers deposit their bag into the dedicated bag drop where it will be loaded onto the aircraft.

Legend

4 - Passengers pass through a security point, it is estimated by 2020 1 - Arival Rail Link security staff will no longer occupy these points physically. Visitors will 2 -monitored Check - InbyBarriers be CCTV only Legend

3 - Baggage Drop 1 Link 4 -- Arival AirportRail Security 2 - Check - In Barriers 3 - Baggage Drop 4 - Airport Security

Airport Security Diagram Indicative of Current Airport Security with Metal Detectors, Body Scanners. X-ray machines and stations for AirportStaff.

Security Security Diagram Indicative of Current Airport Security with Metal Detectors, Body Scanners. X-ray machines and stations for Security Staff.

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1 - Check-In First the Luggage is labeled with a barcode which is crucial to the process.

There is a barcode scanner within the luggage system which scans the barcode and sends it to the correct terminal.

Should the scan fail for any reason the Systems (Current) bag is Baggage sent to a manual encoding station so the bag can be manually transferred to 1 - Check-In the correct terminal.

4 - Scanning After the initial screening the bags are directed to the second screening area where the bags are rescanned in order to double check the luggage in-case there has been an error in the first scan.

The bag then has its barcode scanned in order to determine which path the bag will have to take to reach the appropriate aircraft.

Baggage System Analysis

Luggage is labelled with a barcode which is crucial to the process.

- Tilt Tray System + Moving 2 - Level There1 isScreening a barcode scanner within5the luggage system which scans the onto Transport After leaving theand check-in area. lug-correct barcode sending itThe to the terminal.

The bags are then transferred from the gage moves down to the first stage of 2 - Level 1 Screening normal conveyors to a Tilt trayto system the process is generally referred to After this leaving the check-in area. The luggage moves down the first whichreferred takes them to the correct locaas “Level 1 screening”.

The luggage stage of the process this isisthen generally to as “Level 1 screening”. tion when the underground tray tilts and thelevel bag iswhere transported down to isthethen underground The luggage transported down to the transferred down a ramp where the bag level where there are banks of X-rays there are banks of X-rays with databases looking for certain items which handling by airport with databases items are not looking allowedforoncertain aircraft.

If theisluggage fails this staff stage the bag will which are not allowed on aircrafts. If the have to be checked manually.

6 - Loading luggage fails this stage the bag will have 3 - Security Check The luggage is then taken to the aircraft to be checked manually.There is also Bags which fail are scanned and checked by staff. A label is added to where it is loaded with a conveyor belt a separate lane for bags that are extra theneed bag aindicating has been searched, Before is placed back on the or or placed in aitfixed sized container large and certain kindit of protocol conveyor system. which is loaded into the aircraft. and care.

4 - Scanning

After theCheck initial screening the bags are directed to the second screen3 - Security ing area where theand bags are rescreened in order to double check the Bags which fail are scanned checked luggage in-case been an error in the first scan. The bag then by staff.

A label is added there to the has bag indibarcode scanned cating has it hasitsbeen searched, Before in it isorder to determine which path the bag will to reach the appropriate aircraft. placedhave back to ontake the conveyor system.

5 - Tilt Tray System + Moving onto Transport The bags are then transferred from the normal conveyors to a Tilt tray system which takes them to the correct location when the tray tilts and the bag is transferred down a ramp where the bag is handling by airport staff 6 - Loading The luggage is then taken to the aircraft where it is loaded with a conveyor belt or placed in a fixed sized container which is loaded into the aircraft.

Engineered Timber Manufacturing Processes of Engineered Woods

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AIRPORT FRAGMENT

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AIRPORT SYSTEM

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Preparing For Flight

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Taxing After Landing )RKMRIW SR EMVPMRIVW EVI LMKLP] IJ½GMIRX [LIR After a plane lands it moves to the apron or the XLI] EVI MR ¾MKLX FYX RSX [LIR STIVEXMRK SR parking area by the power of its engines, then it Taxing After Landing the ground. When a plane is taxiing under its drops passengers andtocargoes. )RKMRIW SR EMVPMRIVW EVI LMKLP] IJ½GMIRX [LIR After a off plane lands it moves the apron or the own power, the engines burn vast amounts of The staff for the next take-off.

XLI] EVI MR ¾MKLX FYX RSX [LIR STIVEXMRK SR parking areaprepare by the power of its engines, then it the ground.fuel.

When a plane is747 taxiing its drops offare passengers andunload cargoes.cargoes, staff who A Boeing canunder consume a tonne of fuel There staff who The staff prepare for the next take-off. own power, the engines burn and vast amounts of ($1000 - 2014) emit several tonnes of car½PP YT XLI EMVTPERI [MXL JYIP WXEJJ [LS GPIER XLI fuel. A Boeing 747 can consume a tonne of fuel There are staff who unload cargoes, staff who inside of the plane, and staff who prepare tea bon and dioxide duringtonnes an average ($1000 - 2014) emit several of car- 17-minute taxi ½PP YT XLI EMVTPERI [MXL JYIP WXEJJ [LS GPIER XLI toduring take-off.

And when the taxi aircraft lands there is and hard to getteathe plane insidemeals. of the They plane, all andwork staff who prepare bon dioxide an average 17-minute Taxing contributes 20% of all Airline emissions to take-off.likely And when aircraft lands and meals. They all work hard to get the plane to betheanother longthere driveis to the passengerTaxing contributes 20% of all Airline emissions ready likely to begate. another long is drive to there the passenger ready Which why are various methods gate. Whichbeing is whydeveloped there are various methods for aircraft to use other means + being developed for aircraft to use other means Before Take Off of propulsion while moving around an airport.

Before Take Off of propulsion while moving around an airport.

Before take-off, there is an inspection to make Before take-off, there is an inspection to make sure thereareare problems with the plane. sure there no no problems with the plane.

9 billion Specially trained mechanics go into cockpit Key Specially trained mechanics gothe into the cockpit Key and do a careful inspection.

1 - Boarding and do a careful inspection.

1 -Bridge Boarding Bridge ;LIR XLI MRWTIGXMSR MW ½RMWLIH TEWWIRKIVW KIX 2 - Tank truck aircraft refueler. + ;LIR XLI MRWTIGXMSR MW ½RMWLIH TEWWIRKIVW KIX 2 - Tank truck aircraft refueler. on the plane and cargo is loaded. The cargo is 3 - Baggage Dolly and aircraft Cargo Units on the out plane andplane cargo is own loaded.

The - Baggage Dolly and aircraft Cargo Units carried to the by its trailer, andcargo is 4is- Luggage3 Convayor The Cost of Taxing all aircrafts costs $8 billion carried plane by its own trailer, and is 4 -Stairs Luggage Convayor loaded byout a liftto forthe cargo.

5 - Boarding in 2015The Cost of Taxing all aircrafts costs $8 billion When preparations been made for takeloaded by a lift forhave cargo.

5 - Boarding Stairs off, the pilot contacts the control tower and in 2015 When preparations have been made for takeasks for permission to take off. Because planes off, themove pilotbackwards. contactsThe theplane control tower cannot is then taken and + asks permission to take Because to thefor runway, this can ofthen be off. several miles planes cannot move backwards. The plane is then taken away 17 Minutes to the runway, this can ofthen be several miles away

20%

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Legend 1 - Overhead storage for hand luggage 2 - Seats arranged in pairs for more effcient loading 3 - Baggage stored in hold after check-in

17 Minutes

The Average Taxing time is 17 mintues

The Average Taxing time is 17 mintues

Capsule System Open Passenger Capsule for 132 Passengers

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Airport Program Preparation for Flight, servicing aircraft

Passenger Checkin - On Airport

Off Airport

Bag Tagging - On Airport

Off Airport

Off Airport

Bag Drop - On Airport

New and Emerging Technologies Five and Ten Year Projections

74%

41%

41%

36%

33%

36%

74%

54%

54%

52%

52%

46%

Technology In the Airport New and Emerging Technologies, Five and ten year projections

1 - Context and locationaware applications for passengers 2 - Wearables for staff (Smartwatch/Smartglasses) 3 - Virtual reality for passengers 4 - Single biometric travel token for identity management 5 - Artifical Intelligence 6 - Specific wearable-enabled services for passengers

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Boeing and Airbus Patents The Proposal will Speculate around two patents released by both Boeing and airbus in the last 12 months. The First being a proposal for a commercial jet with the capacity to take of vertically, which would potentially allow the airport to move further into the city centre and enable it to play more of a civic role. The second being a paten for a capsule system whereby passengers are loaded and unloaded from the aircraft with a removable cabin, this would possibly dramatically reduce turn around times.

Boeing Patents Capsule Loading System and Vertical Take Off

Boeing Patents Capsule Loading System and Vertical Take Off

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Chapter 2 - Disecting London 33

Heathrow Third Runway

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KINGS CROSS AIRPORT - 1931 Designed by architect Charles W. Glover, the new Central Airport for London was launched in an article in the Illustrated London News in 1931, and Glover presented a model at the Institution of Civil Engineers in June. It was to be built over the railway sidings just north of St Pancras. It would have cost some £5million.

It was envisonaged that planes would approach down a new ‘Aerial Way’ above the Pentonville Road, landing on one of the half-mile concrete runways (which look like spokes on a cartwheel.)

In the 1930s, London had no skyscrapers, so the approach would have been obstacle free.

The “Aerial King’s Cross” would see both regular and private flights; businessmen who owned their own small planes would be able to store them in garages under the runways, which would be brought up by lifts when they were going to be flown. Passengers were taken up to the planes in much the same way, via lifts from the buildings below which made up the rest of the urban airfield.

Plaes would taxi around the rim of the wheel until they got clearance to take off from the runways – which, due to the spoke design, were ingeniously laid out to allow take-offs and landings in eight different directions.

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LONDON STANSTED Stansted Airport challenged all the rules of airport terminal design. It went back to the roots of modern air travel and literally stood conventional wisdom on its head. The earliest airport buildings were very simple: on one side there was a road and on the other a field where aircraft landed into the wind. The route from landside to airside involved a walk from your car through the terminal and out to your plane, which was always in view. Stansted attempted to recapture the clarity of those early airfields, together with some of the lost romance of air travel.

From the traveller’s point of view, movement through the building is straightforward and direct – there are none of the level changes and orientation problems that characterise most airports. Passengers progress in a fluid movement from the set-down point through to the check-in area, passport control and departure lounges, where they can see the planes. From there, an automated tracked transit system takes them to satellite buildings to board their aircraft. This degree of clarity was achieved by turning the building ‘upside down’, banishing the heavy environmental services usually found at roof level to an undercroft that runs beneath the concourse. The undercroft also contains baggage handling and was able to accommodate a mainline railway station, which was integrated into the building late in the design process.

Service distribution systems are contained within the ‘trunks’ of the structural ‘trees’ that rise from the undercroft through the concourse floor. These trees support a roof canopy that is freed simply to keep out the rain and let in light. Entirely daylit on all but the most overcast of days, the constantly changing play of light gives the concourse a poetic dimension and also has significant energy and economic advantages, leading to running costs that are half those of any other British terminal. Energy efficient, environmentally discreet within its rural setting, technologically advanced yet simple to use and experience, Stansted has become a model for airport planners and designers worldwide.

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Kings Cross London

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REMOVING INFRASTRUCTURE

[Academic use only]

[Academic use only]

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Chapter 3 - Design Iterations

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Circulation Study

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Circulation Study

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Circulation Study

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Fragment Study

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Fragment Study

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Fragment Study

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All work produced by Unit 14 Unit book design by Maggie Lan www.bartlett.ucl.ac.uk/architecture Copyright 2018 The Bartlett School of Architecture, UCL All rights reserved.

No part of this publication may be reproduced or transmited in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage and retreival system without permission in writing from the publisher.

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UNIT @unit14_ucl

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P I O N E E R I N G S E N T I M E N T

2018

At the centre of Unit 14’s academic exploration lies Buckminster Fuller’s ideal of the ‘The Comprehensive Designer’, a master-builder that follows Renaissance principles and a holistic approach. Fuller referred to this ideal of the designer as somebody who is capable of comprehending the ‘integrateable significance’ of specialised findings and is able to realise and coordinate the commonwealth potentials of these discoveries while not disappearing into a career of expertise.

Like Fuller, we are opportunists in search of new ideas and their benefits via architectural synthesis.

As such Unit 14 is a test bed for exploration and innovation, examining the role of the architect in an environment of continuous change. We are in search of the new, leveraging technologies, workflows and modes of production seen in disciplines outside our own. We test ideas systematically by means of digital as well as physical drawings, models and prototypes. Our work evolves around technological speculation with a research-driven core, generating momentum through astute synthesis.

Our propositions are ultimately made through the design of buildings and through the in-depth consideration of structural formation and tectonic constituents. This, coupled with a strong research ethos, generates new and unprecedented, viable and spectacular proposals. They are beautiful because of their intelligence - extraordinary findings and the artful integration of those into architecture.

This year’s UNIT 14 focus shifts onto examining moments of pioneering sentiment. We find out about how human endeavor, deep desire and visionary thought interrelate and advance cultural as well as technological means while driving civilisation as highly developed organisation. Supported by competent research we search for the depicted pioneering sentiment and amplify found nuclei into imaginative tales with architectural visions fuelled by speculation.

The underlying principle and observation of our investigations is that futurist speculation inspires and ultimately brings about significant change. A prominent thinker is the Californian Syd Mead who envisages and has scripted a holistic vision of the future with his designs and paintings.

As universal as our commitment and thoughts is our testbed and territory for our investigations and proposals. Possible sites are as such global or specific to our visits, as much as the individual investigations suggest and opportunities arrive. Unit 14 is supported by a working relationship with innovators across design. We engage specialists, but remain generalists, synthesising knowledge towards novel ways of thinking, making and communicating architecture.

UNIT 14 @unit14_ucl

All work produced by Unit 14 Unit book design by Maggie Lan www.bartlett.ucl.ac.uk/architecture Copyright 2018 The Bartlett School of Architecture, UCL All rights reserved.

No part of this publication may be reproduced or transmited in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage and retreival system without permission in writing from the publisher.